1
25
237
-
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
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-21
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jarmy, JFD
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/2175/38144/SWilliamsonF1311249v10003-0017.1.jpg
19bfc9a391561f926810b02aba86857a
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
1,700 Tons on Hanover - Emden is Hit Again
Description
An account of the resource
A newspaper article about attacks on Hanover and Emden. It is annotated 'No 12 27-9-43'.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Sussex
England--Hove
Germany--Braunschweig
Germany--Emden (Lower Saxony)
Germany--Hannover
Germany--Magdeburg
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. Fighter 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 newspaper cutting
Identifier
An unambiguous reference to the resource within a given context
SWilliamsonF1311249v10003-0017
Temporal Coverage
Temporal characteristics of the resource.
1943-09-27
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
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.
B-17
bombing
Distinguished Flying Cross
Distinguished Service Order
propaganda
-
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
The file format, physical medium, or dimensions of the resource
11 printed sheets
Identifier
An unambiguous reference to the resource within a given context
SWilliamsonF1311249v10002
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.
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/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/2601/45188/SHomewoodWR1577093v1.1.pdf
1aa64a69dde4f9184207fd0fc4c1ed3c
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
Homewood, William Robert
Homewood, W R
Description
An account of the resource
17 items. The collection concerns William Robert Homewood (1577093 Royal Air Force) and contains his log book, documents, photographs and a piece of shrapnel. He flew operations as a bomb aimer with 51 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Jeffrey Homewood and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-07-24
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
Homewood, WR
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
51 Squadron, 4 Group, RAF Bomber Command
Description
An account of the resource
A detailed account of William's service in 51 Squadron including copies of the squadron's operational record books.
Creator
An entity primarily responsible for making the resource
William Homewood
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
South Africa
Germany
Germany--Oberhausen (Düsseldorf)
Germany--Kleve (North Rhine-Westphalia)
Germany--Bochum
Germany--Wilhelmshaven
Germany--Duisburg
Germany--Cologne
Germany--Düsseldorf
Germany--Gelsenkirchen
Germany--Jülich
Germany--Münster in Westfalen
Germany--Essen
Germany--Hagen (Arnsberg)
Germany--Osnabrück
Germany--Oppau
Germany--Hannover
Germany--Hanau
Germany--Saarbrücken
Germany--Magdeburg
Germany--Stuttgart
Germany--Mainz (Rhineland-Palatinate)
Germany--Wanne-Eickel
Germany--Worms
Germany--Kamen
Germany--Heide (Schleswig-Holstein)
Germany--Hamburg
Germany--Dortmund
Germany--Wuppertal
Netherlands
Netherlands--Nijmegen
Germany--Helgoland
Germany--Düsseldorf
Germany--Dülmen
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
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
94 page book
Identifier
An unambiguous reference to the resource within a given context
SHomewoodWR1577093v1
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
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
4 Group
5 Group
51 Squadron
578 Squadron
6 Group
8 Group
air gunner
aircrew
anti-aircraft fire
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
ground crew
ground personnel
Halifax
Halifax Mk 3
Lancaster
Master Bomber
mess
mid-air collision
mine laying
Mosquito
navigator
Oboe
Oxford
Pathfinders
pilot
RAF Burn
RAF Carnaby
RAF Elvington
RAF Kirmington
RAF Leconfield
RAF Lissett
RAF Marston Moor
RAF Odiham
RAF Snaith
RAF Tangmere
Red Cross
Spitfire
Stirling
target indicator
Typhoon
Wellington
Whitley
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/743/20634/BCleggPVWilsonDv1.1.pdf
52fe453884f3b8aa4fb3ff000cb8677a
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Clegg, Peter Vernon
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
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Clegg, PV
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 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]
3/5
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]
3/6
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]
3/7
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]
3/8
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]
3/9
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.
[Page break]
9a
[Insert on previous page]
[Page break]
3/10
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
[Page break]
3/11
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”
[Page break]
11a
[Inserted text on previous page]
[Page break]
/12
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]
[Page break]
12a
[Inserted text from previous page]
[Page break]
3/13
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
[Page break]
13a
[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.
[Page break]
3/14
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.
[Page break]
14a
[Insertion for previous page]
[Page break]
3/15
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
[Page break]
3/16
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
[Page break]
3/17
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
[Page break]
3/18
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.
[Page break]
3/19
[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),
[Page break]
3/20
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)
[Page break]
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
[Page break]
3/22
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
[Page break]
3/23
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,
[Page break]
23a
[Insertion to previous page]
[Page break]
3/24
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
[Page break]
25
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.
[Page break]
25a
[Insertion to previous page]
[Page break]
3/26
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
[Page break]
3/27
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
[Page break]
27a
[Insertion from previous page]
[Page break]
3/28
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!
[Page break]
3/29
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.
[Page break]
3/30
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
[Page break]
3/31
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.
[Page break]
3/32
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
[Page break]
3/33
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
[Page break]
3/34
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
[Page break]
3/35
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”.
[Page break]
3/36
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
[Page break]
3/37
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
[Page break]
3/38
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
[Page break]
3/39
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,
[Page break]
3/40
[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
[Page break]
3/41
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
[Page break]
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-
[Page break]
4/43.
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.
[Page break]
3/44
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
[Page break]
3/45
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.
[Page break]
45a
[Insertion to previous page]
[Page break]
3/46
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
[Page break]
46a
[Insertion on previous page]
[Page break]
3/47
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
[Page break]
2[sic]/48
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
[Page break]
3/49
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.
[Page break]
49a
[Insertion on previous page]
[Page break]
3/50
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]
[Page break]
50a
[Insertion to previous page]
[Page break]
3/51
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
[Page break]
3/52
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,
[Page break]
3/53
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
[Page break]
3/54
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
[Page break]
3/55
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.
3/56
[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
[Page break]
3/57
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
[Page break]
2/58 [sic]
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
[Page break]
3/59
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
A name given to the resource
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
An entity responsible for making contributions to the resource
Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
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
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
Identifier
An unambiguous reference to the resource within a given context
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/2175/38148/SWilliamsonF1311249v10003-0021.1.jpg
9b2cf3b639d4d0a5e3729c5bf72ba3a8
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
A List of Operations
Description
An account of the resource
A list of 12 operations undertaken by F Williamson. It is handwritten on a newspaper dated October 24 1943.
Creator
An entity primarily responsible for making the resource
F Williamson
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-10-24
Spatial Coverage
Spatial characteristics of the resource.
Germany--Bochum
Germany--Hamburg
Germany--Remscheid
Germany--Leverkusen
Germany--Nuremberg
Germany--Munich
Germany--Kassel
Germany--Hannover
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
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 annotated newspaper cutting
Identifier
An unambiguous reference to the resource within a given context
SWilliamsonF1311249v10003-0021
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/478/31022/BBrookMBrookMv1.1.pdf
4cd3acd12de048eadb4febb65de3b363
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
Brook, Maurice
Dr Maurice Brook
M Brook
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Brook, M
Description
An account of the resource
Three items. An oral history interview with Flight Lieutenant Maurice Brook (1640523 Royal Air Force), his memoir and a squadron photograph. He flew operations as a navigator with 625 Squadron.
The collection has been licenced to the IBCC Digital Archive by Maurice Brook and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[centred]By Request
A RETROSPECTIVE [/centred]
Bomber Command No. 625 Squadron
[picture of a Lancaster]
No. 625 Squadron
[picture of badge] Motto: “We avenge”. Badge: Within a circular chain of seven links a Lancaster rose. The Lancaster rose is indicative of the aircraft used by the squadron, and the seven links the number of personnel comprising an aircrew.
King George VI, March 1945. Authority:
No. 625 Squadron was formed at Kelstem, Lincolnshire, on 1st October 1943, as a heavy-bomber squadron equipped with Lancasters. It formed part of No. 1 Group and between 18/19th October 1944, and 25th April 1945, took part in many major raids on enemy targets. Following its final bombing mission it helped to drop food to the starving Dutch people, ferry British ex-POWs home from Belgium and British troops home from Italy.
Bomber Command WWII Bases:
Formed 1.10.43 as No. 625 (Bomber) Squadron at Kelstem. Main nucleus-posted in about middle of month-was “C” Flt of 100 Squadron.
Kelstem, Lincs: Oct 1943-Apr 1945
Scampton, Lincs: Apr 1945 onwards
Bomber Command WWII Aircraft:
Avro Lancaster B.I,B.III: Oct 1943 onwards
Code Letters:
“CF”
[centred] Maurice Brook February 2011 [/centred]
[page break]
For years I resisted family requests to talk about my experiences as a navigator in Bomber Command. Apart from a natural reticence of not wanting to “shoot a line”, to use RAF slang, I knew that memory alone could mislead, as proved to be the case. More important was a selfish concern that real but unpleasant and perhaps unmanageable memories would emerge. Virtually daily, in quite[sic] moments, I have brief flashbacks. Conventional wisdom is that this is evidence of post traumatic stress disorder. My argument, which disconcerted a conference of psychiatrists, is that it is a biological mechanism for coping and providing there is no evidence that it interferes with normal functioning there is no need for treatment, which might undermine effective coping.
Last year, I was told that, “I owed it to the grandchildren at least, to make them aware of what an earlier generation had done in extreme youth. Ever son-in-law, Clive, remembered a wish I had once casually expressed for a final visit to Lincolnshire, a Lancaster bomber and perhaps visit the hotel where the Dambusters were housed. Out of the blue, he telephone last Autumn to say he had booked a VIP day in April at East Kirby airfield. There, among other things, there would be a ride in a Lancaster on the ground. The previous night was to be spent at Woodhall Spa, the very hotel used by the Dambusters. With that breathtaking announcement made, in his usual persuasive way, he suggested that as a quid pro quo I might respond to the requests to write about my experiences.
My navigator’s log book was stolen when we moved house from Effingham and memory can be false after over 60 years. To be as accurate as possible, I got my service record from the RAF and paid a researcher to cull the squadron records in the National Archives. I had tried to do this some years ago, but found the microfiches almost unreadable. The experienced researcher did a reasonable job, but may have missed some operations. To my surprise, it proved the unreliability of memory. I would have sworn I joined 625 squadron in the winter of 1944, but the record shows I did not do so until early March 1945. What I recollected as months was only weeks, which itself says something about the impact on me of the experience.
So, as they say, “to begin at the beginning”.
[centred] 1939 – 1941 [/centred]
I was on school holiday when my mother and I listened to Neville Chamberlain’s broadcast, September 3rd 1939, telling us we were at war with Germany. A neighbour came in, whose husband, like my father, had been permanently damaged by service in the first world war, which had ended only some 20 years earlier. I remember her saying to my mother, “at least your lad is too young to have a go.”
At school there was an awareness of the threat to freedom from fascism. We had Hitler’s Mein Kampf and Mussolini’s biography in the school library and were urged to read them. One master was a Jewish refugee who had escaped with his young daughter in 1938. Some of the boys had been on a school trip to Germany in 1938 and returned with Nazi
[page break]
memorabilia given to them by members of the Hitler Youth. Throughout 1938 preparations for defence were apparent, such as air raid shelters being built on the school playing fields, gas masks being issued and air raid practices.
I was able, with bicycle, to join the Air Raid Precautions Service as a messenger boy. This involved spending nights in the control centre at the local council offices, waiting to be sent with messages if telephones were put out of action. Not much happened and my usual duty was to be sent out, in the blackout, to buy fish and chips. One night, in early 1940, there was a raid on Leeds as I war returning with fish and chips. There was a drone of engines, searchlights and then anti-aircraft guns opened up. A piece of shrapnel hit my steel helmet, but somehow cut my lip. That was my initiation which, of course, gave me status in the control centre as their first real casualty. I told my parents that I had, “bumped into a wall in the blackout” and was told to be more careful.
During 1940, the school summer holiday was cancelled and the staff arranged a special programme: learning to play bridge, producing a play, music appreciation, outdoor games etc. One highlight was a demonstration of unarmed combat by the headmaster with the school caretaker. The Home Guard was being formed, initially called the Local Defence Volunteers. Our headmaster was the captain and the caretaker was the senior warrant officer. A squadron of The Air Training Corps was also formed, with the headmaster as CO and the caretaker as warrant officer. We were taught basic navigation, mathematics, aircraft recognition, morse code, drill etc. We had a week at Holme on Spalding Moor, then a base for Hampden bombers. We saw them take off after dark one night on a leaflet raid. Our first flight was on an Avro Anson and I was airsick. I was never airsick again until May 1945. Fooling about with my school-friend Walter Murton, I jumped through an open window in the NAAFI but didn’t duck enough and cut my head on the upper frame. The MO stitched it up and I was swathed in a turban of bandages, which gave rise to all kinds of speculation when we were back at school. Unfortunately, it put Muriel, who was in the same class, off for a time.
Dunkirk brought home to us all how desperate the situation was. We had a military hospital not far away and the head used to arrange for groups of wounded soldiers to come to the school and be given tea by the girls. We had a young staff who were beginning to leave, to go into the army or air force. They were being replaced by men from retirement and young women. Older brothers were already involved, one as an air gunner, whose schoolboy brother brought a clip of live machine gun ammunition into school and no one turned a hair. The brother of one of my primary school teachers was a Halifax pilot and cycling home from school I sometimes saw his plane circling over my home village of Outwood before going off on a raid. He was lost after a few operations. The headmaster had some of the older boys to his home at weekends where we were taught and practised rifle shooting. We also spent hours cleaning grease from case loads of old American rifles and making sure they were in working order. All this activity was a practical response to Churchill’s call, “to fight on the beaches and the landing grounds, etc., - we will never surrender.” Invasion really seemed imminent and we were preparing for it.
I had become a sergeant in the Air Training Corps and the RAF were offering university bursaries for suitable candidates volunteering for aircrew. The minimum age was 17 ½ , which I was in October 1941. My father agreed, reluctantly, to sign the papers and I made
[page break]
an advance application. This was accepted, after a long medical and intelligence test, in July 1942, at a centre in Viceroy Court outside Birmingham. I was then sworn in as a member of the RAF Volunteer Reserve, becoming the property of the RAF.
CAMBRIDGE
The RAF deal was that their bursary covered attendance at a university first year engineering course, and completing the initial aircrew cadet training at the RAF proper, by simultaneously being a member of the university air squadron. Long vacations were suspended during the war, so the normal degree was covered in two years. The first year equivalent was from October to March.
In October 1942, almost 18 years old, I arrived at Christ’s College. Walter Murton, accepted under the same scheme, went to Corpus Christi. I had two rooms with coal fires. A ‘scout’, old enough to be my father, cleaned, made the fires, got the coal in etc. One of the many new and not entirely comfortable experiences. Wearing of academic gowns was compulsory for undergraduates and you had to be back in college by 10-30pm or the gate was locked on you. The lecturers were first class and eminent in their fields. We did aeronautical engineering, applied mathematics, some meteorology, physics and electronics. Practicals were done in the Cavendish laboratories. To be in these famous labs and lecture theatres was something to remember. Other aspects of university life were enjoyed. I joined the Harriers and went running every Wednesday afternoon, likewise rowing, another new experience. Sunday evenings were often spent at the University church listening to first class speakers. There were many free lectures in the evening by well known politicians of the time, often firebrands: Krishna Menon I remember: Lord Gort, ex-governor of Gibraltar talked about his angel and god experience when governor of the beleaguered Rock, and communist Harry Pollitt. Sundays, arranged by the Communist Society, I spent with many other students on a bench at the Eye factory mindlessly stamping out rivets or washers to aid the war effort. It was a useful insight into the monotony of unskilled factory work.
The university air squadron was commanded by the headmaster of the Leys public school, but the staff were all RAF. We wore RAF uniform with a University Air Squadron shoulder badge and a white flash in our caps. The training was intensive. The New Zealander drill sergeant told us that when he was posted to the CUAS the CO said he was to remember that, “these cadets are the sons of gentlemen and are to be treated as such”. An interesting insight into prevailing snobbery. Amusing and tedious but it had a purpose. The CO’s comment I suppose had some substance in that period. We had several titled members, some sons of very senior RAF officers and army generals, the son of the then chairman of ICI. Needless to say, the effect on this New Zealander (colonial was we all then saw him) was that he made life really tough for us. We became good at drill and his inspections made sure we were super smart with polished buttons etc. Morse signalling was practised until it was second nature and we learned to take down messages with interference fed into the system. Aircraft recognition was practised by a brief flashes on the screen. In time we got to be over 90% accurate. More navigation teaching and an introduction to astronomy by learning the main
[page break]
constellations and important stars and planets. With Britain blacked out star gazing was easier than it is now. Social aspects were not neglected. Formal mess dinners were held with speeches and silly games afterwards and etiquette rules taught about behaviour in the officer’s mess - never go in your greatcoat, or wear your hat or fail to speak to the CO if he is in there, how to pass the port and so on. The whole ethos was that we were to show that we were demonstrably better than the normal RAF intake and I suppose it rubbed off in encouraging higher achievement.
After university and air squadron exams most of us had about two weeks at an aircrew reception centre, in commandeered luxury flats at St. John’s Wood eating in the zoo restaurant. From the RAF records I have obtained, I see my character was then rated as “very good” and “ recommended for a commission”. You were never told about your appraisals in those days. Time was taken up by more medicals in the pavilion at Lord’d: tests for night vision and ability to cope with spin. We did daily PT in the open under the shadow of anti-aircraft guns in Regent’s Park. One of the group in my ex-luxury room with eight airmen was a dedicated member of The Oxford Movement, who rose early every morning to say his prayers, but he was well tolerated and no one made fun of him.
From St. John’s Wood it was back to Cambridge as proper RAF airmen. This time living in Selwyn College, part of which had been commandeered. We were there about a month and given Tiger Moth training at Marshall’s field outside Cambridge, before being posted to Heaton Park Manchester, where I was billeted in the spare room of a couple in Crumpsall. He was an ambulance driver in Manchester and had already experienced raids. Other members of the family lived nearby and I soon learned that one son was a Japanese prisoner. I walked each day to Heaton Park for breakfast and all other meals. Apart from frequent daily inspections the days were taken up with useless tasks to keep us occupied as we were there awaiting a troopship sailing to Canada.
CANADA
Late autumn, 1943, hundreds of us were gathered in a large hangar at Heaton Park, given ration packs and marched to board a train, which travelled through the night reaching what some recognised as Glasgow docks the next morning. There we were marched onto a liner (either the Andes or the Aquitania) converted into a troopship. Every inch below decks was occupied with bunks or hammocks. we were given timed tickets for one meal only a day and practised lifeboat drill several times. Late afternoon we slid out of Glasgow and started the lone crossing relying on speed and zig-zagging to escape U-boats. Hygiene was primitive. Showers were just about possible , using special soap for salt water, but it wasn’t advisable in case of attack. Each day, the deck mounted gun was used in target practice. I think the journey must have been about three weeks. One dawn, we saw the impressive Statue of Liberty as we entered New York Harbour. The water was covered in floating debris. Not a pretty sight, but a relief to be there..
Train from New York to Monckton, New Brunswick, another aircrew reception centre. I
[page break]
was there long enough to be accepted into the hospital laboratory as an assistant. That made the days pass, but got me on a disciplinary charge for missing a parade. This remains on my record. From Monckton to London Ontario and the air navigation school, using Avro Ansons and civilian pilots. For the first time, navigation theory was being put into practice. Alongside daily lectures and practicals we flew on given routes around the Great Lakes at night, using ground observation (no blackout there) and code flashing beacons strategically placed. Some astro-navigation was involved, but no electronic aids. The pilots presumably always knew where they were, but they always obeyed trainee navigator instructions. More than once, planes were flown across Lake Erie to land short of fuel many miles from London. I avoided such embarrassment, but learned what it was like to be uncertain of your position and yet get yourself out of the difficulty.
[photograph]
Trainee Navigators Avro Anson. London, Ontario.
Temperatures at ground level of minus 20F were not uncommon as was regular snow, but flying was never suspended. With no blackout and abundant rich food, the contrast with the Britain we had left was marked. The other big impression was how big everything seemed to be, railway trains, cars, buses, wide roads and lots of space everywhere. I wrote to Muriel practically every dyad she did likewise. There was a special form we had to use that was transmitted electronically: an aerogram, I think. You wrote in black pen and the recipient received a photo-reproduction. The process was surprisingly quick, but you had to be careful what was said because they were all censored. The cadets on the course were from all backgrounds. An ex-Newcastle policeman and a miner, both in their thirties and with families. They had reserved occupations which exempted them from normal military service, but volunteering for aircrew always took priority. Also, there were virtual schoolboys like me; a couple of air gunners who had re-mustered after operational experience and a young East End Jew boy with a scar on his face from an air raid in which his girl friend had been killed in his arms. The instructors were Royal Canadian Air Force,
[page break]
mainly peacetime teachers, one of whom I met later in the UK at Operational Training Unit preparing to go on operations as navigator.
At the end of February 1944, I graduated from Navigation School and was commissioned as a pilot officer in The Royal Canadian Air Force, aged 19. A free month followed, hitch hiking in the USA prior to reaching Halifax, New Brunswick, to join the designated return troopship (Andes or Aquitania). The only difference in conditions on the return trip was that officers were separated from the sergeants.
[photograph of Pilot Officer Brook in March 1944]
Newly Commissioned
[centred] HOME AGAIN [/centred]
We docked in Liverpool to a quayside military band, before taking a special train to Harrogate, where the RAF had taken most of the major hotels for aircrew reception. It was a bus ride from home and I took advantage whenever I could. With a two day pass I could get to see Muriel wherever she was stationed in the army. I got myself a temporary job in the adjutant’s office censoring mail, primarily so I had access to the blank passes and could write and stamp my own.
Posting to an Advance Flying Unit at Millom in Cumberland followed. Here, navigating in blackout conditions on Avro Ansons without radar aid was the norm, having respect for the mountainous terrain in the area. The given route and height left little room for error. Crashes did occur as a harsh penalty for error. We were taken to swimming baths where we had to wear dark glasses, jump fully clothed, wearing Mae Wests (lifejacket) from the top diving step into the pool, locate a dinghy that was upside down, clamber in then blow a
[page break]
whistle to attract other crew already in the water. It was cold, unpleasant, physically draining but obviously potentially a survival skill.
By August I was considered proficient and posted to an operational training unit (OUT) at Husband’s Bosworth, a wartime airfield in Leicestershire.
[centred] OPERATIONAL TRAINING [/centred]
All new arrivals for the OUT course spent the second evening together in a large mess room. We were to sort ourselves out into crews for Wellington bombers. Being cautious and diffident, I did nothing at first but watched the scene with a mixture of amusement and cynicism. Within the first hour a dapper, mature, commissioned bomb aimer (itself unusual), came to me. He said he was Jim, had found a pilot and wanted a navigator, was I interested? So I said yes and joined the pilot (also commissioned) who was not much older than me but I judged him as less mature, but I was committed. Two sergeant air gunners asked to join us and we learned they were the sole survivors from a crash in training. The rear gunner was 18 but the mid-upper was 35, like Jim. Jim has chosen to be a bomb aimer because the statistics showed they had a high casualty rate, like rear gunners, and he had an unhappy marriage and wanted out with some glory! Later, he met a future wife and changed his views. Ron, a bright yellow wireless operator asked if he could fill the vacancy he recognised. He was welcomed as being very experienced, after being a ground wireless operator in West Africa. His colour was a side effect of the anti-malarial treatment used at that time and it took years to fade.
The next day, training started on Wellingtons and I had an introduction to Gee, a navigation aid that worked by receiving oscilloscope signals from widely dispersed transmitters. By plotting the readings on special maps, a good fix of ground position was possible until, as I soon learned, German counter measures could confuse signals. OTU. Included practice parachute jumps from a tower, lectures on how to contact the underground, how to behave as a prisoner of war and basic survival techniques. We also, in turn, observed other crew members in a tank as the oxygen level was reduced. They showed inability to do simple sums or drawings, yet were supremely confident they were doing well. This taught us the need always to use oxygen about 10,000 feet. It was my job to instruct the crew, “oxygen on.”
As a crew we had to practise bombing on a range almost daily, machine gunning a towed target drogue and fighter affiliation exercises in which the object was to evade a theoretically attacking fighter. Inquests after exercise identified errors. Most al all, we had a series of night raids, under code numbers, to carry out. These specified routes with many turns at sharp angled where sloppy timing of the turn would put you outside the line of the next course to follow. In a real raid this would put you outside the mainstream and therefore increase vulnerability. We were to follow the given routes and return to base exactly on the estimated time of return. Some of these routes took us briefly to enemy territory, which exposed us to searchlight and anti-aircraft activity and kept the gunners alert to night fighters. Sometimes we dropped ‘window’, foil strips, to confound radar. Aircraft were occasionally lost to enemy activity. It was this OTU period that must have created my false impression of when I started operations proper, as the exercises were very realistic.
[page break]
Whenever I could get away I went to where Muriel was stationed, meeting her as she came off duty or saying goodbye as she went on duty. The bridge over the Dee, at Chester, was one place, near Western Command Headquarters. Goodge Street station was another haunt, when Muriel was with General Eisenhower’s signals centre located in tunnels underneath the platforms. There was a café near Goodge Street where we sometimes had the luxury of a hot orange drink that was off the ration.
February 1944
[photograph of Maurice Brook with Muriel]
Our young pilot was not good at putting the crew at ease, because his own obvious tensions were transmitted by his tone of voice and forgetfulness. For example, on take off he left his oxygen mask microphone switched on and dangling, so that the engine roar was amplified and transmitted to the whole crew, making it impossible for anyone to pass a message until we were well airborne and passed the critical danger period. He was told about it, but consistently forgot under pressure. On our last training flight an instructor flew with us to assess the crew. It was a filthy night, with thunder and lightning and very strong winds. At one stage, with a headwind, I thought I was in error. My calculation of ground covered suggested we had hardly moved and we seemed to be stationary over Anglesey. The wireless operator received a diversion instruction, away from our weather-closed airfield in Lincolnshire to one in the west country. I calculated a new course and time of arrival at a specified airspeed and we got over the right spot, though the weather was still bad. It then became clear that our pilot was so stressed he could not go through the landing drill and he began to prepare us to bail out. At that point the instructor took over as captain and managed to land just before the fuel ran out.
We returned to Husband’s Bosworth the next day and were sent on a week’s leave prior to being posted to a four engine conversion unit. On return, Jim and I quickly found that we shared serious reservations about our pilot. The gunners, already extra twitchy because of their accident history, and the wireless operator told us they were unhappy and expected the officers in the crew to do something about it. Jim and I went to see the adjutant to say that as a crew we were unwilling to continue flying with this particular pilot. It was a delicate
[page break]
task because, although all aircrew were volunteers, refusal to fly was treated as ‘lack of moral fibre’. Reduction in rank and disgrace followed. However, the adjutant surprised and relieved us by saying, “you will be posted as planned but your pilot will remain behind for further training.” “A new pilot will be waiting for you at the conversion unit”.
[centred] Four Engine Heavy Conversion Unit [/centred]
It would have been around October, when we arrived at Sturgate, a base near Scunthorpe, for training on Halifax, four engine bombers. We were introduced to Dave Lennox to be our new pilot and captain. Already a flight lieutenant with many hours of instructor service in Canada, he had joined a Scottish regiment in 1938, risen to regimental sergeant major, been to France and back through Dunkirk. Then he had applied to re-muster as aircrew and trained as a pilot. We also acquired a second pilot as flight engineer, making a full crew of seven.
From our first practice flight, Dave established his authority and inspired confidence in us all. He was calm, ensured we only used the intercom for messages not chatter, repeated my instructions and followed them exactly. Once, on take off just before becoming airborne, he said quite calmly, “We have burst a tyre”. We completed the exercise for the day and as we prepared to land he said, “take up crash positions, I am going to try to put the burst tyre on the grass and the other on the runway, but we might tilt over.” He landed smoothly and stayed upright. What a relief and what a further confidence boost for the crew.
The weather was freezing and the Nissen hut in which we were housed had no fuel. The first night, after dark, a group of us went to the fuel compound, which had a high wire fence with barbed wire. By standing on the shoulders of a big chap on the ground, throwing a greatcoat over the wire, I (being relatively light) was able to get over the top, hang down and then drop. A bucket came over with a rope attached which I filled and returned three or four times. Finally I did a monkey crawl up the tope and was pulled up and over. The whole process took less than 15 minutes and was over before the patrolling guards came round again.
Then, a strange thing happened. I was posted to Hereford to No 1 Aircrew Officers School. I found Walter Murton also had been posted there from his further pilot training. We were given intensive military training by the RAF Regiment and taught to use a variety of weapons, unarmed combat, grenade throwing, stalking a sentry. We had to undergo assault course training over a wall, under wire, through water, jump off the back of a moving lorry in the dark somewhere in Wales and make our way back to the unit. The only explanation we were given for this bizarre treatment was that it was necessary to train a number of aircrew officers so they could lead the defence if an airfield was attacked. The school is now the base for the SAS. I failed to finish the course because I ended in hospital, paralysed, suffering from exposure. A week in hospital with daily physiotherapy put me right, though I had to endure daily visits from the local vicar, who seemed to have got the idea I must have come down in the sea! However, it got me away and back to the proper air force. When Walter returned he was trained as a glider pilot for the Rhine crossing where he would have had to lead his infantry passengers after they landed.
[page break]
[centred] 625 Squadron and Operations [/centred]
The preliminaries
Later than I originally thought, possibly for the reason I explained earlier, the crew were taken on March 2nd 1945 to Kelstern, a wartime airfield in the Lincolnshire Wolds, near Louth. We were met by the squadron commander, who outlined a familiarisation on Lancasters before we would be ready for operations. We three officers shared a small room in a Nissen hut, the sergeants had beds in a barrack room for about 20, heated by a central coke stove. Though nothing was said, we were all aware that we were probably occupying the places of missing aircrew as the squadron commander said nothing about crews that had recently left because they had completed their tours (30 operations). For the sergeants, I felt sympathy. Sometimes, usually during a morning, the belongings of one or more residents from their hut would be removed, because they had not returned the night before. “Gone for a Burton” was the slang expression. This was a derivation of, ‘he went for a beer and hasn’t come back’. A day later, the beds would be re-occupied by newcomers. Thinking back, we all seemed to avoid developing friendships with members of other crews, an understandable defence mechanism. Unlike an army unit, there was no feeling of dependence on and mutual responsibility for one another. The reliance and complete trust was confined to members of each individual crew.
We were introduced to our Lancaster. V for Victor but also V for victory, just returned to service after an overhaul. It had already a distinguished survival record, with over two tours to its record. A “lucky plane” was our assessment, which did great things for morale, even before we got inside. Inside, it was compact, with just enough room for each function. Whereas the Halifax seemed like a spacious airliner, the Lancaster felt like a proper war-plane.
Our first Lancaster. V – Victor [photograph of the Lancaster]
[page break]
My ‘office’ was next to the wireless operator and only a step away from the astro-dome. I encountered two new navigation aids. The first was an air position indicator (API). Once set with the latitude and longitude of a start point, it automatically integrated every subsequent movement of the aircraft in direction and speed. This gave a continuous reading of exactly where the aircraft was above the ground, assuming no wind. Of course, there always was wind, otherwise a navigator would have been redundant. The API improved precision, compared with the previous method of noting changing direction, airspeeds and duration of each of them, then doing a series of time consuming mathematical calculations. A second, new navigation aid was called H2S. I had a screen on which a rotating beam showed illuminated ground objects, detected by a revolving aerial under the aircraft that transmitted an electronic beam to earth and picked up the reflections. Towns, clusters of buildings, lakes etc., showed up on the screen as glowing smudges. We had special radar maps that more or less reproduced what the ground objects would look like on the screen.
We were photographed as a crew, for the squadron record.
Don Abbott – flt. Engineer Wally Birkey – rear gunner Ron Wilsdon – wireless op. Ken Cowley – upper gunner Jim Harbord – bomb aimer Dave Lennox – captain Maurice Brook – navigator
[photograph of the crew]
We had to avoid shaving for five days and then were individually photographed in shabby civilian clothing. We were given the prints to carry so that if we were being helped by the underground they could use them to make false permits as foreign workers.
Daily flights took place to become familiar with the aircraft. Dave practised aerobatics and evasive action and said Victor handled like a fighter. We had bombing practice near Gibraltar Point. The gunners had target practice and I had to master the new electronic aid and use of the API. According to the records from the National Archives, we were on the squadron for two weeks before our first operation. My recollection was of a much shorter period. Moreover, I recollect Stettin, Essen, Frieburg and Munich as operations. None of these appear in the archive record, so I could be wrong.
I seem to have spent a long time on the preliminaries in this account. I suspect it has been subconscious behaviour to delay coming to terms with the real thing, which I must now do using the archive record only.
[page break]
The real thing.
One would think that our first operation would be one to remember, yet I have no memory whatever. On March 15th., the record shows we attacked Misberg, near Hanover. We took off at 17-53 and landed back at 01-09. Surprisingly, those 7 hours are a memory blank.
There was a routine on an operational station. In the morning a tannoy (loudspeaker) message “all operational aircrew to remain on base”’ meant operations were likely but not certain. The officers mess had a small blackboard headed, ‘Battle Order’. If an operation was confirmed, the squadron commander chalked the names of the captains and navigators on this board and a likely time of briefing. By then, ground crews would be moving trolly loads of bombs to each aircraft and bowsers would be delivering fuel. Jim used to go out to check the ‘bombing up’ and the gunners checked or preferably loaded their own ammunition belts. There would be much speculation about the target as there was a ratio between bomb load and fuel load that helped in guessing the likely distance. I used to go to the intelligence room or the navigation room to collect up to date maps and note reported changes in enemy anti-aircraft and fighter placements.
The Tannoy would indicate the briefing time and crews would amble along to the crew room and change into flying kit. Silk underwear and under gloves, then woollen, then battle dress, a Sith & Wesson 48 and ammunition, Mae West (lifejacket) and parachute harness. During this process, the ample toilets were much used. Parachutes were collected, each directly from the WAAF who had packed it, also a small plastic box of escape kit. This contained forged money, maps printed on thin fabric capable of also being used to strain water, water sterilising tablets, a simple fishing line and some glucose tablets. We also each got a thermos flask of cocoa.
As you entered the briefing room, you read over the door “Press on Regardless”. In the briefing room, each crew sat at a trestle table facing a raised platform A curtain covered the end wall. In would come the station commander and acolytes. The curtain was dawn aside revealing the target and the designated routes in and out. These were never direct, especially inward, with frequent marked changes of direction. The meteorology officer would brief on weather en-route and on return. Bombing leader explained the bomb loads, bombing heights and the target markers (coloured flares) to be dropped by pathfinder force. The C.O. explained the reasons for its target selection and the total number of aircraft taking part in the mission. This was usually several hundred. After questions, all left except the navigators. We made careful notes of the turning points and target times. We were also taken to our dispersal sites in a blacked out bus driven by a WAAF. The engines were usually already running. I would greet the ground crew and clamber aboard.
Once I had reported my arrival Dave would taxi out. As we rolled along the perimeter track, I would pin down my charts, check the API and that the altimeter was correctly set, prepare the first log entry which would read “airborne”. By then we would be at the runway. An airman would check the tyres and give a thumbs up to Dave. Then from a caravan at the other end of the runway a green Aldis lamp would flash. There was complete radio silence and pre-arranged drill had to be followed. The engine would roar with the brakes still on,
[page break]
then as the aircraft strained, the brakes were released and we began to roll, gathering speed. Dave would call, “full power” as he with the engineer pushed the throttles forward and held them there. Hurtling down a runway, sitting on tons of high explosive, was always a period of tension. The aircraft seemed to stick to the ground until, slowly, it became unstuck. A steep climb began and the undercarriage was retracted. We were on our way. I had a bit of a ritual in logging the exact time in minutes and seconds that we left the ground.
Each aircraft took off as it was ready. Once airborne we had time to kill. I usually gave dAve a course that took us over my home territory and then turned him to meet our first departure point on the given time. Frequently, the UK legs were Reading then Beach Head, after which the route varied according to the briefing instructions. Residents of Reading would have endured the noise of several hundred aircraft as they formed the stream going south. I could get accurate Gee fixes of ground position and Jim would usually confirm the time of crossing each coast, from which, using the API, I would calculate my first wind speed and direction. This was used to calculate the compass course for the next leg. As we reached 10,000 feet I would check that oxygen was on for each of the crew. Our operational height was usually between 10 and 15 thousand feet.
March 16th., we were briefed for a major raid on Nurenberg involving 277 aircraft. This I do remember. Gee signals were soon being jammed and fake signals were appearing, so I was glad to use H2S, difficult though it was to link the responses on the screen to the charts in front of me. There were many changes of direction towards the target. Precise timing of a turn was essential to remain within the stream. For example, on an accurate turn, 30 seconds wrong could put the aircraft outside the stream when on the new course and therefore vulnerable. We had a drill. I would warn Dave, “prepare to change course to….” and I would give a compass heading. He would acknowledge and repeat the given heading. As the time to turn approached, I would do a verbal count down ending in “now’ and there would be be an instantaneous change of direction. Frequently, the aircraft would vibrate as though running over cobbles. This cheered the crew because it was due to the slipstream of another aircraft and meant that we were still in the mainstream. Only later, on a daylight mission did we realise how close you had to be to get this effect! Ron had a long trailing aerial that he reeled out below the aircraft and this was regularly chopped off by the propellers of following planes. As we proceeded to the target, Jim and others kept reporting fires on the ground. Nearer the target, Jim took over guidance leading to the bombing run. After take off, this was the next certain period of extreme tension. For several minutes, Dave would have to fly level and respond to, “left left, right right, steady, steady” as Jim lined up his bombsight on the target markers laid by pathfinders. I would follow on the H2S, with my thumb on a bomb release button which I could use, if Jim became unable. All the while, we would rock from time to time from nearby anti-aircraft bursts and occasionally a searchlight would light up the cabin, but thankfully pass over without locking on. “Bombs gone” from Jim would be accompanied by an upward leap as the aircraft suddenly became lighter. “Steady, steady,” would be Jim’s calm injunction for several seconds more until the camera had operated, recording our ground bursts. These were analysed on return for accuracy. “Camera off” would be Dave’s signal to open throttles and turn on the course I had given him to pre-set on the compass before starting the bombing run. The long return then began with Dave usually checking that the gunners were awake and alert. We had taken off at 17-45 and landed back at 02-05 and bombed from 16500 feet. Climbing out after landing, as the engines stopped, the overwhelming impression was of a
[page break]
peaceful silence and the smell of clean air. A quick briefing of the ground crew about any mechanical problems and into the crew bus and to the de-briefing room. Here, a WAAF intelligence officer sat behind a table and we sat facing her. We had been given a mug of cocoa laced with rum by the chaplain, who had usually had one for himself each time. On the wall was a large table listing crews, take off time, estimated time of return and comments. You noted the ones marked overdue, sometimes crashed, ditched or missing. 3 of the 26 planes dispatched had not returned. The weather observations I had to make en route were reported. Jim gave his report of target marking, etc. When the number of fires was reported, as though the enemy had marked the route, we were told these would be aircraft burning on the ground. These words had schilling effect, reinforced by the news that soon emerged that 24 (8.6%) of the total force of 277 had been lost, an unsustainable rate of attrition. Bacon, eggs, sausage, beans in quantity and it tasted good. Back to the hut and dog tired we were soon asleep.
March 18th., Hanau was the target, taking of 39 minutes after midnight and landing back at 07-47, bombing at 04-35 from the relatively low height of 10,300 feet. It was a lively trip, with several night fighter warnings that caused stomach churning, as Dave took violent ‘corkscrewing’ evasive action. Two members of another crew returned wounded, but safely.
There was a brief closure for very bad weather, then on March 22nd we were off to Bruchstrasse, for a relatively uneventful trip of 6 hours, from 01-08 to 07-05, bombing at 04-19 from 17,000 feet.
The next day we were briefed for a specific target in Bremen : Bremen railway bridge the record says. I thought it was Bremen docks, but I suppose they could be the same. Less than 5 hours, up at 19-47 and down just after midnight, after bombing at 10-05 from 16500 feet. The camera recorded clear direct hits right on target, which reflected well on the crew and especially Dave and Jim.
Target photograph - Bremen - 23 March 1945
[photograph]
[page break]
By now, I think as a crew we had acquired some recognition within the squadron and we were selected to radio back to base the wind speeds and directions I was using. Aircraft from other squadrons were similarly detailed. The responses were collated at base and an advisory wind radioed to the mainforce to use or not, as each navigator decided.
Two days after Bremen, we did our first daylight operation. On March 25th Hanover was the target. We left at 06-37 reached target at 09-47 and were back for lunch by 12-26. In daylight on a perfect sunny day of blue skies, we realised how close you had to be to the aircraft in front to feel the slipstream effect. It was a sobering thought. As we left Hanover I looked back from the astro-dome to see a column of dense black smoke rising to nearly our bombing height of 17000 feet. I remember feeling a surge of sympathy for the burgers on that Sunday morning, coupled with the thought that there would have been plenty of warning to give them time to reach shelters.
On March 31st, another clear Spring day, a major daylight operation was directed at long-suffering Hamburg. The bomber stream was accompanied by American Mustang and Lightening fighters, but we soon encountered anti-aircraft fire. The gunners reported an aircraft to our starboard on fire. I looked out of the astro-dome and saw it flying level with thick black smoke pouring out. Then it slowly, very slowly, began a dive. We were all hoping to see parachutes. Eventually, three bundles fell out, all on fire. No parachutes opened. Then it was back to work. There was less dog-legging on the escorted raid, so we were up at 06-35 and back by 11-41, reaching the target at 08-52 from 17,000 feet.
Enthusiasm for escorted daylight raids seemed to be growing in the command, as April 3rd was the day for another. This time to army barracks at Nordhausen, a very specific target which we were to identify ourselves and not rely on pathfinder force. We were up at 13-28 and reached the target successfully at about 16-15. It was cloudy as Jim started the bombing run and just as he was approaching the target it was covered by cloud. Jim, properly and unusually, aborted the run. Anti-aircraft response was desultory and Dave decided to go round again for another try, whilst I would track on H2S ready to act if cloud remained. Cloud remained. I had a good image outlining the barracks and pressed the bomb release. Photographic reconnaissance later that day showed successful destruction.
Two days later, April 5th, we were transferred to Scampton, near Lincoln. This was a permanent RAF base and had been home of 617 squadron, the Dambusters. The officers mess had portraits on the walls of VC’s won from Scampton. Living was more comfortable than Nissen huts and some of us had long serving civilian batmen.
April 9th was memorable and provides one of my regular flashbacks. We were detailed to lay mines in Kiel harbour. Taking off at 18-15, we flew with the mainstream for most of the route, until it turned south to the main target and we carried on alone to Kiel. My job was to navigate to a promontory to the north of the harbour, where Jim would take over visually. This was successfully achieved, and we started the pre-determined time and distance run, along which Jim dropped mines from 14,000 feet at 22-46. Needless to say, as a lone aircraft we had the full attention of both ship and shore batteries, but the drops were made and Dave accelerated on the course I had given him in advance.
Soon afterwards the flight engineer reported an engine on fire. It was quickly extinguished
[page break]
and ‘feathered,’ ie. stopped with the propellers fixed in position. It was not long before there was trouble with another engine, fortunately on the opposite side from the first failure, which also had to be feathered. It had probably been damaged by shrapnel from a near miss. For me, the consequence was loss of all electronic aids, as these engines had generated the electric current. I knew that Dave’s course needed alteration, but how? My first priority was to be sure we avoided the fortified islands of the Heligoland Bight, so I gave Dave an alteration that I guessed would keep us over the sea, well to the North. The next problem was how to get back, bearing in mind that we were slowly losing height and were uncertain of what might next go wrong. Ron got radio fixes on European radio stations, the location of which he knew, but these were not very useful. Bearings on the BBC, which would have been ideal, were impossible because those transmissions were revolved continuously and rapidly around different transmitters, precisely to prevent them being used as direction finders. It was cloudy, but breaks appeared. From time to time I could locate the Pole star, so I got out my sextant and got Ron to note the precise time I took a shot on it. Using tables, which I carried, I could work out our latitude from the sextant reading and the time it was made, measured to the second. I made an estimate of the wind from the last determination made outside Kiel and did a judgement modification for the lower height and changing air pressure from which I gave Dave a new course, behaving verbally as though I knew exactly what I was doing.
My reasoning was that if I kept him on the right latitude we would reach the English coast where there were two emergency airfields: Manston in Kent and Woodbridge in East Anglia. If we came down in the sea, Ron would have time to radio base with our course and latitude, that would help air sea rescue. It was moonlight and as luck would have it we reached the coast. Jim soon recognised where we were, virtually on course for Lincoln! We landed at 02-00 and the plane was taken out of service.
No time for worrying about what might have been. The next night we were briefed to attack an oilfield in Czechoslovakia at Plauen. A long. long, way, that was met with murmurs of disbelief when the curtain was drawn aside at briefing. It was a wet night and a visiting orchestra had come to give a concert in one of the hangars. They came to the take off point to wave us off at 18-27. We reached the target, not without incident, and bombed nearly five hours later, at 23-12 from 17500 feet A large fire was raging as we left. I never looked out but the cabin was illuminated and the gunners expressed their awe. It was nearly four hours later, at 03-02 when we landed As we turned off the runway, the engines stopped with all the fuel gone. One aircraft failed altogether en route, one was missing for several days but eventually turned up, having had a forced landing in our zone of Europe after running out of fuel.
Four days later, we had caught up on sleep and had Potsdam as the target, which was much the same as Berlin for opposition. Assuming that Gee would be heavily jammed, I studied the H2S charts and especially the shapes of numerous lakes in the are, [sic] to improve the chances of identifying what I would see on the screen. This also was a long trip. Take off was 18-08 and the heavily defended target was bombed over four hours later at 22-58 from a height of 19,500 feet. This highest operation we did was no doubt intended to make it more difficult for anti-aircraft gunners. In another four hours plus we were back, at 03-20, This was our last offensive operation.
A daylight raid on Berchtesgaden, Hitlers mountain retreat, was next but our crew was
[page break]
withdrawn. It was soon after dawn, as we stayed in the crew room waiting for the others to return we saw the trail of a V2 rocket that had been fired. It was an awesome sight and a reminder of the dangers still posed to London and our Southern cities.
On one operation, I can’t recall which, we were asked to take a major from the Royal Artillery responsible for London air defence so he could study German tactics. They had developed sensitive radar controlled searchlights working in groups. A master light was bright blue. Once it located a plane, several white lights locked on, apparently automatically, making evasion difficult. The guns seemed to be linked as well. As we approached the target he was busy making notes and seemed disappointed that we had not been illuminated. Then we were. Instantly, Dave went into a steep corkscrew dive, then climbed steeply, successfully getting out of the beams. Our major was very quiet after that and when we got back said he didn’t know how we coped.
Remaining alert throughout was always a necessity and when the home airfield was reached extra vigilance was needed. German night fighters would try to follow landing aircraft and catch them at their most vulnerable. Although radio silence was observed at take off, there was full radio contact with the controllers on return and their calm warm voices were always cheering, especially if an aircraft needed special clearance to get down quickly. One morning, at about dawn, we arrived at Kelstern when there was low level fog and the airfield was obscured. Dave heard the controller give clearance to an aircraft ahead and then to us. He kept getting glimpses of the one in front and then lost it but picked up the perimeter lights and landed quickly. As he touched down he said, “wrong airfield”. Our perimeter lights were adjacent to those of our sister station Binbrook and his error was understandable.
Mercy Missions
The assumption that the war was coming to an end did not mean there was any significant reduction in opposition. It its not widely known that after Dresden, in February 1945, some 7000 members of over 1000 aircraft of Bomber Command were lost ; over 10% of the total losses of over 55,000 aircrew from the command throughout the war.
Five days after Potsdam, we were called to a special briefing as we saw army lorries arriving. We were told that the Dutch population was in dire straights from starvation. The German Command had refused a request, through the Red Cross, to allow army lorries to cross the border with food supplies. When asked to allow safe passage to an air drop, they had also refused. Nevertheless, we were told that we were not to fire unless fired upon.
The first dropping zone was a racecourse near The Hague. There was a murmur of apprehension when we were told that 50-60 feet was the height from which to drop. This was about what the Dambusters did, but only after a lot of low flying training. Off we went at 11-29 am with bomb bays full of tons of basic food. Normal navigation was not possible or necessary. I stood behind Dave with a map and basically it was like guiding a fast car. As we swept over the houses and streets we could see adults and children waving excitedly. Some were weeping, soon so was I as still do when reminded. You could have recognised anyone, we were so low.
The doors were opened above the racecourse at 13-29 and it was soon covered in crates of supplies. We had a chocolate ration which we tied in handkerchief parachutes, which Wally threw from the rear turret. We saw German machine gunners swing their weapons towards us and Wally did likewise to them, but no one fired. It was probably the combination of emotion and the effect on the eyes of such low flying that I was airsick for the second time in my life. The squadron records say we dropped from 400 feet. This I cannot believe. We were below church spires and just above chimney pots.
There was a sea fret as we turned for home, which obscured the visual horizon. Instrument flying, so low, was hazardous and altimeter readings could not be relied on if there had been a change of air pressure. In the midst, we were aware of a blinding flash ahead of us lasting a few seconds. When we got back and reported this, we learned that an aircraft from another squadron must have exploded on hitting the sea.
The next day there was another flight, aptly named Operation Manna. We were excused, but I volunteered to substitute for a sick navigator in an Australian crew. We were airborne at 11-03 and landed back at 14-33, having dropped supplied near The Hague. The same street scenes were seen. Flying with this Australian crew was a new experience. There was banter and chatter most of the time and the pilot seemed to revel in seeing how low he could get.
As soon as the war had ended, many of our army prisoners were being released in Europe and a quick return home was needed. On May 11th., we flew to Brussels airport as part of Operation Exodus, where we collected 24 released soldiers. They were packed into the back, between the spars and I gave them a lecture to the effect that if they oved none of us would get back. Their weight in the back affected the trim of the aircraft, for which Dave had to correct. Any change in the trim, especially at take off, could be dangerous. One aircraft crashed on take off, killing all on board. A sad homecoming for some. We flew them to Dunsfold, where they were quickly processed and sent on leave.
Our job was done. We never flew together again. Of over 7,300 Lancasters built, V-Victor was one of only 34 to complete over 100 operations.
A final line-up Mary 1945
[photograph of the crew with their Lancaster]
[page break]
[centred] PEACETIME [/centred]
We soon had a Labour government, that was keen to arrange orderly release to civilian life and keep the troops occupied, especially with the war with Japan still active.
I spent a lot of time as liaison officer to a Polish squadron at Dunholme Lodge, and heard moving stories of their lives. Most of them had left Poland in 1939, knew nothing of their families and were wary of returning to a communist regime. Many of them had transferable skills and were able to remain in this country.
I also spent time with the unit education section that was preparing to run educational courses in a big way.
The atomic bomb ended the Japanese war and our squadron stand by for Tiger Force to go to Japan was ended. I was called to Bomber Command headquarters to see group captain Neville. The upshot was my promotion to Flight Lieutenant to return to Scampton and create and run a big educational operation. This was a new experience which involved day and evening courses for over 400 men and women. For the domestic science course, I remember sending the two WAAF instructors to RAF supplies at Cottesmore with blank requisition forms, signed by me as Bomber Command HQ. They came back delighted, with rolls of parachute silk, aircraft linen and cotton etc. Needless to say, their classes were well attended and several wedding dresses were created from parachute silk. We were given a large library specially ordered for the Educational and Vocational Scheme. I was busy and stretched, but it worked. Eventually, I was asked to remain and promised further promotion, but this was not what I saw as the future.
With peace assured. Muriel and I arranged to be married in February 1946 against not a little family opposition. In those days, you needed parent’s permission to marry if you were under 21. Muriel was 21 in February 1945 and I reached this majority in October, so we were able to do what we wished and crumble the opposition.
[photograph of Maurice and Muriel when they married in Bude, Cornwall in February 1946]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A retrospective - Bomber Command No 625 Squadron
Description
An account of the resource
Opens with some details of 625 Squadron and introduction with reasons for writing. Writes of beginning of the war when still at school and experiences before joining up. Mentions activities with Air Training Corps and being awarded an RAF bursary to attend Cambridge university as a member of the RAFVR. Relates experiences on the university air squadron. In 1943 departed for training in Canada describing the journey and training as navigator. Goes on to describe training back in England on Anson, Wellington and Halifax. before going to No 1 Aircrew Officers School at Hereford. Was posted to 625 Squadron on 2 March 1945 at RAF Kelstern flying the Lancaster. Writes of his experiences on the squadron including operations to Misburg , Nuremburg and other targets. After cease of hostilities describes operation manna sorties to Holland and prisoner of war repatriation flights. Concludes with peacetime activity and reflection on his time in the RAF. Includes some photographs of people, a target and aircraft.
Creator
An entity primarily responsible for making the resource
M Brook
Date
A point or period of time associated with an event in the lifecycle of the resource
2011-02
Format
The file format, physical medium, or dimensions of the resource
Twenty-two page document with photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Identifier
An unambiguous reference to the resource within a given context
BBrookMBrookMv1
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
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Cambridgeshire
England--Cambridge
England--London
Canada
New Brunswick--Moncton
Ontario--London
England--Cumbria
England--Leicestershire
England--Herefordshire
England--Hereford
Germany
Germany--Hannover
Germany--Nuremberg
Germany--Hanau
Germany--Bremen
Germany--Hamburg
Germany--Nordhausen (Thuringia)
Germany--Plauen
Germany--Kiel
Germany--Potsdam
Germany--Berchtesgaden
Netherlands
Netherlands--Hague
Ontario
New Brunswick
Temporal Coverage
Temporal characteristics of the resource.
1943-10-01
1940
1941-10
1942-07
1942-10
1943
1944-02
1945-03-15
1945-03-16
1945-03-18
1945-03-22
1945-03-25
1945-03-31
1945-04-03
1945-04-09
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
1 Group
625 Squadron
Advanced Flying Unit
aerial photograph
Air Observers School
aircrew
Anson
bombing
briefing
coping mechanism
crewing up
debriefing
Gee
ground personnel
H2S
Halifax
Lancaster
love and romance
military living conditions
military service conditions
mine laying
Morse-keyed wireless telegraphy
navigator
Nissen hut
nose art
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
P-51
RAF Heaton Park
RAF Husbands Bosworth
RAF Kelstern
RAF Millom
RAF Scampton
RAF Sturgate
searchlight
target photograph
training
V-2
V-weapon
Wellington
Window
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2324/45251/LCamlinAE1806468v1.2.pdf
d82d1b74352f253eb486421367332988
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
Camlin, Alan Edwin
Description
An account of the resource
7 items. The collection concerns Alan Edwin Camlin DFM (196717 Royal Air Force) and contains his log book, correspondence, documents, and objects. He flew operations as an air gunner with 7 Squadron.
The collection also contains John Francis Bank's log book and other papers. He flew operations as a bomb aimer with 192 Squadron.
The collection was donated to the IBCC Digital Archive for digitisation by Janet Camlin and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-20
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
Camlin, AE
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Alan Edwin Camlin'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 Alan Edwin Camlin, air gunner, covering the period 12 November 1943 to 12 January 1946 and detailing his training and operations flown. He was stationed at No.7 Air Gunner School RAF Stormy Down, No.11 Operational Training Unit RAF Oakley and RAF Wescott, No.26 Operational Training Unit RAF Wing, 1657 Heavy Conversion Unit RAF Shepherd's Grove, No.3 Lancaster Finishing School RAF Feltwell, Navigation Training Unit RAF Warboys and 7 Squadron (PFF) RAF Oakington. All of his 46 operations, 29 night and 17 day, were flown in Lancasters with 7 Squadron. During one day time operation Alan was wounded. Targets in France, Germany and the Netherlands, were to Boulogne, Calais, Bochum, Bottrop, Bremen, Chemnitz, Cleve, Cologne, Dessau, Dortmund, Duisburg, Dülmen, Essen, Gelsenkirchen, Hamburg, Hanau, Hannover, Jülich, Kamen, Karlsruhe, Kiel, Leipzig, Mainz, Mülheim, Munich, Osnabrück, Nürnberg, Stuttgart, Wanne Eickel, Wilmhelmshaven, Worms and Venlo. He flew one Operation Manna flight and one Operation Exodus flight. His pilot for 45 operations was Flight Lieutenant Rawson and for one was Wing Commander Cox.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-09-03
1944-09-11
1944-09-13
1944-09-15
1944-09-16
1944-09-17
1944-09-20
1944-09-27
1944-09-30
1944-10-14
1944-10-15
1944-10-16
1944-10-19
1944-10-20
1944-10-23
1944-10-24
1944-10-25
1944-10-28
1944-11-04
1944-11-05
1944-11-09
1944-11-10
1944-11-11
1944-11-12
1944-11-16
1944-11-18
1944-11-19
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-12
1944-12-13
1944-12-17
1944-12-18
1944-12-24
1944-12-28
1944-12-29
1945-02-02
1945-01-03
1945-01-05
1945-01-06
1945-01-07
1945-01-08
1945-01-14
1945-04-15
1945-02-07
1945-02-08
1945-02-14
1945-02-15
1945-02-21
1945-02-22
1945-02-27
1945-02-28
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-09
1945-03-11
1945-03-31
1945-04-04
1945-04-05
1945-04-08
1945-04-09
1945-04-10
1945-04-13
1945-04-14
1945-04-22
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Germany--Ruhr (Region)
Great Britain
Netherlands
France--Boulogne-sur-Mer
France--Calais
Germany--Bochum
Germany--Bottrop
Germany--Bremen
Germany--Chemnitz
Germany--Kleve (North Rhine-Westphalia)
Germany--Cologne
Germany--Dessau (Dessau)
Germany--Dortmund
Germany--Duisburg
Germany--Dülmen
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Jülich
Germany--Kamen
Germany--Karlsruhe
Germany--Kiel
Germany--Leipzig
Germany--Mainz (Rhineland-Palatinate)
Germany--Mülheim an der Ruhr
Germany--Munich
Germany--Osnabrück
Germany--Nuremberg
Germany--Stuttgart
Germany--Wanne-Eickel
Germany--Wilhelmshaven
Germany--Worms
England--Buckinghamshire
England--Cambridgeshire
England--Norfolk
England--Suffolk
Wales--Bridgend
Netherlands--Venlo
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
LCamlinAE1806468v10001
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
Lynn Corrigan
11 OTU
1657 HCU
26 OTU
7 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Pathfinders
RAF Feltwell
RAF Oakington
RAF Oakley
RAF Shepherds Grove
RAF Stormy Down
RAF Warboys
RAF Westcott
RAF Wing
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/816/31072/SFarrAA1434564v10001.2.pdf
5bf8420013e198223332adc79a64ecf6
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Farr, Allan Avery
A A Farr
Description
An account of the resource
Six items. An oral history interview with Allan Farr DFM (1923 - 2018, 1434564 Royal Air Force) as well as his flying logbook, a photograph, list of operations, a map, contemporary photograph and a song. He flew operations as an air gunner with 100, 625 and 460 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Allan Farr and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Farr, AA
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Alan Farr's flying log book
Description
An account of the resource
Flying log book for A A Farr, air gunner, covering the period from 29 December 1943 to 6 October 1944. Detailing his flying training, operations flown and instructor duties. He was stationed at RCAF Mount Joli, RAF Church Broughton, RAF Binbrook, RAF Blyton, RAF Waltham (aka RAF Grimsby), RAF Kelstern and RAF Seighford. Aircraft flown in were, Battle, Wellington and Lancaster. He flew a total of 48 operations, 20 with 100 Squadron, 7 with 625 Squadron and 21 with 460 Squadron of which 9 were daylight. Targets were, Cologne, Hamburg, Essen, Mannheim, Nuremburg, Milan, Peenemunde, Berlin, Munich, Hannover, Hagen, Leipzig, Dusseldorf, Courtrai, Ardouval, Bois-de-Jardin, Stuttgart, Foret-de-Nieppe, Trossey-St-Maxim, Pauillac, Fontenay-le-Marmion, Aire-sur-Lys, Brunswick, Falaise, Yolkel, Stettin, Fromental, Russelheim, Vincly, Frankfurt, West Kappelle and Saarbrucken. His pilots on operations were Pilot Officer Bowden, Flight Sergeant Etchells and Flying officer Hudson. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Format
The file format, physical medium, or dimensions of the resource
One 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
SFarrAA1434564v10001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
France
Germany
Great Britain
Italy
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Belgium--Ath
Belgium--Kortrijk
England--Derbyshire
England--Lincolnshire
England--Staffordshire
France--Aire-sur-la-Lys
France--Caen Region
France--Creil Region
France--Falaise
France--Nieppe Forest
France--Pas-de-Calais
France--Pommeréval
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Hagen (Arnsberg)
Germany--Hamburg
Germany--Hannover
Germany--Leipzig
Germany--Mannheim
Germany--Munich
Germany--Peenemünde
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Stuttgart
Italy--Milan
Netherlands--North Brabant
Netherlands--Veere
Poland--Szczecin
Québec--Bas-Saint-Laurent
Germany--Nuremberg
Québec
Germany--Ruhr (Region)
France--Pauillac (Gironde)
France--Fontenay
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1943-05-15
1943-05-16
1943-07-06
1943-07-07
1943-07-08
1943-07-09
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-08-02
1943-08-03
1943-08-09
1943-08-10
1943-08-11
1943-08-12
1943-08-13
1943-08-15
1943-08-16
1943-08-17
1943-08-18
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-05
1943-09-06
1943-09-07
1943-09-24
1943-09-25
1943-09-27
1943-09-28
1943-10-01
1943-10-02
1943-10-18
1943-10-20
1943-10-21
1943-11-03
1943-11-26
1943-12-02
1943-12-03
1943-12-04
1943-12-16
1943-12-17
1944-07-20
1944-07-25
1944-07-28
1944-07-29
1944-07-31
1944-08-01
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-12
1944-08-13
1944-08-14
1944-08-15
1944-08-16
1944-08-17
1944-08-18
1944-08-25
1944-08-26
1944-08-28
1944-08-29
1944-08-30
1944-09-12
1944-09-13
1944-10-03
1944-10-05
1944-10-06
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
100 Squadron
12 OTU
1662 HCU
27 OTU
30 OTU
460 Squadron
625 Squadron
air gunner
aircrew
anti-aircraft fire
Battle
Bombing and Gunnery School
bombing of Hamburg (24-31 July 1943)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Peenemünde (17/18 August 1943)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Distinguished Flying Medal
Heavy Conversion Unit
Lancaster
mid-air collision
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Binbrook
RAF Blyton
RAF Church Broughton
RAF Grimsby
RAF Kelstern
RAF Seighford
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2198/40172/BMcInnesAMcInnesAv1.2.pdf
039409582741300cd52a4251b3dd8e46
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
Royal Air Force ex-Prisoner of War Association
Description
An account of the resource
97 items. The collection concerns Royal Air Force ex-Prisoner of War Association and contains items including drawings by the artist Ley Kenyon.
The collection has been loaned to the IBCC Digital Archive for digitisation by Robert Ankerson and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-29
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
RAF ex POW As Collection
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Alan McInnes memoir
A German Holiday 1944-45
Description
An account of the resource
An autobiography by Alan of his time as a prisoner of war. He describes the night they were shot down over Germany. Also his training with his mainly Australian crew. Then he goes into more detail regarding the operation when he was shot down.
He describes their capture, mistreatment and interrogations at various locations. After interrogations at Dulag Luft they were sent to a transit camp in Frankfurt then on by train to Heydekrug, Stalag Luft VI. Although their camp section was new it was cramped and basic. He describes camp life in detail. As the Russians got closer they were sent by train to an Army camp at Thorn. He read a copy of NCO education in the camp. These courses were extremely popular and supported by text books sent from the UK. Exams were sat and papers sent to the UK for marking. At Thorn they marched to Stammlager 357 but not for long. They then marched back to the railway and were sent to Fallingbostel. He describes the rail journey in detail, then in greater detail he describes camp life.
Later he was moved to an officer's camp at Eichstadt. This turned out to be an Army camp which refused them and they were sent to Sagan. He stayed there for a short time then was moved to Stalag Luft 3, then 111A. As the Russians neared they moved again. After a couple of days waiting in trucks they returned to their camp. The railway system was breaking down as the end of the war neared.
After the Russians reached them they were allowed out of the camp but still remained billeted there. He writes about his impressions of the Russians.
His journey home was delayed by rain that did not allow aircraft to fly.
His story ends with his retelling of the night his aircraft was shot down, his night in Brussels and his return to England.
Creator
An entity primarily responsible for making the resource
Alan McInnes
Spatial Coverage
Spatial characteristics of the resource.
Germany--Berlin
Germany--Magdeburg
Australia
Great Britain
England--Lichfield
Poland--Szczecin
Germany--Bremen
Germany--Stendal
Switzerland
Germany--Frankfurt am Main
Lithuania--Šilutė
Poland
Italy
Canada
United States
Poland--Szczecin
Poland--Toruń
Greece
Greece--Crete
Poland--Vistula River
England--Staverton (Northamptonshire)
Germany--Bad Fallingbostel
Poland--Żagań
Poland--Bydgoszcz
Poland--Poznań
Germany--Pasewalk
Germany--Neubrandenburg
Germany--Stavenhagen
Germany--Malchin (Landkreis)
Germany--Güstrow
Germany--Hamburg
Germany--Lübeck
Germany--Eichstätt
Germany--Munich
Germany--Kassel
Germany--Eisenach
Germany--Fürth (Bavaria)
Germany--Treuchtlingen
Germany--Ingolstadt
Germany--Regensburg
Germany--Leipzig
Germany--Plauen
Poland--Wrocław
New South Wales--Sydney
Victoria--Melbourne
New South Wales
India--Jammu and Kashmir
China
England--London
Germany--Elbe
Germany--Potsdam
Germany--Jüterbog
Ukraine--Odesa
Germany--Dresden
Germany--Halle an der Saale
Belgium--Brussels
England--Brighton
Germany--Nuremberg
Germany--Hannover
Ukraine
Germany--Luckenwalde
Poland--Poznań
Germany
Germany--Hof (Hof)
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
85 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BMcInnesAMcInnesAv1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1944-01-21
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
83 Squadron
air gunner
aircrew
bale out
bomb aimer
C-47
Churchill, Winston (1874-1965)
crewing up
Dulag Luft
entertainment
final resting place
flight engineer
Fw 190
Goering, Hermann (1893-1946)
ground personnel
H2S
Hitler, Adolf (1889-1945)
incendiary device
Lancaster
Mosquito
navigator
Operation Exodus (1945)
Operational Training Unit
Pathfinders
pilot
prisoner of war
radar
RAF Bicester
RAF Lichfield
RAF Wigsley
RAF Wyton
Red Cross
shot down
sport
Stalag 3A
Stalag Luft 3
Stalag Luft 6
target indicator
the long march
training
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/886/10930/MOrmerodA[Ser -DoB]-151001-01.pdf
bc34d2c2fd9ad6e0e9ce646a80a0dca6
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
Hudson, Douglas
James Douglas Hudson
J D Hudson
Description
An account of the resource
529 items. Collection concerns Pilot Officer James Douglas Hudson, DFC (755052 Royal Air Force) who joined the Royal Air Force Volunteer Reserve in June 1939 and trained as an observer. While on route to Malta in August 1940 his Blenheim crashed in Tunisia and he was subsequently interned for two and a half years by Vichy French in Tunisia and Algeria. After being freed he returned to Great Britain and after navigator retraining completed a tour of 30 operations on 100 Squadron. The collection contains letters to and from his parents and from French penfriends while interned in Tunisia and Algeria, newspaper cuttings of various events, logbooks and lists of operations, official documents and photographs. A further 23 items are in two sub-collections with details of navigator examinations and postcards of Laghouat Algeria.<br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Elizabeth Smith and Yvonne Puncher and catalogued by Nigel Huckins.<br />
<p>This collection also contains items concerning Louis Murray and Harry Bowers. Additional information on <a href="https://internationalbcc.co.uk/losses/202827/">Harry Bowers</a> and <a href="https://internationalbcc.co.uk/losses/220410/">Louis Murray</a> is available via the IBCC Losses Database.</p>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Hudson, JD
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Date. Place. Comments.
Jan 1. (Night.) [underlined] Berlin. [/underlined] Hamburg. N. France. W. Germany. Lancasters. Small hours of morning. Over 1000 tons. 28 missing.
Jan 2. (Night.) [underlined] Berlin [/underlined] (W. Germany & N. France). Mosquitoes & heavy bombers. Lancasters. Over 1000 tons. 27 missing.
Jan 3. (Night) W. Germany. Mosquitoes. No loss.
Jan 4. (Night) Radio Installations Channel. Mosquitoes to Berlin & W. Germany. Bomber Command Mosquitoes & heavy bombers to Pas de Calais. No loss.
Jan 5. (Night) Baltic Port of Stettin. Mosquitoes to Berlin. Heavy bombers Lancs & Halifaxes. Over 1000 tons. 15 missing.
Jan 6. (Night) N. France. W. Germany. Mosquitoes. No loss.
Jan 7. (Night) W. Germany. Mosquitoes. No loss.
Jan 8.
Jan 9.
Jan 10.
Jan 11. F.M. Mosquitoes.
Jan 12.
Jan 13.
Jan 14. [underlined] Brunswick [/underlined] Diversionary attacks by Mosquitoes on Berlin & Magdeburg. Lancasters. Over 2000 tons & 23 mines. 38 missing.
[page break]
Jan 15.
Jan 16.
Jan 17.
Jan 18.
Jan 19.
Jan 20. [underlined] Berlin [/underlined] N.W. Germany & mine laying. Over 2300 tons in 30 mines. Lancasters & Halifaxes & Mosquitoes over N.W. Germany. 35 missing.
Jan 21. [underlined] Magdeburg [/underlined] Mosquitoes and Lancasters diversionary attack on Berlin. N. France. Mines. Over 2000 tons. Lancasters & Halifaxes main. Lancasters & Mosquitoes Berlin (Ragged take off) 52 missing.
Jan 22. (Sat)
Jan 23. (Sun) [underlined] Day [/underlined] To N. France. [underlined] Night [/underlined] W. Germany & mine laying. Mosquitoes. No loss.
Jan 24. Night. W. Germany. N. France. Mosquitoes.
Jan 25. Tue. [underlined] ON LEAVE [/underlined]
Jan 26. Wed.
Jan 27. Thu. (night) Berlin. Lancs & Mosquitoes this later. 34 missing.
Jan 28. Fri. (night) Berlin. (N.W. Germany & mine laying). Lancs & Halifaxes (midnight) Mosquitoes 3 hrs earlier. 47 missing.
Jan 29. (Sat)
Jan 30. Sun. Berlin (Cent. & W. Germany & mine laying. Lancs & Halifaxes 25 mins Mosquitoes followed. 33 missing.
Jan 31. (Mon) LEAVE FINISHED.
[page break]
Feb 1. (Tue) W. Germany. Mosquitoes. No loss.
Feb 2. (Wed) W. Germany. Mosquitoes. No loss.
Feb 3. (Thu) W. Germany. Mosquitoes. No loss.
Feb 4. (Fri) W. Germany. Mosquitoes. No loss.
Feb 5. (Sat) Berlin & W. Germany. Mosquitoes. No loss.
Feb 6. (Sun) W. Germany. Mosquitoes. No loss.
Feb 7. (Mon) W. Germany. Mosquitoes. No loss.
Feb 8. (Tue) France & Germany Limoges. Lancasters. (small force to Limoges). No loss.
Feb 9. (Wed) W. Germany. Mosquitoes. No loss.
Feb 10. (Thu) Berlin. Mosquitoes. No loss.
Feb 11. (Fri) Central & W. Germany. Mosquitoes. ?.
Feb 12. (Sat) S. France & W. Germany. [deleted] Mosquitoes [/deleted]. 1 missing.
Feb 13. (Sun)
Feb 14. (Mon)
Feb 15. (Tue) [underlined] Berlin [/underlined]. Diversionary attack Frankfurt on order. 1000 bombers 2500 tons in 20 mins. 9.15pm. 43 missing. Lancs on from O. Halifaxes & Lancs followed by Mosquitoes.
Feb 16. (Wed)
Feb 17. (Thu)
Feb 18. (Fri)
Feb 19. (Sat) [underlined] Leipzig [/underlined] Berlin. W. Germany. Holland. Lancs & Halifaxes 4.0am. 2,300 tons on Leipzig. 79 missing.
[page break]
Feb 20. (Sun) Stuttgart. (Munich - Mosquitoes) Lancasters & Halifaxes (Mosquitoes) 2000 tons. 10 missing.
Feb 21. (Mon)
Feb 22. (Tue) W & S Germany. Mosquitoes. No loss.
Feb 23. (Wed) W. Germany. Mosquitoes. No loss.
Feb 24. (Thu) Schweinfurt. (2 attacks during night) N.W. Germany. Mine laying. Lancs and Halifaxes over 1000 sorties. 2 attacks 1 at 11.5pm 2 at 1.5am. 35 missing.
Feb 25. (Fri) Augsburg. (2 attacks) Lancs & Halifaxes 1700 tons. Attack 1045pm. 2nd 12.45. 24 missing.
Feb 26. (Sat)
Feb 27. (Sun)
Feb 28. (Mon)
Feb 29. (Tue) W. Germany. Mosquitoes. No loss.
[page break]
1st. March (Wed.) Stuttgart. (Munich - Mosquitoes.) Lancs & Halifaxes Mosquitoes. Over 600. 4 missing. 3.0am.
2nd. Mar. (Thurs.) Aircraft factories nr Paris Albert. Lancs: No loss.
3rd. Mar. (Fri.)
4th. Mar. (Sat.) W. Germany. Mosquitoes. No loss.
5th. Mar. (Sun.) W. Germany. Mosquitoes. No. loss.
6th. Mar. (Mon.) Railway targets SW. of Paris (Mosquitoes N.W. Germany) Halifaxes. No loss.
7th. Mar. (Tues.) Transport targets in France. Pas de Calais. [inserted] ON LEAVE [/inserted] Lancs & Halifaxes. No loss.
8th. Mar. (Wed.)
9th. Mar. (Thur.) Marignane nr Marseilles. Lancs. No loss.
10th. Mar. (Fri.) France. Lancs. 1 missing.
11th. Mar. (Sat.) ? ?
12th. Mar. (Sun.) W Germany. LEAVE FINISHED. Mosquitoes. No loss.
13th. Mar. (Mon.) France (W Germany Mosquitoes) Halifaxes & Mosquitoes. 2 missing.
14th. Mar. (Tues.) ? ?
15th. Mar. (Wed.) Stuttgart. (& occupied territory) (Munich & Amiens.) Lancs, Halifaxes, Stirling. Over 1000 bombers. 44 missing. Over 3000 tons.
16th. Mar (Thurs.) Michelin factory 20 miles S.W. of Vichy. W. Germany - Mosquitoes. Lancs. New bomb used factory buster. No loss. Stirlings & Halifaxes nr Amiens.
17th. Mar. (Fri.) W. Germany. Mosquitoes.
[page break]
18th. Mar. (Sat.) Frankfurt. 1000 sorties. Lancs. 22 missing.
19th. Mar. (Sun.) C & W. Germany. Mosquitoes. No loss.
20th. Mar. (Mon.) Factory in France Near Bordeaux. Lancs. & Mosquitoes. No Loss.
21st. Mar. (Tues.) W. Germany. Mosquitoes.
22nd. Mar. (Wed.) Frankfurt. (W. Germany, Berlin. Mosquitoes.) Lancs & New Mark 3 Halifaxes (3000 tons.) 33 missing. Mosquitoes (Over 1000 aircraft.
23rd. Mar. (Thurs.) Laon & Lyons area. Mosquitoes on W. Germany. Mosquitoes. 3 missing.
24th. Mar. (Fri.) Berlin. Kiel & W. Germany. over 1000 planes over 2500 tons. Lancs & Halifaxes. 10.25 p.m. 73 missing.
25th. Mar. (Sat.) Aulnoye. N. France. Berlin & W. Germany. Mine laying. Heavies. Mosquitoes. 1 missing.
26th. Mar. (Sun.) Essen & Hanover. Channel ports. Mine laying. Heavies. 9 missing.
27th. Mar. (Mon.) Ruhr. Mosquitoes. No loss.
28th. Mar. (Tues.) ?
29th. Mar. (Wed.) Communication nr. Paris. Halifaxes. 1 missing.
30th. Mar. (Thurs.) Nurenburg. W. Germany. Lancaster. 900 - 1000 planes. 1 am. 94 missing.
31st. Mar. (Fri.) W.Germany. Mosquitoes. No loss.
[page break]
1st. April. (Sat.} W. Germany. Mosquitoes. No loss.
2nd. Apr. (Sun.) [deleted] Wellingtons. [/deleted]
3rd. Apr. (Mon.)
4th. Apr. (Tues.) Cologne & W.Germany. ON LEAVE. Mosquitoes. No loss.
5th. Apr. (Wed.) Factories & Toulouse. Lancs. 1 missing.
6th. Apr. (Thurs.) Hamburg & W.Germany. Mosquitoes. 1 missing.
7th. Apr. (Fri.) Sea mining. LEAVE FINISHED. No loss.
8th. Apr. (Sat.) W. & C. Germany. Mosquitoes. No loss.
9th. Apr. (Sun.) Railway targets nr Sains & Lille. Lancs. Halifaxes. & Stirling.
10th. Apr. (Mon) France Belgium Railway targets. Hanover & Ruhr. Also sea mining. Lancs. Halifaxes, Mosquitoes. over 3600 tons. 900 planes.
11th. Apr. (Tues) Aachen. W. Germany. Hanover. Sea mining. Lancasters. Other aircraft. 9 missing.
12 Apr. (Wed) Osnabruck. Sea mining. Mosquitoes. 2 missing.
13 Apr. (Thurs). Berlin. Sea mining. Mosquitoes. No loss.
14 Apr. (Fri)
15 Apr. (Sat)
16 Apr. (Sun.)
17 Apr. (Mon.) Cologne. Mosquitoes. 1 missing.
18th Apr. (Tues.) France. Berlin. Railway targets nr Paris, Rouen, also Mine laying by Lancs. etc. 1000 bombers 4000 tons. Lancs & Halifaxes. Heavies. Mosquitoes. 14 missing.
[page break]
19th Apr. (Wed.)
20th. Apr. (Thurs.) Cologne. N. France. Pas de Calais. Belgium. Railway targets. Mining. Berlin. 4500 tons. 1100 aircraft. 1600 tons on Cologne. Lancs & Halifaxes. Mosquitoes. (4 only over Cologne) 16 missing.
21st Apr. (Fri.) Cologne. Mosquitoes. No loss.
22nd. Apr. (Sat.) Düsseldorf. Brunswick. N. France. Mannheim. Over 1000 aircraft. Mosquitoes. 42 missing.
23rd. Apr. (Sun.) Vilvorde 6 mls NE of Brussels. Mannheim. Mine laying. (Sick Quarters.) heavy bombers. Mosquitoes. 6 missing.
24th Apr. (Mon.) Karlsruhe & Munich. Düsseldorf. Lancs. & Halifaxes. Mosquitoes. 29 missing.
25th Apr. (Tues.) & Mine laying. Mosquitoes. No loss.
26th Apr. (Wed.) Essen. Schweinfurt. Railway yards nr Paris. Lancs. Halifaxes. Mosquitoes over 1000. 29 missing.
27th Apr. (Thurs.) Friedrichshaven. [sic] Railway targets France & Belgium. Stuttgart. Lancasters. Mosquitoes. 36 missing.
28th Apr. (Fri.) Oslo. ON LEAVE Lancs. No loss.
29th (Sat.) Explosive works near Bordeaux & factory at Clermont Ferrand. Lancs. No loss.
30th. Apr. (Sun.) Occupied territory. Lancs. Mosquitoes. 1 missing.
[page break]
1st. May. (Mon) Occupied territory nr Paris. W & S.W. Germany. Railway targets. Lancs. 2500 tons. 10 missing.
2nd. May (Tues) Chemical works in Ruhr. Lancs. etc. Mosquitoes. No loss.
3rd. May. (Wed.) France nr. Rheims. Military installations. also Nr. Amiens. & Paris. & Ludwigshaven. Lancs. & Halifaxes. 1500 tons in 1/2 hr. 49 missing.
4th. (May) (Thurs.) Sea mining. No loss.
5th May (Fri) Sea mining. LEAVE FINISHED No loss.
6th May (Sat.) Occupied France. [inserted] Nantes. [/inserted] Railway target nr. Paris. Lancs & Halifaxes. Mining. 5 missing.
7th May (Sun) Occupied territory. Brittany. Nantes Tours. Military targets France & Normandy. Sea mining. Lancs. & Halifaxes. 6 forces out. 9 missing.
8th May (Mon.) Belgium Breste [sic] Fr Coast Ruhr. Sea mining. Lancs & Halifaxes. 10 missing.
9th. May (Tues). Occupied territory. Suburb of Paris etc. Military objectives on Fr. Coast. Mining. Berlin. Lancs. & Halifaxes. Mosquitoes. 7 forces. 7 missing.
10th May (Wed.) Rway yards in France & Belgium. Ludwigshaven. (Mosquitoes) mine laying. 6 forces. Lancs & Halifaxes. 15 missing.
11th. May (Thurs). Railway & military targets France & Belgium. Sea Mining. Lancs & Halifaxes. 16 missing.
12th. May (Fri.) Railway targets etc. Belgium & France & N.W. Germany. Lorraine & [one indecipherable word] Sea mining. Lancs & Halifaxes. 14 missing.
[page break]
13th May (Sat.)
14th May (Sun.) Cologne. N.W. Germany. Mine laying. Mosquitoes. No loss.
15th May (Mon.) Ludwigshaven. Mosquitoes. 4 missing.
16th May (Tues.) Berlin. Mosquitoes. ?
17th May (Wed). ?
18th May (Thurs.) ?
19th. May (Fri.) Occupied France & Belgium Railway targets. Cologne (Mosquitoes) Orleans, etc. Coastal area. Sea mining. Lancs. & Halifaxes. Mosquitoes. 7 missing.
20th. May (Sat.) W Germany. Belgium. Sea mining. No loss.
21st May (Sun) Düisburg. Hanover. Belgium. Sea mining. Over 2000 tons. Lancs. 30 missing.
22nd. May (Mon) Dortmund. Brunswick. Lyons. Fr. Railways. Ludwigshaven. & Belgium. over 1000 Heavies. Mosquitoes. 35 missing.
23rd. May (Tues.) Berlin.
24th. May (Wed.) Aachen. Dieppe. Berlin. Mosquitoes. 28 missing.
25th. May (Thurs.) Aachen. Antwerp.
26th. May (Fri.) Ludwigshaven, Aachen. Mine laying. Mosquitoes. Bomber Command. 2 missing.
[page break]
27th May (Sat.) Aachen. Nantes. Germany. France & Belgium. Milat depot nr. Antwerp. Mining. Berlin & Dusseldorf. Over 1000. 27 missing.
28th May (Sun). [1 indecipherable words] N. W. France. Ludwigshaven. Coast of France. Mining. Lancs. 1 missing.
29th May (Mon.) Hanover. Mine laying. Mosquitoes. No loss.
30th May (Tues.) Mil. Object in France. Mine laying. Bomber Command. No loss.
31st May (Wed.) Occupied France. Railway targets. Milit. Object. In France. Mine laying. Lancs. & Halifaxes. 8 missing.
[page break]
[underlined] June. [/underlined]
1st (Thurs.) Occupied France Coast & rail targets. Denmark. Mining. Bomber Command. Mosquitoes. No loss.
2nd. June (Fri.) Pas de Calais. & Trappes [inserted] Acheres [/inserted] N of Cologne. & Mining. Bomber Command & Mosquitoes. 17 missing.
3rd. June (Sat.) Occupied France - coast. mil. obj. Ludwigshaven. Mining. Bomber Command. No loss.
4th. June (Sun.) Occupied France - coast. Cologne. Mining. No loss.
5th. June (Mon.) Targets on Coast of France. Over 5000 tons. Lancs. & Halifaxes.
6th. June (Tues.) Ludwigshaven. Battle area. No loss. 13 missing.
[underlined] FINIS. [/underlined]
[page break]
+1
22. 21-5-44 Düisburg.
23. 22-5-44. Dortmund.
24 24-5-44. [deleted] Brunsw [/deleted] France?
25 27-5-44. France.
26 31-5-44. France.
27 2-6-44 France.
28 5-6-44 Invasion.
29. 6-6-44 Invasion.
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
Alice Omerod's record of Douglas Hudson's operations
Description
An account of the resource
Daily record from 1 January 1944 to 6 June 1944 relating operations with comments on target, numbers of aircraft, bomb tonnages and losses. Includes period of leave. From 14 January to 6 June there are 30 ticked and numbered operations. Alice Omerod later married Douglas Hudson.
Creator
An entity primarily responsible for making the resource
Alice Omerod
Format
The file format, physical medium, or dimensions of the resource
Twenty five page booklet with handwritten notes
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MOrmerodA[Ser#-DoB]-151001-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Berlin
France
Germany--Braunschweig
Germany--Magdeburg
Netherlands
Germany--Stuttgart
Germany--Schweinfurt
Germany--Augsburg
France--Paris
France--Pas-de-Calais
France--Marignane
France--Marseille
France--Vichy
Germany--Frankfurt am Main
France--Laon Region
France--Lyon
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Essen
Germany--Nuremberg
Germany--Cologne
France--Toulouse
Germany--Hamburg
Belgium
Germany--Aachen
Germany--Osnabrück
Germany--Mannheim
Germany--Düsseldorf
Germany--Hameln
Belgium--Brussels
Germany--Karlsruhe
Germany--Munich
Germany--Friedrichshafen
Norway
Norway--Oslo
France--Clermont-Ferrand
France--Reims
France--Normandy
France--Brittany
Germany--Ludwigshafen am Rhein
Germany--Duisburg
Germany--Dortmund
France--Dieppe
France--Orléans
Germany--Hannover
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-06-05
1944-06-06
1944-04-18
1944-04-19
Contributor
An entity responsible for making contributions to the resource
Alan Pinchbeck
David Bloomfield
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of Toulouse (5/6 April 1944)
Halifax
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1066/32271/BPayneGPayneGv1.1.pdf
56a2f0d01bb4921591ab94fc697c80ee
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Payne, Geoff
Geoffrey Albert Payne
G A Payne
Description
An account of the resource
Two items. An oral history interview with Geoff Payne (b. 1924, 1584931 Royal Air Force) and his memoir. He flew operations as a wireless operator / air gunner with 115 and 514 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Geoff Payne and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-28
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
Payne, G
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
AN AIRMAN’S TALE
By Geoff Payne
[514 Squadron Crest]
[115 Squadron Crest]
[RAF Training Command Crest]
[RAF Bomber Command Crest]
[Picture] Artist’s Impression of Bomber Command Memorial in Hyde Park
[page break]
AN AIRMAN’S TALE
By Geoff Payne
Chapter 1
Under Training (U/T)
Chapter 2
Operations RAF Witchford
Chapter 3
Back on Operations RAF Waterbeach
Chapter 4
Grounded
Chapter 5
As Time Goes By
[page break]
Page 1
An Airman’s Tale By Geoff Payne
The Story of His Time in The Royal Air Force
Chapter 1
Under Training (U/T)
Having attended the Aircrew Assessment Board at Viceroy Close in Birmingham, I passed for aircrew training, given my RAF service number and told to return to work and await my call up documents. This was in August 1942 I was seventeen and a half at that time, an Air Cadet and eager to join the service of my choice. Time seemed to drag over the next few months, air raids had virtually ceased, although fire watching duties at my factory were still a priority and was able to pick up five shillings per night doing this chore, a useful supplement to my apprenticeship wages.
The end of March 1943, my travel documents arrived, together with information that I was to report to the Air Crew Reception Centre (ACRC) at Lords Cricket ground, St John’s Wood, London.
A month later, my family and I stood on platform three at New Street Station awaiting the early train to London, fortunately, a trainee school teacher from my school was also going to ACRC so it was nice to have his company. This was the first time I had been away from home by myself and looked forward to the new experience.
London Euston station was all bustle, full of service personnel manoeuvring around the station looking for directions, we eventually got to the tube station and made our way to St Johns Wood and Lords Cricket ground. What a fascinating experience travelling on these tube trains and, from information gathered, all service personnel could travel anywhere by tube, free of charge. Booking in, we were given a pack of sandwiches, told to hang about for an hour so, spending our time, inspecting the wicket, gazing at the pictures of past players in Lords Taveners and in general, soaking in the atmosphere of the home of cricket.
About fifty of us were assembled and given a general talk on what was to happen during the next hour or so and, told to memorise our service number and to mark every piece of our service clothing and equipment when it was issued.
We were then marched into a hall and ordered to stand behind the gym benches that lined the hall and ordered to strip, including socks, this inspection was known in the services as a FFI (free from infection) then two M/O,s [sic] walked down the lines of naked men checking fingers, toes and nether regions. Modesty went out of the window that afternoon.
When clothed, we marched in single file to the stores where we were issued our uniform and kit then assembled outside the hall to board a service bus that took us to our billet, a set of high rise luxury flats facing Regents Park and the Grand Canal, our block was Stoneleigh Court. All the civilian occupants had been decanted, six airmen were allocated to a room. Quite cosy under the circumstances.
After settling in, we assembled in the main road with our enamelled mug, knife fork and spoon (irons) ready to march to our mess, not knowing at the time, we were to be fed in the London Zoo canteen.
Later that evening our time was spent sprucing up our “best blue”, trying to get a shine on our boots, parcelling up our civilian clothes and in general, just getting sorted
[page break]
Page 2
out ready for our first parade in the morning.
The following morning, we deposited our “civies” [sic] to be posted home, after breakfast we paraded in the main road at eight o’clock, inspected by a sergeant, then marched off to the medical centre for our inoculations and whatever. The RAF medical centre, Abbey Lodge was also a high rise block of luxury flats, half a mile away from our billet, which also doubled as a RAF hospital and surrounded by a fence of black architectural iron work. We were organised in a single file that stretched alongside this fence. here we waited for some time before the file began to move along slowly, up stairs into one room where an orderly drew an armful of blood, up more stairs and into another room, a scratch on the arm for small pox, injections for tetanus and whatever, so it went on until finally we emerged into a courtyard to the rumble of expletives. Not finished yet, now for night vision testing which took over an hour to complete before being marched back to our billet and lunch at the zoo.
During the first week at ACRC the air raid alarm sounded and our group were woken up to go to Abbey Lodge.
As we set out the anti aircraft batteries in Regents Park began to open up and falling shrapnel began to scream on its way down, thankful for our tin hats on that occasion. Arriving at the hospital, the lifts were off so we had to manhandle the bed patients down the stairs on stretchers into the car park situated beneath the block. this was by no means an easy task negotiating ones way down the stair wells, manoeuvring around the sharp corners. The raid continued intermittently for three hours before we could take these patients back to their wards then began a slow walk back to Stoneleigh Court for a well earned rest.
Most of the remaining time at ACRC was taken up with rifle drill, physical training and marching everywhere, however, we had plenty of leisure time to take in the London sights, thankful for the free transport on offer.
One amazing coincidence was meeting up with my cousin Jack Stone whilst wandering around London Zoo.
I knew he had enlisted in the RAF as a boy and trained as an armourer, surprisingly, he was also wearing a white flash in his forage cap, the sign of an aircrew cadet. He had re-mustered and was going forward for air gunner training the same as me, sadly that was the last time I saw him, he was lost on his second tour of operations later in the war. His name is recorded on the walls of The Runnymede Air Force Memorial as having no known grave.
Finally, after four weeks of hard training and feeling fit, we received orders to move as a group to ITW (Initial Training Wing) wherever. Destinations were never broadcast because of security, although we knew the next port of call was Kings Cross Station.
14 ITW RAF Bridlington
Arrived at Kings Cross in full marching order, back pack, side pack, water bottle and kit bag plus a pack of sandwiches to sustain us on our journey. A reasonable journey up to York, then changed over to a non corridor train for the final leg of the trip to the seaside resort of Bridlington. Here we were met by transport which took us into the town to be dropped off in a street of vacated terraced houses. Ten cadets, including my two friends, Vic Lodge from Halifax and Nick Alkemade from Loughborough
[page break]
Page 3
were allocated to one of the houses, a sparsely furnished house without running hot water. We had arrived at 14 ITW RAF Bridlington, Yorkshire.
The messing facilities were located in the Spa Ballroom near to the promenade, an art nouveau type of structure where one could imagine the flappers of the twenties and thirties gyrating around the dance floor, soon to be brought back to reality with the greasy food odour permeating the once splendid ballroom.
Our time at Bridlington was spent on drill during the morning, and being an ex corporal in the ATC, the DI (Drill Instructor) often gave me the opportunity of taking the squad on these exercises. The favourite route was along the promenade where there was always an audience to give us a cheer or on occasions, a humorous comment from “Matelots or Squadies [sic] who were out for a stroll.
The afternoon parades were less exhausting, attending classes on aircraft recognition, a very important aspect of an air gunners job, sessions in a gun turret simulator and boring lectures on KR’s (Kings Regulations). We also had regular excursions to the 303 rifle range and to the Butts for pistol and Sten gun practise, surprisingly these visits became very competitive amongst our group with bets being bandied about.
The most enjoyable afternoon sessions was the visit to the local swimming baths where we could partake of a hot shower, get some dinghy drill in and generally play around in the pool.
All this exercise, the bracing sea air, made us healthily fit and always hungry. There was the NAAFI, a few fish and chip shops and cafes around the town but on this occasion, short of cash we decided to make use of our own mess for “supper”. Usually there was bread, margarine, jam and sometimes the left-overs of a sweet. We were lucky this night, there was plenty of trifle available and tour regret. three of our group including myself, were up all night vomiting and feeling very, very sick. The following morning we had no alternative but to report sick, the doctor immediately diagnosed food poisoning and dispatched us off to hospital, a rambling country house on Flamborough Head, I never looked at nor even consumed trifle again for many a long year.
Five days later, having been discharged from hospital, our group of city airmen were scheduled for posting to Gunnery School in two days time, quite excited and looking forward to our first flying experience. Bridlington had been a pleasant town to be posted to, nice beaches for sunbathing and swimming and ample entertainment in the town. Although our billets had been pretty Spartan we were sorry to say goodbye to this friendly seaside resort..
11 AGS RAF Andreas IOM
We boarded our train at Bridlington Station early evening with no idea the route we were taking, it must have been westwards as the sun was just setting ahead of us. After a lot of stopping and starting, we eventually arrived at Piccadilly Station, Manchester to be allowed of the train and told there was an air raid in progress somewhere in the vicinity. We spent an uncomfortable three hours hanging about the station not knowing when we would be on the move again, luckily the tea bar was open.
Back onto the train feeling tired and hungry, our train clattered on until someone shouted that we were coming into Blackpool as theTower could be seen in the
[page break]
Page 4
distance, no such luck, we ended our train journey in the fishing port of Fleetwood alongside the quay. Tethered to the dock was a one funnel steamer, looking like a cross between a cargo ship and a ferry boat, bringing to mind the John Masefield poem, “Cargoes”.
Feeling miserable and weary after our lengthy train journey, we scrambled aboard this ship and looked for a spot to get some sleep during the four hour sea crossing. Very surprised to find a sort of tea and sandwich bar on board, although welcome, we were disgusted at the exorbitant prices. After an uneventful journey we arrived in Douglas, the capital of the Isle of Man, the home of the TT Races and the tailless moggy.
Disembarking, following roll call, we marched off to the train station to board a very unusual and unique style of rolling stock, most of our group including myself were unaware that an efficient railway system served most of the island. The island scenery was quite lush, hilly and dominated by Snae Fell, the only resemblance to a mountain on the island. Travelling on we by-passed the little town of Peel before arriving at the end of the line, the little fishing port of Ramsey to the north east of the island. Transport met us at the station to take us the short journey to RAF Andreas ready for a welcome meal in the airmens mess after our long drawn out journey from Bridlington.
RAF Andreas was a normal wartime airfield, a mixture of wooden and concrete buildings and sporting the usual three runways. With it’s sister airfield RAF Jurby just four miles from our base, these airfields were built primarily to provide cover for our shipping against the long ranging Condors of the Luftwaffe.
Having been split up into groups of ten, our Gunnery Course was set out with lectures and practical work during the mornings with afternoon sessions flying in the worthy Avro “Annie” Anson.
[picture of Wartime Anson in RAF markings]
Avro Anson
A very comprehensive course started with practical work on the reliable air cooled 303 Browning machine gun, getting to memorise the parts, stripping and assembling and eventually being able to do this job blindfolded with flying gloves on. During these exercises, our instructor timed us with a stop watch, here again bets were being laid and even encouraged by our instructor, I think he was a bit of a gambling man.
[page break]
Page 5
These lectures also included the identification of different types of ammunition by the use of colour coding on the base of the cartridge case as to whether it was tracer, incendiary, armour piercing or general purpose, a calculated mix of all these types of rounds were used operationally.
A very important part of this course was the understanding of the hydraulically operated Frazer Nash gun turret currently in use on the Lancaster and Stirling bombers. It became obvious that we were destined to be operating in either the Stirling or Lancaster aircraft as we never had any instruction on the electrically operated Boulton Paul turret currently in use in the Halifax bomber.
Many hours were spent on the workings of these turrets, the causes of stoppages and rectification, how to obtain an aircraft drift reading by using the movement of the turret against a fixed point on the ground or sea, how to synchronise four guns firing 5000 rounds per minute to achieve the optimum bullet spread over a certain distance. Then there were the visits to the special firing range using fast moving aircraft models at 100 yds distance. Firing from a gun turret was quite an experience although only one Browning was operable for obvious reasons.
Our first exercise in the Anson was a simulated attack by a Miles Martinet, three cadets were allocated to our aircraft, each one of us to take turns in the turret using a camera gun. On all our flying exercise, lots were taken in cranking up or cranking down the undercarriage, quite an exhaustive feat especially winding up the landing gear, some chore 140 turns up or down.
Two more flights with camera guns then on to drogue target practise using a single Vickers machine gun in the turret. Each cadet was allowed 200 rounds of identifiable ammunition, meaning that the tip of each round was dipped in a soft colour paint ie; 200 rounds blue, 200 rounds red, 200 rounds green. If a bullet pierced the drouge[sic], the gunner could then be identified. These exercises varied in many ways, with simulated attacks coming from all directions, finally the last few exercises of our course, were air to ground firing.
A enumber[sic] of bulls eye targets were set up on cliffs to the north end of the island, it must have been upsetting for the bird life in that area.
[picture of X Squad 11 AGS RAF Andreas IOM – Standing 3rd from left Geoff Payne, 5th from left Nick Alkemade]
[page break]
Page 6
Looking in my log book recently, I noted that in just the month of July I had clocked up twenty flying details of roughly an hours duration, mostly with Polish pilots.
During our time at 11 AGS, apart from the occasional guard duty, Saturdays and Sundays were non working days which, gave us the opportunity of exploring the island. The weather during our months course was excellent, so we took advantage of swimming off the charming little coves to the North of the island, there was also a small yachting pool alongside Ramsey harbour with the nearby Enemy Aliens Stockade, a series of commandeered boarding houses, bordering on the nearby Enemy Aliens Stockade, a series of commandeered boarding houses, bordering on the pool. We had previously been warned not to fraternise with the inhabitants of any of these camps. Sitting in a Ramsey pub one Saturday, three aircrew sergeants, all sporting navigators brevets, wandered into the bar, what a surprise to see my brother in the party, they were on a Wireless Operators course at nearby RAF Jurby and destined for operations flying in the “Wooden Wonder” the Mosquito. It would be another four years before I met up with my brother again.
The first week in August 1943 saw the end of our course with, a passing out parade and presentation of our AG,s brevet by a high ranking officer whom, if my memory serves me correctly, was then, Wing Commander Leonard Cheshire.
Not much time to celebrate, within two days we were given our seven days leave passes and travel documents. Pity my two friends were posted to RAF Desbourough[sic] whilst I was posted to RAF Chipping Warden by Banbury, only forty miles from my home and on the London to Birmingham main rail line.
I had enjoyed my time in the Isle of Man but very sad that over the years I have been unable to make a return visit to this interesting island.
12 OUT RAF Chipping Warden
Enjoyed my first seven days leave at home, left in civilian clothes and returned three months later in uniform, sporting three stripes on my sleeve with an AG,s brevet above my breast pocket feeling proud of myself. The seven days passed very quickly with time taken up visiting my relatives, ex workmates and of course my girl friend. Standing on Snow Hill Station waiting for my train back to Banbury, my thoughts brough me back to reality that this war is serious and that I could be on operations by the end of the year.
Chipping Warden was a pre war station, two story[sic] barrack buildings, administration blocks and massive hangers with brick built flight offices attached.
After picking up my bedding I enquired where the billets were and was taken aback when I was directed to a wooden hutted compound, complete with a sergeants mess, outside the main camp confines. This posed the question, are the newly promoted NCO aircrew being discriminated against?
Entering my designated hut I found a motley collection of aircrew including Aussies, Canadians and New Zealander’s, it was then that I discovered that aircrew NCO,s under training had there[sic] own messing and accommodation facilities. Meeting up with my fellow bunk mates, pilots, bomb aimers, wireless operators, navigators and gunners, found difficulty in picking up their accents and slang words. Meeting up with thee airmen, created a great feeling of camaraderie which was almost instantaneous.
The following day was spent doing the usual round of signing in and getting kitted out
[page break]
Page 7
with flying clothing, me being a rear gunner I had special issues, electrical heated Irvine Suit, fur lined heated bootees and gloves, fisherman’s sweater and thermal underwear. All this gear required another kit bag issue which I lugged back to the billet, spending the rest of the day getting to know more about these friendly “Colonials”.
Reporting to Flights next day, the various aircrew trades were segregated, we as gunners went to the firing ranges for some rifle and clay pigeon shooting. During the afternoon we were introduced to the type of aircraft that we would be flying.
[picture of The Vickers Wellington (Wimpy)]
At that time all the aircraft at 12 OUT were all ex operational Wellingtons, virtually “clapped out”, the replacement parts being in short supply creating a shortage of serviceable aircraft. A rotational system of aircrew to aircraft had to be adopted, hence a crew could be flying three to four times in one day utilising the same aircraft.
The course began in earnest with a mixture of circuits and landings, fighter affiliation using camera guns, high and low level bombing, the same such exercises applied to night flying, apart from fighter affiliation exercises. After three weeks of intensive activity, the day came when the CO told the assembled aircrew to get moving on to the satellite station RAF Edge Hill some ten miles west of Chipping Warden.
My bunk mates and I had anticipated being crewed up so we had already sorted ourselves out as a crew, two Aussies, one a pilot from Melbourne, the other, a navigator from Sidney, our bomb aimer from Carshalton and wireless operator from Bognor Regis with myself as rear gunner. Over the past three weeks we had really got on well, that was a good start.
RAF Edge Hill
A typical war time airfield, very dispersed with plenty of walking between sections, built right up to the edge of Edge Hill itself. Due to an indecisive battle fought out between the Royalists of King Charles 1st and the Roundhead Parliamentary forces of Oliver Cromwell, the local population believed that the area was haunted by a headless horseman. Will that be a bad omen? Weird!
This part of our course was to develop these newly formed crews into an efficient operating team, an essential commodity in our own survival and for effectively doing the job that we had enlisted for.
[page break]
Page 8
An intensive programme of night and day cross country flights began, usually incorporating high or low level simulated bombing attacks using small smoke or flare bombs. During our daylight flights we were often buzzed by a fighter, all part of the learning process for air gunners.
On one night exercise, we must have gone miles off track when we encountered a Barrage Balloon which stood on it’s tail as it caught our slipstream, we knew we had entered a defended area when a few bursts of anti aircraft fire appeared not far away. This caused a bit of a panic until our wireless operator fired off the Very pistol with the colours of the day, to our relief that gunfire abated. At de briefing, our navigator learned that, due to a false wind forecast we had strayed close to the defences of Bristol.
Time came to return to Chipping Warden for our crew assessment to be met with news that we were to participate in a Nickel, a leaflet drop to Lille in France, however, the operation was scrubbed due to our aircraft being unserviceable. At OUT’s this type of operation was a normal occurrence enabling proficient aircrews to get in some operational experience. I still have one of those leaflets.
20th of August 1943 was the end of our time at 12 OUT and the faithful old Wellington, the next phase of our training schedule was a posting to RAF Feltwell in Norfolk to undergo an Escape and Evasion course.
RAF Feltwell
RAF Feltwell was a typical pre war brick built airfield with grass runways, then in the process of converting to concrete runways. Upon arrival, surprised to find that there was only a skeleton staff in occupation, apart from a unit of RAF Regiment personnel who were to be our instructors to this Escape and Evasion course. We were joined by six other crews, a total of thirty airmen. In the event of being shot down over enemy territory, the object of the course was to impart some skills that would assist downed airmen to escape or to evade capture. It was a prerequisite for airmen to attempt escaping thereby tying down essential enemy manpower.
The first part of the course was training in the rudiments of enarmed combat, no holds barred, using all the dirty tricks available, the Queensbury rules didn’t apply in dangerous situations one may find oneself in.
Following on this exercise we practised the art of concealment, our five crew members would spread out in some scrubby woodland approximately one mile square, then to conceal themselves the best way they could and, using whatever materials came to hand. The Regiment unit were then sent out to locate us if they could and after a number of attempts this exercise proved useful and effective although one escapee got bitten by an Adder whilst hiding in some gorse bushes. Our final exercise was hilarious, we were taken out at midnight in an enclosed vehicle, dropping two of us off at a time some fifteen miles from the camp with only a box of matches and some cigarettes, no money and told to make our own way back to Feltwell. This exercise proved to be a non event as it began to pour with rain. We had been dropped off on a farm track in the middle of a scrubby wheat field where we found a dilapidated corrugated type of shed. A few fairly clean sacks were lying about and some wooden boxes which gave us an ample supply of fuel for a small cosy fire.
[page break]
Page 9
There we stayed until a farmer with his truck arrived to give us an amount of verbal abuse until we explained that we were on an exercise and would wish a lift back to Feltwell. The truck dropped us off about a mile from the rear of the camp, success! The Regiment were out looking for us that night but we got back into the camp unchallenged and in time for a welcome breakfast.
One memorable occasion during the evening playing cards in the billet, we heard a sort of rumbling noise which got louder and louder. We rushed out of our billet and looked up at the sky, a clear night and almost dark. At about ten thousand feet there must have been hundreds of four engine heavy bombers heading eastwards, an amazing sight. Back in our billet, we contemplated that we could be part of that type of air Armada very shortly.
At the end of our weeks course we were given our travel documents to report to RAF Wratting Common, a Stirling conversion unit which caused much consternation among the crew. We had hoped to avoid operating in Stirlings due to the high loss rate attributed to this aircraft.
1651 Heavy Conversion Unit RAF Wratting Common
Wratting Common was a war time aerodrome situated between Cambridge and Newmarket, it had recently been vacated by 90 Squadron who had operated with the Short Stirling Aircraft. A well dispersed cap, miles from anywhere, the nearest rail station being Six Mile Bottom, three miles from the camp. Mud everywhere, I am sure that if you stepped off the concrete paths you would be a goner.
Settled in our Nisson hut and proceeded to scout round for wood and coke to service our lonely stove, an east wind was blowing in over the low lying expanse of East Anglia, cold enough to try out our new thermal underwear.
Reporting to the flights the following day to meet up with two new crew members, Dick Hollis, Mid Upper Gunner and Cyril Bridges, Flight Engineer making, up our seven man crew. Together with two other crews, we were then taken to a hanger[sic] to get to know this massive aircraft, the Short Stirling.
[photograph of the Short Stirling]
[page break]
Page 10
Spent the afternoon scrambling about this aircraft, proudly showing off the various escape hatches and doorways to my crew. As an apprentice, my company was involved in the manufacture of various component parts associated with the Stirling, as was my girl friends[sic] mother being an electrical inspector on this aircraft.
Our first flights in the Stirling consisted of two three hour sessions of circuits and landings, not at all present, no wonder this exercise is known as “Circuits and Bumps”, we certainly had our share of bumps that day. It was a relief when the Gunnery Leader informed us that all the gunners on the course were to undertake an advanced gunnery course at RAF Newmarket as, there was no point in wasting time just sitting in an aircraft doing circuits and landings. Newmarket was some experience, we were billeted in buildings associated with the racecourse, even the Wellington based there took off from the racecourse.
This gunnery course took place over the North Sea and was more realistic using the same type of gun turrets that we would use on operations. Spitfires simulated the attacks and our Wellington would be doing the defensive manoeuvre of corkscrewing.
On the firing exercises we were either in the front or the rear turret firing at a drogue being towed by a Miles Martinet. Our time at Newmarket was very instructive being trained by ex operational air gunners. I am positive that by imparting their experiences gave me confidence for the task ahead.
Back at Wratting Common to find that we had lost our Australian pilot, they had been engaged on circuits and landings at RAF Downham Market when the starboard outer engine failed when coming in to land, the wing dipped and struck the ground causing the aircraft to crash. Our pilot sustained a severe head wound but was dragged to safety by the Flight Engineer. Apart from a few bruises the rest of crew escaped unhurt although the aircraft was a write off. The accident allowed us to take a fortnights leave over Christmas and New Year awaiting the arrival of a new pilot.
Festivities over, back to Wratting Common we met up with our new pilot F/O Bill Martin an experienced pilot on twin engine aircraft, it did not take him long to master this giant of the sky. Just a few day and night exercises of circuits and landings then on to long distance three to four hour cross country flights.
After nearly forty hours flying time converting to Stirlings our course finished abruptly when we were informed that as a crew we would be moving onto RAF Waterbeach to convert on to Lancasters. A quiet feeling of relief when word came that due to the heavy loss rate on German targets, Stirlings were being withdrawn from the main thrust of Bomber Commands activities.
[page break]
Page 11
1678 Heavy Conversion Unit RAF Waterbeach
[photograph of Lancaster Mark II (Note: Flying on one engine)]
What a great feeling to get away from Wratting Common with it’s isolation and mud to arrive at a pre war brick built camp with all the amenities, a regular bus service into Cambridge, three pubs in the village and comfortable billets.
Accordingly to the talk around the camp, we were to convert onto the Lancaster 2 with Bristol Hercules radial air cooled engines as opposed to the Merlin inline liquid cooled engines. According to records, there were only five squadrons allocated this type of aircraft, three Canadian and two British. Just over three hundred were build by the Armstrong Whitley Company in Coventry as a stop gap, due to a shortage of Merlin engines and a surplus of Hercules engines. This Lancaster was a strange looking aircraft, but apart from it’s ceiling, the performance was comparable to the original Lancaster.
Within a week of arriving at Waterbeach, with only seven hours day and six hours night flying exercises under our belt we were considered capable of joining a squadron. Unfortunately, due to the Stirlings being phased out, a bottle neck seemed to have occurred throughout the squadrons of Three Group, consequently, our crew were sent to a holding unit at RAF Stradishall for two weeks before being awarded a seven days leave prior to our operational posting to 115 Squadron at RAF Witchford by Ely.
[page break]
Page 12
Chapter 2
Operations RAF Witchford
After seven days of a very welcome leave, I arrived at Liverpool Street Station, London, early afternoon, joining up with three members of my crew, Sid Longhurst our Wireless Operator, Joe Waple, Bomb Aimer and Cyril Bridges our Flight Engineer. As usual, the train full of servicemen, mainly RAF, stopped at every station en route to Ely, destined for the many aerodromes scattered about East Anglia. Dusk was approaching giving the flat frosty landscape a look of foreboding which added to the apprehension that was building up inside me. Even the idle chatter failed to divert my thoughts away from the task that we had so flamboyantly volunteered for.
Arriving at Ely, the crew bus picked us up with all our gear and drove the short distance to Witchford camp, collected our bedding before being dropped off at our billet. Here we met up with our Mid Upper Gunner Dick Hollis and our Australian Navigator.
RAF Witchford, a Nisson huttet[sic] camp, recently vacated by 196 Stirling Squadron. The domestic site was situated to the rear of the village of Witchford with our billet directly behind The Shoulder of Mutton public house as it was named in those days. The administration area and airfield was situated at the eastern end of the village with the main runway start, close on the borders of Ely itself, a camel trek from our billet.
The following day was very cold, a hoar-frost covered the trees as we went about getting our bearings and doing the usual business of signing in at the various sections of the camp ie medical, transport, parachute section etc eventually arriving at C Flight to be designated a locker for our flying kit. Our Pilot, F/O Bill Martin arrived on the scene and introduced his NCO crew to the C Flight Commander, Sqd Leader George Mackie.
[photograph of the crew] L to R Back Row; Sid Longhurst W/op Cyril Bridges F/eng Dick Hollis M/u Jim Henry Nav
Seated; Geoff Payne R/g Bill Martin Pilot Joe Waple B/a [/photograph of the crew]
[page break
Page 13
Early next morning February 5th 1944, reporting to the Gunnery Leaders office, I meet up with F/Lt Eric Bilson who casually informed me that I was on the Battle Order for that nights[sic] operation, briefing at 19.45hrs. I would be joining the crew of P/O Speirenberg as their rear gunner for that nights[sic] operation.
During the afternoon, met up in the Sergeants mess, some of the crew with whom I was to fly with that night. Most of the afternoon was spent moping about the Mess trying to allay the nervous tension with a “cat nap” or a lot of idle chatter. This operation was to be the first for P/O Speirenberg and his crew, we were indeed a “sprog” crew.
Time came for our operational meal of bacon, eggs and fried bread, a luxury in those days, then the leisurely stroll to briefing along the ain street of Witchford to the admin site. Here we were directed to a large Nisson hut, on guard at the entrance stood two white capped service police looking very ossicious. Our pilot and navigator had already been briefed and were awaiting us at a large trestle table. Introductions all round, we sat waiting for the formal proceedings to begin. A command from the back of the hall brought us to attention when the squadron hierarchy marched to the front, led by the squadron commander.
[photograph] RAF Witchford Briefing (I am seated forefront left) [/photograph]
Stepping on to the dais, the CO wished us a good evening before withdrawing the curtain covering a blackboard showing a large map of Europe. Starting at Witchford, a red ribbon stretched out, crossing the North sea, meandering across France and finally ending way down in southern Germany. Gentlemen, your target for tonight is Augsberg, announced the CO to gasps from the assembled crews, many had recently operated on some very difficult and long distance sorties, including a number of Berlin raids.
[page break]
Page 14
Following the CO,s briefing on the importance of this target, the M.A.N. works, we were briefed by the section leaders as to fuel and bomb loads, weather conditions, intelligence reports on enemy flack areas and industrial installations etc with a final word from the CO wishing us good luck. My own thought at that moment was, we will need all the good luck we can get.
Our pilot, a South African, gathered his “sprog crew” together, and trundled of[sic] to the flights to change into our flying gear and to pick up a thermos of coffee, flying rations, a few biscuits, barley sugars and “wakey wakey pills” (Benzedrine) plus my lucky Golliwog which my girl friend had made for me. Not too long before our transport arrived with it’s WAAF driver who would take us out to our aircraft dispersal pan.
At dispersal we chatted to our ground crew and chain smoked until it was time to climb aboard our aircraft M for mother. As a crew, we had not air tested our aircraft during the day so, each crew member did his own preliminary checks prior to start up.
A green Very light rose from the control tower then one by one the powerful Hercules engines roared into life, disturbing the roosting bird life and breaking the eerie silence of the darkened evening. Our skipper called up for crew reports if everything was Ok before waving chocks away, a short burst of engine power we began moving forward on to the perimeter track following a long line of Lancaster’s trundling towards the start of the east-west runway. On to the main runway, I was surprised to see a number of airmen and WAAF’s congregating alongside the Control Caravan waving their arms wishing us god speed.
The green Aldis lamp signalled us to go, and with a mighty roar from our four engines we sped down the runway taking off at 21-45 hrs thereon setting course for our turning point on the East Anglian coast. There we would be joining a bomber stream of almost 600 heavies on their seven and a half hours operation into the heart of Germany. The German air defences would already be aware that a heavy air attack was being prepared because they were able to pick up the RT traffic emanating from the large amount of air tests being carried out from the airfields of Eastern England during that morning.
Crossing the North Sea our Bomb Aimer called up to announce enemy coast ahead, a term that I had heard many times while watching such films as “One of Our Aircraft is Missing”. I never thought at the time that I would hear it for real which brought about an awesome feeling of apprehension, we were going into battle from which there was no opt our clause. We were going to war.
Now at our operational height of 18500 ft, above cloud and beginning to feel the intense cold, the condensation from my oxygen mask started to dribble down onto my Irvin suite[sic] where it froze solid.
Apart from a few searchlights and spasmodic flak activity away from our track, the journey across Germany was uneventful until our Bomb Aimer reported target ahead, seeing the Pathfinders red ground markers falling. Approaching the target, our aircraft began to be buffeted about from the slipstream of other aircraft converging on to the aiming point. The Master Bomber happily giving instructions as to what colour markers to bomb on.
Our squadron was in the second wave, the air defences were by now fully alerted with the many searchlights weaving about the sky accompanied by heavy flak, sometimes a
[page break]
Page 15
loud crump as a shell burst close to our aircraft sending the acrid smell of cordite wafting into my turret. Lancasters and Halifaxes seemed to be closing in upon us, our bomb doors came open, and almost spontaneously, the Lancaster flying above us opened it’s bomb doors, my right leg began to jerk uncontrollably wondering if their bombs were going to hit us. Bombs away, bomb doors closed, nose down for a little more speed before setting course for home. By now my leg jerking had ceased and looking down into the target area it was like grazing into a giant cupola of molten metal, heaving and bubbling, a truly awesome site.[sic] Another glance down, I saw six ME109’s flying in formation three and three, well down below us silhouetted against the flow of the fire with their with[sic] navigation lights on. Very weird!
As we cleared the target area, a burst of tracer from the starboard quarter passed over us followed by a ME 109 crossing fast above our aircraft. The Mid Upper gunner and myself managed to get in a short burst but the fighter disappeared as quickly as it had arrived. I think that this 109 had his sights on another aircraft.
Heading for home, I could still see the glow from the destruction that we had caused even after an hours flying time. A few fighter flares, spasmodic bursts of flak and the odd searchlight were seen but way off our track, however ! we still kept our vigilance as these were the occasions with your guard was down, fighter attacks occurred.
Feeling very tired and cold we landed back at Witchford at 05-15hrs after a seven and a half hour flight then transported directly to de-briefing. A welcome cup of tea and a generous swig of rum in a chipped enamelled mug awaited us, served up by one of the cheerful WAAF’s, followed by a welcome breakfast.
Back to my billet, my own crew were away on a cross country exercise that day which left me completely alone thinking of that horrendous nights operation before dropping of[sic] to a very disturbed sleep.
According to records, the Augsberg operation proved successful although 21 heavies were lost on that raid, the equivalent to the loss of a squadron.
Due to adverse weather conditions on the continent Bomber Command was relieved of operations for the next seven days. This respite allowed our squadron to re-group, taking in a series of training flights and air tests. The break also gave us the opportunity of exploring the ancient city of Ely with it’s magnificent Cathedral, the little tea shops or just strolling the banks of the river Cam. There was also the unforgettable boozy evenings in the Lamb and other hostelries entailing a three mile stagger back to Witchford.
The third of March brought us back to reality when the Battle Order was pinned on the mess notice board indicating that operations were on that night and our crew were to participate. At briefing, the usual rigmarole, then naming Stuttgart as our target for the night, another southern Germany flight of six and a half hours. Our take of[sic] time was put back two hours due to the fore-casted weather conditions on our return, new take off time now 23-45 hrs.
An uneventful flight out with lots of thick cloud at various ceilings en-route until we neared our target, then clear skies above and 10/10ths cloud below us, illuminated by the many searchlights and exposing the bomber force to the higher flying German night fighters. The Master Bomber brough us in to bomb on the red sky markers (Wanganui flares) our bomb aimer began his instructions then, bombs away. Our pilot turned away from the target and requested a course for home but received no response
[page break]
Page 16
from the navigator. Our flight engineer went back to find out if we had a casualty but, found the navigator was refusing to do his job. This caused a nasty verbal confrontation between the navigator and pilot who then ordered our bomb aimer to find a temporary course back as there was no possibility of trying to continue on the route set out at briefing.
This serious set back put our aircraft and crew in a very dangerous situation, not on track with the bomber stream, we were liable to being picked off by enemy fighters. Although the cloudy conditions at various levels gave us a modicum of cover, we were virtually alone in the heart of Germany, running tight on fuel and a navigator still refusing to do his job. Thankfully we had a very experienced pilot and our bomb aimer had a good knowledge of navigation. After flying in and out of cloud for some time and diverting occasionally to avoid defended areas the bomb aimer reported coastline and English Channel ahead, well south of our projected route.
Immediately our pilot radioed that we were running low on fuel and requested an emergency. Crossing the English coast, two searchlights lit up indicating a flare path, one circuit and we were down. We had landed at RAF Manston in Kent at 06-30 hrs with just fifteen minutes of fuel in our tanks, a flight of nearly seven hours.
While our pilot was at the officers mess, we tried to reason with our navigator but to no avail. Later in the day we were transported to our refuelled aircraft and took off on the 45 minutes flight back to Witchford, our bomb aimer doing the map reading.
Arriving back at Witchford dispersal awaiting transport, a staff car arrived with two service policemen. After consulting our pilot, the navigator was apparently arrested and taken away in the staff car. That was the last time that we saw our navigator, even after the war, we have been unable to trace him.
According to records this Stuttgart raid was highly successful with 557 heavies participating in the operation and only four heavies lost.
During the next few days, we carried out a series of training flights, including an abortive five and a half hours North Sea rescue search which classed as an operation.
On the 18th of March, with the Navigation Leader on board, our crew was listed on the nights Battle Order, the target Frankfurt, a heavily defended large industrial town with the massive factory complex of the IG Farben Industrie. Take off time 20-30 hrs.
The flight out was uneventful apart from a number of exchanges of tracer fire seen away in distance but, as we approached the target, many fighter flares lit up the sky. The target area was less cloudy than on the trip out and as we went into bomb, masses of searchlights were probing the sky. With the continuous red flashes of bursting shells, light flak tracer coupled with the crump of heavy flak, one wondered how anything could penetrate these defences let alone make it through the target area unscathed. However! We made it through and headed on track for home when a twin engine aircraft appeared astern and below at about 400yds, it was a Me 110 closing in on us. I switched on my mike to alert the crew to be ready to corkscrew but, the mike was dead, frozen up with condensation. Taking off my glove, I attempted to scratch away the ice that had collected in my oxygen mask but to no avail. I then tried to contact the crew using the emergency light button but no response was forthcoming. As the fighter closed underneath our aircraft, I got a good bead on it’s nose area and pressed the trigger. A two second burst and all four guns jammed leaving us completely at the mercy of the Me 110, the rest of the crew being unaware of the desperate situation that was to unfold.
[page break]
Page 17
Suddenly there was a number of loud bangs, our aircraft shook and the strong smell of cordite permeated my oxygen mask. The aircraft began to manoeuvre violently as if out of control and with no information coming through on the intercom, panic set in, thinking that the crew were either dead or wounded. As I could not be of use in my turret, without an communication and my guns out of action, I decided to find out what was happening. Clipping on an emergency oxygen bottle I began to work my way up the fuselage when I noticed the main door flapping open and the M/u gunner gone. A horrible feeling came over me as I thought that the crew had baled out and left me to my fate. Looking up and around the M/u gunners position, there were bullet and cannon shells in the fuselage, an intercom junction box shattered, the gunners helmet hanging on the foot stirrups.
Our aircraft began to level out as I made my way up the fuselage, drawing aside the gangway curtain, to my relief the W/op and the navigator were settling down. Reporting that the M/u gunner had baled out, I went back to sit in my turret contemplating that if we got attacked again, we didn’t have the capability of defending ourselves. However! The rest of the journey was uneventful apart from my turret electrics being out of action which left me at the mercy of the bitter cold.
When we were almost back home, my oxygen mask off, I could smell something burning. I opened the doors of my turret and saw a yellow glow emanating from one of the ammunition panniers and reported to our pilot that we had a fire, he immediately requested a priority landing. After the engines were cut I raked out the belt of ammunition from the pannier and found that an incendiary bullet had penetrated the pannier and lodged in between the rounds of ammunition. Luck seemed to be on our side again, if this incendiary bullet had penetrated a cartridge casing, there would have been an almighty explosion.
After de-briefing I was taken to the sick bay to be checked for frost bite, the ends of two fingers on my left hand were numb due to scratching out the ice in my oxygen mask. After an overnight stay in sick quarters, the MO declared me fit for duty.
According to records this raid was successful with 829 heavies taking part in the attack with the loss of 22 aircraft.
Two days later, on the 22nd of March, we were detailed for operations again to Frankfurt, this announcement caused an air of dismay amongst our crew having lost two of our original crew members over the last two operations. However! we were fortunate in having the Gunnery Leader as our M/u gunner and the Navigation Leader on board again. Take off time 19-00hrs.
Over 800 heavies were detailed for this raid, a well planned diversionary route to the target was detailed which caused problems for the German night fighter force. Nothing of real concern encountered during the flight out but, being in the third wave, the defences were fully deployed by the time we arrived. Around the target area we were met by a terrifying barrage of flak with many searchlights weaving about the sky. We bombed then, flew on through this heavily defended area and, as we turned on to our course for home, a blue master searchlight came on astern of our aircraft.
I reported to our pilot that the searchlight was closing in upon us and coming closer, closer, closer, it’s got us. Immediately, our pilot put the aircraft into an almost vertical dive which caused all four engines to cut, then came the crackling on the intercom “prepare to abandon aircraft”. Opening my turret doors I struggled out and unclipped my parachute from it’s housing before dragging myself into the fuselage. The aircraft
[page break]
Page 18
was still diving and I thought “this is it” there was no way that I could reach the doorway as I was floating about in mid air. Luckily the engines picked up again, with a mighty roar the aircraft began to pull out of its dive pinning me to the fuselage floor by the G forces. When the aircraft levelled out I made my way back into the turret and found that we were flying very low, almost in a valley with a river beneath us and searchlights crossing the valley almost horizontally. The intercom came on “pilot to crew we are going home now chaps” to a muffled response of “hear hear”. or words to that effect.
On the way back I began to have a peculiar sensation of throbbing in my hands, something akin to how chilblain’s feel until I realised that during the scramble to get out of my turret my heated gloves had come detached from my Irvin Suit. I tried desperately to reconnect my gloves but found it impossible, due to the numbness in my hands. My hands didn’t seem unduly cold, I wasn’t even bothered until we landed back at Witchford. After de-briefing the MO examined my hands that had started to blister, a sure sign of frost bite. I was immediately transported to the RAF hospital at Ely and put to bed, both hands being tied up to the bed rail.
Spent a couple of weeks in the ward having my hands dressed three times a day with mentholated spirits then allowed out, dressed in hospital blue. For a few hours each day, along with a couple of other patients, we wandered around Ely sampling the many tea rooms, the pubs were out of bounds to servicemen dressed in hospital blue.
One interesting feature at the time was wandering down by the river Cam and witnessing the actual Oxford and Cambridge Boat Race taking place on the river because London was too dangerous at that time to hold the event.
After another week in hospital, the blisters on my hands disappeared, the top skin had peeled and I was getting plenty of movement in my fingers so the doctor discharged me and gave me a few days sick leave.
Back at Witchford I learned that my friend Sgt Nick Alkemade and his crew had been lost on the previous Berlin raid and also that the squadron had lost two of its aircraft when they were shot down by a ME 410 intruder as they were coming into land after a raid on Rouen.
Reporting to the MO the following day and told that I was posted to 75 New Zealand squadron at RAF Mepal, just four miles down the road from Witchford. Sad to say farewell to the remainder of my crew with whom I had trained and flew with over the past few months, incidentally, that crew completed their tour of operations.
Spent a couple of weeks at Mepal just kicking my heels until the Gunnery Leader told me that I was posted and to report to 514 squadron at RAF Waterbeach awaiting my medical assessment.
In closing this chapter I would like to make reference to my friend Nick Alkemade.
Their aircraft was returning from a raid on Berlin when they were attacked by a JU88, setting the Lancaster on fire. The pilot ordered the crew to bale out but, the rear gunner found that his parachute was ablaze, his oxygen mask began to melt on his face, leaving him no alternative but to jump, better a quick death than being burned alive. He abandoned his aircraft at 18.000 ft and landed in a huge snow drift, high in the Hartz Mountains and eventually to[he] became a prisoner of war.
His story is well documented in the records of 115 Squadron and the RAF
[page break]
Page 19
[photocopy extract] Log Book Copy of the Frankfurt Action
[photocopy extract] Medical Report
[page break]
Page 19a
[photocopy extract] [underlined] Combat Report [/underlined]
[page break]
Page 19b
[photocopy extract] [underlined] Combat Report [/underlined]
[page break]
Page 20
Chapter 3
Return to Ops RAF Waterbeach
514 Squadron was formed at RAF Foulsham in September 1943 as part of 3 Group and began operations in November 1943 flying Bristol Hercules radial engined Mk2 Lancaster’s before relocating to RAF Waterbeach for the rest of the war until disbanded in August 1945 Arrived at Waterbeach and deposited on the ground floor of one of the H Blocks. RAF Waterbeach was a pre war aerodrome with all the facilities one could wish for. Hot and cold water, baths and showers within the billet and only fifty yards to the Sergeants Mess, Luxury indeed as opposed to the Spartan conditions which prevailed at Witchford. The rest of the inhabitants of my billet were all aircrew awaiting medical assessment prior to being returned to operational duties and were known as the “Odd Bods”. Some were recovering from wounds, frostbite, or illness and would be joining other crews when declared fit. In the meantime, we were all allocated some useful task to keep us fully occupied until we were returned to operational duties.
Together with another air gunner and as senior NCOs we were allocated airfield defence which meant on occasions being in charge of the perimeter guard or of manning the guns at either end of the main runway when the squadron was operating. This duty was necessary due to the frequency of German intruders who followed the bomber stream back to their bases. One night as I was manning the guns on the downwind end of the main runway awaiting the return of the squadron, I saw a twin engined aircraft approaching the runway and got a bead on it. As it came closer I noticed that it had it’s port undercarriage down but to my relief this aircraft turned out to be a Mosquito, obviously, in trouble coming in down wind. It must have landed half way down the runway in a shower of sparks then, a terrific bang and flames lit up the sky. After about five minutes the field phone rang to inform me that I could stand down as the squadron had been diverted. Three days later the station adjutant informed me that as I had recently been promoted to Flight Sergeant, I was to take the funeral parade for the two airmen that had perished in that Mosquito crash.
During my time “convalescing”, there was ample time to get involved with the many recreational activities on the station. One such time was the visit by a dramatic group with Margaret Lockwood taking the lead ni a play by and directed by Terrance Rattigen. On another occasion the RAF film unit arrived on camp to get the feel and film some aspects of an operational squadron. Among the group was the famous American actor Edward G Robinson with a retinue of lowly airmen who were to participate in this documentary/film although in later would become famous, such names as Dickie Attenborough, George Cole, David Tomlinson and a few others. This film became a box office success entitled “Journey Together” a copy of which I now treasure.
Very soon the “honeymoon” would be over, a message came over the Tannoy for me to report to the Medical Officer who told me to pick up transport the following day
[page break]
Page 21
and report to the RAF hospital at Ely for my final medical assessment. A friendly type of third degree took place and, eventually I was passed fit for flying and would return to Waterbeach operational. Back at Waterbeach I reported to the Gunnery Leader and had a pleasant chat with him concerning my interview with the Medical Board. He told me that they were trying to ascertain if I was “swinging the lead” as frostbite was considered, in the first instance a self inflicted wound and that the recipient had to prove otherwise. With that, I was given first option of joining a crew when a vacancy arose and ordered to report at the gunnery office the following day and every day. D Day came and went and as I was now operational I was excused normal station duties so, I spent much of my time flying in the Link Trainer or knocking about in the cricket nets or even swimming in the river Cam. Bomber Command had switched from attacking the industrial cities of Germany to supporting the advancing allied armies by attacking German troop concentrations, communications, flying bomb sites/storage areas as well the many oil plants.
Reporting to the Gunnery Office July the 7/th, to my delight was informed that I would be flying that night with F/sgt Witwood’s crew as M/u gunner, as their own gunner was off sick with a bad stomach Target for the night was Vaires railway marshalling yard Paris and was part of the plan to disrupt the German supply route to the Normandy battlefields. Take off time 22-30 just as darkness was falling.
Flying as a M/u gunner was a new experience for me with great views all around. A fairly direct route to the target, plenty of searchlight activity but the flak was nowhere near as heavy as my experience of German targets. A well concentrated attack without the loss of aircraft possibly due to another attack on a flying bomb storage depot at St-leu-d’esserent north of Paris where enemy fighters claimed thirty aircraft. Landed back at base after a 4hr 45min flight.
On the 10th July I was with F/sgt Witwood’s crew again on my first daylight raid for an attack on a flying bomb dump at Nucourt. Take off time 04-04hrs uneventful trip with light flak at the target area which was covered in cloud. Landed back at base at 07-45hrs F/sgt’s Witwoods crew completed their tour of ops and all survived the war. Five days later I was to join a crew who’s R/gunner had lost a foot from a predicted flak shell which had penetrated his current and continued on to it’s predicted height before exploding. F/O Cossets crew were, navigator F/O Jimmie Gould a Scot from Kilmarnock, F/eng R J Flint from Motherwell, B/a FO Billie Lees Canada, W/op F/O Hayden, M/u Sgt Dennis Young, with myself as rear gunner. As there was four officers in the crew, socialising as a crew never arose, however, the M/upper gunner Dennis Young became firm friends until he passed away in 2008. It will be a mammoth task to describe all the remaining operations in detail so will pick out some of the more interesting ones as I detail all the operations at 514 sad.
15/16th July 44 My first trip with my new crew was a night operation to Chalons sur Marne a railway marshalling yard, a trip of six and a half hours.
[page break]
Page 22
18.th [sic] July 44 Daylight raid to Amieville to attack enemy troop concentrations. Arriving at base at 00-70 [sic] hrs and informed to be ready for operations again that night
18/19th July 44 Night attack on the rail junctions at Auloyen, flak was moderate but in the distance, another attack was taking place at the rail junction at Revigny with fighter rockets seen. Back at base 00-40 [sic] hrs very tired but ready for a seven day leave.
Back from leave, we practised formation flying for a few days in preparation of deep penetration behind the German lines but once again Bomber Harris still wanted to continue his attacks against German industrial towns hence, another night trip into the heart of Germany.
28/29th July 44 Detailed to attack Stuttgart which was to be the third heavy raid by Bomber Command against Stuttgart in seven days.
Fairly clear moonlight night, fighter flares began to illuminate the sky as we approached the French/German border with a number of combats taking place north of our track. It seems as though the German Radar had correctly forecast our target owing to the amount of searchlights waving about the target area. Very heavy flak as we went into bomb with usual buffeting about, turning for home I spotted a number of Me 109’s scurrying about, silhouetted against the fires. The return journey was uneventful although these were the times that a marauding fighter could catch you unawares. After an eight hour flight we landed back at base at 04-00 hrs. Later we were to learn that 39 aircraft had been lost on this raid against the five hundred that had participated.
30th July Daylight raid to Normandy in support of our ground troops who were ready to advance against the stubborn resistance of a German mechanised division. Caen target area B was our aiming point, orange smoke was deployed as the British front line, and we were to bomb east of that line at 4000 ft.
Going in to attack we were met by a lot of light flak which subsided appreciably as the Germans took cover. I don’t know how anyone could have survived such a concentrated battering that I had witnessed.
3rd Aug 44 Daylight operation to Bois de Cassan flying bomb storage sites, four hours flying time.
4th Aug 44 Daylight raid Bec d Ambes oil storage port on the Gironde Estuary (of The Cockleshell Heroes fame) leading into Bordeaux.
Take off time 1330 hrs To avoid being detected by the German RADAR we were detailed to fly out below 4000 ft. Setting course in close formation, we joined up with other squadrons at Falmouth Cornwall then out to sea heading for the Bay of Biscay, an area notorious for patrols of Ju 88’s. Nearing the French coast we climbed to our bombing height then went into bomb. The attack was extremely successful as I could see the storage tanks on fire and a tanker alongside the jetty listing badly. Very strange that there was only light flak in the vicinity, it being obvious that we had caught the defences unawares
[page break]
Page 23
Relative pleasant journey on the way back but it must have been quite a strain for our pilot flying at that low level. A couple of our Mosquito escorts buzzed us on the way home which was gratifying. Back at base after an eight hour flight and ready for a 48 hr pass
8/9th Aug 44 Night operation Forte de Luchieux, munition storage dumps and depots.
12/13 Aug 44 Back to the German industrial towns with a night operation to Russelsheim by Frankfurt on Main. Target, the Opal factories who were manufacturing aircraft and military vehicles. Very apprehensive as, this was my third visit to Frankfurt and held many unpleasant memories. Clear night with heavy flak and many searchlights and fighter flares. Incident free trip but losses were high, losing thirty aircraft, a loss rate of 6.7 percent
16/17th Aug 44 Loud groans from the assembled crews as the target Stettin was revealed, a Polish port away in the Baltic. We were to adopt the same tactics as employed in the successful daylight raid on Bec de Ambes and to fly out below 4000 ft under the RADAR screen. A diversionary raid would also take place against Kiel in an attempt to confuse the German defences.
Take off time 2100 hrs we set out over the North Sea, crossing over the northern tip of Denmark. To the north we could see the lights of Stockholm with one or two searchlights wafting about, accompanied by a few bursts of flak. I think they were warning us to keep clear although, I knew that some of our aircraft had wandered into Swedish neutral airspace.
Continuing on over the Baltic we began to gain height in preparation to attack. Not many searchlights about With [sic] a moderate amount flak we bombed and turned away dropping very quickly down to almost sea level for our flight back home. Uneventful trip back to base after a [sic] eight and a half hours flight.
It seemed as though the tactics employed on that raid were successful, with Stettin being very badly damaged, unfortunately our squadron lost one aircraft crashing in Denmark on the return flight.
Five aircraft were lost on that raid.
19/20th Aug 44 Night operation to Bremen. Very heavily defended and reports indicate that this raid on Bremen was the most devastating of the war. Uneventful trip
21st Aug 44 Converted to Lancaster III s Merlin engines
25th Aug 44 Operations Vincly. Flying Bomb site and storage depot in the Pas de Calais area. Watched a Lancaster spiral into the ground, two parachutes deployed.
26/27 Aug 44 Night attack on Kiel
6th Sept 44 Operations Le Harve. [sic] German fortifications and transport
20th Sept 44 Operations Calais enemy troop concentrations
[page break]
Page 23a
[black and white arial photograph of Calais]
[underlined] Attack on Calais [/underlined]
[page break]
Page 23b
Picture taken during the R.A.F. attack on Calais in September. Calais was bombed by large forces for two and a half hours.
BRITISH OFFICIAL PHOTOGRAPH NO. CL. 1200. (XP)
(Air Ministry Photograph – Crown Copyright Reserved)
R.A.F. BOMBER COMMAND’S ATTACK ON CALAIS.
Picture shows:- Under the pall of smoke lie heavily defended positions four miles West of Calais. The picture was taken during R.A.F. Bomber Command’s attack on 20.9.44. when large forces of Lancasters and Halifaxes bombarded Calais for nearly two and a half hours. Two aircraft can be seen flying over the target. The craters at the top of the photograph were caused by bombs dropped from aircraft in the opening stages of the attack. (Picture issued September. 1944)
[underlined] Attack on Calais [/underlined]
[page break]
Page 24
23/24 Sep 44 Night attack on Neuss (Ruhr) Heavily defended
25th Sept 44 Operations Calais enemy troop positions
26th Sept 44 Operations Cap Griz Nes enemy troop concentrations.
28th Sept 44 Operations Calais enemy troop concentrations
[copy of a navigation plot chart]
F/Lt Nye Navigation Plot Westkapelle 3-10-44
3rd Oct 44 Daylight operation to Westkapelle. The target shown was the Dutch island of Walcheren at the approaches to the port of Antwerp on the river Scheldt. We were informed that the target was strategically important as the Germans were denying the Allies the use of the port of Antwerp and was required for the supply of material for our advancing armies. The object of the raid was to breach the dyke’s and to flood the island purposely to neutralise the German forces established there.
[page break]
Page 25
I was feeling rather disturbed that we were going to flood vast tracts of land that had taken years to establish and concern for the population who had suffered four years of hardship and deprivation during the German occupation
Take off time 1207 hrs. Reaching our rendezvous point there seemed to be hundreds of four engine aircraft converging before heading out over the North sea. Dropping down to our bombing height we approached our target and dropped our 8000 lb bomb which according to our bomb aimer, got a direct hit on the dyke. Passing over the target I saw that the dyke had been breached with the sea gushing through the gaps. Due to the concentration of German forces on the island there was an enormous amount of light and heavy flak as we turned for home, however it was thankful that no enemy fighters were seen over the target area but we still had to keep a watchful eye open as there were many enemy fighter airfields in Holland. Back at base after a two and a half hours flight, after “interrogation” we repaired to our mess for a meal and a pint to celebrate our M/uppers 20th birthday.
Some time later I was to learn that my best friend, a Marine, was killed during the assault on the island of Walcheren at Westkapelle. They attacked through the breaches that we had made in the dyke.
[black and white arial photograph of the dykes at Westkapelle]
Breaching the Dykes at Westkapelle 3-10-44
5/6th Oct 44 Night operation to Saabrucken to attack marshalling yards and steelwork installations This raid was at the request of General Patton in preparation for the American forces offensive along the Southern front in an attempt to stem the flow of German reinforcements to that front. Heavy flak in the target area, no fighters seen.
[page break]
Page 26
7th Oct 44 Daylight operation to Emmerich a German town on the border with Holland. Synthetic oil installations and German supply were to be attacked.
It was the first time that we had been ordered to fly in formation, our two sister squadrons, 115 ahead and 75 New Zealand squadron behind us. Other groups and squadrons had made similar arrangements. As we neared the German/Dutch border very accurate flak opened up which immediately dispersed the Bomber stream. The lead Lancaster of 75 squadron who was following us took a direct hit and completely disintegrated, the wreckage slowly drifting to earth, a very
[black and white photograph of a Lancaster taking a direct flak hit]
75 New Zealand Squsdron Lancaster taking a direct flak hit.
disconcerting sight. Clear sky’s [sic] over the target which we bombed on the PFF flares accurately but as we closed our bomb door an enormous crump shook our aircraft and shrapnel rattled along the fuselage, putting my turret and M/uppers out of action. The hydraulics had been severed somewhere leaving us to operate our turrets by hand, not a good position to be in, although we were supposed to have an escort of Mosquito’s. [sic] Arriving back at base there was some concern that we would be unable to activate the undercarriage owing to the problem with the hydraulics, however, the undercarriage dropped down perfectly.
We delivered U for uncle to the hanger for repair and said a fond farewell to the lady. That was my 29th operation and keeping my fingers crossed that number 30 would be an easy one ?????
14th Oct 44 Briefing 05-00 hrs Taken aback when the target was revealed, a daylight attack on the Ruhr town of Duisburg one of the most heavily defended areas in
[page break]
Page 27
Germany, dangerous enough at night. This is me going out with a bang one way or another. As we were to have a fighter escort, the flight out was uneventful until we were approaching the target area, there were nearly a thousand heavy bombers converging towards then passing through what seemed to be a black haze intermingled with deep red flashes of exploding flak shells. As we dropped our bombs, I looked down to see the fires and the ground erupting, a truly awesome site. Soon we were out of the Ruhr defences heading back to Waterbeach feeling slightly more relaxed but still scanning the sky’s [sic] for the unexpected fighter to jump us. Landing back at base I felt that the weight of the world had been lifted off my shoulders and what a relief to be looking forward to a fortnights leave in a couple of days [sic] time.
At de-briefing, the C/o said that operations were on again that night and read out the crews who were to participate. All gunners who were not flying that night were to report, to the bomb dump to assist the armourers to bomb up again. That included me.
The following day I learned that our squadron Had followed up on our raid with a night attack on Duisburg in the company of almost a thousand bombers.
Two days later, the crew celebrated the completion of our tour of operations at The Eagle, a well know hostelry in Cambridge.
Off on leave then, as a redundant airman, I was given a posting to the Aircrew Re assessment Centre at RAF Brackla by Nairn, Northern Scotland, jokingly this station was known as Brigadoon. That is another story.
[copy of a log book entry by F/O Cossens]
F/O Cossens Log Book entry at the end of operational tour
[page break]
Page 28
Chapter 4
Grounded
[underlined] RAF Brackla [/underlined]
After a long food less overnight train journey from Peterborough, we eventually arrived at Nairn station late morning. During the journey to Scotland, I teamed up with a F/sgt F/Engineer, Jim Simpson from Walsall who was in the same situation as myself, redundant aircrew both feeling fairly low. Awaiting the crew bus, we became aware of how bitterly cold it was with snow on the hills and a cold east wind blowing in from the Moray Firth.
Eventually the crew bus arrived to transport us to our new home, a dispersed unused airfield with a few wooden buildings as the domestic/administrative site, our Nisson hutted billets a mile away from the main camp, situated on a hillock. With the usual rigmarole of signing in, we eventually made it to the Sergeant’s mess for a late lunch which we ate ravenously. Back to our billet we scoured around to find wood and coke to feed the pot bellied stove, the only means of warming our “tin hut”.
The following morning after breakfast, about fifty aircrew of various ranks, including officers, paraded outside the headquarters hut, many dressed in what one would describe as non regulation dress. Some wearing their Irvine jackets and many with scarves much to the displeasure of the parade Warrant Officer, however! due to the bitter cold wind that was still blowing around the camp, nothing more was said on the subject. Sectioned off, we waited in one of the offices until called individually for interview and assessment.
RAF Brackla was a war time airfield built alongside an ancient distillery, according to the stories from the permanent staff, it was to be used by Wellington aircraft patrolling the North Sea. Because of the peat sodden ground the runways began to sink and distort, making the airfield unserviceable for heavy aircraft.
Called in for my interview by a seemingly disinterested Flying Officer, I addressed him with the usual courtesy, before his questioning routine began. What was my education qualifications, my civilian occupation, and my recreational activities etc;? and so it went on for some time. I had worked in the automobile industry as an apprenticed sheet metal worker so I was offered training as an airframe fitter or a driver/mechanic.
I had given a lot of thought to what sort of peace time occupation I would like to be involved in when demobilised, deciding that factory work with set routines was not for me. As a youngster I had always been keen on all sporting activities, this could be the opportunity I was looking for. I conveyed my thoughts to the interviewing officer that I would like to train as a PTI (physical training instructor) which would give me the opportunity of going on to Loughborough University. With a wry smile, he said he would make a note of my request and that was the end of my interview.
On parade the following morning, the Station Warrant Officer addressed us with the comment that “we looked like a bunch of layabouts and needed to get back to some discipline and fitness”, we were then dismissed and told to report back in an hours [sic] time dressed in “Best Blue” ready for inspection. The inspection was performed by
[page break]
Page 29
the C/O, an ex operational pilot sporting the DFC and Bar, with a bit of tongue in cheek formality he handed over the parade to SWO. The officers were dismissed leaving us in the hands of a F/sgt air gunner who marched us away and continued to march us at regulation pace onto and then around the perimeter track. After about fifteen minutes, the parade began to mutter amongst themselves until one wag in the centre of the file bawled out an order “parade break step”, the whole parade then began to shuffle along to guffaws of laughter until the parade F/sgt brought us to a halt and demanded to know who gave the order and why? The offending airman a F/sgt Engineer put his hand up and said or words to the effect “If we had continued to march in step we would have disappeared into the peat and I wouldn’t like you to be responsible for the catastrophe”.
That was the end of marching at RAF Brackla, to the tour expired airmen, Brackla became known as Brigadoon.
Christmas and new year was nearly upon us although Christmas as such, did not exist in Scotland, the New Year being the prime celebration. Brackla was just a small cluster of cottages, not even a pub or shop. We had absolutely nothing to do on the camp although I took the opportunity of playing rugby for the station which relieved the boredom. At other times we could scrounge a lift into Nairn, although it was a lottery getting return transport.
Nairn was then, a sleepy seaside resort with a couple of hotels and the odd bar. Sunday was a day of rest in Scotland and Nairn was completely shut on the Sabbath. On Saturday nights, there was always the dance at the Pentecostal Church hall. My friend Jim Simpson and I always stuck together on these excursions and invariably we were offered digs for the weekend, we even attended the Pentecostal Church on the Sunday. This weekly event followed the same pattern during our stay at Brackla, friendly people the Nairn folk. Two weeks into the New Year, Jim Simpson and I were summoned to the administration office to be informed of our posting to RAF Weeton near Blackpool to undertake a motor transport course. My hope of becoming a Physical Training Instructor was finally dashed.
[underlined] RAF Weeton [/underlined]
Met up with Jim Simpson at Birmingham New Street Station after a welcome seven day’s leave, en route to Kirkham and RAF Weeton.
RAF Weeton was a sprawling complex of wooden huts with manicured verges, white painted kerbs and edging which typified a multi training establishment, a formidable place. One of it’s [sic] saving graces was the close proximity to Blackpool, sporting a frequent bus and train service to the seaside town with it’s [sic] many entertainment attractions.
We soon settled into one of the wooden huts and made acquaintance with the other inhabitants, all tour expired aircrew, two of them were air gunners with whom I had trained at the Isle of Man, one of them was a fellow named Ward from Hull. His Stirling had been shot down during a French resistance supply-drop and he was the only one to survive, being rescued by a French resistance group. He fought alongside this group, the Maquis and with the assistance of a French escape organisation, he eventually made his way back home via Spain. He proudly sported a German Eagle emblem sewed under his breast pocket flap, he claimed that he had taken it off a German soldier whom he had shot during his association with the Maquis.
[page break]
Page 30
The following day, we assembled in one of the huts, our dozen aircrew plus about twenty airmen recruits (Sprogs) were briefed on the course that we were to undertake, then spent the rest of the morning doing basic drill. Although the aircrew were senior NCOs we were still expected to carry out the same tasks as the recruits during the course, this didn’t unduly worry us. The afternoon was far more interesting, firing 303 rifles on the range.
Then began a very intense and interesting two months course on all aspects of motor transport. The squad was split up into two groups, one group being involved with class work and practical mechanics during the morning and then taking driving lessons during the afternoon, the other group rotating in a similar fashion.
Our first driving lesson was in an Austin 10 saloon under the auspice’s [sic] of The British School of Motoring (BSM) three to a car taking half hour instructional driving in and around the Blackpool area during the morning or afternoon.
After three weeks of driving lessons and intensive course work we were ready to take our driving test around the narrow streets of Blackpool. In those days hand signals were the norm as there was no such modern aids as indicator lights. Jim Simpson and I were delighted that we had passed our driving and theoretical test and were ready to move on to the heavy vehicles, 75 percent of our group were also successful.
Our first introduction to lorries, Bedford’s, Fordsons, Albions and Dennis’s, [sic] took place within the camp precinct getting familiarised with “double declutching”, reversing on mirrors and in general, getting the feel of a heavy vehicle. Out on the road we enjoyed the convoy excursions into the Pennines with it’s [sic] many twisting and turning country lanes, stopping on occasions at village cafe’s [sic] to sample the home baking.
Apart from the extra guard and orderly sergeants [sic] duties, as well as our normal course work, we had ample leisure time to take in the delights of Blackpool. During the war, Blackpool was an extremely busy town, full of service personnel of all nationalities, undertaking various courses or being kitted out prior to postings overseas. Competition for the attention of the ladies of Blackpool was very fierce, however! there was plenty of other diversions such as free entrance to the many shows at the Wintergardens, the Tower and other establishments. One such show remains in my memory was, seeing Sandy Powell doing his ventriloquist act at the Tower, hilarious!
During the final three weeks of our course, we graduated on to lorry with trailer driving, then finally the long articulated “Queen Mary’s” complete with an aircraft fuselage. The achievement of driving and manipulating this lengthy vehicle, made one feel like Mr Lucas or “The King Of The Road”.
Our course ended with notification of our posting and presentation of our RAF driving documents, the equivalent to a full driving licence. This would serve us well when we returned to civilian life. Jim Simpson and I were very lucky to be given home postings to RAF Halfpenny Green, within easy reach of our homes.
On leave, my mother received a letter informing us that my cousin was missing on operations to Harberg 7/8th of March 1944. He was a M/upper gunner with 57 squadron based at East Kirkby in Lincolnshire, lost on his second tour.
[page break]
Page 31
[underlined] RAF Halfpenny Green [/underlined]
RAF Halfpenny Green was a war time aerodrome situated within easy reach of Wolverhampton, Stourbridge and Bridgenorth. It was originally called RAF Bobbington alongside a village of the same name, but the name was changed because of the possibility that the name Bobbington would conflict with an army base in Wiltshire.
Quite a compact camp with a mix of wooden huts and Nisson [sic] huts with all services within easy walking distance. Halfpenny Green was the base of No 3 Air Observer Navigation School using the reliable Avro Ansons and Airspeed Oxfords.
Signing in completed, Jim and I were billeted in a Nisson [sic] hut situated adjacent to the sports ground and, occupied by four Canadian F/sergeant pilots and four F/sergeant navigator instructors. We were in good company.
The following morning we reported to the MT office to be confronted by the MT officer, a surly red faced looking Warrant Officer. When he was told that we were his new drivers and were reporting for duty, he burst out laughing and said “I wonder what this air force is coming to”. or words to that effect. He turned out to be a decent enough fellow and we became firm friends during our time on the camp.
The MT section was overloaded with drivers and my actual driving consisted of driving the ambulance and patients to either, RAF Bridgenorth or to RAF Cosford and on occasions driving the salvage truck around the camp lifting the rubbish to the incinerator. Italian POW’s carried out this task accompanied by their patriotic Neapolitan singing.
Every Thursday evening, I was detailed to transport the Station Education Officer into Dudley to supervise the local Air Training Corps. As I was an ex ATC cadet, we got on famously, I think that is why I was always his driver on these occasions
When I dropped him off, invariably he gave me a free pass to visit either the Palace cinema/Dudley Hippodrome/the dance hall or the roller skating rink. It transpired that he and his family owned these entertainment facilities and is a pity that I cannot recall his name.
On one of these excursions I took in the Dudley Hippodrome to see Vera Lynn who was top of the bill that week, a very enjoyable evening.
Due to the posting away of two of the station drivers, our friendly Transport Officer gave Jim and I the opportunity of manning the Fire Tender, each on a turn about 24 hr on and 24 hr off basis, I think he wanted to get us off his patch as my promotion to Warrant Officer had just been posted on Daily Routine Orders (DRO’s) together with my war medal awards.
This arrangement was ideal, we would have more free time and also avoid the embarrassment to either party in the Transport Section.
The fire station and crash tender building was situated by the main gate and opposite the Headquarters Office Building. Our fire officer was a F/lt Lieutenant and a dead ringer for Arthur Askey, he also played the ukulele and entertained us on many occasion when flying was scrubbed. Some character that fellow.
Each morning, we gave our Fordson fire tender a run round the perimeter track and if flying was on, we would position ourselves on the hard standing at the end of the runway until the flying ceased.
[page break]
Page 32
Fordson Crash Tender
[coloured photograph of a Fordson Crash Tender in front of a Nissen hut]
[black and white full length photograph of Warrant Officer Geoff Payne in uniform]
[page break]
Page 33
My navigator Jim Gould from 514 squadron was the Navigation Leader on the station and was now a F/lt Lieutenant. He arranged for me to get some unofficial flying lessons on Ansons and Oxfords during my down time. We kept in touch over the years but sadly he passed away in 2001.
VE day arrived and I managed to get home for the celebrations, although very short and sweet, everyone let their hair down and danced into the early hours of the morning around the street bonfires. The war in Europe had ended with victory for the Allies, the Japanese conflict was still a major problem. My elder brother was flying in Burma as a Mosquito navigator, would I be seconded to the Tiger Force for a second tour on the other side of the world,?
On duty, sited at the end of the runway one day, our phone rang to tell us that one of our Oxfords had crashed, and we should follow the staff car to the site. When we arrived, it seemed as though the aircraft had dived into the ground, the cockpit area completely crumpled up. We had managed to get into the field with some difficulty and began to play foam onto the engines whilst the ambulance crew began to retrieve the occupants. Sadly there were no survivors and flying was scrubbed for the day.
When our shift finished, I returned to my billet to be met by a strange silence, two of my friends, a Canadian pilot and one of the navigation instructors had died in that crash plus the pupil navigator. During my time at Halfpenny Green, that was the only incident we were called upon to attend.
Arrangements were made for an open day on the camp to which I invited my girl friend and her mother. A lovely summers day wandering around the camp and showing off our station facilities. The highlight of that day was the appearance and aerobatic display by a Gloucester Meteor, the RAF’s first jet powered fighter. This was my first sighting of this amazing aircraft.
The following day, all camp personnel were assembled in one of the hangers to be congratulated on the station performance during the open day, then came the bad news that Halfpenny Green was to close down within the next few weeks. This news came as a big shock, Halfpenny Green was a friendly sort of station, in easy reach of familiar places and my home. Jim and I received our notice of posting quite quickly due to the cessation of the flying programme, both of us being detailed to report to RAF Croughton.
Our final task on the station was to dig a large hole on Bobbington Common and to destroy all the camp pyrotechnics. We literally left Halfpenny Green with a bang.
RAF Halfpenny Green is now Wolverhampton Airport and also home to the RAF Fire Services Museum.
[underlined] RAF Croughton [/underlined]
RAF Croughton is a 1938 airfield, sited on a hillock with grass runways and a concrete perimeter track situated about seven miles southwest of Brackley in Northamptonshire and within easy reach of Banbury, Oxfordshire.
The domestic site, a mix of wooden and Nisson [sic] huts, was a good mile away from the airfield. fortunately [sic] Jim and I managed to get our accommodation in a farm house alongside the airfield which was inhabited by two pilots and two glider pilot instructors, all NCOs. The rooms of the farmhouse were comfortable and had been decorated throughout by a modern day Picasso, very cosy.
[page break]
Page 34
After the usual signing in. we reported to the MT Section and told that we were detailed to report to the airfield tractor section the following day for glider towing. RAF Croughton at that time was Number 1 Glider Training School, training pilots on Hotspur gliders. Our job was to tow the gliders, using small nippy American tractors, on to the runway and to retrieve them upon landing. The Miles Martinet was used as the towing aircraft, a noisy little beast.
With the dropping of the Atomic Bombs on Hiroshima and Nagasaki, VJ day came and went with no celebration on my part as I was detailed for a twenty four hour duty as Orderly Officer. The war was over to great relief and there was no danger of doing a second tour which left me pondering as to how long before demobilisation. Time began to drag as our only serious occupation was tractor driving when the weather was suitable for flying. During my down time there was ample opportunity of getting plenty of unofficial flying lessons in gliders and the Miles Martinet.
[black and white photograph of a group of men carrying a Hotspur glider]
Troop Carrying Hotspur Glider
Christmas and the New Year over, there were rumours that the Gliding School was to be relocated, possibly to RAF Upper Heyford in Oxfordshire. This left me wondering if I would be relocated or posted to some other RAF station. Two weeks later all flying ceased and I was to be posted to RAF South Cerney with immediate effect, my friend Jim was to be posted to RAF Coningsby. With the sale of our jointly owned 600 cc Panther motorbike, there ended a very close friendship.
[underlined] South Cerney [/underlined]
South Cerney is situated on the old roman road A419 three miles east of Cirencester, a pre war brick built aerodrome with a grass airfield and home to No 3 Advanced Pilots Course. Nicely laid out, compact, with all the services within easy walking distance.
[page break]
Page 35
Quite a friendly greeting when I reported for duty at the MT section and was given my
main task of driving the Albion ambulance, based at the station sick quarters.
The camp also housed a German POW compound, the prisoners being employed in work activities around the area or within the station on general duties. I became friendly with one such POW, Ollois Kissel who worked in the station sick quarters. He was with a flak battery in Belgium before he was captured and was a chemist in his home town of Koblenz, we corresponded for many years but sadly he died 1998
On occasions, I was offered the task of delivering the camps dirty linen to the Tyseley laundry in Birmingham, entailing an overnight stay at my home, allowing me time to visit my girl friend. I even managed to get to my cousins wedding on one of these trips, much to the surprise of my cousin and family.
During my time at South Cerney most of my down time was spent either scrounging flights in Tiger Moths or Harvards or getting in some athletics training. At weekends I played football for the station team, the station sports officer being the centre half. After one of the games he asked me if I would like to drive him to RAF Tern Hill as he and another officer were representing the station at the Training Command athletics meeting.
During general conversation on the way up to Tern Hill in Shropshire, I said that I had been involved in athletics with Bromsgrove Athletic Club and I would have been interested in competing for our station. When we arrived at Tern Hill, I was introduced to the other members of the South Cerney team who managed to provide me with a pair of spikes and told that I would be competing in the long jump, high jump and the 120yds hurdles. Pleased to say that I was third in the long jump, and second in the high hurdles, our station coming second in the competition. This achievement gave me the opportunity of competing for Training Command at the RAF Inter Command Athletic Meeting held at White City London gaining fourth in the long jump and a fourth in the high hurdles. My only claim to fame at that meeting was competing in the final against the British Champion and Olympic Hurdler F/Lt Lord Burghley.
[black and white images]
Training Command Championship Medals 1946
[page break]
Page 36
[coloured photograph]
Albion Ambulance
Summer 1946 came and went, the station started to run down and in October rumours began to circulate that No3 Advanced Flying Course was being transferred to RAF Little Rissington
. These rumours became fact when my name appeared on DRO's and I was posted to RAF Little Rissington with immediate effect. Two days later at RAF Little Rissington my name appeared on DRO's stating that, after seven days leave I was to report to RAF Homchurch, Essex in preparation for a posting to a Micro Film Unit in Germany.
Deutschland
RAF Homchurch was one of the original RAF airfields situated some fifteen miles south east of the centre of London. The fighter aircraft based there during the war played a prominent role in the defence of our country during the Battle of Britain.
Our short time on the camp was taken up by lectures governing the rules of occupation upon arrival in Germany. This covered such topics as, non fraternisation with the German population, the Black Market, and medical issues regarding the high prevalence of venereal diseases.
After a medical examination plus inoculations for Typhoid and boosters, we were issued with a . 303 Lee Enfield rifle and five rounds of ammunition. The rest of our time at Homchurch was spent just hanging about waiting for our travel documents.
This waiting time gave us the opportunity of wandering around, sightseeing in London, getting cheap meals in the crypt of St Martins in the Fields or Lyons Cornerhouse in Piccadilly. Sadly this rest period came to an end, our group of airmen were handed travel documents for the following day to train up to Hull for the overnight sea crossing to Cuxhaven, en route to RAF Buckeberg.
[page break]
Page 37
Arriving at Hull station, we boarded the waiting transport for the journey to the docks, ahead of us there was this massive all welded American Liberty ship. Proceeding up the gang plank, a typical army RSM confronte.d me, addressing me with the correct term of Mr, assigned me in charge of the Deck Guard, no ifs or buts. However, this arrangement suited me as I was allocated a cabin, shared with two anny sergeants and a naval PO, a far better situation than being squashed in between decks and packed like a tin of sardines. A walk around the deck on occasions, checking on the deck guards was all the official requirements.
The night crossing was horrendous, these Liberty ships didn't cut through the seas, they just rode the heavy swell, sinking and rising, very uncomfortable. There was, the uneasy feeling that somewhere in that expanse of water there may be a rogue mine drifting about in the North Sea. Accompanied by sleet and snow, my first sea voyage, literally turned out to be a nightmare. My cabin companions and I were issued with red arm bands to signify that we had some official status when supervising the decks. Apart from the odd sandwich which the cooks specially made up for us , the food on board was quite unpalatable although a regular supply of coffee kept us warm on our regular strolls around the decks..
Dawn was breaking as we nosed our way into Cuxhaven, cracking the ice that had formed in the harbour overnight. We had arrived in Deutschland feeling miserable and cold, the Air Force party given priority to disembark to the RAF transport waiting on the quayside. A short drive through the cobbled streets of the port, we arrived at what was once a German army barracks for the overnight stay prior to our journey to Buckeburg, a spa town and holiday resort 25 miles east of Hanover. At that time RAF Buckeburg was the Headquarters of the RAF in Germany, and used mainly as a transit camp, although later, it became strategically important during the Berlin Airlift
The following morning, after a well earned rest, we boarded our RAF transport for a seven hour journey. arriving at our destination late afternoon. Most of the town, including hotels and homes had been taken over by the RAF, my group of four senior NCOs being deposited in a Pension a type of boarding house. After settling in I took a walk through the town and was taken with, children and adults begging for chocolate and cigarettes, little realising then, that these commodities were a valuable means of barter due to the German Mark being worthless.
The Messing facilities and Station Headquarters were situated in a large hotel near the town centre. After breakfast I reported to the Orderly Room to discover that I was posted to Frankfurt on Maine that same night to join a Micro Film Unit based at the IG Farben Industrie at Hoechst. My pay and British currency was changed into British Forces paper money, the travel documents made out for me take transport into Hanover and connect with the Bremerhaven to Stuttgart overnight train, little knowing that this train was run by the American Forces.
All my kit had to be packed again in a hurry, humped to the mess for an evening meal and given a travel pack of sandwiches just in time to get my transport to Hanover Bahnhof (station).The train arrived on time full of American service men newly arrived from the States and like myself, were heading for the American Zone.
This overnight journey was the most uncomfortable trip that one can imagine, the carriage that I was allocated had wooden bench seating and was full of coloured American troops, although that situation didn't worry me, I was concerned that the white troops were in the plush seated accommodation. This sort of discrimination
[page break]
Page 38
stayed with me for many years. There were many interruptions to the journey and, time seemed to drag until, eventually we arrived in Frankfurt 10-00hrs, two hours late. Having contacted the American RTO regarding transport to my allotted base, I hung around for a couple of hours before a RAF Sergeant arrived in a 15cwt F ordson. Introductions completed, he was the Sergeant in charge of the Micro Film section and responsible for all the equipment plus a complement of four airmen operators.
I was to take over responsibility of a three ton Fordson van which housed a mobile micro film laboratory and the 15cwt truck.
During the drive to our base I was amazed at the utter destruction of the city of Frankfurt and it's environs, caused by the many concentrated raids by Bomber Command and the US Eighth Air Force. Strange to relate, I felt little sympathy for this destruction or for the German people at that time.
[black and white photograph]
Frankfurt on Main 1944
Our final destination was a small company housing estate which had been occupied by workers from the nearby I G F arben Industrie factory. These workers had now been decanted, the estate now occupied by units of the British Army, RAF and British civilians working for the British Control Commission under the umbrella of The British Army of the Rhine (BAOR).Two of these houses were allocated to the Micro Film Group .. A Board of Trade official was part of our unit who's function was to visit various factory organizations and to confiscate machine tool drawings and important documents as allowed under the War Reparations Agreement. Our unit would then photograph any important documents or drawings onto micro film.
[page break]
Page 39
Another group on the site was a unit of the RAF Investigation Branch, who's sole purpose was to investigate and locate RAF aircrew, declared missing on operations .. This meant exhuming bodies from unmarked graves to ascertain if they had been murdered or otherwise. Many cases of murder had been discovered; the perpetrators being brought to justice.
The Americans had taken over office accommodation blocks within the massive factory complex of the IG Farben factory at Hoechst for their administrative headquarters. The British Control Commission for the area also had use of these office buildings. This arrangement was ideal during our off duty time, we were able to use the iced up tennis courts for skating and attend the many shows and musical concerts that were on offer. We also had the use of the American PX with it's restaurant, serving up real hamburgers and coffee. There was not much restriction on the amount of cigarettes and chocolates that we could purchase, the shop itself was like a miniature Harrods, selling a vast selection of quality goods. The Americans didn't want for much.
[black and white photograph]
Frozen up at Hoechst
There had been rumours circulating around the RAF bases in the UK that, redundant aircrew were going to be demoted At that time. I didn't give much thought to this situation, thinking this would not apply to me as my demobilisation was due
[page break]
Page 40
sometime early 194 7. How wrong could I be when I received notification from Bucke burg that, I was to be demoted two ranks to Sergeant, with immediate effect. Christmas 1946 just two weeks away, what a nice Christmas present.! On the same notification was an order to proceed to Triberg in the Black Forest on completion of our task at Hoechst.
Christmas day, along with other senior NCOs we had the pleasure of serving up the Christmas dinner to the OR's (other ranks) followed by our own festive meal in the Sergeants Mess, a small hotel that had been taken over by the anny.
On Boxing day, I played my final game of f football for the base against a select Gennan side. We lost or should I say we were thrashed, losing 7--0 what a
humiliation. This was my first experience of playing against a team, playing a different style of football, this showed up how out of date British football was.
On New years day we set about clearing our house of equipment, loading up our transport with boxes of provisions and a few Jerry Cans of petrol, not knowing what the situation was like in the French Zone.
It was bitterly cold the following morning as, we filled up our radiators with water, no such luxuries as anti freeze. Now ready for the long journey to the Black Forest, our Board of Trade official had already departed in his Volkswagen having left us with all the relevant details regarding the route and our hotel accommodation.
This was my first experience of driving on the autobahn, two lanes of white concrete stretching as far as the eye could see, very quite, no civilian traffic, only military vehicles. We made excellent progress. although the temperature in the cab must have been around the zero mark, no heaters in those days, though a piece of cardboard in front of the radiator kept the ice from forming on the windscreen. At intervals, there were large advertising hoardings along the route, one of which struck me forcibly, a hangman's noose with the message "The Penalty For Rape is Death”, a sobering thought.
During our journey along the autobahn, we passed a few towns which had been visited by Bomber Command during the conflict, the twin towns of Mannheim-Ludwigshafen then on to Karlsruhe and eventually
Stuttgart all showing signs of utter destruction. There would be many an airman who had these names added in their log books.
Turning off the autobahn beyond Stuttgart we eventually entered the Black Forrest Region, along winding roads through valleys, flanked by tall snow covered coniferous trees glinting red in the sunset, what a beautiful sight. Darkness had just fallen as we drove up the main street of Triberg. Stopping to ask directions from a passer by, we eventually arrived at our hotel the Golden Kreuz to be met by a French Officer who questioned us regarding our authorisation documentation. While the unit was involved in setting up the equipment in one of the Hotel rooms, I took the opportunity of wandering around this picturesque town and familiarising myself with what was on offer. Triberg, a Ski Resort, world famous for cuckoo clock manufacture, and is also the home of the largest cuckoo clock in the world.
During the period of our stay, I was able to take in some elementary skiing lessons, having bartered for a pair ski's plus a complete pair of ice skates for a few cigarettes, our Forces money was of no use at all, being in the French Zone. A tin of corned beef was the going price for a large cuckoo clock which I "purchased" and is still hanging in my lounge after sixty three years, pity the cuckoo is croaking some what.
[page break]
Page 41
[coloured photograph]
Triberg 1946
We completed our assignment in Triberg after three weeks and were ordered to return to our base at Hoechst for further instructions. After a few days at base, orders came through that I was to be demobilised, a replacement driver would arrive by car from Buckeburg with two officers. The officers were to carry out inspections at the RAF Units in the Frankfurt area then return to Buckeburg with me as their driver. Three days later, the inspections completed, we set off in the Humber Staff car, arriving early evening just in time for an evening meal.
Spent the next couple of days getting clearance and travel documents, selling off my ski's and ice skates, posting home my treasured cuckoo clock and changing my forces money into coin of the realm, I was then ready to take the reciprocal journey back to the UK and to RAF Kirkham for demob.
Date 25th of February 1947, what an anti climax, wondering where do I go from here? civilian life seemed to be a daunting prospect, after almost four years of interesting and sometimes traumatic experiences of war time RAF. During that period many friends were made, many were lost during flying operations ..
Let us hope that their sacrifice was not in vain and that we will always remember them.
[page break]
Page 42
Chapter 5
As Time Goes By
During the Second World War, in order to avoid being conscripted into a military service not of your choice, the way was open to enter a choice of service if you signed up at 17½ years of age. This happened in my own particular case when I passed the Aircrew Selection Board in 1942 and was given my service number.
Searching through some of my old documents, I came across this very interesting patronising letter addressed to me from the then Secretary of State for Air, Archibald Sinclair, dated July 21, 1942, and though it would be interesting to reflect on how some of these young men fared during and after the conflict.
AIR MINISTRY
WHITEHALL SW1
MESSAGE FROM THE SECRETARY OF STATE FOR AIR
July 21, 1942
You are now an airman and I am glad to welcome you into the Royal Air Force. To have been selected
for aircrew training is a great distinction, the Royal Air Force demands a high. standard of physical fitness and alertness from its flying crews. Relatively few attain that standard and I congratulate you on passing the stringent tests. You are, of course, impatient to begin and you naturally ask, "When do I start?" Your order on the waiting list is determined
by your age, date of attestation, and so on, and you may be sure that you will not be overlooked when your turn comes. While waiting, go on with your present job, or if you are not in employment, get a job if possible one which helps on the war effort.
You will want to know why you, who are so eager, should have to wait at all. I will tell you. The Royal Air Force is a highly organised service. In the first line are trained and experienced crews whose stirring deeds and dauntless courage daily arouse the admiration of the world. Behind these men and ready to give them immediate support the newly trained crews fresh from the schools. In your turn, you and other accepted candidates stand ready to fill the schools. Unless we had a good reserve of young men like you on which to draw, time might be lost at a critical moment and the vital flow of. reinforcements would be broken. I hope this explanation will help you understand. The waiting period should not be a waste of time. There is much you can do. You are very fit now or you would not have been chosen.
[page break]
Page 43
See that you keep fit. Work hard and live temperately. Learn all you can in your spare time about the things you must know if you are to be efficient later on in the air.
The more knowledge you gain now, the easier it will be when you come to do your training.
In wishing you success in the service of you choice I would add this. The honour of the Royal Air Force is in your hands. Our country's safety and the overthrow of the powers of evil depend upon you and your comrades. You will be given the best aircraft and armament that the factories of Britain and America can produce. Learn to use them well. Good luck to you.
Signed ARCHIBALD SINCLAIR
SECRETARY OF STATE FOR AIR
INTO THE STORM
RAF Bridlington ITW
[black and white photograph]
RAF Bridlington was one of the aircrew Initial Training Wings (ITW) and catered mainly for Air Gunners and Flight Engineers. In this photograph are aircrew cadets, the majority of which were barely 18 years of age, marching six abreast after just four weeks of training. Another four weeks of training.
[page break]
Page 44
and then they were off to gunnery schools for the Air Gunners or to RAF St. Athan for
the potential Flight Engineers. Then further training through Operational Training Units, Heavy Conversion Units and, eventually, destined for an operational squadron within
Bomber Command.
Many books have been written about Bomber command during the Second World War by aircrew members and distinguished authors. The media also has been at the
forefront with films, newspaper articles and television programmes, some authentic,
some controversial. The role of Bomber Command has been well documented, so there is no reason for me to add any comments and I will move to the ending of hostilities with Germany and Japan.
VICTORY
The Second World War ended with victory for the allied nations. An estimate of the
deaths accredited to all the nations involved was in the region of 40 to 50 million,
including the civilian populace. Still on the subject of the RAF, and in particular the
aircrew of Bomber Command, losses were in the region of 56,500, which was, in
proportion, far greater than any of the three services, although our Merchant Service
lost more than 30,000 semen/women.
[coloured photograph]
Rheinberg War Cemetery
The above photograph of the Rheinberg Cemetery is one of many such cemeteries in Germany and other locations throughout Europe which contain the remains of RAF
Aircrew, many of whom were from the Dominions, the Commonwealth or from allied
nations. Over 2000 airmen who have no known grave are commemorated by name at
the Runneymede Memorial and could be lying in a watery grave of the North Sea or
buried in unmarked graves after being murdered by the Gestapo or by German civilians. Over 100,000 young men volunteered for aircrew in Bomber Command, over 50 per
cent of them died in flying accidents or from operating in the hostile skies of Europe and the Third Reich.
[page break]
Page 45
THE AFTERMATH
The war in Europe over and a Labour Government elected to govern the country. As bomber Command had a surplus of trained men, tour expired aircrew were made redundant, a new word in my vocabulary, and were sent to re-assessment centres throughout the UK, then on to training establishments for non-aircrew trades within the Royal Air Force, i.e. motor transport/clerical duties, etc.
The war against Japan finally ended on September 2, 1945, after the dropping of the atomic bomb on Hiroshima and Nagasaki.
Jubilation all round, the country celebrated, then came the recriminations.
[black and white head and shoulders photograph of Air Chief Marshall Arthur “Bomber” Harris] ’Cometh the hour, cometh the man.’ Tough and uncompromising. ‘Bomber’ Harris was the C-in-C that Bomber Command desperately needed, a man who could express himself clearly and who exuded a strong sense of purpose.
A high-ranking Labour government minister, John Strachey, began a vicious campaign to belittle the strategy of area bombing as devised by Air Chief Marshall Arthur Harris. Pre-war, this politician was a sympathiser of Oswald Mosley, the Fascist leader in Britain, and then he changed his allegiance to the Communist Party. He joined the RAF in 1940 and held a ‘grace and favour position’ as public relations officer in the Directorate of Bombing Operations. At that time Harris was becoming very concerned about the possible internal security risks posed to his command and who, following a tip-off from a member of his staf [sic] and, identified this officer as a person with an unstable political background. Harris demanded that the Air Ministry remove him at once, but thanks presumably to friends in high place, this person remained in place for the rest of the war.
After the war Strachey, as a minister in the Atlee government, maliciously continued his attacks on Harris and his command, gathering support from other party members and some high-ranking clergy. As the political pressure grew, even Winston Churchill withdrew his support of the area bombing campaign, although he had backed Harris during the conflict. Sections of the British and German press took up the debate, with some pundits questioning the contribution made by Bomber Command as to the necessity of area bombing, on the outcome of the war.
[black and white headshot of John Strachey]
[page break]
Page 46
Peerages and knighthoods were handed out to our war leaders and campaign medals issued to our armed services, except for the aircrew of Bomber Command and its leader Sir Arthur Harris. The aircrew of Bomber Command were not issued with a campaign medal and Harris was ignored when the peerages were handed out. Many aircrew were unfortunate to be shot down and deemed to spend the rest of the conflict as prisoners of war. Some of these airmen did not have the nominal amount of operations or the length of time on a squadron to qualify for either the Aircrew Europe Star or the France Germany Star, and all they were entitled to was the 193 Star and the war Medal that was issued to every serviceman/woman, irrespective of their duties. The reason given for this anomaly was that as POWs, they were unable to take any further part in the war effort, although they were expected to make escape attempts, thereby tying down much-needed German manpower resources.
These aircrew were incarcerated in POW camps throughout Europe and were kept in appalling conditions on starvation rations and suffering severe malnutrition. As the war in Europe was coming to an end, they had to endure The Long March across Europe with many of them dying on the way from starvation and freezing temperatures.
Some time after the war the Ex-Prisoners of War Association made a request to hold a Thanksgiving Service in Coventry Cathedral. This request was refused by the then Provost of the Cathedral, Canon Paul Oestriecher, on the grounds that the Ex-Prisoners of War Association had ex-aircrew of Bomber Command among its member. It seems to have been forgotten that public donations contributed to the re-building of Coventry Cathedral as a centre of reconciliation. Also at that time, this cleric was instrumental in organising a protest at the unveiling of the statue to Air Chief Marshall Sir Arthur Harris by the Queen Mother and he even had the temerity to post an advertisement in the RAF News touting for monetary contributions to replace the Dome of Dresden Cathedral, which had been destroyed by bombing during the conflict. There are many more instances where this so-called cleric and pacifist has castigated the efforts of the aircrew of Bomber Command in the execution of their duties, so these instances can be left for another time.
[coloured headshot photograph of Canon Paul Oestriecher]
THE LAST POINT OF IGNOMINY
These redundant NCO aircrew, now trained in ground duties, were posted off to the many Air Force stations throughout the UK and were allowed to keep their aircrew rank, even though the tasks that they had been trained for only warranted a starting rank of AC2. However, on some stations, the aircrew rank was ordered to be covered during working hours.
[page break]
[black and white photograph of airman in flying kit]
[underlined] RAF Waterbeach 1944 [/underlined]
[page break]
Page 47
At the end of 1946, a directive from the Air Ministry, stating that all these redundant aircrew be demoted by two ranks, I.e. WOs to Sergeants, Flight Sergeants to Corporals, Sergeants to LACs, although the pay would remain the same as was. This was a ruse in case any of these aircrew pursued a claim for a war pension when they returned to civilian life.
Upon demobilisation I was extremely surprised and disgusted to find entered in my discharge papers that my rank was AC2 Driver (Sgt. Air Gunner) and not the rank of Warrant Officer that I had achieved during my operational service with the Royal Air Force.
However, RAF Records graciously forwarded my Warrant Certification sixty four years after my promotion to Warrant Officer.
EPILOGUE
With a lot of back-slapping and encouragement these young men from Britain and the Commonwealth donned their Air Force Blue and went off to war knowing full-well that their chances of survival were very slim. The press and the public supported the efforts of Bomber Command as, at the time, it was the only means of taking the war back to Germany. Yet, just in the matter of a few months of the ending of hostilities the recriminations began. A few left wing politicians and some blinkered clergy crept out of the woodwork and began a vitriolic campaign against Arthur Harris. This campaign eventually permeated through to his airmen who began to suffer the brunt of these biased accusations.
As the political situation in Europe developed into the ‘Cold War’ it was thought prudent to keep Germany and the German people supporting the west, hence ‘The Marshall Plan’, etc, with respective British governments distancing themselves from the controversy of the Bombing Campaign against the Third Reich, a controversy that continues today. These proud young men went to war to preserve our democracy and freedom against two of the most tyrannical regimes in the history of mankind, yet there are still these vociferous groups of politicians/clergy and the media who continue to abuse this privilege of freedom for their own political expediency and personal agenda.
On a point of interest, our previous government recently decided to recognise the war-time achievements of three groups, the veterans of the Arctic Convoys, the ‘Bevin Boys’ and the Land Army, yet we as a country have failed, or are politically reluctant, to recognise the contribution that Bomber Command made during this terrible conflict.
[page break]
Page 48
115 SQUADRON FINAL REUNION, HOUSE OF LORDS 2008
[coloured photograph of veterans of 115 Squadron]
Back Row
Not Known Cyril Bridges Lord Mackie Frank Leatherdale Geoff Payne
Front Row
Jim McGillivray Not Known Not Known W Farquharson Not Known
On that note let us recall Philip Nicholson’s “Return”
[underlined] RETURN [/underlined]
We have come home, dropping gratefully through friendly skies,
And though in tired brains the engines thunder on and images of death remain in reddened eyes,
Though nostrils sniff the legacy of oil and sweat and legs must learn to cope with the solid ground,
We have come home and are at least alive, to mourn our friends, indifferent now to sight or smell or sound.
Philip Nicholson
WARNING
Beware the retrospective historians and university-trained politicians who may eventually turn history on its head, whereby Britain could become the aggressor.
G.A.P. 2010
[page break]
[coloured portrait photograph]
[underlined]Geoff Payne[/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
An Airmans Tale
By Geoff Payne
Description
An account of the resource
Geoff Payne's autobiography divided into five chapters.
Chapter 1. Under Training.
Having been assessed in Birmingham Geoff sets off to London in August 1942 for training, at Lords. Initial training was at Bridlington then gunnery school at Andreas on the Isle of Man. After a short leave he was posted to an operational training unit at Chipping Warden followed by intensive training at Edge Hill. Finally he went to Feltwell for Escape and Evasion training before joining a Heavy Conversion Unit at Wratting Common then Waterbeach.
Chapter 2. Operations RAF Witchford. After seven days leave he commenced operational flying in a Lancaster. Their first target was Augsburg and he reports being waved off by WAAFs and airmen. On the next operation the navigator had a breakdown and refused to help. He continues with details of several operations.
Chapter 3. Return to Ops RAF Waterbeach. Initially this proved to be a very relaxing posting but after his recovery he was back on operations. After 30 operations he was posted to RAF Brackla, Nairn.
Chapter 4. Grounded. He was unhappy at Brackla which was remote and cold. Next was a transfer south to RAF Weeton where he learned about motor transport and learned to drive. He was then posted to RAF Halfpenny Green, followed by RAF Croughton and South Cerney. He then went to Hornchurch before being sent to Germany where he joined a micro film unit at Frankfurt. On completion of photographing relevant factory installations his unit headed south to Triberg in Bavaria.
Chapter 5. As Time Goes By. He reflects on his letter from the Secretary of State from Air, Bomber Command losses and life after the war. he discusses Labour minister John Strachey, a pre-war fascist then Communist Party , who belittled the work of Bomber Harris. and the refusal to allow a thanksgiving service to honour the ex-Prisoner of War Association at Coventry Cathedral.
Creator
An entity primarily responsible for making the resource
Geoff Payne
Date
A point or period of time associated with an event in the lifecycle of the resource
2010
Format
The file format, physical medium, or dimensions of the resource
56 page memoir
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BPayneGPayneGv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Training Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Birmingham
England--London
England--York
England--Halifax
England--Loughborough
England--Flamborough Head
England--Manchester
England--Blackpool
England--Fleetwood
Great Britain Miscellaneous Island Dependencies--Douglas (Isle of Man)
England--Banbury (Oxfordshire)
England--London
England--Bognor Regis
France--Lille
England--Cambridge
England--Coventry
England--Ely
Germany--Augsburg
Germany--Berlin
Germany--Frankfurt am Main
Germany--Stuttgart
France--Rouen
France--Vaires-sur-Marne
France--Normandy
France--Creil
France--Nucourt
France--Caen
France--L'Isle-Adam
France--Gironde Estuary
England--Falmouth
France--Somme
Germany--Rüsselsheim
Germany--Kiel
Sweden--Stockholm
Germany--Bremen
France--Le Havre
France--Calais
Germany--Neuss
Netherlands--Walcheren
Belgium--Antwerp
Germany--Emmerich
Germany--Duisburg
Scotland--Nairn
England--Peterborough
England--Walsall
England--Hull
England--Wolverhampton
England--Dudley
England--Brackley
England--Cirencester
Germany--Cuxhaven
Germany--Bückeburg
Germany--Bremerhaven
Germany--Black Forest
Germany--Triberg
Germany--Rheinberg
Germany--Hannover
Poland--Szczecin
France--Châlons-en-Champagne
France--Pas-de-Calais
Poland
France
Germany
Belgium
Netherlands
Sweden
Germany--Ruhr (Region)
England--Gloucestershire
England--Lancashire
England--Leicestershire
England--Northamptonshire
England--Oxfordshire
England--Staffordshire
England--Suffolk
England--Sussex
England--Worcestershire
England--Yorkshire
England--Warwickshire
England--Newmarket (Suffolk)
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
115 Squadron
12 OTU
1651 HCU
1678 HCU
514 Squadron
75 Squadron
90 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bale out
bomb aimer
bombing
Cheshire, Geoffrey Leonard (1917-1992)
Churchill, Winston (1874-1965)
crewing up
escaping
evading
flight engineer
ground personnel
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Initial Training Wing
Ju 88
lack of moral fibre
Lancaster
Lancaster Mk 2
Lancaster Mk 3
Martinet
Me 109
Me 110
Me 410
Meteor
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Operational Training Unit
Oxford
Pathfinders
pilot
prisoner of war
RAF Andreas
RAF Brackla
RAF Bridgnorth
RAF Bridlington
RAF Chipping Warden
RAF Coningsby
RAF Cosford
RAF Downham Market
RAF East Kirkby
RAF Feltwell
RAF Foulsham
RAF Halfpenny Green
RAF Hornchurch
RAF Jurby
RAF Little Rissington
RAF Mepal
RAF Newmarket
RAF South Cerney
RAF Stradishall
RAF Ternhill
RAF Waterbeach
RAF Witchford
RAF Wratting Common
searchlight
Spitfire
Stirling
target indicator
the long march
Tiger force
training
V-1
V-weapon
Wellington
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/673/17408/LAndrewsPF181152.1.pdf
4e6693a47e90ded841a6d3ff0ebe5c28
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
Andrews, Andy
Peter Frederick Andrews
P F Andrews
Description
An account of the resource
Two items. An oral history interview with Andy Andrews (1924 - 2022, 1811552 Royal Air Force) and his log book. He flew operations as a wireless operator with 10 Squadron before he was shot down on a mine laying operation 14 February 1945 and became a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by 'Andy' Andrews 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
2017-09-11
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
Andrews, PF
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
The page for 14 Feb 1945 has the note ‘Attacked by fighter over Denmark, aircraft blew up at 18000 ft, landed by parachute on the island of Zeeland, taken POW, liberated at Moosburg, nr Munich by Americans. Pilot F/O Grayshan and Navigator F/Sgt Berry both killed.’
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
Andy Andrews’ navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for P F Andrews, wireless operator/air gunner, covering the period from 16 August 1943 to 13 December 1945. Detailing his flying training, operations flown and post war flying. It also gives details of being shot down and baling out over Denmark and landing on Zeeland and becoming a prisoner of war and being liberated by the Americans at Moosburg, Germany. He was stationed at RAF Yatesbury, RAF Barrow, RAF Lossiemouth, RAF Rufforth, RAF Melbourne and RAF Upavon. Aircraft flown in were, Dominie, Proctor, Anson, Wellington, Halifax and Oxford. He flew a total of 19 operations with 10 Squadron; 3 daylight and 16 night-time operations, before being shot down on his 19th operation. Targets were, Essen, Cologne, Gelsenkirchen, Munster, Sterkrade, Duisburg, Hagen, Osnabruck, Bingen, Hannover and Bohlen. His pilot on operations was Flying Officer Grayshan. This item was sent to the IBCC Digital Archive already in digital form: no better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LAndrewsPF181152
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
License
A legal document giving official permission to do something with the resource.
CC BY-NC 4.0 International license
Spatial Coverage
Spatial characteristics of the resource.
Denmark
Germany
Great Britain
Denmark--Region Sjælland
England--Cumbria
England--Wiltshire
England--Yorkshire
Germany--Bingen (Rhineland-Palatinate)
Germany--Cologne
Germany--Duisburg
Germany--Essen
Germany--Gelsenkirchen
Germany--Hagen (Arnsberg)
Germany--Hannover
Germany--Osnabrück
Germany--Saxony
Scotland--Lossiemouth
Germany--Oberhausen (Düsseldorf)
Germany--Münster in Westfalen
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-10-28
1944-10-30
1944-10-31
1944-11-01
1944-11-06
1944-11-18
1944-11-21
1944-11-22
1944-11-28
1944-11-29
1944-11-30
1944-12-01
1944-12-02
1944-12-03
1944-12-08
1944-12-09
1944-12-22
1944-12-23
1944-12-30
1944-12-31
1945-01-05
1945-01-06
1945-01-12
1945-01-13
1945-01-14
1945-01-15
1945-02-13
1945-02-14
1945-02-15
10 Squadron
1663 HCU
20 OTU
Air Gunnery School
aircrew
Anson
bale out
bombing
Dominie
Halifax
Heavy Conversion Unit
mine laying
Operational Training Unit
Oxford
prisoner of war
Proctor
RAF Barrow in Furness
RAF Lossiemouth
RAF Melbourne
RAF Rufforth
RAF Upavon
RAF Yatesbury
shot down
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2370/43443/LHallidayAH19250108v1.2.pdf
7bcc89a927422e87c65412ad4d41946b
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
Halliday, Archie Henry
Description
An account of the resource
Four items. The collection concerns Archie Henry Halliday (b. 1925, Royal Air Force) and contains his log book and photographs. He flew operations as a flight engineer with 101 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Susan Cameron and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-04-19
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
Halliday, AH
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
Archie Henry Halliday's navigators, air bombers, air gunners and flight engineers flying log book
Description
An account of the resource
Navigators, air bombers, air gunners and flight engineers flying log book for Archie Henry Halliday from 30 August 1944 to 10 April 1945 detailing his training and operational duties. Training was with No.4 S of TT at RAF St. Athan and Heavy Conversion Units at RAF Lindholme and RAF Bottesford. All operations were flown with 101 Squadron with Flight Officer Withenshaw as pilot. He also flew non operational flights with pilots Flight Officer McKay and Flight Officer Hanney. Aircraft flown in training were Halifax Mk II and Lancasters Mk I and Mk III. Archie took part in 31 operations, on which 25 night operations in which he flew as engineer. The operations were to Karlsruhe, Osnabrück, Ludwigshafen, Ulm, Coblenz, Bonn, Büer, Osterfeld, Nürenburg, Merseburg, Duisburg, Zuffenhausen, Mannheim, Weisbaden, Kleves, Pforzheim, Cologne, Chemnitz, Dessau, Kassel, Essen, Dortmund, Misburg, Hanau, Langendreer, Bremen, Hanover and Paderborn in Germany and Brüx in Czechoslovakia.
Temporal Coverage
Temporal characteristics of the resource.
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-15
1944-12-16
1944-12-17
1944-12-18
1944-12-22
1944-12-23
1944-12-28
1944-12-29
1944-12-30
1944-12-31
1945-01-01
1945-01-02
1945-01-03
1945-01-14
1945-01-15
1945-01-16
1945-01-17
1945-01-22
1945-01-23
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-28
1945-03-01
1945-03-02
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-09
1945-03-11
1945-03-12
1945-03-15
1945-03-16
1945-03-19
1945-03-20
1945-03-22
1945-03-23
1945-03-25
1945-03-27
1945-04-09
1945-04-10
1945-03-11
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Wales--Glamorgan
England--Yorkshire
England--Nottinghamshire
Czech Republic
Czech Republic--Most
Germany
Germany--Ruhr (Region)
Germany--Karlsruhe
Germany--Osnabrück
Germany--Ludwigshafen am Rhein
Germany--Ulm
Germany--Koblenz
Germany--Bonn
Germany--Gelsenkirchen
Germany--Osterfeld
Germany--Nuremberg
Germany--Merseburg
Germany--Duisburg
Germany--Stuttgart
Germany--Mannheim
Germany--Wiesbaden
Germany--Kleve (North Rhine-Westphalia)
Germany--Pforzheim
Germany--Cologne
Germany--Chemnitz
Germany--Dessau (Dessau)
Germany--Kassel
Germany--Essen
Germany--Dortmund
Germany--Hannover
Germany--Hanau
Germany--Bochum
Germany--Bremen
Germany--Paderborn
Germany--Kiel
Germany--Plauen
Germany--Stuttgart
Germany--Hannover
Identifier
An unambiguous reference to the resource within a given context
LHallidayAH19250108
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Lynn Corrigan
101 Squadron
1656 HCU
1668 HCU
aircrew
bombing
flight engineer
Halifax
Halifax Mk 2
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
RAF Bottesford
RAF Lindholme
RAF Ludford Magna
RAF St Athan
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1412/26738/LTindallAJ173966v1.2.pdf
f71a81fa60cca73bbffd928026a637c0
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Tindall, Arthur John
A J Tindall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-04-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Tindall, AJ
Description
An account of the resource
Nine items. The collection concerns Flight Lieutenant Arthur John Tindall DFC (1388739 Royal Air Force) and contains his log book, documents and photographs. He flew operations as a wireless operator with 97 Squadron.
The collection has been donated to the IBCC Digital Archive by June Tindall and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur John Tindall’s navigator's, air bomber's and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LTindallAJ173966v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
A J Tindall’s log book covering the period from March 1942 to 6 November 1945. Detailing his flying training and operations flown as wireless operator/air gunner. He was stationed at RAF Yatesbury (2 RS), RAF Mona (5 AGS), RAF Cottesmore (14 OTU), RAF Wigsley (1654 HCU), RAF Upwood (PFNTU), RAF Bourn and RAF Coningsby (97 Squadron). Aircraft flown in were Dominie, Botha, Wellington, Lancaster, Stirling, Anson and Proctor. He flew a total of 30 night operations with 97 Squadron (first Tour) and 10 night and 2 day operations with 97 Squadron (second tour), a total of 42. Targets were Stuttgart, Hannover, Berlin, Leipzig, Cologne, Frankfurt, Brunswick, Augsburg, Laon, Munich, Schweinfurt, Kjeller, L’Isle Adam, Brest, Argentan, Etampes, Poitiers, Gelsenkirchen, Prouville, Donge and Givors. His pilots on operations were Sergeant Johnson, Squadron Leader Cawdery, Flight Lieutenant Clarke and Wing Commander Ingham.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-10-07
1943-10-08
1943-10-09
1943-10-18
1943-10-20
1943-10-21
1943-10-22
1943-11-03
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-24
1943-11-26
1943-12-02
1943-12-04
1943-12-16
1943-12-17
1943-12-20
1943-12-24
1944-01-14
1944-01-27
1944-01-28
1944-01-30
1944-02-14
1944-02-25
1944-02-26
1944-03-01
1944-03-02
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-04-10
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-05-31
1944-06-01
1944-06-06
1944-06-07
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-07-24
1944-07-25
1944-07-26
1944-07-31
1944-08-06
1944-08-11
1944-08-12
1944-08-14
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Norway
England--Cambridgeshire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
England--Wiltshire
France--Argentan
France--Auxi-le-Château
France--Brest
France--Étampes (Essonne)
France--Givors
France--Laon
France--L'Isle-Adam
France--Poitiers
Germany--Augsburg
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hannover
Germany--Leipzig
Germany--Munich
Germany--Schweinfurt
Germany--Stuttgart
Norway--Kjeller
Wales--Anglesey
Germany--Ruhr (Region)
14 OTU
1654 HCU
17 OTU
84 OTU
97 Squadron
Air Gunnery School
aircrew
Anson
bombing
bombing of Kassel (22/23 October 1943)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Botha
Dominie
Heavy Conversion Unit
Lancaster
Master Bomber
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
Proctor
RAF Bourn
RAF Coningsby
RAF Cottesmore
RAF Desborough
RAF Mona
RAF Silverstone
RAF Upwood
RAF Wigsley
RAF Yatesbury
Stirling
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/175/9343/LLoudonAE432960v1.1.pdf
25aec0e1fff74dd5fc8f73816b807461
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
Loudon, Arthur
A E Loudon
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Loudon, AE
Description
An account of the resource
14 items. One oral history interview with Flying Officer Arthur Edwin Loudon (432960, Royal Air Force) his log book, papers and nine photographs. He was a Royal Australian Air Force navigator and flew operations in Lancasters with 12 Squadron from RAF Wickenby.
The collection was 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
Arthur Loudon's flying log book for navigators
Description
An account of the resource
Flying log book for Arthur Loudon, navigator, covering the period from 10 July 1943 to 12 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAAF Bradfield Park, RAAF Mount Gambier, RAAF East Sale, RAAF Parkes, RAAF Linfield, RAF Brighton, RAF Mona, RAF Seighford, RAF Sandtoft, RAF Hemswell, RAF Wickenby, RAF Lindholme and RAF Gamston. Aircraft flown in were, Anson, Oxford, Battle, Wellington, Halifax and Lancaster. He flew a total of 33 operations with 12 squadron, 9 daylight and 24 night operations. Targets were, Frankfurt, Hopsten, Calais, Neuss, Westkapelle, Wilhelmshaven, Stuttgart, Essen, Cologne, Dusseldorf, Wanne Eickel, Aschaffenburg, Dortmund, Bonn, Scholven, Nurnberg, Royan, Munich, Kattegat, Ludwigshaven, Bottrop, Cleve, Dresden, Chemnitz, Duisberg, Pforzheim, Manheim and Misburg. His pilots on operations were Flight Lieutenant Curtis and Wing Commander Stockdale DFC.
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
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
LLoudonAE432960v1
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
Conforms To
An established standard to which the described resource conforms.
Pending review
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Spatial Coverage
Spatial characteristics of the resource.
Australia
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
England--Sussex
England--Yorkshire
France--Calais
France--Royan
Germany--Aschaffenburg
Germany--Bonn
Germany--Bottrop
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dresden
Germany--Duisburg
Germany--Essen
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hannover
Germany--Kleve (North Rhine-Westphalia)
Germany--Ludwigshafen am Rhein
Germany--Mannheim
Germany--Munich
Germany--Neuss
Germany--Nuremberg
Germany--Pforzheim
Germany--Steinfurt (North Rhine-Westphalia)
Germany--Stuttgart
Germany--Wanne-Eickel
Germany--Wilhelmshaven
Netherlands--Walcheren
New South Wales--Lindfield
New South Wales--Parkes
South Australia--Mount Gambier
Victoria--Sale
Wales--Anglesey
Germany--Düsseldorf
Victoria
New South Wales
South Australia
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-09-12
1944-09-13
1944-09-16
1944-09-17
1944-09-20
1944-09-23
1944-09-24
1944-09-25
1944-10-03
1944-10-15
1944-10-16
1944-10-18
1944-10-19
1944-10-23
1944-10-24
1944-10-28
1944-10-30
1944-10-31
1944-11-01
1944-11-02
1944-11-06
1944-11-09
1944-11-21
1944-11-29
1944-12-28
1944-12-29
1945-01-02
1945-01-05
1945-01-07
1945-01-08
1945-01-14
1945-01-15
1945-02-01
1945-02-03
1945-02-07
1945-02-08
1945-02-13
1945-02-14
1945-02-15
1945-02-21
1945-02-22
1945-02-23
1945-03-01
1945-03-02
1945-03-12
1945-03-15
1945-03-16
1945-03-17
12 Squadron
1656 HCU
1667 HCU
30 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
Battle
bombing
Bombing and Gunnery School
bombing of Dresden (13 - 15 February 1945)
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
navigator
Operational Training Unit
Oxford
RAF Gamston
RAF Hemswell
RAF Lindholme
RAF Mona
RAF Sandtoft
RAF Seighford
RAF Wickenby
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1412/26737/MTindallAJ173966-150815-01.1.pdf
a1be5ac8a0b08b29a93ddf0e2b323d17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Tindall, Arthur John
A J Tindall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-04-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Tindall, AJ
Description
An account of the resource
Nine items. The collection concerns Flight Lieutenant Arthur John Tindall DFC (1388739 Royal Air Force) and contains his log book, documents and photographs. He flew operations as a wireless operator with 97 Squadron.
The collection has been donated to the IBCC Digital Archive by June Tindall and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
EE179 OF-T Transferred to 44 Sqn. Shot down 3/12/43. Attacking Berlin = no survivors.
JB470 OF-T Transferred to 635 Sqn. Shot down (Nightfighter) 12/4/44. No survivors.
ND355 OF-T Transferred to 635 Sqn. Crashed at Bokel 27/8/44. 5 survivors – all POW.
ME625 OF-T Collided with ND981 OF-H on 23/6/44. Both crashed = one survivor.
ND 589 OF-D Returned to Avro. Converted to Air Sea Rescue Mk.III. Finally scrapped Oct. 46.
PB181 OF-D Transferred to 83 Sqn. Collided with 97 Sqn aircraft on 8/2/45. Both aircraft crashed. No survivors.
[underlined] The Targets [/underlined]
7/10/43. Stuttgart. Fairly successful raid, but Boblingen (16K north) was attacked by second wave
8/10/41 Hanover Very accurate bombing. Hanovers worst raid of the war.
18/10/43 Hanover Raid scattered. Most bombs falling in open country north and north west of city.
20/10/43 Leipzig Very scattered bombing due to “appalling” weather.
22/10/43 Kassel Main raid “exceptionally accurate and concentrated.. There was a firestorm.
3/11/43 Colonge Bombs hit centre of city “with extreme accuracy”
18/11/43 Berlin Marking and bombing carried out blind – very scattered result
22/11/43 Berlin The most effective raid on Berlin of the war. Vast area of destruction.
23/11/43 Berlin Although cloud covered, most aircraft on target. Much damage.
26/11/43 Frankfurt Less than half of Force reached target. Very scattered bombs.
26/11/43 Stuttgart Bombing very scattered. Little damage.
2/12/43 Berlin Incorrect wind forecast – widely scattered bombing, Siemens factories hit.
3/12/43 Leipzig Accurate bombing. Leipzigs worst raid of the war.
16/12/43 Berlin “Reasonably accurate” Housing and railways badly hit.
20/12/43 Frankfurt German decoy fire site and dummy TIs caused scattered bombing.
24/12/43 Berlin Suburbs hit. Pathfinder radar problems and thick cloud.
14/1/44 Brunswick Unsuccessful – 10 houses destroyed, 4 people killed. Nearby villages bombed.
27/1/44 Berlin Again thick cloud. South and eastern areas of city bombed.
30/1/44 Berlin Heavy damage in city centre – but much bombing in surrounding countryside.
21/2/44 Stuttgart Considerable damage in city centre. Bosch factory heavily damaged.
25/2/44 Augsburg. Controversial result – beautiful town completely destroyed.
1/3/44 Stuttgart Housing, Daimler Benz factory and main railway station badly damaged.
15/3/44 Stuttgart Poor PFF marking- most bombing fell in open country SW of city.
18/3/44 Frankfurt Extensive damage in central, eastern and western areas of city.
22/3/44 Frankfurt Damage even more severe, especially in western district.
11/4/44 Laon Only a corner of the railway yards was hit.
22/4/44 Brunwick First 5 Grp low level marking- not very successful.
23/4/44 Munich Much devastation particularly to railway installations.
26/4/44 Schweinfurt Failure – most bombs fell outside Schweinfurt.
28/4/44 Kjeller Airframe factory. Very successful accurate bombing.
31/5/44 Maisy Gun Battery. Thick cloud. Only 6 aircraft bombed.
6/6/44 St Pierre du Mont Railway installation – No report due to invasion confusion.
6/6/44 Argentan Much damage to railway installation.
9/6/44 Etampes Railway and road systems badly damaged
12/6/44 Poitiers This attack was the most accurate of many attacks this night. Railway yards.
21/6/44 Gelsenkirchen Oil Plant – all production ceased for several weeks.
24/6/44 Prouville Flying Bomb site, so many craters, difficult to assess results.
4/7/44 St Leu D’ Esserent. Underground F/bombs store. Very accurate bombing.
20/7/44 Coutrai Railway yards and junctions. Devastated.
24/7/44 Donges Oil Depot. Devastated.
25/7/44 Stutgart No German report available on this raid.
31/7/44 Joigny-laroche Railway yards. Very accurate attack in excellent weather.
6/8/44 Bois du Casson Flying bomb site. Very scattered bombing.
11/8/44 Givors “Exceptionally accurate “ attack on Railway yards.
14/8/44 Brest Clemenceau & Gueydon both left sinking.
[Page Break]
[underlined] Fl/Lt. A.J. Tindall DFC [/underlined]
[underlined] Operations with 97 Squadron [/underlined]
[underlined]7/8 October 1943 [/underlined]
Lancaster Mk.III EE179 OF-T Target: : STUTTGART
Crew: Sgts A.A. Johnson. J.A. Pearson. K. Swale. P/O J. Peden. Sgt [inserted] A.J [/inserted] [deleted] J.A [/deleted] Tindall Sgt J.H. McGregor. F/Sgt E.H. Hansen.
Bomb Load: 1 x4,000lb. 10 x 500lb.
Time up: 21:06 Down 03:24
Primary target Stuttgart attacked. 18,000ft. 8/10ths cloud. Bombed point between yellow and red TIs in bombsight. Own results not seen. Two glows from fires seen.
8/9 October 1943
Lancaster Mk.III JB190 OF-Y Target: Hanover
Crew: Normal.
Bomb Load: 1 x 4,000lb. 6 x 1,000lb.
Time up: 22:57. Down: 03.40.
Primary target bombed. 19,000 ft. Clear sky. Vis. good. Bombed on one yellow TI marker in bombsight. Had no time to verify results visually as Flight Engineer was ill. One particularly big fire was noticed.
18 October 1943
Lancaster Mk.III EE179 OF-T Target: HANOVER
Crew: Normal.
Bomb Load: 6 x 2,000lb.
Time up: 17:23 Down 22:11
Primary target Hanover bombed. 20,000ft. 10/10ths cloud. No moon. Bombed centre between two red and one green TIs. Big red glow illuminated cloud followed by a similar one three minutes later. Nothing else seen.
20/21 October 1943
Lancaster Mk.III EE179 OF-T Target: LEIPZIG
Crew: Normal.
Bomb Load: 1 x 4,000lb. 7 x 500 lb.
Time up: 17:47. Down 00:07
Target Leipzig attacked. 21,000ft. 9/10th cloud. Bombed on one red cascading TI marker in bombsight. No other TIs seen. Nothing else observed except scattered incendiaries.
22 October 1943
Lancaster Mk.III EE179 OF-T Target: KASSEL
Crew: Normal, plus F/Lt E.F. Cawdery, 2nd Pilot.
Bomb Load: 1 x 4,000lb. 6 x 1,000lb.
Time up: 18:30. Down 23:28
Kassel attacked, 20,000ft. No moon, no cloud, vis. good. Bombed centre point between two red TI markers. TIs well concentrated over aiming point. Too early on target for results.
[Page Break]
3 November 1943
Lancaster Mk.III EE179 OF-T Target: COLOGNE
Crew: Normal, plus F/L Cawdery.
Bomb Load: 1 x 4000lb. 6 x1,000 lb. 4 x 500lb.
Time up: 17:26. Down: 21:36.
Target Cologne. Moonlight clear sky, hazy below. 20,000ft. Bombed on cluster of red and green TIs- red actually in bombsight. Many bomb burst seen to slightly overshoot reds. Long line of fires seen as aircraft left target.
18/19 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: F/L Cawdery now pilot. F/Sgt Johnson with another crew shot down and killed on this raid.
Bomb Load: 4 x 2,000lb.
Time up: 17:30 Down: 00:05.
Berlin attacked from 20,000 ft. 10/10th cloud. Vis. poor. TIs at first appeared spread but improved later. Starboard inner engine and bomb doors holed by heavy flak.
22 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: F/L Cawdery, normal crew.
Bomb Load: 7 xTI. 1 x 4, 000lb. 3 x 1,000 lb.
Time up: 17:25. Down: 23:10.
9/10ths – 10/10ths cloud, tops at 6,000ft. Vis. good. Bombs released on cluster of three TIs red and one green.
23 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal
Bomb Load: 4 x TI, 1 x 4,000lb.
Time up: 17:30 Down: 23:50
Berlin bombed from 19,000ft. Aiming point identified by cluster of TI reds and few greens. Large patch of fires seen on arrival in target area.
26 November 1943
Lancaster Mk.III JB470 OF-T Target: FRANKFURT
Crew: Normal
Bomb Load: 6 x TI. 1 x4, 000lb. 6 x 1,000 lb.
Time up: 00.35. Down: 06:00.
Frankfurt attacked from 20,000ft. Target identified by red TIs. Sudden glow observed below clouds at 02:50 hrs. No markers seen.
26/27 November 1943
Lancaster Mk.III JB470 OF-T Target: STUTTGART
Crew: Normal
Bomb Load: 6 x TI. 1 x4,000lb. 5 x 1,000 lb.
No times entered in ORB. Average for other aircraft Up 17:30 Down. 00:10.
Stuttgart bombed from 21,000ft. Only one TI red seen over target but fires were reflected on clouds, and ref glow was seen for 60 miles on track home.
[Page Break]
2 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal.
Bomb Load: 5 x 2,000lb.
Time up: 17:20. Down: 23.50
Target located by aid of “Y” and bombed from 19,000t. On target too early to observe results. Glow from fires seen on return. Red TIs appeared to be accurate.
3 December 1943
Lancaster Mk.III JB470 OF-T Target: LEIPZIG
Crew: P/O E.E. Osler replaces F/O Peden.
Bomb Load: 1 x 4,000lb. 4 x 2,000 lb. 1 x 500lb.
Time up: 17:20. Down: 23:30
Leipzig bombed from 17,000ft. “Y” equipment used for locating target. Vis. good. Aircraft was early on target but on leaving glow from fires could be seen.
16/17 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: It is now [underlined]S/L [/underlined] Cawdery. F/O Peden is back. Plus F/Lt. E. Clarke as 2nd Pilot.
Bomb Load: 5 x2, 000lb.
Time up: 16:50. Down: 00:35
Berlin bombed from 19,500ft. Vis. good. 10/10ths cloud tops at 3,000ft. TIs and Wanganuis fairly well concentrated. No results seem owing to cloud.
20 December 1943
Lancaster Mk.III JB470 OF-T Target: FRANKFURT
Crew: Normal.
Bomb Load: 6 x 2,000lb.
Time up: 17:25. Down: 21:59
Frankfurt bombed from 19,000ft. 6-7/10ths cloud. Vis. very good. Target located on “Y”. One Wanganui flare observed falling at 19:27hrs. Many yellow TIs fells after 19:30hrs. Little immediate results but huge red explosion seen from distance at 19:48hrs. Fires were visible from 70 miles.
24 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal.
Bomb Load: 5 x2,000lb.
Time up: 00:21. Down: 07:15
Target attacked from 20,500ft. TIs and Wanganuis well concentrated. Cloud prevented observation of results. Rear gunner observed glow from some distance on track home.
14 January 1944
Lancaster Mk.III ND355 OF-T Target: BRUNSWICK
Crew: Normal, plus S/L J. Simpson, 2nd Pilot.
Bomb Load: 16 x flares. 3 xTI. 1 x 4,000lb. 4 x 1,000 lb.
Time up: 16:51. Down: 22:01
Primary target attacked in fairly good visibility. Bombs released in centre of concentration of Wanganui flares. Majority of Wanganui flares scattered.
[Page Break]
27/28 January 1944
Lancaster Mk.III ND355 OF-T Target: BERLIN
Crew: PROMOTIONS!! S/L Cawdery. F/Sgt Pearson, F/Sgt Swale. F/L Peden. F/Sgt Tindall F/Sgt McGregor. F/Sgt Hansen.
Bomb Load: 4 xTI. 1 x4,000lb. 4 x 1,000 lb.
Time up: 17:20. Down 00:25
Primary target bombed on H2S. Wanganui concentration good and compact. No results observed owing to 10/10ths cloud.
30 January 1944
Lancaster Mk.III ND415 OF-Z Target: BERLIN
Crew: Normal.
Bomb Load: 5 x Flares. 4 x TI. 1 x 4,000lb. 4 x 1,000 lb.
Time up: 17:30. Down: 23:45
Berlin successfully bombed. Bombs dropped in centre of concentration of Wanganuis. No fires or bomb burst seen, but slight reflection on clouts form red and green TIs.
21 February 1944
Lancaster Mk.III ND355 OF-T Target: STUTTGART
Crew: It is now [underlined] P/O [/underlined] Pearson
Bomb Load: 4 x Flares. 4 x TI. 1 x 4,000lb. 5 x1,000lb.
Time up: 00:25. Down: 07:00
Bombed target at 19,000ft with H2S. Weather 4/10ths cloud tops 5,000ft. Vis. good. Large explosion seen.
25/26 February 1944
Lancaster Mk.III ND355 OF-T Target: AUGSBURG
Crew: Normal.
Bomb Load: 21 Flares. 1 xRSF. 3 x TI. 1 x 4,000lb. 3 x 1,000lb.
No times entered in ORB. Average for other aircraft up 19:00 Down 02:10
Augsberg bombed from 18,000ft. Vis. good with a clear sky. H2S used for bombing. Green TIs were clear and formed circle round target. A red/green salvo appeared to overshoot.
1/2 March 1944
Lancaster Mk.III ND355 OF-T Target: STUTTGART
Crew: Normal
Bomb Load: 4 x Flares. 2 xTIs. 1 x 4,000lb. 5 x 1,000 lb.
Time up: 23:40. Down 06:45
Stuttgart bombed from 20,000ft. 10/10ths cloud, vis. good. Good concentration of Wanganui flares. Good explosion observed of orange coloured flames.
15/16 March 1944
Lancaster Mk.III JND355 OF-T Target: STUTTGART
Crew: Normal. It is now [underlined] P/O Swale [/underlined]
Bomb Load: 20 x flares. 4 x 4 TI. 1 x 4000lb. 2 x1,000 lb.
Time up: 19:25 . Down: 02:20
9/10ths cloud over Stuttgart. Vis. good, bombed on H2S. The first Wanganui went down at 23:11hrs Three minutes later a good concentration of Wanganuis at about 5 miles to the east – one only which was being bombed by Main Force. No results could be observed.
[Page Break]
18/19 March 1944
Lancaster Mk.III ND355 OF-T Target: FRANKFURT
Crew: Normal
Bomb Load: 20 x Flares. 4 xTI. 1 x4,000lb. 1 x 1,000 lb. 2x 500lb
Time up: 19:25. Down 00:15
Frankfurt bombed from 18,000ft on H2S. Nothing was seen in target area except flash from own bomb. After bombing 4 or 5 large flashes seen.
22 March 1944
Lancaster Mk.III ME625 OF-T Target: FRANKFURT
Crew: Normal.
Bomb Load: 20 x Flares. 4 xTI. 1 x 4,00lb. 1 x1,000lb. 2 x 500 lb. 1 x red/yellow Flare..[sic]
Time up: 18:45. Down:23:50
2/10th cloud over target, vis. good. Bombed from 18,500ft on H2S. Two green TIs descended and one red/yellow stars fell at the same time as aircraft bombed target at the same spot. One 4,000lb HC observed to explode over built up area.
11 April 1944
Lancaster Mk.III ME625 OF-T Target: LAON
Crew: Normal.
Bomb Load: 6 x 1000lb GP. 6 x 1,000lb MC.
Time up: 01:25. Down: 05:10
Vis. good over Laon. No cloud. Bombed from 15,700ft in centre of green TIs. Red and greens were tight together and marking was constant. Bursts of own bombs seen. Target could not be identified visually but was seen from light of photo flash.
[underlined] RAF CONINGSBY [/underlined]
22/23 April 1944
Lancaster Mk.III ME625 OF-T Target: BRUNSWICK
Crew: It is now [underlined] P/O [/underlined] Tindall. F/Sgt Hansen replaced by F/Sgt R..M.Clarke
Bomb Load: 12 x 4 7” flares. 1 x 4.5” flare. 1 x green TI.
No times entered in ORB. Average from other aircraft Up: 23:05 Down 04:50
Weather over target 6-8/10ths cloud. Hazy, visibility bad. Flares scattered. One RSF seen to south-east, outside area of flares.
24/25 April 1945
Lancaster Mk.III ME625 OF-T Target: MUNICH
Crew: W/O Clarke as rear gunner
Bomb Load: 12 x cluster flares. 1 x green TI No.4
Time up: 20:53. Down 06:27.
Bombing by visual on markers at datum point, H2S over target. Had good run from yellow TI. Our flares went straight across town which was clearly seen. Concentration of fires seen after leaving target. Glow seen for 100 miles.
26/27 April 1944
Lancaster Mk.III ME625 OF-T Target: SCHWEINFURT
Crew: W/O Clarke as rear gunner.
Bomb Load: 12 x 7” flares. 2 x green TI No.4.
Time up: 21:33. Down 05:44
No cloud, slight haze, visibility good. Bombed on H2S. Several lots of flares were down and one green TI which Master Bomber was instructing aircraft to bomb. All flares dropped on one run as original 6 not gone before orders were received to back up.
[Page Break]
28/29 April 1944
Lancaster Mk.III ME625 OF-T Target: KJELLER (OSLO)
Crew: W/O Clarke as read [sic] gunner.
Bomb Load: 6 x clusters 7” flares. 1 x yellow TI no.4. 5 x1000lb MC.
Time up: 21:08. Down 04:12
Good visibility permitted visual identification of runway on airfield. Flares dropped across runways between aiming point “A” and “B”. RSF on roof of one building (Aiming point “A”). Bombs dropped running due west across target. As we were early to bomb, results not seen but rear gunner saw stick of bomb bursts on building as we were leaving the area.
31 May/1 June 1944
Lancaster Mk.III ND981 OF-H Target: MAISY
Crew: S/L J.A. Ingham. P/O J.A. Pearson. P/O K. Swale. F/L J. Peden. P/O A.J. Tindall.
F/O F.P.L. Broome (Permanent). W/O E.H. Hansen
Bomb Load: 6 x 7 4.5” clusters. 8 x1, 000lb MC. 3 x 4.5” reco flares.
Time up: 23:03. Down 02:23
Target located by yellow T1 and H2S. Yellow (Oboe) at 00:45 hrs followed by two others at 00:47hrs in target area. Slightly visible above cloud. Instructed at 00:50hrs approx. on VHF, confirmed by W/T to return to base by ordered route. Landed Chipping Norton.
6 June 1944
Lancaster Mk.III ND589 OF-D Target: ST. PIERRE DU MONT
Crew: S/L J.A. Ingham. (Deputy Controller) Normal crew.
Bomb Load: 11 x1000lb MC. 4 x 1,000 lb GP.
Time up:02:52. Down:06:56
Weather over St. Pierre du Mont 10/10th cloud base 8,500 – 9,000ft. Broken low cloud below. Target identified visually and by Oboe markers red TIs. Layer of cloud made it impossible to bomb from any greater height than 9,000ft. Controller gave orders to decrease height but 2,000ft. Oboe markers not down on time; first one seen in sea just off shore. PFF very good and green TIs were rather scattered at first. Bombing Oboe seemed to be fairly good. Sticks seen bursting or target. Visibility was impeded by ice on the bomb aimer’s Perspex and pilots’s windscreen. VHF rather noisy on channel B and changed to channel C on Controllers order. Still a lot of interference probably due to people transmitting at the same time.
6/7 June 1944
Lancaster Mk.III ND589 OF-D Target: ARGENTAN
Crew: Normal plus F/L W.G. Cooper (Vis. B/Aimer)
Bomb Load: 2 x red/green star Flares. 3 x green TI no.23. 15 x 500lb MC.
No times entered in ORB. Average for other aircraft Up 23: 30 Down 03:20
Good vis. 10/10ths Stratus cumulus 6-7,000ft. Target located visually. Green TI lighting actual buildings. Backing up was on the target too. Marking went through very well indeed in spite of the fact that most of the illuminating flares overshot by about 2 miles. Oboe marker was not seen but it may have burst on the ground. On reaching the target 00:53hrs, appeared to be large buildings in the town itself well on fire. Attack appeared successful. Marking appeared 60 yards west of aiming point and bombing generally was w [sic]
[Page Break]
9/10 June 1944
Lancaster Mk.III ND589 OF-D Target: ETAMPES
Crew: Normal.
Bomb Load: 2 x TI green. 2 xTI red. 2 x TI yellow. 2 x Flares green/red stars 10 x 500lb MC.
3 x 4.5” rec. flares.
Time up: 21:56. Down: 02:10
Weather 10/10ths cloud, base 7,500ft. Vis. moderate, slight haze. Target traced by Oboe marker. First flares were 2-3 minutes late. Oboe marker also one minute late. Initial marking was not quite as ordered and a long time elapsed before permission given to bomb at H+14, meantime some aircraft had bombed. Released green TI on RSF on Controller’s orders 00:05hrs approx. (after one dummy run), then attacked by fighter for two minutes. Patter between gunners and pilot was seriously impeded by VHF. In spite of this, the gunners succeeded in shooting the fighter down on Controllers instructions. As an anti-climax, our bombs released safe as during attack by enemy aircraft the switch was put in Safe in case we had to jettison, and this was forgotten when bombs were dropped. Controllers instructions on VHF passed on by W/T Spoof yellow TI seen to cascade after attack but quiet useless as a decoy.
12/13 June 1944
Lancaster Mk.III ND589 OF-D Target: POITIERS
Crew: S/L Ingham (Deputy Controller 1) Normal crew..
Bomb Load:2 x flares green/red. 2 x 1 000lb MC. 2 x TI green. 1 x TI yellow. 9 x 7” clusters.
Time up: 22:27. Down: 04:47
Good vis. broken stratus layer at 6,500 ft. Location by H2S. Bombing started by overshooting as markers were a bit scattered and tended to be to port. After large red TI was dropped, bombing improved but some sticks were still scattered far and wide. Oil or petrol explosion at 01:52hrs 300 yards south of large red.
21/22 June 1944
Lancaster Mk.III ND589 OF-D Target: GELSENKIRCHEN
Crew: S/L Ingham (Deputy Controller 1) Normal crew.
Bomb Load: 4 x TI red. 1 x TI yellow No.16. 9 x7” cluster. 2 x flares green/red stars.
Time up: 23:08. Down: 03:29.
10/10th cloud, tops estimated 3,000ft. Target identified by yellow Oboe marker. First Oboe went down at 01:30.5hrs. This was ahead. At 01:32hrs another Oboe went down starboard quarter approx.. 1 ½ miles north of first Oboe, cascading from about 5,000ft, which was confusing as we were not expecting more than one (at H-hour only). Saw one red TI go down some miles north of main cluster. We took over from Controller at 01:20hrs as he was having engine trouble. Ordered Flare Force not to drop flares and sent Marking Force home. . [sic] Ordered Main Force to bomb southerly TI at 01:38.5hrs.
24/25 June 1944
Lancaster Mk.III ND589 OF-D Target: PROUVILLE
Crew: S/L Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 4 x TI red No.16. 1 x TI yellow No.16. 2 x flares red/green stars. 9 x7 x 4.5”clusters.
1x 4.5” rec. flare.
Time up: 22:49. Down: 02:10
No cloud, ground haze, vis. moderate. Target located by yellow Oboe marker. This fell 2 minutes early at 00:10 and a second at 00:11hrs almost together. No Mosquito marking seen except one RSF which appeared momentarily. Controller asked for Mosquitos to mark but nothing happened. Further flares were requested and dropped. No Wanganuis dropped to indicate so second flares were dropped on H2S. At Controller’s request own aircraft dropped two red TI on H2S and backed up with two more on 4th run. Controller ordered bombings on red TI dropped by D/97 – at 00:35hrs approx. Final Cease Bombing signal and order to go home not heard. Over target for 30 minutes.
[Page Break]
4/5 July 1944
Lancaster Mk.III ND589 OF-D Target: ST. LEU D’ESSERENT
Crew: Now [underlined] W/C [/underlined] Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x T1 green. 2 x TI yellow. 5 x 1,000lb MC. 1 x 1,000lb MC (LD)
Time up: 23:30. Down: 03:35
Searchlight belt extended 15 miles approx. further SW, no indication of radar control, attacked by two fighters at 01:10hrs – 49.47N 0135E at 14,00oft and sustained damage to mort mainplane. Handed over to Deputy 2 by W/T – acknowledged 01:16 hrs approx.. Target not attacked.
20/21 July 1944
Lancaster Mk.III PB181 OF-D Target: COURTRAI
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 9 X 7” clusters. 3 X yellow TI No. 16. 2 x Wanganui flares green/red star.
Time up: 23:08. Down: 02:16
Nil cloud, moderate base. First Oboe went down slightly early. Marking very rapid and successful. Bombing at first was a little wide north and south and west. After first few sticks bombing was good. Clouds of smoke tended to obscure markers. Controller called in VBU at 01:00hrs (attack had been ordered 00:57hrs). Some fighter activity.
24/25 July 1944
Lancaster Mk.III PB181 OF-D Target: DONGES
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x7” clusters. 2 x yellow TI No.16. 5 x 1000lb MC (LD 6 hours) 2 x Flares green/red stars.
Time up: 22:42. Down: 03:47
Nil cloud below 16,000ft. Slight haze. Target identified on H2S. Raid opened up with Oboe marker one minute early. Flare illuminated target, marked by Mosquitos, assessed as being 200 yards east of aiming point. This green TI was backed up and produced a concentration of markers round the aiming point. Bombing order given at 01:14hrs. Bombing seemed to be quite concentrated around the green TIs.
25/26 July 1944
Lancaster Mk.III PB181 OF-D Target: STUTTGART
Crew: W/C Ingham Normal Crew.
Bomb Load: 6 x 4 flares white. 2 x TI red LB. 1 x 4,000lb. 4 x 500 lb. 1 x flare green/red.
Time up: 22:00. Down 05:20
8/10ths thick cloud, tops 18,000ft. Vis. moderate. Target located on GPI run. General concentration of TIs was good, mainly red, some greens seen.
31 July 1944
Lancaster Mk.III PB181 OF-D Target: JOIGNY-LAROCHE
Crew: Normal Crew, plus F/Sgt M.H. McBride, Front Gunner.
Bomb Load: 4 x 500lb MC ( ½ hr). 11 x 1,000 LB (1hr).
Time up: 17:20 Down: 23:20
Weather good, no cloud, slight haze. Located target by visual on canal and yards and by TIs. Lax attention to height caused trouble when the two forces divided. A gap of at least 500ft should be left between the two forces. Navigation could be better controlled if the Path Finder Force were not divided. Flying speed after the target was increased above that laid down by 10mph at least. It would be better policy to reduce rather than increase speed after leave the target, to allow formation to close up the straggle due to bombing, and also to allow any aircraft damaged to have a chance to keep up. Landed at Swinderby.
[Page Break]
6 August 1944
Lancaster Mk.III PB133 OF-C Target: BOIS DU CASSON
Crew: Normal
Time up: 09:12. Down 13:59.
There are no individual crew reports for 6/8.44. No Bombs Loads are listed But there is a resume of the operation carried out that day.
[underlined] Weather [/underlined]
Clear, break over target, cumulus tops 15,000ft to 20,000ft in target area.
[underlined] Results [[/underlined]
Crossing English coast Controllers Gee and intercom failed. As planned to home to target on Gee, handed over to G/38 (F/L Drinkall-missing)). [sic] Controller and Deputy changed position, Controller having fixed up poor intercom on 1196 (after 7 minutes) stood by in advisory capacity. About 40 miles inland a big cumulus cloud was lying across track. Deputy descended to 16,000ft and broadcast that he was going to take Force below the cloud. Controller warned him not to go below 15,000ft, and next advised him to turn to starboard. Deputy ordered Force to diverge and dive through cloud. Formation broke up in cloud. On emerging, Main Force were scattered over many miles of sky. There were some attempts to gather into a bunch (or bunches) but impossible to regain proper formation. As a result some aircraft appeared to bomb the primary. The number bombing was not large enough to impede daylight bombing runs and the other bombing of the target that did occur was believed accurate. Other aircraft bombed as best they could with some mistaking pin-points owing to icing troubles and the rush. Attack scattered over a large area.
Aborted : S/97 aborted mission, unable to identify target
Missing J/97 ND 840 (F/O Bucknell)
Opposition encountered: Moderate heavy flak seen. Fighters in target area attacked aircraft which were most dispersed on breaking cloud.
11/12 August 1944
Lancaster Mk.III PB181 OF-D Target: GIVORS
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x red TI No. 16. 2 x yellow TI No . 16. 1 x yelow [sic] TI B22.
2 x Flares green/red. 4 x 1,000lb. 1 x 1 ,000lb (LD)
Time up: 20:39. Down: 05:17
Weather clear. Target located by illuminating flares. Unable to contact Controller so took over controlling. First flares fell two miles east, not illuminating target properly. Flares very scattered, heard green Force Controller ask for reserve flares. Marker Leader requested Wanganui but it did not function as a skymarker and went sraight [sic] down. We postponed H-hour for 5 minutes at 01:00hrs reserve flares then forthcoming, which gave good illumination. First red TI (at 01:012 hrs) assessed as 600 yards south, then second red TI more accurate on aiming point. This was backed up by third red which fell at least 500 yards to west. B/U asked to back up centre TI at 01:07hrs, which promptly went out. This left two inaccurate ones so instructed B/U to drop red directly between two and did so myself at 01:11 hrs. These TIs were subsequently thought to be in marshalling yard itself and were assessed by Marker Leader as 300 yards east of aiming point, so Main Force were ordered to bomb these with zero wind and ignore most westerly red TI, which was not cancelled as main concentration was obvious. Bombing subsequently well concentrated on these, though some ticks overshot to north and south. One or two fires seen. Yellow datum point TI not dropped by us as top pre-occupied as Controller. Landed at Witchford.
14 August 1944
Lancaster Mk.III PB 181 OF-D Target: BREST (Shipping)
Crew: Normal.
Bomb Load: 8 x1,000lb. ANM 65
Time up: 17:44. Down: 22:26
Weather clear, good visibility. Target identified visually. Two of our stick of bombs observed bursting on the cruiser. Tanker was seen burning after the attack. Winds received B3 100/7, B1 200/9, B4 126/5, B5 148/9. Winds sent 150/6 at 20:12hrs. Bombing heading received at 20:16 hrs as 010T.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur Tindall's service and operations
Description
An account of the resource
A list of aircraft, operations and details of each operation undertaken by Arthur Tindall.
Format
The file format, physical medium, or dimensions of the resource
Ten typed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany--Berlin
Germany--Rendsburg
Germany--Stuttgart
Germany--Leipzig
Germany--Kassel
Germany--Cologne
Germany--Frankfurt am Main
Germany--Augsburg
France--Laon
Germany--Munich
Germany--Schweinfurt
Norway--Kjeller
France--Normandy
France--Argentan
France--Poitiers
Germany--Gelsenkirchen
France--Abbeville
France--Oise
France--Donges
France--Joigny
France--Paris
France--Givors
France--Brest
Great Britain
England--Cambridgeshire
England--Lincolnshire
Belgium--Kortrijk
Germany--Hannover
Germany--Braunschweig
France--Étampes (Essonne)
France--Saint-Pierre-du-Mont (Landes)
France
Germany
Belgium
Norway
Germany--Ruhr (Region)
Identifier
An unambiguous reference to the resource within a given context
MTindallAJ173966-150815-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-06
1944-07
1944-08
1944-06-05
1944-06-06
1944-06-24
1944-06-25
Contributor
An entity responsible for making contributions to the resource
Claire Monk
44 Squadron
635 Squadron
83 Squadron
97 Squadron
aircrew
anti-aircraft fire
bombing
bombing of Kassel (22/23 October 1943)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Distinguished Flying Cross
flight engineer
Gee
H2S
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Pathfinders
RAF Coningsby
RAF Swinderby
RAF Witchford
target indicator
V-weapon
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1530/30516/NCookOG160315-02.2.pdf
1b96a1460d827b27f9a9abe7a709050b
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
Cook, Oliver
O G Cook
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
2016-08-15
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
Cook, OG
Description
An account of the resource
Seven items. The collection concerns Oliver Cook (1924 -2017, 1811008 Royal Air Force) and contains newspaper cuttings and photographs.
The collection has been donated to the IBCC Digital Archive by Mr Cook and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[missing words and letters]ylight
Targets-oil, rails
MORE than 1,300 Liberators and Flying Fortresses attacked Germany’s oil targets, tank plants and railyards yesterday following a [underlined] night of heavy attacks by the R.A.F on the railway and industrial centres of Nuremberg and Wurzberg [sic]. [/underlined]
In these two towns large fires were left burning, and Berlin and Hanau were also attacked. Thirty R.A.F bombers are missing from the night raid, in which nine enemy aircraft were destroyed.
The objectives of yesterday’s U.S. bombers’ attack included synthetic oil plants at Bohlen and Ruhland, a benzol plant at Moblis, a tank factory at Hanover, and marshalling yards at Munster.
Germany announced yesterday afternoon that enemy bombers were then over Dortmund and Bielefeld.
Examination of the photographs taken after the daylight attack on the railway viaduct at Bielefeld, against which the R.A.F.s new ten-ton bomb was used for the first time, show the damage to be even more complete than was at first realised, says the Air Ministry.
As the result of the ten-ton bomb attack two viaducts were wrecked over a length of more than 10[missing number] yards – nearly one-third of th[missing letter] overall length of the structure.
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
Attack on oil targets
Description
An account of the resource
Gives account of attacks on oil targets, tank yards and railyards in Nuremburg and Wurzburg by bomber command and United States Army Air Force. goes on to mention other operations including use of ten-ton bomb at Bielefeld..
Format
The file format, physical medium, or dimensions of the resource
One newspaper cutting
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
NCookOG160315-02
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
United States Army Air Force
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Nuremberg
Germany--Würzburg
Germany--Berlin
Germany--Hanau
Germany--Hannover
Germany--Münster in Westfalen
Germany--Dortmund
Germany--Bielefeld
Germany--Ruhr (Region)
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 Baldwin
bombing
Grand Slam
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1766/31210/LReadAW50611v1.2.pdf
939def25b9bc43026e42a11a140eab72
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
Read, Aubrey William
Read, A W
Description
An account of the resource
34 items. The collection concerns Flying Officer Aubrey Read (1920 - 1943, 627232, 50611 Royal Air Force) and contains his log book, photographs and documents. He flew operations as a a wireless operator with 106 Squadron and was killed 26 November 1943. <br />The collection has been donated to the IBCC Digital Archive by David Leitch and catalogued by Trevor Hardcastle. <br /><br />Additional information on Aubrey read is available via the <a href="https://losses.internationalbcc.co.uk/loss/119409/">IBCC Losses Database.</a>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Read, AW
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-01-07
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
Aubrey Read’s RAF observer’s and air gunner’s flying log book
Description
An account of the resource
Flying Officer Aubrey Read’s RAF Observer’s and Air Gunner’s Flying Log Book from 30/9/42 to 26/11/43, detailing training and operations as a Wireless Operator/Air Gunner. Based at RAF Walney Island (aka RAF Barrow in Furness) (No. 10 Air Gunnery School), RAF Yatesbury (No. 2 Signals School), RAF Saltby and RAF Cottesmore (14 OTU), RAF Wigsley (1654 Conversion Unit), RAF Syerston and RAF Metheringham (106 Squadron). Aircraft flown: Dominie, Proctor, Defiant, Wellington IC, Manchester, Lancaster I and Lancaster III. Records a total of 23 night operations (plus three returned early), final entry reads “Bombing - Berlin failed to return”. Targets in Germany and Italy are: Berlin, Bochum, Cologne, Essen, Gelsenkirchen, Gulf of Danzig, Hamburg, Hanover, Kassel, Krefeld, Leverkusen, Mannheim, Milan, Mulheim, Munich, Nurnburg, Oberhausen, Peenemunde and Remscheid. His pilot on operations was Flying officer Hoboken, with second pilots Flight Sergeant Cheney, Sergeant Holburn and Flying officer Banfield.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-09-30
1943-11-26
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
LReadAW50611v1
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
Great Britain
Italy
Atlantic Ocean--Baltic Sea
England--Cumbria
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
England--Wiltshire
Italy--Po River Valley
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kassel
Germany--Krefeld
Germany--Leverkusen
Germany--Mannheim
Germany--Mülheim an der Ruhr
Germany--Munich
Germany--Nuremberg
Germany--Oberhausen (Düsseldorf)
Germany--Peenemünde
Germany--Remscheid
Italy--Milan
Germany--Hannover
Germany--Ruhr (Region)
Poland--Gdańsk
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-06-12
1943-06-13
1943-06-14
1943-06-15
1943-06-16
1943-06-17
1943-06-21
1943-06-22
1943-06-23
1943-07-08
1943-07-09
1943-07-10
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-07-31
1943-08-02
1943-08-03
1943-08-07
1943-08-08
1943-08-09
1943-08-10
1943-08-12
1943-08-13
1943-08-17
1943-08-18
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-09-22
1943-09-23
1943-09-27
1943-09-28
1943-09-29
1943-09-30
1943-10-02
1943-10-03
1943-10-04
1943-10-22
1943-10-23
1943-11-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
106 Squadron
14 OTU
1654 HCU
Air Gunnery School
aircrew
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
Bombing of Peenemünde (17/18 August 1943)
Defiant
Dominie
Heavy Conversion Unit
killed in action
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Manchester
mine laying
missing in action
Operational Training Unit
Proctor
RAF Barrow in Furness
RAF Cottesmore
RAF Cranwell
RAF Elsham Wolds
RAF Metheringham
RAF Saltby
RAF Syerston
RAF Walney Island
RAF Wigsley
RAF Yatesbury
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38312/S102SqnRAF19170809v10006.2.pdf
962c58b2f564a417acc1720c99f2e0f6
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
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. Notes that he was the first Ceylonese Commander of the Royal Ceylon Air Force and he died in 1974.
Creator
An entity primarily responsible for making the resource
Charles M Ameresekere
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
1962
1970
1974-03-20
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--Saarbrücken
Germany--Düsseldorf
Germany--Dortmund
Germany--Chemnitz
England--Huntingdonshire
Germany--Hannover
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
Four page printed document
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
Identifier
An unambiguous reference to the resource within a given context
S102SqnRAF19170809v10006
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/1587/26762/Wright BC.1.pdf
7e1547f91266cd6b0ec39303f249e6a3
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
Wright, Barry Colin
B C Wright
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
2020-01-28
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
Wright, BC
Description
An account of the resource
Twenty-five items. Sergeant Barry Colin Wright CGM (1627924) flew an operational tour as a flight engineer on Lancaster with 103 and 166 Squadrons. The collection contains flying logbook, certificate of service and release, documents. letters, newspaper cuttings and photographs. He was badly wounded on an operation to Leipzig 19/20 February 1944.
The collection has been donated to the IBCC Digital Archive by MD Wright 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
Barry Wright’s navigator’s air bomber’s and air gunner’s flying log book
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
LWrightB1627924v1
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
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Poland
Atlantic Ocean--Baltic Sea
England--Lincolnshire
England--Nottinghamshire
England--Yorkshire
Germany--Berlin
Germany--Braunschweig
Germany--Frankfurt am Main
Germany--Hagen (Arnsberg)
Germany--Hannover
Germany--Kassel
Germany--Leipzig
Germany--Ludwigshafen am Rhein
Germany--Magdeburg
Germany--Mannheim
Germany--Munich
Poland--Szczecin
Wales--Vale of Glamorgan
Germany--Mönchengladbach
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1943-08-30
1943-09-03
1943-09-04
1943-09-05
1943-09-06
1943-09-22
1943-09-23
1943-09-24
1943-09-27
1943-09-28
1943-10-01
1943-10-02
1943-10-03
1943-10-04
1943-10-18
1943-10-19
1943-10-22
1943-11-23
1943-11-24
1943-11-26
1943-11-27
1943-12-02
1943-12-03
1943-12-04
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-23
1943-12-24
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-20
1944-01-21
1944-01-22
1944-01-23
1944-01-27
1944-01-28
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
Description
An account of the resource
Navigator’s air bomber’s and air gunner’s flying log book for B C Wright, flight engineer, covering the period from 11 July 1943 to 29 May 1946. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF St Athan, RAF Lindholme, RAF Elsham Wolds, RAF Kirmington, RAF Hemswell, and RAF Ossington. Aircraft flown in were Halifax, Oxford, Lancaster, Tiger Moth, Wellington, and York. He flew a total of 25 night operations, 3 with 103 squadron and 22 with 166 squadron. Targets were Mönchengladbach, Berlin, Mannheim, Hannover, Hagen, Munich, Ludwigshafen, Kassel, Leipzig, Frankfurt, Stettin, Brunswick and Magdeburg. His pilot on operations was Pilot Officer Catlin.
103 Squadron
1656 HCU
166 Squadron
aircrew
bombing
bombing of Kassel (22/23 October 1943)
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Me 110
Oxford
RAF Elsham Wolds
RAF Hemswell
RAF Kirmington
RAF Lindholme
RAF Ossington
RAF St Athan
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1901/35234/NRobertsEJH170712-04.1.jpg
1fc4cf0d73395dfde005674c58bf88d3
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
[underlined] LATE WAR NEWS [/underlined]
FRIDAY, MAY 5, 1944
BATTLE OF FRANCE STARTS IN AIR
Massed Nazi Tanks Wiped Out in Great Raid.
By COLIN BEDNALL, Air Correspondent
A PRE-INVASION aerial battle of France, in which fantastic moonlight dog-fights not only between fighters and bombers but between the first-line fighters of both sides may be seen, has been precipitated by Wednesday’s night operations of R.A.F. Bomber Command.
Large numbers of German tanks and military vehicles expressly marshalled to fight on a wide stretch of the enemy’s Western lines are believed to have been destroyed under a 1,500-tons attack.
Following immediately upon the devastation of so many railway marshalling centres behind the Western lines, the challenge offered by the heavy bombers could no longer be ignored by the enemy.
With fighter reinforcement temporarily borrowed from the defence of Germany proper, he fought for the attacked depots with ferocity equalling that seen in attacks on Berlin itself.
The R.A.F. loss of 49 aircraft during the night must be regarded as above the average for all forms of bombing operations.
The R.A.F. will be certain to reply to the enemy’s offer of battle. It can turn bombers and intruders upon the airfields from which the enemy fighters are operating.
And as for the next week or so it will be attacking in moonlight it should be possible to provide an actual fighter escort for the night bombers.
In this respect the attacks on France present a different proposition to the long journeys into Germany on dark nights when the difficulties of maintaining contact between a fighter escort and a long-strung-out bomber force would be great.
In switching his fighters to the defence of the invasion targets in France the enemy has obviously decided to gamble on the R.A.F. main bomber forces staying out of Reich territory while the moon is up.
Mosquitoes can be expected to maintain the bombing offensive there during the moonlight period, but, generally, it is just a waste of time for any enemy fighter to try to catch a Mosquito at night.
[underlined] FEW ESCAPE [/underlined]
A reconnaissance aircraft had located the tank concentration at a military depot at Mailly, near Rheims. The new “night precision” technique was employed to place the great bomb load squarely across this depot despite the fierce opposition.
It is believed that the tanks and vehicles were parked down in the depot a few hours before the attack took place, and there is little likelihood that men or materials survived it.
A pitched battle was fought over this target, with our bombers making their runs with unfailing precision through dog-fights lighted by the moon, fighter flares, and target indicators.
Soon a pall of smoke covered the whole area of the depot, and violent explosions were seen.
One pilot saw the biggest explosion of his career, with flames going up to a thousand feet.
More battles were fought as the armada sped home.
Of the bombing, Sergeant C. Duthoit, of Burnley, said: “I saw our 4,000-pounder go off, taking a large building with it and throwing a mass of debris into the air.”
[underlined] ARMS DUMP HIT [/underlined]
Aircraft stores and equipment at Montdidier, 23 miles south-east of Amiens, an ammunition dump at Chateaudun, north-west of Orleans, which was exploding for 35 minutes, and the chemical and explosive centre at Ludwigshaven, in the Upper Rhineland, were also heavily attacked.
Our bombers were sent out in “great strength” which probably means nearly 1,000.
These great night attacks dove-tailed into new day raids and with attacks from east and south on vital centres of Hitler’s invasion belt.
Yesterday an armada of planes based in Britain, including Fortresses, struck at railways and other war targets in many parts of Northern France.
Others bombed an airfield in Holland and pierced the German frontier as far as the Hanover-Brunswick area. The Holland force shot down nine fighters for the loss of three.
During the night Allied bombers pin-pointed railway targets at Bucarest, [sic] Rumanian capital. Others smashed viaducts and bridges on the Riviera railway from Marseilles through Vintimiglia [sic] to Spezia, causing particular damage at Ventimiglia.
And far to the east, as zero hour looms for the new offensive, the Red Air Force has been hammering at enemy railway junctions and aerodromes on their invasion belt from the Black Sea to Lvov and Stanislavov and down to Rumania. Here their air blows link up with the British and American attacks.
Air Squeeze on the Axis
[map of Europe]
MAP shows how the triangular bombing blows from east, west, and south are hammering at the Axis war potential. From Russia key German air defence points in Rumania and pre-war Poland were hit on Wednesday night, while Allied bombers based in this country kept up the non-stop attack on military and aircraft installations in France and Germany. At the same time Italy-based bombers struck again at Bucarest. [sic]
‘INVASION DECISION PUT OFF’
Says Goebbels
THE assertion that the Allied leaders are postponing taking a decision on the invasion of Europe is made by Goebbels in his weekly article Das Reich, quoted by the German Official News Agency.
Every day and night, he admits, the Germans take invasion precautions. He also admits Allied air superiority, but claims that the German fighter plants have been moved to places where they cannot be hit. He says:-
“The present chances of either side are not clear as long as the decisive factors of future developments remain undefined.
“As long as the air war had led to no decision, and as long as the opening of the second front remains a war of nerves, the war itself still remains an open question.
“However, the enemy knows as well as we do that both factors harbour as many dangers for him as for us. The enemy cannot afford a defeat in the one or the other without losing his last chance of victory.
“It is not without reason that both London and Washington are again and again postponing the decision which, once taken, is irrevocable.
‘We Have Some Trumps’
“Not only has the enemy had time enough to prepare an invasion, but so have we to repel it.
“We still hold some trumps. Behind the fortifications which are known, there are hidden a great number of unknown preparations. If the enemy troops envisage the invasion on the lines described in London papers, or by General Montgomery, they can only be pitied.
“The Anglo-Americans place their hopes mainly on their present air superiority. We do not dispute that by any means. We refuse, however, as a great error the thesis that the enemy has eliminated our fighter weapon, or that there is a chance of achieving such a result.
“The example of Cassino has, moreover, proved that air bombardments, however massive, are by no means sufficient to pierce a firm defensive line.” – B.U.P.
ALLIED ‘SEA, AIR BATTLE’
Signals Failed
From Daily Mail Correspondent
SYDNEY, Thursday. – Details of the accidental clash between Allied ‘planes and warships, in which two patrol ships were wrecked and two ‘planes shot down, show that the incident began when a patrol boat in difficulty off Northern New Guinea was attacked by fighters from the Solomons.
One fighter was shot down, but the ‘planes returned with reinforcements. A second patrol ship came to the aid of the first: both were attacked, and a second ‘plane was shot down.
This is the seventh clash between friendly forces in recent weeks. A failure in recognition signals is blamed.
Red Army’s ‘Hush-hush’ Battles
Big Axis Losses
MOSCOW, Thursday.
THOUSANDS of Germans and Rumanians are dying in officially unrecorded battles near Jassy and in the foothills of the Carpathian Mountains.
Every day the enemy launches counter-attacks here, but they fail to gain ground, according to latest despatches from the Second Ukrainian front.
Although these sharp local engagements are not mentioned in Soviet communiques the battlefields are strewn with wrecked tanks, burnt-out lorries, and shattered guns.
Air Mastery
Soviet troops have penetrated deep into the foothills and along the valleys and tracks leading to the main passes, and experienced Red Army mountaineers are carrying heavy boxes of munitions and food supplies up to the forward positions.
Simultaneously the Soviet air offensive is gathering force in its softening-up of the German rear communications from Rumania to the Polish border region.
Great fleets of planes are bombing German troop concentrations, rail junctions, and airfields on an increasing number of key sectors.
The Soviet communique to-night again reported “no important changes,” but told of another mass air raid on Sebastopol, which caused ten fires in arms dumps and heavy losses in manpower to the Germans.
Berlin is expecting a new Sebastopol blow. The German commentator, Colonel von Hammer, said to-night that the Russian preparations for launching a great offensive in that area are going ahead rapidly. – B.U.P. and Reuter.
LATEST
GERMANS ADMIT RUSSIAN SUCCESS
The Germans admitted last night that the Russians had won temporary possession of a sector on the Sereth front. – Reuter.
NEW ROMMEL TOUR
Rommel is on a tour of inspection of the Mediterranean Coastal Defences, the German News Agency said last night. – Reuter.
S. AFRICA AIRPORT
Details of a new airport, complete with the most modern equipment, built by the Fleet Air Arm, were released yesterday. The airfield, called “Malagas,” is within a few miles of Capetown and cost nearly £4,000,000. – A.P.
[article on food facts]
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
Battle of France Starts in the Air
Description
An account of the resource
A report on RAF operations over France. The tank depot at Mailly was attacked as were railways, aircraft stores and an ammunition dump.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-05-05
Spatial Coverage
Spatial characteristics of the resource.
France--Mailly-le-Camp
France--Montdidier (Hauts-de-France)
France--Amiens
France--Reims
Great Britain
England--Burnley
France--Châteaudun
France--Orléans
Germany--Ludwigshafen am Rhein
Germany--Hannover
Germany--Braunschweig
Romania--Bucharest
Italy--Ventimiglia
Ukraine--Lʹviv
Ukraine--Stanislav
Italy
France
Germany
Ukraine
Romania
England--Lancashire
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 newspaper cutting
Identifier
An unambiguous reference to the resource within a given context
NRobertsEJH170712-04
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.
1944-05-03
B-17
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Hitler, Adolf (1889-1945)
Mosquito
propaganda