1
25
42
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1979/45240/LEdmondsonF[Ser -DoB]v1.pdf
7a146889b699c1463fdc89e5e893e97b
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
Edmondson, Eddie
Fred Edmondson
F Edmondson
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
2017-11-03
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
Edmondson, F
Description
An account of the resource
8 items. The collection concerns Sergeant Fred 'Eddie' Edmondson (Royal Air Force) and contains his log book and photographs. He flew operations as a flight engineer and bomb aimer with 35 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Ron and Catherine Eccles and catalogued by Lynn Corrigan.
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
Fred 'Eddie' Edmondson's navigator's, air bomber's and air gunner's flying log book
Description
An account of the resource
Navigator's, air bomber's and air gunner's flying log book for Fred 'Eddie' Edmondson, flight engineer and bomb aimer, covering the period 20 March 1944 to 18 April 1945, detailing his training and operations flown. He was stationed at 1663 Heavy Conversion Unit RAF Rufforth, 77 Squadron RAF Elvington, 78 Squadron RAF Breighton, 1652 Heavy Conversion Unit RAF Upwood, 35 Squadron and RAF Graveley. Aircraft flown in were Halifax and Lancaster, He flew a total of 57 operations including 26 night and 31 day operations with 35 Squadron. Targets were, Kiel, Stuttgart, Caen, Bois de Cassan, Trossy St. Maximin, Acquet, Forêt de Nieppe, Falaise, Le Culot, Stettin, Emden, Le Havre, Wanne Eickel, Calais, Cap Griz Nez, Dortmund, Duisburg, Wilhelmshaven, Essen, Walcheren, Westkapelle, Oberhausen, Gelsenkirchen, Freiburg, Urft dam, Leuna oil plant, Ulm, Cologne, St. Vith, Rheydt, Bonn, Mannheim, Mainz, Dresden, Chemnitz, benzol plant at Borttrod-Stinnes, oil plant at Heide-Hemmingstedt, Gladbeck, Munster, Nordhausen, Hamburg, Bayreuth, Potsdam and Helgoland. His pilot on 56 operations was Flight Lieutenant L B Lawson and for one was Wing Commander L E Good. In 29 operations Eddie was flight engineer and in 28 was bomb aimer and flight engineer.<br /><br /><span data-contrast="auto" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW66706776 BCX0"><span class="NormalTextRun SCXW66706776 BCX0">This item was sent to the IBCC Digital Archive already in digital form. No </span><span class="ContextualSpellingAndGrammarError SCXW66706776 BCX0">better quality</span><span class="NormalTextRun SCXW66706776 BCX0"> copies are available.</span></span>
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-30
1944-07-31
1944-08-03
1944-08-04
1944-08-05
1944-08-06
1944-08-14
1944-08-15
1944-08-16
1944-08-17
1944-09-06
1944-09-10
1944-09-11
1944-09-12
1944-08-15
1944-08-16
1944-09-20
1944-09-25
1944-09-26
1944-10-06
1944-10-07
1944-10-14
1944-10-15
1944-10-16
1944-10-22
1944-10-23
1944-10-28
1944-10-29
1944-11-01
1944-11-02
1944-11-06
1944-11-27
1944-11-28
1944-11-29
1944-12-04
1944-12-06
1944-12-07
1944-12-17
1944-12-18
1944-12-23
1944-12-26
1944-12-27
1944-12-28
1944-12-29
1944-12-30
1945-01-02
1945-01-03
1945-01-22
1945-02-23
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-13
1945-02-14
1945-02-15
1945-02-20
1945-02-21
1945-02-27
1945-03-01
1945-03-15
1945-03-20
1945-03-21
1945-03-24
1945-03-25
1945-04-03
1945-04-08
1945-04-09
1945-04-11
1945-04-14
1945-04-15
1945-04-08
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--North Sea
Belgium
France
Germany
Germany--Ruhr (Region)
Great Britain
Netherlands
Belgium--Beauvechain
Belgium--Saint-Vith
France--Abbeville Region
France--Auxi-le-Château
France--Caen
France--Calais
France--Creil
France--Falaise
France--L'Isle-Adam
France--Le Havre
Germany--Bayreuth
Germany--Bonn
Germany--Bottrop
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dresden
Germany--Duisburg
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Freiburg im Breisgau
Germany--Gelsenkirchen
Germany--Gladbeck
Germany--Hamburg
Germany--Heide (Schleswig-Holstein)
Germany--Helgoland
Germany--Kiel
Germany--Leuna
Germany--Mainz (Rhineland-Palatinate)
Germany--Mannheim
Germany--Münster in Westfalen
Germany--Nordhausen (Thuringia)
Germany--Oberhausen (Düsseldorf)
Germany--Potsdam
Germany--Rheydt
Germany--Stuttgart
Germany--Ulm
Germany--Urft Dam
Germany--Wanne-Eickel
England--Cambridgeshire
England--Yorkshire
Netherlands--Walcheren
Netherlands--Westkapelle
Poland--Szczecin
France--Nieppe Forest
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
LEdmondonF[Ser#-DoB]v1
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
Lynn Corrigan
1652 HCU
1663 HCU
35 Squadron
77 Squadron
78 Squadron
aircrew
bomb aimer
bombing of Dresden (13 - 15 February 1945)
bombing of Helgoland (18 April 1945)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Trossy St Maximin (3 August 1944)
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Breighton
RAF Elvington
RAF Graveley
RAF Marston Moor
RAF Rufforth
RAF Upwood
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40437/MRoyallGL1801494-220420-17.2.jpg
078174283482566665fda6283263bf3b
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
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
List of operations
Description
An account of the resource
Hand written details of nine operations to Germany, titled 'Re:- Campaign Medals'. Notes on some other operations are also given. There is a file reference in the upper left corner and a private address in the upper right.
Date
A point or period of time associated with an event in the lifecycle of the resource
1948-09-27
Temporal Coverage
Temporal characteristics of the resource.
1945-03
1945-04
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Paderborn
Great Britain
England--London
England--Lincolnshire
Netherlands
Germany--Giessen (Hesse)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
One-page handwritten document
Identifier
An unambiguous reference to the resource within a given context
MRoyallGL1801494-220420-17
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
166 Squadron
bombing
Operation Manna (29 Apr – 8 May 1945)
RAF Kirmington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40432/LRoyalGL1801494v1.2.pdf
2726eea8a678195567a3a972b0120d0a
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
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Royall's observer'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
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending review
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
Identifier
An unambiguous reference to the resource within a given context
LRoyalGL1801494v1
Description
An account of the resource
George Royall's log book, detailing his RAF flying from September 1943 to November 1945. It records his training as an observer, gunner and bomb aimer, initially at 48 and 42 Air Schools in South Africa. It then records his flying training with 8 Observer Advanced Flying Unit at RAF Mona, 10 Operational Training Unit at RAF Abingdon and finally 1667 Heavy Conversion Unit at RAF Sandtoft. His log book then records his flying with 166 Squadron at RAF Kirmington. This comprises nine bombing operations to Germany, numerous training and practice sorties in Britain and three round trips for Operation Dodge. His pilot on operations was Flight Lieutenant Mansfield.
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
Terry Hancock
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Brigg
England--Crowle
England--Oxfordshire
England--Oxford
Wales--Anglesey
Germany
Germany--Giessen (Hesse)
Germany--Hanau
Germany--Hannover
Germany--Hamburg
Germany--Nuremberg
Germany--Kiel
Germany--Nordhausen (Thuringia)
Germany--Paderborn
South Africa
South Africa--Port Elizabeth
Temporal Coverage
Temporal characteristics of the resource.
1943-09
1943-10
1943-11
1943-12
1944
1945
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-11-06
10 OTU
166 Squadron
1667 HCU
Advanced Flying Unit
air gunner
aircrew
Anson
bomb aimer
bombing
Cook’s tour
Halifax
Heavy Conversion Unit
Ju 88
Lancaster
observer
Operation Dodge (1945)
Operation Exodus (1945)
Operational Training Unit
Oxford
RAF Abingdon
RAF Kirmington
RAF Mona
RAF Sandtoft
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2182/40417/LNyeAF1877081v1.1.pdf
bbac32c5eb0cd498d238800ddaebea47
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
Nye, Albert Frederick
Description
An account of the resource
171 items. The collection concerns Albert Frederick Nye (b. 1925, 1877087 Royal Air Force) and contains his log book, service documents and photographs. He flew operations as an air gunner with 207 Squadron before being posted overseas. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2237">album of his service life in India.</a><br /><br />The collection has been donated to the IBCC Digital Archive by Lynn Corrigan and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-03-03
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
Nye, AF
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Navigator’s, air bomber’s and air gunner’s flying log book for Albert Frederick Nye
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for Albert Frederick Nye form 13 May 1944 to 31 May 1945. Detailed training schedule, instructional duties and operations flown. Training was undertaken at 10 AGS RAF Barrow, RAF Bitteswell, RAF Winthorpe Notts and RAF Syerston Notts. Operations were all undertaken from RAF Spilsby, Lincolnshire with 207 Squadron. Aircraft flown during training were the Anson, Wellington, Stirling and Lancaster Marks I and III. All operational flights were in the Lancaster Mark III. Albert, ‘Bert’, undertook 18 operations with 207 Squadron as a mid upper gunner. Of the 18 operational flights 14 were night flights and 4 day flights. The operations, all in Germany, were: Siegen, Karlsruhe, Politz, Dresden, Rositz, Bohlen, Gravenhorst, Ladbergen, Essen, Lutzkendorff, Wurzberg, Bohlen, Wesel, Nordhausen, Molbis, Leipzig, Pilsen, Flensberg. His pilot on all the operations was Flight Officer ‘Bob’ Halewood, an Australian. Following his final operational flight Bert partook in the repatriation of prisoners of war from Brussels and a flight disposing of incendiaries. Bert was assessed as being ‘an average type’ but he had ‘taken some exceptionally good films on cine camera’.
Identifier
An unambiguous reference to the resource within a given context
LNyeAF1877081v1
Temporal Coverage
Temporal characteristics of the resource.
1945-02-01
1945-02-02
1945-02-03
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-19
1945-02-20
1945-02-21
1945-02-24
1945-03-11
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-03-20
1945-03-21
1945-03-23
1945-03-24
1945-04-04
1945-04-23
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
England--Lincolnshire
Germany
Germany--Ruhr (Region)
Germany--Siegen
Germany--Karlsruhe
Germany--Dresden
Germany--Altenburg (Thuringia)
Germany--Leipzig
Germany--Hörstel
Germany--Ladbergen
Germany--Essen
Germany--Wettin
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Germany--Leipzig
Germany--Flensburg
Germany--Borna (Leipzig)
Poland
Poland--Police (Województwo Zachodniopomorskie)
Czech Republic
Czech Republic--Plzeň
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
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
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
1661 HCU
207 Squadron
29 OTU
air gunner
Air Gunnery School
aircrew
Anson
bomb aimer
bombing
bombing of Dresden (13 - 15 February 1945)
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Operation Exodus (1945)
Operational Training Unit
RAF Barrow in Furness
RAF Bitteswell
RAF Spilsby
RAF Syerston
RAF Winthorpe
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40413/SRoyallGL1801494v10018.1.jpg
b759f7d6eefa56ad821348425febb9c7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40413/SRoyallGL1801494v10019.1.jpg
5275d3e671978e1a62850d2da4c92144
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40413/SRoyallGL1801494v10020.1.jpg
e6ad68f8f5fb8aadfbba0fbcba7edfa7
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
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
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
Extracts from George Royall's observer's and air gunner's flying log book
Description
An account of the resource
<p>Nine images on three sheets of selected pages from George Royall's log book, each showing a double page spread.<span class="Apple-converted-space"> </span></p>
<p>The three images on the first sheet cover nine bombing operations as well as training and air test flights. Each image has the operational targets listed alongside.</p>
<p>The three images on the second sheet cover air tests and flights for Operations Dodge and Exodus.</p>
<p>Two images on the third sheet cover flights for Operation Dodge. The third image shows accumulated flying hours. <span>His pilot on operations was Flight Lieutenant Mansfield.</span></p>
Creator
An entity primarily responsible for making the resource
G Royall
Temporal Coverage
Temporal characteristics of the resource.
1945-03
1945-04
1945-06
1945-08
1945-09
1945-10
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Germany--Halle an der Saale
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Paderborn
Great Britain
England--Cambridgeshire
England--Lincolnshire
England--Norfolk
England--Tibenham
Italy
Italy--Pomigliano d'Arco
Germany--Hannover
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
Photograph
Text. Log book and record book
Text
Format
The file format, physical medium, or dimensions of the resource
Nine b/w photographs mounted on three pages
Is Part Of
A related resource in which the described resource is physically or logically included.
Royall, George. No 166 Squadron
Identifier
An unambiguous reference to the resource within a given context
SRoyallGL1801494v10018, SRoyallGL1801494v10019, SRoyallGL1801494v10020
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
166 Squadron
aircrew
bomb aimer
bombing
Cook’s tour
Lancaster
Operation Dodge (1945)
Operation Exodus (1945)
RAF Kirmington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2228/40327/LWardHVT1150434v1.1.pdf
d26941ce58ca4ae2481c2ea9c4d4b217
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
Ward, Hugh Vivian Toms
Ward, HVT
Description
An account of the resource
38 items. The collection concerns Hugh Vivian Toms Ward (b. 1917, 1150434 Royal Air Force) and contains his log book, photographs, drawings and documents and an album. He flew operations as a flight engineer with 44 and 463 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Patricia McCabe and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-02-11
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
Ward, HVT
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
Hugh Ward's Royal Air Force observer's and air gunner's flying log book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
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
LWardHVT1150434v1
Description
An account of the resource
<p>Observer's and air gunners flying log book for Warrant Officer HVT Ward, flight engineer, from 15 September 1942 to 9 September 1945. Detailing his training schedule, operations flown and instructional duties. He was stationed at: RAF St. Athan, RAF Waddington, RAF Wigsley, RAF Syerston and RAF Skellingthorpe.<span class="Apple-converted-space"> </span>Ward flew in the following aircraft: Oxford, Manchester, Lancaster Mk1 and Mk 3, Halifax and Stirling. As a flight engineer he carried out 34 operations, 26 night time operations with 44 Squadron followed by a second tour of<span class="Apple-converted-space"> </span>four daylight and four night time operations with 463 Squadron. Targets were (in order): Genoa, Hamburg, Turin, Stuttgart, Mannerheim, [sic] Nienburg, Gronde river (Gardening), Duisburg, Essen, Berlin, Düsseldorf, Lorient, Milan, Wilhelmshaven, Nürnberg [sic] (Nuremberg), St, Nazaire, Lutzkeneron [sic], Würzburg, Bremen, Wesel, Frage [sic], Nordhausen, Komutov [sic], Juvencourt [sic] (Juvancourt). His pilots on operations were: Pilot Officer Walker, Flight Sergeant Elger, Flight Lieutenant Walker, Flying Officer Riggs and Flying Officer Findlay. In between tours he served as a flight engineer instructor on1661 Conversion Unit, 1654 Conversion Unit and No. 5 Lancaster Finishing School. Ward also took part in Operation Exodus and a Cooks Tour. Ward's log book also records his time spent in a Link Trainer and his time at the controls of an aircraft. After the war he joined the Royal Auxiliary Air Force and flew in Auster aircraft as an air observation post with pilot Captain Huggins.</p>
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
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
Czech Republic--Chomutov
France
France--Aube
France--Gironde Estuary
France--Lorient
France--Saint-Nazaire
Germany
Germany--Berlin
Germany--Bremen
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Hamburg
Germany--Mannheim
Germany--Nienburg (Lower Saxony)
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Ruhr (Region)
Germany--Stuttgart
Germany--Wesel (North Rhine-Westphalia)
Germany--Wilhelmshaven
Germany--Würzburg
Great Britain
England--Lincolnshire
England--Nottinghamshire
Wales--Glamorgan
Italy--Genoa
Italy--Milan
Italy--Turin
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Temporal Coverage
Temporal characteristics of the resource.
1942-11-06
1942-11-07
1942-11-09
1942-11-13
1942-11-14
1942-11-19
1942-11-20
1942-11-22
1942-11-23
1942-12-06
1942-12-07
1942-12-08
1942-12-09
1942-12-10
1942-12-17
1942-12-29
1943-01-08
1943-01-13
1943-01-16
1943-01-17
1943-01-18
1943-01-23
1943-02-04
1943-02-05
1943-02-13
1943-02-14
1943-02-15
1943-02-16
1943-02-17
1943-02-18
1943-02-25
1943-02-26
1943-02-28
1943-03-01
1943-03-02
1943-03-03
1943-03-05
1943-03-08
1943-03-09
1944
1945-03-12
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-03-22
1945-03-23
1945-03-24
1945-03-27
1945-04-04
1945-04-19
1945-04-20
1945-05-06
1654 HCU
1661 HCU
44 Squadron
463 Squadron
aircrew
bombing
Cook’s tour
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Manchester
mine laying
Operation Exodus (1945)
Oxford
RAF St Athan
RAF Syerston
RAF Waddington
RAF Wigsley
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1706/38586/LWebsterE2210797v1.1.pdf
4dcaeec521f934426817a50ddf7c359f
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
Webster, Edward
Webster, E
Description
An account of the resource
18 items. The collection concerns Edward Webster (2210797 Royal Air Force) and contains his log book, objects, documents and photographs. He flew operations as a flight engineer with 61 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Margaret Diane Butler and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-21
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
Webster, E
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
Edward Webster's Royal Air Force navigator’s, air bomber’s, air gunner’s and flight engineer’s flying log book
Description
An account of the resource
E Webster’s Flight Engineers Flying Log Book covering the period 3 August 1944 to 4 April 1945. Detailing his flying training and operations flown as flight engineer. He was stationed at RAF Wigsley (1654 HCU), RAF Syerston (5 Lancaster Finishing School) and RAF Skellingthorpe (61 Squadron). Aircraft flown in were Stirling and Lancaster. He flew 21 night operations and 12 day operations with 61 Squadron, total 33. Targets were Chatellerault, Givors, Russelheim, Brest(2), Gilze Rijen, L’Isle Adam, Le Havre, Darmstadt, Stuttgart, Bremerhaven, Rheydt, Wilhelmshaven, Flushing, Bergen, Homberg, Ladbergen (3), Munich, Uft Dam, Geissen, Gydnia, Gravenhorst, Royan, Houffalize, Dresden, Bohlen (2),Harburg, Essen, Wesel, Farge and Nordhausen. His pilots on operations were Flight Lieutenant Davies and Flight Lieutenant Millar.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LWebsterE2210797v1
Temporal Coverage
Temporal characteristics of the resource.
1944-08-08
1944-08-12
1944-08-13
1944-08-14
1944-08-15
1944-08-18
1944-09-05
1944-09-10
1944-09-11
1944-09-18
1944-09-19
1944-10-23
1944-10-28
1944-11-01
1944-11-04
1944-11-26
1944-12-04
1944-12-18
1944-12-19
1945-01-01
1945-01-04
1945-01-05
1945-02-13
1945-02-19
1945-02-24
1945-03-03
1945-03-05
1945-03-07
1945-03-11
1945-03-23
1945-03-27
1945-04-04
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Norway
Poland
Germany--Ruhr (Region)
Belgium--Houffalize
England--Lincolnshire
England--Nottinghamshire
France--Brest
France--Châtellerault
France--Givors
France--L'Isle-Adam
France--Le Havre
France--Royan
Germany--Bremerhaven
Germany--Darmstadt
Germany--Dresden
Germany--Essen
Germany--Homberg (Kassel)
Germany--Ladbergen
Germany--Munich
Germany--Nordhausen (Thuringia)
Germany--Rheydt
Germany--Rüsselsheim
Germany--Stuttgart
Germany--Urft Dam
Germany--Wesel (North Rhine-Westphalia)
Germany--Wilhelmshaven
Netherlands--Vlissingen
Netherlands--Tilburg
Norway--Bergen
Poland--Gdynia
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
Terry Hancock
1654 HCU
61 Squadron
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
flight engineer
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Normandy campaign (6 June – 21 August 1944)
RAF Scampton
RAF Skellingthorpe
RAF St Athan
RAF Syerston
RAF Torquay
RAF Wigsley
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2001/38301/LTravellAE1460176v1.2.pdf
49f050127e885a6f1d37cf206325bd30
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Travell, Ted
Arthur Edward Travell
A E Travell
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-12-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Travell, AE
Description
An account of the resource
Three items. The collection concerns Ted Travell (1460176 Royal Air Force) and contains his log book and photographs. He flew operations as an air gunner with 214 and 576 Squadron.
The collection has been donated to the IBCC Digital Archive by Nicola Schweikhardt and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A E Travell’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for A E Travell, air gunner, covering the period from 4 September 1942 to 28 May 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Dalcross, RAF Marham, RAF Stradishall, RAF Chedburgh and RAF Fiskerton. Aircraft flown in were Defiant, Wellington, Stirling, Oxford, and Lancaster. He flew a total of 36 operations, 31 night operations with 214 Squadron and 2 daylight and 3 night operations with 576 Squadron. He also flew on 3 Operation Manna flights. Targets were Duisburg, Lorient, Fresian Isles, Cologne, St Jean de Luc, St Nazaire, Berlin, Hamburg, Kiel, Baltic Sea, Dortmund, Bochum, Wuppertal, Dusseldorf, Krefeld, Mullheim, Elberfeld, Gelsenkirchen, Aachen, Remscheid, Nurnberg, Nordhausen, Lutzkendorf, Plauen, Cuxhaven and Berchtesgaden. Operation Manna flights were to The Hague and Rotterdam. His pilots on operations were Pilot Officer Smith, Sergeant Forbes, Pilot Officer Johnson Flight Lieutenant Falconer, Flight Lieutenant Strachan and Flight Sergeant McDermott.<br /><br /><br /><span data-contrast="auto" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW227392149 BCX0"><span class="NormalTextRun SCXW227392149 BCX0">This item was sent to the IBCC Digital Archive already in digital form. No </span><span class="ContextualSpellingAndGrammarError SCXW227392149 BCX0">better quality</span><span class="NormalTextRun SCXW227392149 BCX0"> copies are available.</span></span><span class="EOP SCXW227392149 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> </span>
Temporal Coverage
Temporal characteristics of the resource.
1942-12-10
1942-12-22
1943-01-18
1943-01-19
1943-01-21
1943-01-22
1943-02-07
1943-02-08
1943-02-13
1943-02-14
1943-02-15
1943-02-16
1943-02-17
1943-02-26
1943-02-27
1943-02-28
1943-02-29
1943-03-01
1943-03-03
1943-03-04
1943-03-29
1943-03-30
1943-04-04
1943-04-05
1943-04-08
1943-04-09
1943-04-26
1943-04-27
1943-04-28
1943-04-29
1943-05-04
1943-05-12
1943-05-13
1943-05-14
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-17
1943-06-18
1943-06-21
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
England--Lincolnshire
England--Norfolk
England--Suffolk
France--Lorient
France--Saint-Nazaire
Germany--Aachen
Germany--Berchtesgaden
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Cuxhaven
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Elberfeld
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Krefeld
Germany--Merseburg Region
Germany--Müllheim
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Plauen
Germany--Remscheid
Germany--Wuppertal
Netherlands--Friesland
Netherlands--Hague
Netherlands--Rotterdam
Scotland--Highlands
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LTravellAE1460176v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1657 HCU
1660 HCU
214 Squadron
576 Squadron
air gunner
Air Gunnery School
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Defiant
Heavy Conversion Unit
Lancaster
mine laying
Operation Manna (29 Apr – 8 May 1945)
Oxford
RAF Chedburgh
RAF Dalcross
RAF Fiskerton
RAF Marham
RAF Stradishall
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2003/38297/LBrownCR1334289v1.1.pdf
1fe47202b7a12860ceb8e665d188f006
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
Brown, Cyril Robert
C R Brown
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-12-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Brown, CR
Description
An account of the resource
Two items. The collection concerns Cyril Robert Brown (b. 1921, 1334289
Royal Air Force) and contains his log book and a photograph. He flew operations as a bomb aimer with 106, 9 and 617 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susan Crosby and catalogued by IBCC Digital Archive staff.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Cyril Robert Brown’s flying log book
Description
An account of the resource
C.R. Brown’s Flying Log Book from 5 April 1942 to 7 May 1946 detailing training, operations and instructional duties as a bomb aimer. Based at Portage La Prairie (No. 7 Air Observers School), Paulson (No. 7 Bombing and Gunnery School), Winnipeg (No. 5 Air Observers School), RAF Kinloss (No. 19 Operational Training Unit), RAF Winthorpe (1661 Conversion Unit), RAF Syerston (106 Squadron), RAF Bardney (9 Squadron), RAF Woodhall Spa (617 Squadron), RAF Swinderby (1660 Conversion Unit), RAF Skellingthorpe, RAF Sturgate and RAF Waddington (61 Squadron). Aircraft flown: Anson, Battle, Whitley, Manchester, Lancaster and Stirling. Records a total of 35 night operations. Targets in France, Germany, Italy and Norway are: Angoulême, Berlin, Bochum, Brunswick, Clermont-Ferrand, Cologne, Dortmund-Ems Canal, Essen, Gelsenkirchen, Hamburg, Hanover, Krefeld, Leverkusen, Lyons, Magdeburg, Mannheim, Metz, Milan, Modane, Mölbis, Mulheim, Munich, Nordhausen, Nuremburg, Oberhausen, St Etienne, Tonsberg, Turin and Wurzburg. Later notes include a Cook's Tour flight and participation in Operations “Dodge”, “Spasm”, “Wastage” and “Frontline”. His pilots on operations were Flight Sergeant Brown, Pilot Officer Whetter, Flying Officer Ham, Squadron Leader Howroyd, Flying Officer Cole, Flight Lieutenant Hadland, Flight Lieutenant Lipton and Flying Officer Bain. <br /><br />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
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-06-12
1943-06-13
1943-06-14
1943-06-15
1943-06-21
1943-06-22
1943-07-03
1943-07-04
1943-07-09
1943-07-10
1943-07-12
1943-07-13
1943-07-24
1943-07-25
1943-07-26
1943-08-07
1943-08-08
1943-08-10
1943-08-11
1943-09-23
1943-09-24
1943-09-27
1943-09-28
1943-10-18
1943-10-19
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-11-23
1943-11-24
1944-01-01
1944-01-02
1944-01-03
1944-01-14
1944-01-20
1944-01-21
1944-01-22
1944-01-28
1944-02-15
1944-02-16
1944-03-04
1944-03-05
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-17
1944-03-20
1944-03-21
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1945-03-03
1945-03-04
1945-03-16
1945-03-17
1945-04-04
1945-04-07
1945-04-08
1945-04-26
1945-04-27
1946
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Italy
Norway
Scotland
England--Lincolnshire
England--Nottinghamshire
France--Angoulême
France--Clermont-Ferrand
France--Lyon
France--Metz
France--Modane
France--Saint-Étienne (Loire)
Italy--Po River Valley
Germany--Berlin
Germany--Bochum
Germany--Braunschweig
Germany--Cologne
Germany--Dortmund-Ems Canal
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kassel
Germany--Krefeld
Germany--Leipzig
Germany--Leverkusen
Germany--Magdeburg
Germany--Mannheim
Germany--Munich
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Oberhausen (Düsseldorf)
Germany--Würzburg
Italy--Milan
Italy--Turin
Manitoba--Portage la Prairie
Manitoba--Winnipeg
Norway--Tønsberg
Scotland--Moray
Germany--Hannover
Germany--Ruhr (Region)
Manitoba
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
David Leitch
Identifier
An unambiguous reference to the resource within a given context
LBrownCR1334289v1
106 Squadron
1660 HCU
1661 HCU
19 OTU
61 Squadron
617 Squadron
9 Squadron
Air Observers School
aircrew
Anson
Battle
bomb aimer
bombing
Bombing and Gunnery School
bombing of Hamburg (24-31 July 1943)
Cook’s tour
Heavy Conversion Unit
Lancaster
Manchester
Operation Dodge (1945)
Operational Training Unit
RAF Bardney
RAF Kinloss
RAF Skellingthorpe
RAF Sturgate
RAF Swinderby
RAF Syerston
RAF Waddington
RAF Winthorpe
RAF Woodhall Spa
Stirling
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/667/38112/LAlgarHKM1801102v1.2.pdf
ad14f5561f1765e91fe8b0a378d72523
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
Algar, Harry
Harold Keith Mael Algar
H K M Algar
Description
An account of the resource
Thirteen items. An oral history interview with Flight Lieutenant Harry Algar (1924 - 2022, 1801102 Royal Air Force) and his log books and documents.
He flew a tour of operations as a bomb aimer with 463 Squadron.
The collection has been donated to the IBCC Digital Archive by Greg Algar 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
2017-05-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Algar, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
H K M Algar’s flying log book for aircrew other than pilots. One
Description
An account of the resource
Flying log book for aircrew other than pilots for H K M Algar, air bomber and navigator, covering the period from 14 September 1943 to 16 March 1954. Detailing his flying training, operations flown and post war flying duties with 201 Advanced Flying School, 230 Operational Conversion Unit, 149 Squadron, 44 Squadron, 236 Operational Conversion Unit and 36 Squadron. He was stationed at RCAF Picton, RCAF Mount Hope, RAF Penrhos, RAF Bruntingthorpe, RAF Swinderby, RAF Syerston, RAF Waddington, RAF Middleton St George, RAF Lindholme, RAF Mildenhall, RAF Shallufa, RAF Leconfield, RAF Wyton, RAF Marham, RAF Coningsby, RAF Topcliffe and RAF Kinloss. Aircraft flown in were Tiger Moth, Anson, Bolingbroke, Wellington, Stirling, Lancaster, Horsa Glider, Dakota, Washington, Lincoln and Neptune. He flew a total of 24 operations with 463 Squadron, 9 daylight and 15 night operations. He also flew 3 Operation Exodus. His pilots on operations were Flight Lieutenant Hyland and Flying Officer Young. Targets were Heilbronn, Giessen, Urft Dam, Gdynia, Politz, Merseburg Leuna, Siegen, Karlsruhe, Dresden, Dortmund-Ems Canal, Bohlen, Harburg, Dortmund, Lutzkendorf, Bremen, Farge, Nordhausen, Ijmuiden, Flensburg, Juvincourt and Brussels.
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-12-04
1944-12-06
1944-12-07
1944-12-08
1944-12-10
1944-12-11
1944-12-18
1944-12-19
1944-12-21
1944-12-22
1945-01-13
1945-01-14
1945-01-15
1945-02-01
1945-02-03
1945-02-13
1945-02-14
1945-03-03
1945-03-04
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-12
1945-03-14
1945-03-15
1945-03-20
1945-03-21
1945-03-22
1945-03-27
1945-04-04
1945-04-07
1945-04-08
1945-04-09
1945-04-23
1945-04-26
1945-05-06
1945-05-12
1948
1949
1950
1951
1952
1953
1954
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
Egypt
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Belgium--Brussels
Egypt--Suez Canal Region
England--Cambridgeshire
England--Durham (County)
England--Leicestershire
England--Lincolnshire
England--Norfolk
England--Nottinghamshire
England--Suffolk
England--Yorkshire
France--Rheims Region
Germany--Bremen
Germany--Bremen Region
Germany--Dortmund
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Flensburg
Germany--Giessen (Hesse)
Germany--Halle an der Saale
Germany--Harburg (Landkreis)
Germany--Heilbronn
Germany--Karlsruhe
Germany--Leipzig Region
Germany--Merseburg
Germany--Nordhausen (Thuringia)
Germany--Siegen
Germany--Urft Dam
Netherlands--IJmuiden
Ontario--Hamilton
Ontario--Picton
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Moray Firth
Wales--Gwynedd
Germany--Ruhr (Region)
France--Juvincourt-et-Damary
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
LAlgarHKM1801102v1
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
Cara Walmsley
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
149 Squadron
1660 HCU
29 OTU
44 Squadron
463 Squadron
Advanced Flying Unit
Air Observers School
aircrew
Anson
B-29
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
bombing of Dresden (13 - 15 February 1945)
C-47
Cook’s tour
Heavy Conversion Unit
Horsa
Lancaster
Lancaster Finishing School
Lincoln
navigator
Operation Exodus (1945)
Operational Training Unit
RAF Bruntingthorpe
RAF Coningsby
RAF Kinloss
RAF Leconfield
RAF Lindholme
RAF Marham
RAF Middleton St George
RAF Mildenhall
RAF Penrhos
RAF Shallufa
RAF Swinderby
RAF Syerston
RAF Topcliffe
RAF Waddington
RAF Wyton
Stirling
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36271/LPerryWRP1317696v3.2.pdf
07554cff9c29e584702881af14734014
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Perry, Pete
W R P Perry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
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
W R P Perry pilot's flying log book. Three
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
LPerryWRP1317696v3
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943-04-27
1943-04-28
1943-06-21
1943-06-22
1943-06-24
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-12
1943-07-13
1943-08-07
1943-08-08
1943-08-10
1943-08-11
1943-08-15
1943-08-16
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-03
1943-09-04
1943-09-27
1943-09-28
1943-09-29
1943-09-30
1943-10-19
1943-10-20
1943-10-22
1943-10-23
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-29
1943-12-30
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-27
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1945-04-04
1945-04-08
1945-04-09
1945-04-16
1945-04-17
1946
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Czech Republic--Plzeň
England--Cambridgeshire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Somerset
England--Yorkshire
France--Limoges
France--Modane
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hannover
Germany--Kassel
Germany--Krefeld
Germany--Leipzig
Germany--Leverkusen
Germany--Merseburg Region
Germany--Mönchengladbach
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Wuppertal
Italy--Milan
Italy--Turin
Poland--Szczecin
Germany--Ruhr (Region)
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Pilots flying log book three, for W R Perry. Covering the period from 21 June 1943 to 30 May 1946. Detailing his operations flown, instructor duties and post war flying with 242 squadron. He was stationed at RAF Syerston, RAF Balderton, RAF Metheringham, RAF Stoney Cross, RAF Merryfield and RAF Oakington. Aircraft flown in were Lancaster, Oxford, Dakota, Anson, Stirling and York. He flew 32 operations, one with 29 Operational Training Unit and 31 with 106 Squadron, 30 Night and one daylight. Targets were Limoges, Krefeld, Wuppertal, Gelsenkirchen, Cologne, Turin, Milan, Nuremberg, Leverkusen, Mönchengladbach, Berlin, Hannover, Aachen, Leipzig, Kassel, Dusseldorf, Modane, Frankfurt, Stettin, Brunswick, Nordhausen, Lutzkendorf and Pilsen. Post-war Cook's Tour and Operation Dodge flights are recorded. His pilot on his first ‘second dickie’ operation was Flying Officer Rosner.
106 Squadron
1654 HCU
227 Squadron
242 Squadron
29 OTU
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Kassel (22/23 October 1943)
C-47
Cook’s tour
Flying Training School
Heavy Conversion Unit
Initial Training Wing
Ju 88
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF Balderton
RAF Metheringham
RAF North Luffenham
RAF Oakington
RAF Ossington
RAF Syerston
RAF Wigsley
Stirling
training
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36270/LPerryWRP1317696v2.2.pdf
9604690923d02c4524cfb2508421ca0c
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Perry, Pete
W R P Perry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
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
W R P Perry pilot's flying log book. Two
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. 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
LPerryWRP1317696v2
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1943-04-27
1943-04-28
1943-06-21
1943-06-22
1943-06-24
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-12
1943-07-13
1943-08-07
1943-08-08
1943-08-10
1943-08-11
1943-08-15
1943-08-16
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-08-30
1943-08-31
1943-09-03
1943-09-04
1943-09-27
1943-09-28
1943-09-29
1943-09-30
1943-10-19
1943-10-20
1943-10-22
1943-10-23
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-29
1943-12-30
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-27
1944-01-28
1944-01-29
1944-02-15
1944-02-16
1945-04-04
1945-04-08
1945-04-09
1945-04-16
1945-04-17
1946
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Czech Republic--Plzeň
England--Cambridgeshire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
England--Somerset
England--Yorkshire
France--Limoges
France--Modane
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hannover
Germany--Kassel
Germany--Krefeld
Germany--Leipzig
Germany--Leverkusen
Germany--Merseburg Region
Germany--Mönchengladbach
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Wuppertal
Italy--Milan
Italy--Turin
Poland--Szczecin
Germany--Ruhr (Region)
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Pilots flying log book two, for W R P Perry, covering the period from 27 April 1943 to 26 September 1946. Detailing his flying training, operations flown, instructor duties and post war flying with 242 Squadron. He was stationed at RAF North Luffenham, RAF Wigsley, RAF Syerston, RAF Metheringham, RAF Balderton, RAF Snaith, RAF Stoney Cross, RAF Merryfield, RAF Oakington and RAF Full Sutton. Aircraft flown in were Wellington, Manchester, Lancaster, Oxford, Dakota, Anson, Stirling, and York. He flew a total of 32 operations, one with 29 Operational Training Unit, 31 with 106 Squadron, 30 Night and one daylight. Targets were Limoges, Krefeld, Wuppertal, Gelsenkirchen, Cologne, Turin, Milan, Nuremberg, Leverkusen, Mönchengladbach, Berlin, Hannover, Aachen, Leipzig, Kassel, Dusseldorf, Modane, Frankfurt, Stettin, Brunswick, Nordhausen, Lutzkendorf and Pilsen. Post-war Cook's Tour and Operation Dodge flights are recorded. His pilot for his first ‘second dickie’ operation was Flying Officer Rosner.
106 Squadron
1654 HCU
227 Squadron
242 Squadron
29 OTU
Advanced Flying Unit
aircrew
Anson
bombing
bombing of Kassel (22/23 October 1943)
C-47
Cook’s tour
Flying Training School
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Manchester
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF Balderton
RAF Full Sutton
RAF Metheringham
RAF North Luffenham
RAF Oakington
RAF Ossington
RAF Scampton
RAF Snaith
RAF Stoney Cross
RAF Syerston
RAF Wigsley
RAF Woolfox Lodge
Stirling
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36250/SPerryWRP1317696v60011.2.pdf
69a5157ce2cca7c1114dc6b69a4a2b27
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1908/36250/SPerryWRP1317696v60001.1.jpg
ec720f97c988c3eac524aae97347bbbd
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Perry, Pete
W R P Perry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Perry, WRP
Description
An account of the resource
Sixty-nine items and an album sub collection with twenty-four pages of photographs.
The collection concerns Flight Lieutenant WR Pete Perry DFC (1923 - 2006, 1317696, 146323 Royal Air Force) and contains his log books, photographs, correspondence, memoirs and documents. He flew operations as a pilot with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Helen Verity and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[book cover]
[page break]
SHORT HISTORY
--of—
106 SQUADRON
[page break]
[underlined] SHORT HISTORY OF NO. 106 SQUADRON [/underlined]
No. 106 Squadron was formed at Andover in September 1917 and equipped with R.E.8 aircraft, its duties were those of an Army Co-operation Unit. After eight months at Andover, it was moved to Fermoy in Northern Ireland, where it was when the Armistice was signed, and where it remained until its disbandment in October, 1919 – it had by then been re-equipped with Bristol Fighters. Early records of the Squadron are meagre but there is nothing to suggest that the Squadron was ever in the front line and it does not appear to have any claim to distinction.
In June, 1938, the Squadron was reformed at Abingdon and was under the Command of S/Ldr. W.C. Sheen. The original aircraft were Hinds, but Fairey Battles were later introduced and in September, 1938 the Squadron moved to Thornaby where it stayed until after the outbreak of war. By this time the Fairey Battles had been had been superseded by the Handley Page ‘Hampden’ and thus equipped the Squadron, after a short stay at Cottesmore, was moved to Finning in October, 1939.
No. 106 Squadron was not immediately employed as a front line Squadron – it was not employed as such for over a year – but became an advanced training Unit and crew pool for Operational Squadrons of No. 5 Group. Its duties consisted of normal flying training, intensive night flying and an occasional North Sea sweep. Later, its curriculum was extended to include conversion of second pilots to Captains, moving target (Motor Boat) bombing and sundry other training commitments of a miscellaneous character. Owing to the constantly changing personnel – between 90 and 100 aircrew passed through the Squadron every week, making it little more than a clearing house – it was impossible to adopt any consistent policy as the large flow of aircrew for Operational Squadrons belonged to us on paper only.
It was under these circumstances and against an historical background very far from inspiring, that No. 106 Squadron, then under the command of S/Ldr. R.D. Stubbs, DFC., was converted into a semi-operational unit and carried out its first sorties on 9th Sept. 1940. Three aircraft were sent ‘Gardening’ and the event was such as to arouse quite extrardinary [sic] enthusiasm and practically the whole camp – from Station Commander downwards, were present at the take-off. The primary object of this new policy was to provide No. 5 Group Squadrons with fully trained crews who had operational experience. Later, the posting of these experienced crews ceased and the Squadron was gradually built up to full strength with a view to itself being made fully operational. Throughout the winter of 1940-41 under the Command of first W/Cdr. W.J.H. Lindley and then W/Cdr. J.P. Polglaise, mining sorties were carried out regularly – with varying degrees of success and without incidents of special interest.
On 25th, Feb. 1941, the Squadron moved to Coningsby and now almost at full strength, took its place alongside the other 5 Group Squadrons – admittedly the Cinderella in such gallant company and rather jealous of their ‘kudos’ but determined to make its way to the front. It was not long before this had been achieved.
The first bombing raid was made on the 1st. March, 1941 – the target was Cologne. The first event of outstanding importance was on the night of 4 – 5th. April, 1941, when three aircraft made a fifty feet attack on the notorious German Warships which had recently arrived in Brest. In the face of fierce opposition, at least one 1900 lb. bomb scored a near miss on the Gneisenau. The Squadron won its first awards on this attack – Pilot Officer R. Waring winning the D.F.C. and Sergeant R. Purnell with the D.F.M. The price paid for such success as was achieved at the loss of the Squadron Commander, W/Cdr. J.P. Polglaise, who was one of the low-level attackers.
[page break]
Early in May, 1941, the Squadron was taken over by W/Cdr. R.S. Allen, DFC. and a little later was converted into a three flight Squadron. This enabled raids to be carried out with increased strength and throughout the summer we achieved, comparatively, a high standard of success with light losses. The targets on those summer nights were not very varied – they were chiefly in the Ruhr – but attacks were very frequent and on several occasions 20 aircraft were put into the air. Some excellent take-off times were achieved, too, the best being the despatch of fifteen aircraft in 9 minutes.
On 24th. July, 1941, after several weeks of intensive training, formation of six aircraft led a daylight raid on the warships at Brest. The crews claimed to have straddled the Gneisenau despite fierce and accurate opposition – the formation remained unbroken and, although every aircraft was damaged, all returned safely. For this magnificent work, W/Cdr. Allen was awarded the D.S.O. and awards were made to three other members of the crews. Later, the same formation (even the escorting fighter Squadrons admitted that it was good) made a daylight attack on Gosnay in occupied France.
With the coming of the longer nights the targets could be varied and the enemy naval ports received frequent attention, as well as Berlin. The art of sea-mining was not neglected and amongst other operations of that type the most note worthy was the mining of Oslo by 14 aircraft, which were temporarily based at Wick. Several successful ‘sneaker’ raids were made, – these were great favourites amongst the more adventurous spirits – and other attacks which readily come to mind are those on the Huls Rubber Factory in December, 1941, and the smashing of the Renault Factory at Billencourt in March, 1942.
In March 1942, the time came for the Hampden, rapidly becoming obsolete, to be replaced with the latest type of Bomber and the Squadron was re-armed with the A.V. Roe ‘Manchester’ as a transition stage to the final re-equipment with the four engine Lancaster. With the change over from Hampdens, accomplished very creditably in ten days without a single accident, there came a change in Command, the new Squadron Commander being W/Cdr. G.P. Gibson, DFC., who had already completed tour of operations on bombers and one on night fighters.
The Manchesters were operated continuously throughout March, April and May, and despite the aircraft’s many shortcomings, no small measure of success was achieved. Lubeck and Warnemunde were amongst the targets attacked and aircraft were despatched on all four nights of the ‘blitz’ on Rostock. In addition to bombing, the Squadron’s mining activity was considerable – over 200 mines were laid which is a total greater by far than that laid by the Hampdens in 18 months.
The Squadron was in the process of converting to Lancasters at the time of the first ‘thousand raid’ and, in fact, the first sorties with these aircraft were made against Cologne on 30th. May, 1942. 11 of the 16 aircraft despatched on that occasion were Lancasters – none were lost – which was no mean feat considering that the pilots had only an hours experience of them. A few weeks later 17 Lancasters and 2 Manchesters dropped 54 tons of bombs on Bremen, establishing a new record for one nights work.
The size, scope and success of our bombing grew rapidly. Most readily there comes to mind the daylight attack on Danzig in July, 1942, which was followed by several mining sorties in that area and a bombing attack (using the 550 lb. C.S. bomb) on the Graf Zeppelin in Gdynia. On 31st. July, 1942 we set up a new record – 21 of our aircraft dropped 62 tons of bombs on Dusseldorf – the greatest weight ever dropped by a single Squadron. On this raid, too, we carried the first 8,000 lb. bomb.
2.
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During the fine nights of August and September, 1942, the intensity of our bombing continued unabated. We achieved still more excellent results, both in bombing and mining – specially in the latter when many mines were accurately laid in the Baltic, often under appalling weather conditions. Sometimes we were the only Squadron to operate on these missions and our reward was the frequently expressed appreciation of the Admiralty.
Photography was coming into its own just now and in the number and quality of our pictures we were not lagging – holding a high place in Bomber Command and on two consecutive nights in September we took more photographs than any other Bomber Command Squadron.
At the end of September 1942, we severed, temporarily at least, our connection with Coningsby and were transferred to Syerston. We arrived there with a good reputation and we were not long in living up to it. October, 1942, was a month of spectacular success for No. 5 Group and 106 Squadron was well to the fore. On 17th. October, 1942, ten aircraft took part in a daylight raid on Le Creusot and on 22nd. October, 1942, 12 aircraft bombed Genoa, which was our first incursion of Italian territory. Two days later, we went to Italy again, this time in daylight when 11 aircraft bombed Milan. Not a single aircraft was lost on these three raids.
November, and December, 1942, were notable for the frequency of our attacks on Italian Targets – attacks which were usually highly successful and which produced an abundance of superb photographs. Germany was not forgotten, however, and in mid-January, 1943, two heavy raids on successive nights were made on Berlin. Mr. Richard Dimbleby the B.B.C. War Correspondent, flew on one of these and his story was subsequently broadcast to the World.
In January 1943, a new Pathfinder technique (Wanganui and Parrametta) was introduced and the Squadron assisted in these experiments – usually five aircraft were supplied for attacks on Essen or Duisburg. The entire attacking force normally numbered no more than about 25 aircraft, and owing to the limited numbers the raids were exceedingly dangerous and unpleasant. The losses incurred were not light but these experiments led to the sudden smashing assault on 5th. March, 1943, on Essen – an attack which may well be regarded as a forerunner of the scores of concentrated assaults which were to follow on the Ruhr and elsewhere.
Unusually fine weather enabled operations to be carried out with great frequency and the Squadron roamed far and wide over France, Germany and Italy. Many successes came our way. After having been second in January, we headed the No. 5 Group ladder in February and were second again in March. On a raid against Milan we obtained six aiming point photographs – a new Bomber Command Record which earned a congratulatory message from the A.O.C.
In March, 1943, came a change of Command. W/Cdr. G.P. Gibson D.S.O. D.F.C., (he had won the DSO. And Bar for his brilliant work on the Squadron) was posted to form a new Squadron which subsequently achieved fame by its ‘Dam Busting’ raid. Be it noted that apart from W/Cdr. Gibson 25% of the pilots who reached the target were ex-106 Squadron.
The new Commanding Officer was W/Cdr. J.H. Searby DFC, who had joined the Squadron as ‘B’ Flight Commander in October, 1942. Under his Command the Squadron continued to hold its high place amongst Bomber Command’s best Squadrons Nuremburg, Munich and Berlin, in March, Stettin, Spezia and the Skoda works in April were, perhaps, the most notable efforts.
At the beginning of May, 1943, W/Cdr. Searby left us to take Command of a Pathfinder Squadron – he was shortly afterwards promoted Group Captain and was later to win the D.S.O. His successor was W/Cdr. R.E. Baxter.
3.
[page break]
Encouraged by the overwhelming success of the bombing of Essen, the avowed intention of Bomber Command was the destruction of the industrial Ruhr, and in May, the battle was joined in earnest. For three months the Ruhr was bombed ceaselessly and remorsely – enormous areas were devastated in each raid. Sometimes whole towns such as Wuppertal and Remscherd, were virtually eliminated in a single night. The Squadron was well to the fore in this series of grim, determined attacks which were met with fierce and desperate opposition. Many fine crews were lost but we may well be proud of our part in a battle which finally resulted in complete victory.
At the end of July, 1943, Bomber Command started – and won – the Battle of Hamburg. In four attacks, startling in their ferocity and concentration – a vast tonnage of bombs was unloaded on a vital target. In less than a week Hamburg had been reduced to a smouldering ruin. In these attacks we sent 58 aircraft and dropped 240 tons of bombs.
As a welcome variation of the almost nightly run to the Ruhr, a favoured few made a trip to North Africa by way of the R.D.F. factories at Friedrichshaven the first of the shuttle service raids. Later still, three crews made low-level attacks on an Italian power station.
Raids on a miscellany of targets followed, outstanding amongst them being the attack on the R.D.F. and experimental at Peenamunde. The Squadron did extremely well on this raid – nine aircraft made the attack, two landing point photographs were taken, a fighter was shot down and not an aircraft was lost.
September and October saw heavy bombing of Nuremburg, Munich Kassel and Leipzig. Hanover had several attacks as did Berlin – a preliminary round maybe? During this late summer and early Autumn period, the Squadron operated steadily and consistently. It had one bad spell and owing to repeated losses it was reduced to only seven aircraft but there were several fine performances, both by the Squadron as a whole and by individual crews.
In November, 1943, after a years happy and successful residence at Syerston the Squadron moved to Metheringham, then a satellite of RAF. Coningsby and later embraced by the newly formed No. 54 Base. The camp was a new one – indeed, it was very far from complete. Apart from personal difficulties the obstacles to efficient operating were very real, not the least of which were the widely dispersed sites. Lack of transport, unpleasantly cold and wet weather, and a very large number of influenza victims. Despite these handicaps the Squadron rose to the occasion magnificently – on four of our first six raids we despatched more aircraft and dropped more tons of bombs than any other Squadron in No. 5. Group.
Coincidental of our arrival at Metheringham, Bomber Command opened its night offensive against Berlin. It was an assault which resolved itself into a grim unrelenting battle against cunning and bitter defences and, not infrequently appalling weather. The Squadron was in the thick of the fray from the first raid on 17/18th. November, 1943 and during the next three months took part in 15 attacks on the Reich Capital. Including an attack in late March, 1944, we despatched 233 aircraft and dropped over 900 tons of bombs – it may be claimed with confidence that our contribution to the Battle of Berlin was not exceeded by any other Squadron in Bomber Command.
There were, of course, other targets bombed during the 1943/1944 Winter. Leipzig, Magdeburg and Stettin are examples but even these targets were interwoven with campaign against Berlin, employed as they were to confuse the enemy defences. With the virtual elimination of Berlin, achieved in February, other targets were chosen – Schweinfurt, Augsburg and Stuttgart to name only three.
4.
[page break]
In March 1944, a most important development in Pathfinder technique was evolved and the Squadron assisted in the experiments which finally led to the ‘Spot-fire’ target marking. The Commanding Officer of the famous No. 617 sqdn was employing a technique of marking an objective from the very low-level and then instructing the bombing force to bomb the target in relation to its position to the spot fire. The objective chosen for the experiments were small but important factories in France – Claremount, Ferrand Rubber Factories, the explosives factory at Angouleme, the munitions factories at Bergerac. Six experienced Squadron crews would precede the 617 Sqdn. aircraft, locate the target and illuminate it with flares, in the light of which W/Cdr. Cheshire, in a Mosquito would drop the markers. There invariably followed a highly accurate bombardment (with 12,00 lb bombs), our own aircraft adding to the general destruction with loads of incendiaries. Very soon this technique was universally employed and without doubt was largely responsible for the countless successful attacks on targets, large and small, in the following months.
At this time the Squadron was once more on the crest of a wave of success. For the first quarter of 1944, we were leading every other 5 Group Squadron by a handsome margin. Our accident rate was the lowest, our operational losses were proportionately less than those of any other Squadron. Our training hours were the highest by far, and for three consecutive months we won the 5 Group Bombing competition.
In March, 1944, W/Cdr. R.E. Baxter, recently awarded the D.F.C., was posted and W/Cdr. E.K. Piercey assumed command.
With the advent of Spring, the sole topic of war conversation was ‘Invasion’. Although it did not take place until June, the Squadron was busily employed in paving the way with attacks on lines of communications, military camps and munition factories in France – although German cities were not entirely neglected, two outstanding attacks in those on Munich and Schweinfurt in April.
Considerable success was achieved and we assisted in the destruction of many vitally important targets. Anti-aircraft opposition was generally less intense than that experience in Germany and the majority of targets were accordingly bombed from a comparatively low level – between 4,000 and 10,000ft. Usually careful routeing enabled us to avoid the fighter packs – but not always. On two or three occasions the Squadron suffered heavy and bitter losses – five aircraft were lost on 26th. April, 1944, a few nights later another four failed to return. A total of 12 was lost in less than a fortnight.
Sea mining was not neglected and the Squadron effected a remarkable performance on 9/10th. April, 1944, when three aircraft, in face of intense flack, laid mines from 150 ft. in the Konigberger See-Kanel. It may be remarked that my Lords of the Admiralty, as on previous occasions, were so delighted by the success of the operation and so impressed by the gallantry of the crews, that they were constrained to send their congratulations in terms so effusive as to bear no relation to their traditional unemotional silence.
Towards the end of May our targets included Coastal Gun Batteries in France – targets obviously so important and urgent that the weather incredibly adverse was repeatedly defied. On the last night of May, for example, 12 aircraft took off to bomb the Maisy Gun Battery in a thunderstorm of unusual violence.
Returning at dawn on 6th June, 1944, having bombed the Coastal Gun Battery at St. Pierre Du Mont our crews saw some of the vast armada of ships heading for the Normandy Coast. “D.Day” had arrived and it heralded a period of intensive work by the Squadron – that same night 16 aircraft were making a low level attack on the bridges at Caen. Broadly, the Squadron was employed during the ensuing weeks on two missions – firstly, tactically and strategic bombing in accordance with military requirements, secondly in the assaults upon the Flying Bomb Dumps.
5.
[page break]
By day and night, the Squadron operated consistently. It is impossible to record the many targets which we bombed with repeated success – they were targets of priority which mostly had a bearing of military operations. At first, they were confined to Railway Yards – Orleans, Poitiers, Nantes, Nevers and Vitry le Francois, are a few which come readily to mind. Occasionally we were called into assist the Ground Forces, notable occasions being the obliteration of Aunay-sur-Odon and whatever enemy Panzer divisions which were sheltering there, and the tremendous bombing on Caen on 18th. July. Special mention must be made of the daylight bombing of St. Syr Air Park when all 20 crews taking part obtained aiming point pictures.
Soon after the invasion, the enemy launched against London and the Southern Counties, his much heralded ‘Secret Weapon’ campaign – his missile becoming known, officially as the Flying Bomb. A.D.G.B. and the A.A. defences shot down enormous numbers whilst Bomber Command sought out the launching sites, and deluged them with incredible quantity of bombs. No. 106 Squadron was seen in action against these sites and dumps and took part in four night and nine daylight attacks upon them. Sometimes, especially at night, large fighter forces were deployed to protect the objectives and against the St. Leu De’Esseraunt dump, the Squadron lost two aircraft on 4th. July and two nights later lost another five. In all other cases, however, the attacks were completed without loss.
August 1944 was a month of high endeavour and was a splendid climax to our great efforts of the past few months. In the first half of the month we operated on no fewer than eight days and five nights, our targets ranging from Flying Bomb Dumps to German industrial centres, from enemy troop concentrations to submarine pens, from airfields to marshalling yards. The month ended with notable mining sorties and two devastating attacks on Konigsburg. The last of which saw the loss of the Station Commander, G/Capt. W.N. McKechnie, G.C. who was taking a new crew on their first operational flight. During this month of consistent achievement, the Squadron despatched 291 aircraft and dropped 1199 tons of bombs – no other Squadron in 5 Group has despatched so many aircraft or dropped such a tonnage of bombs in any single month of the War.
On this triumphant note, the Squadron entered its fifth year of Operational flying.
At the end of August, 1944, W/Cdr. M.M.J. Stevens assumed Command of the Squadron, he was the Squadron’s tenth wartime Commanding Officer.
The return of the longer nights saw the Squadron turning away from the Military targets to the Strategical targets of pre-invasion days. The month saw more incendiary raids on major German cities such as Stuttgart, Karlsruhe, Muchen Gladbach to name a few.
On 13th September, 1944, the Squadron received a great compliment, it was allotted the task of training all the new crews of No. 5 Group’s Pathfinder Squadrons. This meant that only a nucleus of six permanent crews were kept, the rest, after a period of intensive training and operating were passed on to 83 and 97 Squadrons, and it was expected that this would cause a drop in the Squadron’s operational effort.
The month of October, 1944 saw the Squadron back in its old stride, despite its commitments as a nursery for P.F.F. Its targets were again getting deep into Germany, and again all strategical targets. Only two military targets were attacked, one was the breaching of the Sea Wall at Westkappelle on the island of Walcheren.
6.
[page break]
Mining was not neglected this month, the Squadron dropping a total of 100 mines in three nights.
November, 1944, saw the attacks against the Dortmund Ems Canal and Millteland Canal increasing. The Squadron taking part in raids on them at various points, on the first of these one aircraft, JB.663 completed its 100th sortie.
On November, 23. 1944, the Squadron created a New Record; on the raid against Munich it had 23 aircraft airborne, all of which successfully completed their missions and returned to Base, the aircraft being landed on F.I.D.O. due to bad visibility.
In the next month, December, 1944, the Squadron was busy attacking the German Navy, both with mines and bombs. On December, 13th 1944, 106 Squadron with the rest of 54 Base (617, 83 and 97) took part in a strike against the Emden at Horten. On December, 16th. 1944, 15 aircraft of the Squadron were the only aircraft in command of operations, they dropped 70 mines in the entrances to the Ports of Danzig and Gydnia.
A heavy but successful year ended with the bombing of enemy troop concentrations at Houffalaize when the German Ardennesoffensive was at its height
The Squadron could look back with pride over its achievements of 1944. In addition to its fine operational record and its new job of P.F.F. training, it had also held the 5 Group Trophy for the least number of avoidable accidents for nine months out of the year. The first day of 1945 saw two attacks on the German inland water system the Dortmund Ems Canal and the Mittland Canal, one by day and one by night , both of which were highly successful. The canals being completely breached at both places. The end of the month saw the start of the final battle for German oil, with two attacks, one to Leuna nr Leipzig and the other to Brux in Czechoslovakia.
Again in Feb. 1945, the Dortmund Ems Canal was heavily attacked and the Germans having been given just enough time to get the damage cleared away and the breeches mended. The month included more mining, and attacks against oil targets, and the Squadron also participated in the historic attack on Dresden.
On Feb. 8th. 1945, it was allotted another new role, being given the task of making a ‘spoof’ attack at New Brandenburg, while the rest of five Group was making an attack at Politz, about 70 miles away. The Squadron provided its own controller, marker leader, marking force, flare force and main force. The ‘spoof’ was a great success – helping to divert the enemy night fighters from the main attack – and was considered a good nights outing by everyone taking part.
The immediate award of the D.F.C. was announced this month to Sqdn. Commander, W/Cdr. M.M.J. Stevens.
March 1945, produced another new innovation for Bomber Command, the thousand bomber daylight attacks on Essen and Dortmund. In both of these 106 Squadron played its part. These were essential military attacks, and greatly assisted the coming allied offensive, for the crossing of the Rhine.
The rest of the month was taken up with increasingly heavy attacks against the German Oil supplies – mostly in the Leipzig area.
On 15th. March 1945, W/Cdr. L.G. Levis assumed Command of the Squadron W/Cd. M.M. Stevens, D.F.C. being posted to the Command of R.A.F. Station, Coningsby.
7.
[page break]
The month of April, 1945, commenced with a daylight attack on enemy concentrations at Nordhausen. This was quickly followed by more attacks on enemy oil installations, on one of which the Squadron Commander W/Cdr. Levis had to do a forced landing at Wing, after being well and truly ‘shot up’
The Squadron’s last sortie of the War was against small oil refinery at Tonsburg near Oslo, on 25th April, 1945.
With the coming of May, 1945, the Squadron was standing by to help with operation ‘Exodus’ – and on May, 9th. 1945, when peace was at last a reality, 15 aircraft of the Squadron were at Rheine airfield, near the Dortmund Ems Canal, helping to evacuate released P.O.W.
No. of Nights operated . . 496. Number of days operated . . . . . . 46
Total . . . . 542.
Total number of sorties . . 5834 Total bombs & mines dropped . . . 17,781 tons
Losses. . . 187 Aircraft.
Enemy aircraft destroyed. 20. Probably destroyed . . . . . 3
Damaged . . . . . 29
Decorations awarded to members of the Squadron . . V.C. 1,
DSO. 4,
Bar to D.S.O 1,
DFC. 144,
Bar to DFC. 9,
AFC. 1,
DFM. 95,
Bar to DFM. 5.
Conspicuous Gall M.1.
B.E.M. (Mil. Div.) 1.
Total . . . . . . . . . . . 262.
No attempt has been made in this short history to analyze the work the Squadron has been called upon to perform or to place such work in the vast frame work of Bomber Command’s activities. The foregoing pages strive merely to chronicle, simply, briefly and objectively the operational activities of No. 106. Squadron from its inception to May 9th. 1945 – the end of hostilities in Europe.
8.
[page break]
[underlined] SQUADRON COMMANDERS [/underlined]
February, 1918 – Major E.A.B. Rice
November, 1918 – Captain R. Duncan
September, 1938 – S/Ldr. W.C. Sheen
October, 1939 – W/Cdr G.R. Montgomerie
June, 1940 – S/Ldr. R.D. Stubbs, DFC
November, 1940 – W/Cdr. W.J.H. Lindlay
April, 1941 – W/Cdr. J.P. Polglaise
May, 1941 – W/Cdr. R.S. Allen, DFC
March, 1942 – G.P. Gibson, VC. DSO. DFC.
March, 1943 – W/Cdr. J.H. Searby, DFC
May, 1943 – W/Cdr. R.E. Baxter, DFC
March, 1944 – W/Cdr. E.K. Pearcy, DFC
August, 1944 – W/Cdr. M.M.J. Stevens, DFC
April, 1945 – W/Cdr. L.G. Levis.
[underlined] AIRCRAFT FLOWN BY NO. 106 SQUADRON [/underlined]
May, 1918 to January 1919 – R.E.8.
Jan. 1919 to Oct. 1919 – Bristol Fighters
June 1938 to July 1938 – Fairey Hind.
July 1938 to May 1939 – Fairey Battle.
May 1939 to May 1942 – Hampden
May 1942 to July 1942 – Manchester
July 1942 – Lancaster.
[underlined] LOCATIONS [/underlined]
30.9.17 – Andover
21.5.18 – Ayr
30.5.18 – Fermoy
1.6.38 – Abingdon
1.9.38 – Thornaby
26.9.38 – Grantham
14.10.38 – Thornaby
2.9.39 – Cottesmore
6.10.39 – Finningley
8.2.41 – Coningsby
10.9.42 – Syerston
12.11.43 – Metheringham.
9.
[page break]
[book cover]
[inserted][circled] 26 [/circled][/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
History of 106 Squadron
Description
An account of the resource
A short history of 106 Squadron. Covers formation in world war one. Reformed in 1938 with Hinds and Battles. Equipped with Hampden at beginning of the war. Initially a advanced training unit. Became operational in September 1940. Describes early bombing operations and mentions commanding officers. Re-equipped with Manchester in March 1942 and the Lancaster in May. Continues with descriptions of operations through 1942 and 1943. Gibson handed over as commanding officer in March 1943. Mentions new pathfinder techniques being developed. Continues with description of operations 1943 move to Metheringham, operation in 1944, invasion, covers commanding officers throughout, operating as pathfinders. Concludes with description of events and operations in 1945. Gives data on operations, lists squadron commanders, aircraft, and locations.
Temporal Coverage
Temporal characteristics of the resource.
1917
1918
1938
1939
1940
1941
1942
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Nottinghamshire
England--Lincolnshire
England--Yorkshire
Germany
Germany--Cologne
France
France--Brest
France--Gosnay
Norway
Norway--Oslo
Germany--Berlin
Germany--Lübeck
Germany--Rostock
Poland
Poland--Gdynia
Germany--Bremen
Poland--Gdańsk
Germany--Düsseldorf
Germany--Essen
Germany--Duisburg
Germany--Hamburg
Germany--Friedrichshafen
Germany--Peenemünde
Germany--Nuremberg
Germany--Munich
Germany--Kassel
Germany--Leipzig
Germany--Berlin
Germany--Magdeburg
Poland--Szczecin
Germany--Schweinfurt
Germany--Augsburg
Germany--Stuttgart
France--Clermont-Ferrand
France--Normandy
France--Orléans
France--Poitiers
France--Nantes
France--Nevers
France--Vitry-le-François
France--Caen
Germany--Karlsruhe
Germany--Mönchengladbach
Netherlands
Netherlands--Walcheren
Germany--Dortmund-Ems Canal
Germany--Mittelland Canal
Czech Republic
Germany--Neubrandenburg
Germany--Nordhausen (Thuringia)
England--Oxfordshire
England--Rutland
England--Yorkshire
Germany--Ruhr (Region)
Czech Republic--Most
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Format
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Nine page typewritten document
Identifier
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SPerryWRP1317696v60011, SPerryWRP1317696v60001
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
106 Squadron
5 Group
617 Squadron
Battle
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
Distinguished Service Order
FIDO
Gibson, Guy Penrose (1918-1944)
Hampden
Lancaster
Manchester
mine laying
Mosquito
Normandy campaign (6 June – 21 August 1944)
Operation Exodus (1945)
Operational Training Unit
Pathfinders
RAF Abingdon
RAF Coningsby
RAF Cottesmore
RAF Finningley
RAF Metheringham
RAF Syerston
Tallboy
target indicator
training
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1835/33172/LProbynEA1896412v1.1.pdf
7b0fed06931a54c984eaa1495490eba7
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
Probyn, Ernest Arthur
E A Probyn
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-23
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Probyn, EA
Description
An account of the resource
61 items. The collection concerns Ernest Arthur Probyn (Royal Air Force) and contains his log book, documents, photographs, diary and a scrapbook. He flew operations as a rear gunner with 61 Squadron.<br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2044">Probyn, Ernest. Scrapbook</a> <br /><br />The collection has been donated to the IBCC Digital Archive by P Probyn 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
E A Probyn’s flying log book for navigators, air bombers, air gunners and flight engineers
Identifier
An unambiguous reference to the resource within a given context
LProbynEA1896412v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for E A Probyn, air gunner, covering the period from 3 January 1944 to 27 July 1945 and 7 to 11 August 1967. Detailing his flying training and operations flown. He was stationed at RAF Pembrey, RAF Silverstone, RAF Turweston, RAF Swinderby, RAF Syerston, RAF Skellingthorpe and RAF Cosford. Aircraft flown in were Anson, Wellington, Stirling, and Lancaster. He flew a total of 36 operations with 61 Squadron, 7 daylight and 29 night. Targets were Brest, Dortmund-Ems Canal, Karlsruhe, Kaiserslautern, Wilhelmshaven, Bremen, Flushing, Brunswick, Bergen, Dusseldorf, Homberg, Harburg, Trondheim, Munich, Urft Dam, Gdynia, Politz, Oslo Fjord, Houffalize, Royan, Siegen, Rositz, Ladbergen, Bohlen, Lutzkendorf, Wesel and Nordhausen. He also took part in Operation Exodus. His pilot on operations was Flight Lieutenant Boon.
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
Temporal Coverage
Temporal characteristics of the resource.
1944-09-05
1944-09-23
1944-09-24
1944-09-26
1944-09-27
1944-09-28
1944-10-05
1944-10-06
1944-10-07
1944-10-14
1944-10-15
1944-10-28
1944-10-29
1944-11-01
1944-11-02
1944-11-03
1944-11-04
1944-11-05
1944-11-11
1944-11-12
1944-11-21
1944-11-22
1944-11-23
1944-11-26
1944-11-27
1944-12-09
1944-12-10
1944-12-17
1944-12-18
1944-12-19
1944-12-21
1944-12-22
1944-12-28
1944-12-29
1944-12-30
1944-12-31
1945-01-04
1945-01-05
1945-02-01
1945-02-02
1945-02-03
1945-02-08
1945-02-09
1945-02-14
1945-02-15
1945-03-03
1945-03-04
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-12
1945-03-20
1945-03-21
1945-03-22
1945-03-23
1945-03-24
1945-04-04
1967
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Norway
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Atlantic Ocean--Oslofjorden
Belgium--Houffalize
England--Buckinghamshire
England--Lincolnshire
England--Northamptonshire
England--Nottinghamshire
England--Shropshire
Germany--Braunschweig
France--Brest
France--Royan
Germany--Bremen
Germany--Dortmund-Ems Canal
Germany--Düsseldorf
Germany--Euskirchen Region
Germany--Harburg (Landkreis)
Germany--Homberg (Kassel)
Germany--Kaiserslautern
Germany--Karlsruhe
Germany--Leipzig Region
Germany--Merseburg Region
Germany--Munich
Germany--Nordhausen (Thuringia)
Germany--Siegen
Germany--Thuringia
Germany--Wilhelmshaven
Netherlands--Vlissingen
Germany--Wesel (North Rhine-Westphalia)
Norway--Bergen
Norway--Trondheim
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Wales--Carmarthenshire
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Log book and record book
Format
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One booklet
Contributor
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Mike Connock
1660 HCU
17 OTU
61 Squadron
air gunner
Air Gunnery School
aircrew
Anson
Heavy Conversion Unit
Horsa
Ju 88
Lancaster
Lancaster Finishing School
Me 410
Operation Exodus (1945)
Operational Training Unit
RAF Cosford
RAF Pembrey
RAF Silverstone
RAF Skellingthorpe
RAF Swinderby
RAF Syerston
RAF Turweston
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/32465/BSmithJSmithJv1.1.pdf
06d252abf25757870b967f73da7e1fc8
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Smith, Jack
John George Smith
J G Smith
Publisher
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IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Smith, JG
Description
An account of the resource
Three items. An oral history interview with John 'Jack' Smith (1921 -2019) and his memoirs. He flew operations as a wireless operator with 189 Squadron.
The collection has been donated to the IBCC Digital Archive by John Smith 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
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Sparks in the air - Jack Smith's wartime story
Description
An account of the resource
Second version. Covers life before the war and volunteering for the RAF in August 1940. Continues with account of training as a wireless operator. Includes radio school crest and photograph of a Battle aircraft. Describes voyage from Liverpool via Cape Town then escorted by HMS Repulse and Prince of Wales to Bombay (Mumbai) and then onward to Basrah in Iraq. Eventually arrived at RAF Sharjah in the United Arab Emirates and describes life and work on this station. Describes medical issues and subsequent posting to RAF Habbaniya in Iraq. Goes on to describe journey back to England overland via Gaza, Cairo and Alexandria thence by ship. Continues aircrew training at RAF Madley and Llandwrog in Wales. Includes photographs of Proctor, Dominie and Anson. Describes crewing up and starting operations on Wellington aircraft. He continues with postings to heavy conversion units and Lancaster finishing school before joining 189 Squadron at RAF Fulbeck. Describes in detail operations from December 1944 to April 1945. Mentions repatriating prisoners of war and Cook's tour to see damage to German cities. Describes life after the war including his marriage. Includes photographs of Wellington. Stirling, night bombing, wedding and page from log book.
Creator
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A Gaunt
J Smith
Format
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Twenty-eight page printed document
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BSmithJSmithJv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Lincolnshire
England--Spalding
England--Cheshire
England--Lancashire
England--Blackpool
England--Wiltshire
England--Liverpool
South Africa
South Africa--Cape Town
South Africa--Durban
India
India--Mumbai
Iraq
Iraq--Baṣrah
United Arab Emirates
Iraq--Ḥabbānīyah
Gaza Strip--Gaza
Egypt--Cairo
Egypt--Alexandria
England--Herefordshire
England--Northamptonshire
Wales--Gwynedd
England--Nottinghamshire
Germany
Germany--Heilbronn
Germany--Giessen (Hesse)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
Germany--Wolfsburg (Lower Saxony)
France
France--Royan
Czech Republic
Germany--Karlsruhe
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Leipzig
Germany--Dortmund
Atlantic Ocean--Oslofjorden
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Belgium--Brussels
Germany--Flensburg
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Moray
Egypt
Gaza Strip
Germany--Ruhr (Region)
Czech Republic--Most
United Arab Emirates--Shāriqah (Emirate)
Temporal Coverage
Temporal characteristics of the resource.
1937
1940-09
1940-11-04
1941-03
1941-08-31
1943-02
1944-04
1944-06-12
1944-08-24
1944-11-09
1944-12-04
1944-12-06
1944-12-19
1944-12
1944-12-30
1945-01-01
1945-01-04
1945-01-16
1945-01-13
1945-02-01
1945-02-02
1945-02-07
1945-02-13
1945-02-14
1945-02-20
1945-02-23
1945-03-14
1945-03-16
1945-03-20
1945-03-23
1945-04-03
1945-04-23
1945-05-06
1945-05
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
17 OTU
189 Squadron
Advanced Flying Unit
aircrew
Anson
Battle
Blenheim
bombing
bombing of Dresden (13 - 15 February 1945)
Cook’s tour
crewing up
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
love and romance
military living conditions
Morse-keyed wireless telegraphy
Operation Exodus (1945)
Operational Training Unit
Proctor
RAF Bramcote
RAF Compton Bassett
RAF Fulbeck
RAF Llandwrog
RAF Madley
RAF Milltown
RAF Padgate
RAF Silverstone
RAF Syerston
RAF Turweston
RAF Winthorpe
RAF Woodbridge
recruitment
Stirling
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/641/32464/BSmithJSmithJv1-2.1.pdf
fa99ddac1408d0948f187f5b15dccf96
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
Smith, Jack
John George Smith
J G Smith
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Smith, JG
Description
An account of the resource
Three items. An oral history interview with John 'Jack' Smith (1921 -2019) and his memoirs. He flew operations as a wireless operator with 189 Squadron.
The collection has been donated to the IBCC Digital Archive by John Smith and catalogued by Nigel Huckins.
Transcribed document
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Transcription
Text transcribed from audio recording or document
Sparks in the Air
These are the wartime recollections of Pinchbeck resident John George Smith known to his friends as Jack.
Jack was born in 1921, the son of George and Bessie Smith. George was the keeper of a smallholding, raising Poultry and assisting a local farmer.
[photograph of Jack]
As a young teenager growing up in 1930’s England, through the newspapers of the day, Jack was aware of events taking place in Germany and of Britain’s own Fascist problems directed by Oswald Mosley. Although still only a teenager, Jack approached the time he would leave school realising that another war in Europe was inevitable.
Jack left Donington Grammar School in1937 his parents and relatives asking the question “What are you going to do?” Jack had an ambition to become a Chartered Accountant however this required any potential candidate to pay an indenture however the cost was prohibitive and Jack decided to try and join the RAF instead. Ironically jack encountered the same obstacles as his Father who had been unable to join up to serve his country during the First World War because of the poor state of his teeth. At the age of 17, Jack had 22 teeth removed!
Having seen an advert in the Spalding Free Press for “Well educated youth required by Chartered Accountants, Hodgson, Harris & Co”, a national company who had a small office in Spalding over Gibbs shoe shop, Jack applied and got his first job. There was no payment to the company however it only had a low wage of ten shillings a week. There were no girls in the office and as a consequence Jack had to learn shorthand typing to a standard of 100 words/minute, this alongside learning accountancy.
[bold] This is Jacks[sic] account of his wartime memories. [/bold]
When war broke out on 3rd September 1939 recruiting for the forces had started at 20 years plus however I was only 18 at the time. Accountancy was not a reserved occupation and in the August of 1940 I and my colleague Bill Taylor who was the same age as me and worked in the same office both decided to volunteer for the RAF as we didn’t fancy the Army or the Navy.
In September 1940 we were called to the RAF station at Padgate near Warrington to be attested and undergo a medical. Bill and I undertook intelligence tests but we both knew that we wanted to be Wireless Operators.
[page break]
Although the war was now into its second year, there had been as yet no air raids in South Lincolnshire. Whilst at Padgate we suffered ten air raid warnings but fortunately no damage was inflicted on the airfield. It was my first experience of an air raid. This took place over the 13th, 14th and 15th of September and later became known as the Battle of Britain weekend when British fighters shot down 185 German planes.
After my three days at Padgate I returned home to Lincolnshire and on the 4th November 1940 I and my friend Bill Taylor were required to travel to Blackpool. We left from Donington and travelled by train via Manchester arriving at Blackpool in the late afternoon. We were directed to Offices in the centre of Blackpool where we were officially enrolled in the Royal Air Force. Bill and I were then separated and I was lodged at a boarding house at 30 Reads Avenue Blackpool where another 15 RAF personnel were also residing. I was accommodated in the attic where there was a single fanlight, two beds and a wash basin.
The next morning we assembled on the promenade near to the Hotel Metropole. Grouped into Units of approximately thirty, we were placed in the charge of an Acting Corporal. We commenced drill training and were marched around Blackpool for exercise stopping around mid morning at a Café for coffee and buns!
As we were potential Wireless Operators we were required to attend the Winter Gardens daily where we were given instruction in radio technicalities and morse training. Due to double Summertime being in operation, it was exceptionally dark when we set out for the day at 8am. I was given the role of marker to the squad and marched at the front carrying a lantern. There was no heating in the Winter Gardens where we sat throughout the day in our greatcoats breaking only for refreshments before finishing training at around 4 to 4.30 pm.
The food at the boarding house was acceptable being plain in nature but sufficient. In the evenings we were free to enjoy the night life of Blackpool but we had to be back by 10.30pm.
After I had been there for several weeks, I joined a harmonica band consisting of around ten or twelve members and we performed at concerts held in various village halls in the area. The highlight was being able to perform at the Opera House on the same bill as George Formby.
After three weeks I moved to 45 Ashburton Road along with three other RAF personnel. It was a much more homely atmosphere there, living and eating with an elderly couple who owned the property.
After another three or four weeks I moved further down Ashburton Road but only stayed for a couple of nights as it was overcrowded with five to a room. I then moved to 4 Bank Street off the promenade near to the Hotel Metropole and where I had to parade each morning. This was a private hotel and very comfortable as I shared a room with only one other member of the RAF. it was extremely convenient for excursions into town in the evenings and I was happy to remain there until it was time to move on from Blackpool.
[page break]
Radio training continued everyday and we were tested each week at the premises of Burtons the Tailors. We were required to increase morse speed by one word per minute each week until a speed of twelve words per minute had been achieved at which point the course in Blackpool was concluded.
[RAF Radio School crest]
We were then posted to radio schools on normal RAF stations. I was posted to No. 3 radio School at RAF Compton Bassett in Wiltshire which was for ground operators.
There was another radio school nearby to Compton Bassett, No. 4 at Yatesbury which was for aircrew operators.
I enjoyed life here for the first time on a proper RAF station. My day started at 6:30 am with PT on the parade ground square before starting work at 8:00 am.
I was at Compton Bassett from the end of March 1941 to the end of June which was when I qualified as a ground wireless operator and was allowed to wear ‘sparks’ on my right arm.
Having successfully completed training I was allowed home for two weeks leave. This was my first leave since travelling to Blackpool the previous November. I thoroughly enjoyed the break and whilst there I received a posting to the RAF station at Bramcote near Nuneaton. This was a regular peacetime station however at this time it was mainly occupied by members of the Polish Air Force. This was my first experience of an operational signals cabin and for the first time working for real with a radio set.
After several weeks at Bramcote, at the end of July, I was notified I was going on embarkation leave. After three weeks leave I had to make my way to the RAF station at West Kirby in the Wirral Peninsula. On arrival here, I found that several of my fellow colleagues who had been at radio school were also awaiting the same posting. We were all accommodated in tents.
[photograph]
POLISH Aircrew RAF - Fairey Battle Mk 1 sun L5427 BH*E of 300 (Polish) Bomb Squadron “Mazoviecka Province” - RAF Bramcote August 1940 -
[page break]
After several days we were moved by RAF transport into Liverpool for embarkation. The docks were very busy with movement of troops. We marched in units towards the vessel we were to leave England on. This vessel was the Orient Liner SS OTRANTO. Otranto was a 20,000grt passenger vessel that had been modified as a troop carrier. Some 500 RAF personnel embarked along with 3000 men of the Yorkshire Regiment. The decks of the ship went from A to H. RAF personnel were accommodated on E deck which was the last level with portholes.
[photograph]
There were eighteen on each mess table, we slept in hammocks and the toilets were primitive. Ten toilets without doors so there was no privacy. We knew nothing of our destination as security was so tight. On each mess table, two of the men were nominated as mess orderlies and had to bring the food from the galley. I was lumbered with one of these jobs!
After being on board for 24 hours, we departed Liverpool. For me this was quite an experience having never been on a Liner before. It was quite a bright day on 31st August 1941 and our course followed the coast of Northern Ireland. We all started to take a guess at our destination and some of us thought we may be off to Canada to start our Air Crew training.
For a day or so we headed due what until we were well clear of the Irish coast and out into the Atlantic. We were under escort of a number of Royal Navy vessels including two Battle Ships, the ill fated HMS REPULSE and HMS PRINCE OF WALES.
[photograph]
Repulse
[photograph]
Prince of Wales
[page break]
There was very little to do onboard and very little reading material available. The only book that seemed to be in circulation was ‘Lady Chatterley’s Lover’. After some time a number of personnel got sick and went off their food. It reached a point that on my table only myself and one other Mess Orderly were eating. A number of the party were literally very green and extremely poorly.
The vessel eventually altered to a southerly course from its westward heading, still under escort, many of us spent a lot of time just sleeping and looking over the side watching the waves. Some spent their time writing letters intending to drop them off at the first port of call. All letters were censored prior to posting and in fact one of my associates was identified by the OIC as having referred to the Commanding Officer as bring “nothing more than a broken down commercial traveller”. As a result he was brough before the CO and given 7 days confinement to barracks which in this case was a cell in the depths of the ship on deck ‘H’.
Several days later the vessel changed to an easterly direction giving rise to further speculation as to our destination. Eventually we made landfall on the west coast of Africa, berthing at Freetown where we stayed for a week. This was a very boring seven days as we were not allowed shore leave. We amused ourselves by watching the local boys jumping into the harbour to retrieve coins that were being thrown into the water by army personnel. The temperature was extremely hot and the humidity was high.
At the end of the week we left Freetown and the vessel headed in a southerly direction. We now assumed our destination to be South Africa. As we were now in a consistently hot climate, some of us erected our hammocks on deck where it was much cooler to sleep.
The next sighting of land was that of “Table Mountain” on the Cape however to our surprise we did not call at Capetown but carried on further along the South African coast eventually calling at Durban. We stayed here for a week and during that time were allowed shore leave daily. We were kindly entertained by South Africans who took us to restaurants and hotels for meals and tours in the neighbouring countryside.
The weather was perfect and this was a really enjoyable and welcome break. We were extremely surprised that none of us were staying on in South Africa. We Aircrew thought that we may have been going on to Southern Rhodesia to continue air training – no such luck ,,,,,!
At the end of this week we once again set sail along with our escort of Battleships heading east into the Indian Ocean. We sailed for several days before Repulse and Prince of Wales left us. No one could have imagined that only a few months later both these mighty ships had been sent to the bottom of the South China sea sunk by land based bombers and torpedo bombers of the Imperial Japanese Navy on 10th December 1941. In Japan the engagement was referred to as the Naval Battle of Malaya (Mare-oki Kaisen).
We were more fortunate with our destination as the Otranto finally docked in Bombay (Mumbai) India. Once again we were alongside for a week and were entertained on pleasure trips. I found Bombay to be a very exciting and busy place.
At the end of this week, we Aircrew were taken off the SS Otranto and transferred to a much smaller vessel, the SS KHEDIVE ISMAIL complete with its Lascar crew. Of 7513 grt, formerly the SS ACONCAGUA, built in 1922 as an Ocean Liner and converted to a troop ship in 1940.
[page break]
We eventually left Bombay heading West and once clear of India we were advised that we were going to Basrah in Iraq. This revelation was our first indication as to our final destination.
There was very little comfort onboard and hammocks were again the order of the day. The Lascar crew were very helpful and attentive and at night whilst in our hammocks they would come around with a bucket of tea or chai as they called it. This was very refreshing especially with the temperature as high as it was.
Although the food onboard was quite acceptable, the toilet arrangements were primitive, consisting of a trough the width of the vessel with wood seats where you sat side by side with your fellow airmen – Absolutely no privacy whatsoever …..!
We were off into the Arabian Sea without any sight of land until we entered the Straits of Hormuz, being the entrance to the Persian Gulf. We now had no escorts and sailed on alone through the tranquil waters of the Persian Gulf in very high temperatures and daily sunshine.
[photograph of SS Khedive Ismail]
Land eventually came into sight as we approached the Northern end of the Gulf and we eventually arrived at the Port of Basrah which was a very busy port.
After disembarking, we were directed to a very large cargo shed on the dockside where we were to stay for the next few days. We only had beds made from boards and raised off the floor on four empty biscuit tins. The luxury was completed with one blanket and a small pillow. The temperature at this point was most uncomfortable.
Whilst awaiting a posting, we were able to go into Barrah itself and sample the local life. The authorities were slightly puzzled as there were some fifty of us qualified Wireless Operators and they were not at all sure what to do with us. This took some time to sort out. Eventually a few of us were posted to Shuaiba which is now the second largest port in the State of Kuwait. At that time it was a camp about ten miles out of Basrah which had been a peacetime RAF camp.
The accommodation at Shuaiba was of brick constructed buildings having been built partly below ground to try and reduce the heat as during the height of the season temperatures exceeded 40 deg’s. I spent quite some time carrying out general duties until one morning an order for volunteers for anybody who could type was requested. By this time I was rather tired of filling sand bags and doing guard duty. As I could type and do shorthand, I decided I would risk it and volunteered. I immediately became the Squadron typist and carried out all the office work and correspondence for the C.O.
After a week or so the Squadron was posted to Sharjah a British Protectorate which is now a part of the United Arab Emirates. The squadron consisted of 18 Blenheim aircraft all of which were ex OUT and were not terribly serviceable.
[page break]
The Blenheims were required for anto[sic] submarine patrols up and down the Persian Gulf and out into the Indian Ocean. We were moved to Sharjah by boat and disembarked by dhow into the then village of Dubai. We continued by road transport to Sharjah where we were billeted in huts which had the luxury of fans.
On the edge of the airport was a stone built structure known as the ‘Fort’. This was well equipped as it was used by BOAC crew for overnight stops. Because of the very high temperatures, the Mechanics could only work on the aircraft until 10am and then cease until 6pm. It was so hot an egg could be fried on the wings of aircraft.
Water was in short supply and the only bathing was done in the sea which was about half a mile away. We only had a small supply of fresh water for shaving and tea was rationed. Food was very repetative with many combinations of risoles you have never seen the like of.
Once every fortnight we were allowed American beer which equated to about four half pint cans which were consumed in one night. We used to leave the empty cans outside our billets and by morning they would have been removed by the locals. If you then happened to go into the village of Dubai, these cans could be seen on sale as mugs, having had handles attached.
Although I was trained wireless operator, I was still being misemployed as Squadron Typist which mean that I could not be reclassified and so remained an AC2. However, I eventually took the AC1 examination and was upgraded. Like all the other Wireless Operators out there, we all wanted to get back to complete our Air Crew training. The Adjutant suggested I re muster as a Radio Observer which meant I could go to Southern Rhodesia for training or alternatively consider obtaining a commission as a Filter Officer.
Whilst at Sharjah I suffered quite badly from ‘prickly heat’ which developed into blisters requiring my admission to the base sick bay. I also had heat exhaustion around the time of my 21st birthday, running a temperature of 106 degs.
I was taken to the Fort at the edge of the camp which had air conditioned rooms. My skin problems got progressively worse and I had to have by head completely shaved. I received treatment with bread poultices on my arms and legs which became septic.
[photograph of an aeroplane]
Eventually I was taken by air to the RAF Hospital at Shuaibah and spent 2-3 weeks there recovering in the dermatology ward. At the end of my hospitalisation, I was posted to Tehran in Iran on sick leave. I travelled by road transport through the town of Ahwaz in Iran and then by train to Tehran. This journey took 24 hours. The train was completely full with people sleeping not just on the seats but also on the luggage racks and corridors.
[page break]
When the train stopped in the early morning there were many locals selling eggs and bread on the platform which was very welcome. On reaching Tehran we were taken to a rest home on the edge of the city. It had pleasant facilities. We used to go into Tehran in groups of 3 or 4 personnel.
Towards the end of the two weeks, I developed tonsillitis which resulted in my being taken to the Sick Bay at the RAF Station at Tehran where I remained for a further ten days. The MO allowed me to remain in Tehran until I felt well enough to travel to Basrah but after about a week, I became quite lonely as all my colleagues had by then left.
After arriving back in Basrah I was then posted to Habbaniya, a real peacetime RAF station about fifty five miles West of Baghdad. I was extremely pleased to receive this posting as the climate at Sharjah did not suit me at all.
Habbaniya was quite a large base, all brick buildings including two cinemas and a range of shops where you could buy clothing etc. Surprisingly even the food in the Airmans[sic] mess was exceptionally good! There were also facilities for sporting activities including tennis courts.
We had local youths acting as what we called “cheekos” who did our laundry and kept the village clean. There were 16 men in each billet and we all paid the equivalent of two shillings per week for this domestic assistance. It was always done promptly and efficiently. Each billet had fans as temperatures were around thirty to forty degrees. I was employed as a Ground operator in a Signals Cabin on a shift system, working stations in the UK and India.
I found this to be very enjoyable work.
[bold] NOTES ON RAF HABBANIYA, IRAQ [/bold]
There were numerous billets, messes and a wide range of leisure facilities including swimming pools, cinemas and theatres, sports pitches, tennis courts and riding stables. It was self-contained with its own power station, water purification plant and sewage farm. Within the base was the Civil Cantonment for the civilian workers and their families and the families of the RAF Iraq Levies. Water taken from the Euphrates for the irrigation systems enabled green lawns, flower beds and even ornamental Botanical Gardens. After World War II the families of British personnel started living at Habbaniya and a school was started.
The base at Habbaniya was used by the RAF from October 1936 to the end of May 1959, Not quite a year following the July 1958 revolution.
In recent years Habbiniya was used for the manufacture of mustard gas which was used against Iranian troops during the Iran Iraq war.
[map of the area]
[page break]
[centred] The Journey Home (Habininyah to the UK) [/centred]
On a February morning in 1943, I was sleeping in the billet after having been on a night shift when I was awoken by some excited discussion. This was caused by a sergeant from the Orderly room reading out a list of names of Operators being posted back to the UK to resume Aircrew training and my name was on the list! It was then necessary to get clearance from the OIC of Signals – so off we went! However the Officer said that as we were all experienced Ground Operators, we could not leave until replacements arrived and this took five months until July.
There were six of us with our kit bags that were put on to an open lorry to start our return journey to England. We travelled due west over the Iraqi desert. The temperature was around 40 degs C and after about four hours we stopped for refreshment and toilet relief. The stop took place at a point on the “Oil Line” known as H3.
We carried on, passing through the small town of Al Rutbah which was the only sign of any habitation that we had thus far seen. Before darkness we stopped for the night somewhere near to the Syrian/Jordanian border, having to make ourselves as comfortable as possible on our kitbags.
The next morning we resumed our journey travelling just north of the Dead Sea until we arrived in a small coastal town in Gaza just South of Tel Aviv. We were in a small transit camp with brick billets, completely unfurnished. We had to sleep on a blanket on a stone floor and in the morning we all had a large number of insect bites!
After spending a couple of days on a Mediterranean beach we embarked on a train for Cairo. It was a pleasant journey as it followed the coast and at each station there were vendors of eggs and bread. On arrival in Cairo we were taken by truck to the RAF base at Almaza, a few miles out of town. On this occasion we were accommodated in small (2 person) tents whilst we awaited the Liner which would return us to the UK.
After ten days in Almaza, we Wireless Operators were taken to Alexandria where we boarded a large Liner. Unfortunately I never knew its name however it apparently was the first ship to go through the Mediterranean since it was closed at the beginning of the war. We docked in Algiers for two days and the day after we sailed away, the Luftwaffe attacked Algiers. Our next stop was Gibralter where every night depth charges were set off at intervals as a deterrent to U-Boats. However during our five night stay there was no air raid.
The last leg of the journey was north into the Atlantic and around Ireland into the River Clyde. This was uneventful but as we sailed into Greenock it was wonderful to once again see all the green vegetation. Something that I had missed in the two years I had been away. It was now the end of August, exactly two years since I had left. There was also good news – Italy had surrendered. I was also very happy now to send a phone message to my folks via their neighbours to let them know that I was back in the UK.
I travelled by train to RAF West Kirby on the Wirral to leave my tropical kit and get a three week leave pass. The next day I had arrived home to a very happy reunion with Mother and Dad. I spent the next three weeks meeting relatives and friends recounting my travels.
[page break]
After three weeks disembarkation leave, I was posted to Number 4 Radio School at Madley near Hereford. This was where I was to resume Air Crew training as a Wireless Operator, flying Dominis and Proctors.
[photograph]
The [bold] Percival Proctor [/bold] was a British radio trainer and communications aircraft of the Second World War.
The Proctor was a single-engined, low-wing monoplane with seating for three or four, depending on the model.
[photograph]
At the start of the Second World War, many (Dragon) Rapides were impressed by the British armed forces and served under the name [bold] de Havilland Dominie [/bold]. They were used for passenger and communications duties. Over 500 further examples were built specifically for military purposes, powered by improved Gipsey[sic] Queen Engines, to bring total production to 731. The Dominies were mainly used by the Royal Air Force and Royal Navy for radio and navigation training.
This was my first experience of flying and operating as a Wireless Operator and here we were flying most days for about one and a half hours carrying out various operation exercises on the radio.
RAF Madley was also a peacetime Station and the accommodation was quite good and included bunks for two members each in huts containing about sixteen personnel. Whilst I was here, I was with a number of the men that I had served with in Iraq so I was quite happy with the friends that I already knew. We used to go into the local village in the evenings, frequenting the local hostelries where I had an enjoyable time making up the[sic] for the two years I had spent overseas!
The course finished at the end of December 1943 and this is when I passed out and was promoted to Sergeant. At the same time I was also presented with my previ, the letter ‘S’ for Signals in the centre.
Previously Wireless Operators had been Air Gunners as well but that had by then been discontinued and a Wireless Operator was purely a Wireless Operator and not required to do a Gunnery course. Having qualified, I was kept on for a few more weeks assisting with the training of other personnel.
At the end of April 1944 I was posted along with some of the other Wireless operators to No 9 Advanced Flying Unit at Llandwrog in North Wales which is close to the town of Pwihelli and also close to Caenarfon. The drome here was along the coastline and planes taking off the runway immediately across the Irish sea.
[page break]
At Llandwrog we were training in Anson aircraft doing cross country exercises, out across the Irish Sea to the Isle of Man, back to the Lancashire coast and returning to base in Wales. This was during the month of May 1944 and continued into June until the course was completed on 12th June 1944. By this time, I’d had 43 hours of lectures and about 37 hours of flying time. This had been quite good experience as we had been night flying on a number of occasions and experienced flying in terrific thunderstorms. The whole aircraft having been completely encircled in a blue light including the wings! This was quite an unnerving experience.
[photograph]
On two occasions whilst stationed at Llandwrog, two of the training aircraft taking off failed to raise into the air and ditched in the sea. Each about 200 -300 metres from the shore. Fortunately the crews survived.
During my time there I was kept pretty busy however I did get into the local pub occasionally. There was a bit of a problem in that the pubs closed at 9 o’clock in the evening so you were never late getting back to camp. I was aware that there were certain local farms where airmen could go and have a bacon and egg meal and other enjoyable food but I never managed that.
Having completed the advanced w/t course, I was then posted to No. 17 Operational Training Unit at Turweston, Northamptonshire which was also part of RAF Silverstone. Turweston was the satellite drone where I spent my first period operating.
It was here at Turweston where we were all selected into different crews which was quite a hit and miss affair. This was because the Pilots were selecting more or less randomly the members of their crew from those present in the room.
I was picked by an Australian Pilot, Flight Sergeant Rob Richter. In addition to myself we had a Navigator (Alan Capey) from Stoke on Trent, a Bomb Aimer (Taffy Cross) from Llanelli, an Flight Engineer (Ossy Williams) from New Malden, a Mid Upper Gunner (Price Proctor) from Hartlepool and a Tail Gunner (Paddy McCrum) from Belfast.
It seemed strange putting together a crew in such an informal manner but thank goodness it all worked out reasonably well and we all sort of bedded down together in pretty good form. We then started operating together and flew in Vickers Wellington Mk III’s and I was now flying as a Wireless Operator no longer under training.
[page break]
[photograph]
We were accommodated in nissan huts amongst a lot of trees and I was working together with a team for the first time. As we got on so well together we were socialising each evening, visiting the local hostelries in Silverstone and Brackley. The weather at this time was perfect and I was enjoying the experience of flying with a crew in the Wellington aircraft.
The flying exercises we were doing began with circuits and landings. We then developed this on to cross country and high level bombing exercises at Wainfleet in Lincs. and also Epperstone in Notts. This included air firing for the benefit of the gunners.
At the end of July our crew were moved into the RAF base at Silverstone with more permanent accommodation than we had previously had at Turweston. It was all most comfortable and I was quite content here. We were now mainly doing cross country flights on a regular basis with these being between three and five hours in length.
In the middle of August we were sent on a semi operational patrol known as a “Nickel Raid”’ dropping foil paper to interfere with radio in enemy territory. This was a flight to Nantes in France where we unloaded the foil. This was a five hour trip. Two days later we were sent on a “Bullseye” which was a diversionary raid for the benefit of the main force. This was a trip to the coast of Holland to the town of Imjuiden.
During the time at Turweston and Silverstone we had experience of 57 hours of daytime flying and 57 hours of night flying. As part of the training we carried out bale out drill, ditching, dinghy and oxygen drills as well as procedures when lost at night. It was the Wireless Operators job to carry the radio transmitter into the dinghy which would be used to transmit any distress signals. I’m pleased to say that this situation never arose.
On 24th August 1944 we were sent on two weeks leave after which we were then posted to the Heavy Conversion Unit no. 1661 at RAF Winthorpe near Newark. The planes we used here were Mk III and V Stirlings. We carried out more cross country exercises however we were only here for one month. Our Pilot always likened the Stirling to the equivalent of flying a Double Decker Bus because the undercarriage was so high.
[page break]
[black and white photograph of a Short Stirling]
Short Stirling
On the 18th October 1944 we were posted to No. 5 Lancaster finishing school at Syerston, between Newark and Nottingham. This was our first experience of flying Lancasters. We were only here until the 8th November when we were all posted to various squadrons.
[Crest of Royal Air Force Syerston]
I and my fellow crew were posted to the RAF staion [sic] at Fulbeck which was purely a wartime air station and here we joined No. 189 squadron which is a Base that we shared with No. 59 Squadron.
I arrived at RAF Fulbeck on the 9th November 1944. The Station was situated between RAF Cranwell and the villages of Leadenham and Brant Broughton all with good pubs which we visited regularly when off duty. My home in Quadring was only 25 miles away and as I had my bicycle I went home for the evening several times. I left camp at 4pm and by 6pm I was home. At midnight I would return to camp, arriving two hours later. It was a lonely ride but I usually had a pint bottle of beer in my saddle bag for refreshment on the journey!
The daily routine in camp commenced about 9am when all crew members reported to their Sections. We were then given the days programme after which it was necessary to check your own particular equipment. At midday we all returned to either the officers or Sergeants mess for lunch. The only flying our crew did in November was a cross country and two high level bombing exercises at Wainfleet and Epperstone.
Naturally we were waiting to be called for our first operation and during the month we had the experience of being fully briefed for three trips, all being cancelled before take off which was a bit nerve wrecking.
However on the 4th December 1944 when we reported to our Sections we were informed that we would be on ‘Ops’ that night. After lunch the procedure was for all crews to attend the full Squadron briefing between 4pm and 5pm when we were told the target location and purpose of the raid.
Depending on the nature of the target, the maximum bomb load was 16,000 lbs and 2,200 gallons of fuel. With a full load of bombs/fuel, the total weight of the plane on take off was 30 tons. The flight plan gave the level at which we would be bombing and could be 8000 to 16000 feet. The more trips you did, then lower was the level at which you bombed.
[page break]
There were usually several Squadrons - about 200 aircraft on night trips. There was a rendezvous point, either Northampton or Beachy Head, for us to group together. As the whole force would be over the target for thirty minutes, each crew was given a bombing time - H plus 10 or H plus 20 etc.
It was an amazing experience in total darkness with no lights on the planes and a complete blackout of all towns and villages below. Our average take off time was 7 to 8pm. As we were not permitted to return to the mess or accommodation after lunch, we had sandwiches and flasks of tea with us.
Upon returning to base, often in the early hours of the morning we were first debriefed on the raid. After that we had a very welcome meal of bacon and eggs etc, before going off to bed.
Our first trip was to HEILBRON near STUTTGART in the RUHR to bomb the railway marshalling yards. Taking off for your first raid was a rather eerie feeling, not knowing what it would be like or if you would be coming back. However, once airborne your thoughts fall to getting the job done. After three hours we were over the target area giving us a very bumpy ride. Thankfully we were not hit and having dropped our 4000 lb bomb and a load of incendiaries, the yards were glowing with the fires raging. We returned to base safely and satisfied with our first operation.
Our next ‘Op’ was GIESSEN near FRANKFURT on 6th December where the target was once again marshalling yards.
On the 19th December we went on a long ten hour journey to GDYNIA. All went fairly well until we arrived over the target which was the docks. We should have done a ‘dog leg’ around the target (which we somehow missed!) to enable us to bomb on a northerly heading, coming out of the run over the Baltic Sea. As a consequence we were coned by searchlights and received heavy targeted gunfire from the German Navy below. Fortunately they missed us and we eventually had a successful raid. To avoid the enemy night fighters our Pilot took us down and we flew as low as possible over the Baltic and North Sea, not seeing any other activity although there had been some 200 enemy night fighters in amongst the main stream of bombers on the way home.
Two nights later we were sent to POLITZ, not far from GDYNIA which was another ten hour trip. On this occasion we were in heavy gunfire and heavy anti aircraft fire and for the first time we witnessed ‘Scarecrow’ being used by the enemy in order to create panic. Once again we were successful and set out to return home. On the journey back we were informed by radio that Lincolnshire was completely fog bound and we were diverted to RAF Milltown near Elgin. We remained there, as from 21st to 28th December 1944, Lincolnshire continued to be fog bound.
Far Right: ‘Scarecrow’
[black and white photograph of a ‘Scarecrow’ exploding]
AUSTRALIAN WAR MEMORIAL SUK12055
[page break]
On the 30th December, we were sent to Houffalize, Belgium which was a town in the middle of the Western Front, south of Liege in the Ardennes. Here we were supposed to bomb the front line which was a rather delicate operation. Although it was a relatively short trip of five hours, we needed a lot of care as to where we were bombing. We learned later that a number of the Polish army had been caught by the bombs on that occasion.
On New years Day 1945 we were sent to bomb Gravenhorst for the numerous oil targets that were situated there. Unfortunately we could not return to base and once again returned to Milltown in Scotland where we stayed for a couple of days.
On 4th January, I flew with another crew piloted by Flying Officer Martin due to the sickness of their Wireless Operator. On this occasion we went to Royan, a town in the south West of France near to Bordeaux principally to attack the Submarines of the German Navy which were on the river there. This was a seven hour journey to the mouth of the Gironde which was quite uneventful.
On the 13th January we were sent to the town of Politz again which was a ten and a half hour trip. We were successful mainly targeting oil and marshalling yards alongside the Navy. Because of the length of the trip, on the return journey the flight engineer indicated that our fuel was not sufficient to get back to base. I made contact with base to establish where we should land given our circumstances and we were directed to make for Carnaby which was the emergency landing strip near to Flamborough Head in Yorkshire. We were fortunate to land there safely as there was virtually no fuel leaf onboard.
On the 16th January I was back with my own crew and flew with them to the town of Brux. This was an oil target with a round trip time of nine and a half hours. This was over towards the Polish area.
On the 1st and 2nd February we attacked the towns of Siegen and Karlsruhe. Both these trips were bright moonlit nights which made it much easier for the German night fighters to attack us when we were silhouetted against the moon. We did experience interference from night fighters and as always the anti aircraft fire was very intense. On the Karlsruhe trip, out of our 18 aircraft we lost 4 that night.
On the 7th February we went to Ladbergen in order to attack the Dortmund-Ems canal. On this occasion we only carried 1000lb bombs with no incendiaries in the hope that we inflicted as much damage as possible to the canal.
On the 13th February we had a very long trip to Dresden. This we were told was because the Russians had driven the German Army back and it was encamped in Dresden. This was termed as a “Russian Army co-operation raid”. The American Airforce had been operational during the day and had bombed the target so by the time we were arriving around midnight, the town was ablaze.
We were successful over the target but did encounter a lot of the usual anti aircraft and fighter aircraft. On the way back to base over the Alps we were icing up and had to go down as low as possible which was a tricky operation being amongst the mountains. However we were once again able to make it back to base.
[page break]
Of course after this raid there has been much publicity about it and as the years have passed, the extent of the damage became more apparent and the subject tended to not be mentioned. However being aware of the reasons for the raid, it seemed to me to be a very satisfactory legitimate target and one that was done with extreme efficiency.
The very next night on 14th February, we attacked an oil target at Rositz which is near Leipzig. This was another nine hour journey there and back. A few nights later on 19th February we were again in the vicinity of Leipzig over the town of Bohlen and once again it was an oil target. On all these Oil targets we carried a 1000lb’er and a load of incendiaries.
On 20th February we went all the way to Gravenhorst but unfortunately the sortie was aborted and we were unable to return to base because of adverse weather conditions and we were diverted to Colerne. On 23rd February we were given a very different target in Horten which were the docks in the Oslo fjord in Norway which had a German Naval base there. This was a comparatively short trip it being only six and half hours and we experienced a lot of intense anti-aircraft fire from the German Naval gunners.
On 12th March, we carried out our first raid in daylight and joined a one thousand bomber force. The target that day was the town of Dortmund. This was quite a new experience and rather frightening being amongst so many other bombers, all at the same time and all approaching the same area. However, the raid was successful and we returned without incident in what was a five hour trip.
The next trip was to Lutzkendorf, an oil target which was quite a long journey and well into Eastern Germany. This was on 14th March and although the raid was a success, we did lose several aircraft. Once again the weather conditions in Lincolnshire prevented us from returning to base and we were diverted to Manston in Kent where there was an emergency landing strip.
Two days later on 16th March we had another oil target to attack in the town of Wurzburg. Here we experienced a lot of fighter activity and heavy anti-aircraft. We were very lucky to get back!
On 20th March we returned to raid Bohlen near Leipzig and this was another eight hour trip. On 23rd March we were sent to the town of Wesel to attack the marshalling yards there. This was a mere five and half hour trip which we carried out without incident.
On 4th April we were sent on a daylight raid to Nordhausen and this was to attack oil targets and the marshalling yards. On 23rd April we were again raiding in daylight, this time to Flensburg on the Kiel canal. This was to attack the submarine pens there however the sortie was aborted and we returned home without encountering any problems.
Three days later we were sent to Brussels to repatriate a group of ex prisoners of war. We managed to pack in twenty four in the fuselage of the aircraft and we flew to Westcott in Buckinghamshire. This made a very pleasant change and the former POW’s were naturally in good spirits.
As the war was nearing its conclusion, we found ourselves doing more training exercises for a day or two and on 6th may[sic] we were back in Brussels collecting more former POW’s and this time we brought them home to Dunsfold in Surrey.
[page break]
We repeated this some six days later on 12th May. On each occasion there were twenty six former POW’s in our fuselage. On 15th April we flew to Lille to repatriate more POW’s.
On 16th April 1945 we were sent on a grand tour of Germany to see what damage had been done. This covered the towns and cities of Bremen, Hamburg, Harburg in Bavaria, Brunswick, Cassel, Wurzburg, Stuttgart, Frankfurt, Cologne, Osnabruck and back to base. The whole trip took some eight and a half hours. This was a very interesting and exciting flight to see just what effect the bombing had on Germany.
On 1st April 1945, the Squadron had been transferred to Bardney which is nine miles east of Lincoln. This is the RAF station from where we operated the two daylight raids and the trips to collect the former POW’s. Also on this Station was No. 9 Squadron. They specialised in carrying very large bombs which they used to bomb the hiding place of Hitler in the Mountains.
On most of the raids I was on, the anti-aircraft fire was quite intense in most places and the night fighters were usually very busy. The one frightening aspect that the defenders of certain targets used was to send up “scarecrows” this giving the impression of one of our bombers exploding and crashing in flames. How this was achieved, I am unsure but it was extremely frightening.
Our crew had the unfortunate luck of having to be changed after the third trip as our Rear Gunner had been caught sleeping twice whilst we were still over enemy territory. On the first occasion when the Skipper called to him there was no reply and I was asked to go and find out what the problem was. I found that both the turret doors were open and he was lying back on the shute into the turret with his intercom lead pulled out of the socket. I informed the Skipper that he had not replied because his intercom was out. However on the very next trip the same situation occurred again whilst we were still well over Germany. On that occasion I did report to the Skipper that he was in fact asleep. After that he was removed from the Crew and we had to have substitutes for the remainder of our trips.
After the raid on Karlsruhe we had lost four aircraft which I have already referred to but in fact on several trips one or two failed to return however I have no record of the numbers lost in my period of Operations.
In the May of 1945, the Crews were being dispersed as our tours had finished with the war coming to an end on 8th May 1945. A number of us volunteered to assist with hay making and I spent about two weeks on a farm near Gainsborough, Lincolnshire after which we were all sent on leave for a few weeks.
As we completed the tour, we were then given a rest period and at that point we expected to be going on operations in the Far East at the later stage however the war ended there on 15th August.
As I was home on leave, I received a posting to RAF Woodbridge which was an emergency landing strip in Suffolk. There I was more or less just operating in the Flight Control Tower and also assisting in the Officers and Sergeants Mess’s with their accounting systems. I had plenty of spare time and the town of Ipswich was close by. This is where [I] and my friends were going most nights.
[page break]
One of my close friends at Woodbridge was Warrant Officer Bill Patterson, a pilot who had a lady friend called Rena in Ipswich. I was told that Rena had a lady friend who said that she would like to meet me. A date was duly arranged for the 4th November 1945 for me to meet this lady on the steps of the Post Office in Ipswich at 6 o’clock. The person that turned up was a young lady called Avis Fleet.
That evening we went with Bill and Rena as a foursome for a drink in Ipswich and we had a very pleasant time. Consequently I continued to meet Avis on a regular basis and was taken to her home on Norwich Road where I met her parents and young brother Geoffrey who was only eleven at the time. We met very regularly most days as I didn’t have much to do at Woodbridge and our friendship grew until by the end of December we had agreed to get married in 1946.
Avis and I went to my parents home in Quadring on Boxing Day and spent a few days there before returning to Ipswich. At the end of December, I was promoted to Warrant Officer which made my weekly pay Six Pounds and Eleven Shillings which at the time was pretty good money.
I continued to meet Avis regularly whilst the release groups from the RAF were in number order and I was number thirty five. With the assistance of my friend Bill Patterson who was then in the Release Centre, I went for demobilisation on 3rd April 1946. I collected my civilian outfit and returned to Ipswich to meet Avis again. Of course being released at that time meant that I had a quantity of clothing coupons which helped Avis considerably in getting her wedding outfit etc.
The wedding was arranged for the 4th May 1946 and this took place at All Saints Church Ipswich. I continued to receive pay from the RAF until the end of Mat[sic] 1946 by which time I had resumed my work as an accountant with Hodgson Harris in Spalding.
[wedding photograph]
After living with my parents for 4 or 5 weeks, I managed to obtain a furnished flat in Spalding at 13 High Street which was along by the riverside.
[page break]
In 1950 when war broke out in Korea I decided to join the RAF Reserve and this meant going to No. 9 Reserve Flying School at Doncaster. I would attend there at weekends, taking part in various flying exercises. In August 1951 as part of Reserve Training, I did two weeks camp at Topcliffe in North Yorkshire and flew in Ansons on cross country exercise which also included a trip to Malta.
The last trip I did was in an Anson in a North Sea search for the Spurn Lightship. This was on 1st February 1953. After this I was retired from the Reserve as I was over the age of twenty nine.
Whilst on Operations we had nine days leave every six weeks and all received Ten Pounds per week from Lord Nuffield (The boss of Ford Motor Co). In appreciation of our services.
Returning from leave sometimes could be worrying. In our huts there would be members from 4 or 5 different Crews and returning home some would be missing from raids. On one occasion there were members of 7 Crews in our hut and on our return from one sortie, 5 were missing. This was a huge shock!
I thoroughly enjoyed all of my time with the RAF and would say that it was as good as going to a University. I realise that I am very fortunate to be still alive at the age of 92. I now have the medals of my service history including the Bomber Command Clasp for the 1939-1945 Star.
I hope my story will be of interest to whoever may read it.
[two pages from 189 Squadron Fulbeck logbook]
[page break]
[photograph of Andrew Gaunt as sub-postmaster at Pinchbeck]
Jacks[sic] WW11 story and experiences have been brought together by Andrew Gaunt former Sub Postmaster of Pinchbeck (2000 to 2014), from recordings made by Jack of his time with the RAF and his personal recollections of events and flying missions that he was sent on. Utilising Jacks[sic] log book and researching events that he has referred to.
It seemed appropriate that I brought Jacks[sic] recollections together having myself been a fellow Wireless Operator. Being a Marine Radio Officer from 1975 to 1986 and visiting many of the ports of the Middle East that Jack transited on his journey. Ironically Merchant ships no longer have a requirement to carry an R/O. This position disappeared in the 1990’s whilst the requirement to carry a W/O on aircraft was I believe removed sometime in the 1960’s. My own experiences took me frequently into areas of conflict notably the Persian/Arabian Gulf, regularly through the then dangerous Straits of Hormuz during the Iran/Iraq war and I also have my own vivid recollections of the Iranian Revolution.
Acknowledgements are made to the following sources whose photos have been used although there appear to be many copies of the same photos on different sites.
Polish Aircrew at RAF Bramcote – polishsquadronsremembered.com
Troopship SS Otranto – britisharmedforces.org
HMS Repulse – historyofwar.org
HMS Prince of Wales – dailymail.co.uk
Troopship SS Khedive Ismail – cruiselinehistory.com
Blenheim Aircraft – spitfirespares.co.uk
WW11 map of Iraq – en.wikipedia.org
Percival Proctor Aircraft – en.wikipedia.org
De Havilland Dominie Aircraft – rafyatesbury.webs.com
Avro Anson Aircraft – uboat.net
Vickers Wellington Aircraft – aviationresearch.co.uk
Short Stirling Aircraft – aoth.17.dsl.pipex.com
“Scarecrow” phenomena – awrm.gov.au
Whilst the tragic fate of Repulse and Prince of Wales is a well known WW11 event, a lesser known event but equally tragic story lies in the fate of the SS Khedive Ismail which took Jack into the Persian Gulf in late 1941.
The SS Khedive Ismail was sunk by a Japanese submarine on 12th February 1944 with the loss of 1,297 lives. The vessel Sank in just two minutes. For more information on this terrible event visit www.roll-of-honour.com/Ships/SSKhediveIsmail.htm The story is also covered in The book “Passage To Destiny” by Paul Watkins.
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
Sparks in the air - Jack Smith's wartime story
Description
An account of the resource
Covers life before the war and volunteering for the RAF in August 1940. Continues with account of training as a wireless operator. Includes radio school crest and photograph of a Battle aircraft. Describes voyage from Liverpool via Cape Town then escorted by HMS Repulse and Prince of Wales to Bombay (Mumbai) and then onward to Basrah in Iraq. Eventually arrived at RAF Sharjah in the United Arab Emirates and describes life and work on this station. Describes medical issues and subsequent posting to RAF Habbaniya in Iraq. Goes on to describe journey back to England overland via Gaza, Cairo and Alexandria thence by ship. Continues aircrew training at RAF Madley and Llandwrog in Wales. Includes photographs of Proctor, Dominie and Anson. Describes crewing up and starting operations on Wellington aircraft. He continues with postings to heavy conversion units and Lancaster finishing school before joining 189 Squadron at RAF Fulbeck. Describes in detail operations from December 1944 to April 1945. Mentions repatriating prisoners of war and Cook's tour to see damage to German cities. Describes life after the war including his marriage. Includes photographs of Wellington. Stirling, night bombing, wedding and page from log book..
Creator
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A Gaunt
J Smith
Format
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Twenty page printed book with b/w photographs
Identifier
An unambiguous reference to the resource within a given context
BSmithJSmithJv1-2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Spalding
England--Cheshire
England--Lancashire
England--Blackpool
England--Wiltshire
England--Liverpool
South Africa
South Africa--Cape Town
South Africa--Durban
India
India--Mumbai
Iraq
Iraq--Baṣrah
United Arab Emirates
Iraq--Ḥabbānīyah
Gaza Strip--Gaza
Egypt--Cairo
Egypt--Alexandria
England--Herefordshire
England--Northamptonshire
Wales--Gwynedd
England--Nottinghamshire
Germany
Germany--Heilbronn
Germany--Giessen (Hesse)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
Germany--Wolfsburg (Lower Saxony)
France
France--Royan
Czech Republic
Germany--Karlsruhe
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Leipzig
Germany--Dortmund
Atlantic Ocean--Oslofjorden
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Belgium--Brussels
Germany--Flensburg
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Moray
Egypt
Gaza Strip
Germany--Ruhr (Region)
Czech Republic--Most
United Arab Emirates--Shāriqah (Emirate)
Temporal Coverage
Temporal characteristics of the resource.
1937
1940-09
1940-11-04
1941-03
1941-08-31
1943-02
1943-12
1944-04
1944-06-12
1944-08-24
1944-11-09
1944-12-04
1944-12-06
1944-12-19
1944-12
1944-12-30
1945-01-01
1945-01-04
1945-01-16
1945-01-13
1945-02-01
1945-02-02
1945-02-07
1945-02-13
1945-02-14
1945-02-20
1945-02-23
1945-03-14
1945-03-16
1945-03-20
1945-03-23
1945-04-03
1945-04-23
1945-05-06
1945-05
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Contributor
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David Bloomfield
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
1661 HCU
17 OTU
189 Squadron
Advanced Flying Unit
aircrew
Anson
Battle
Blenheim
bombing of Dresden (13 - 15 February 1945)
Cook’s tour
crewing up
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
military living conditions
Morse-keyed wireless telegraphy
Operation Exodus (1945)
Operational Training Unit
Proctor
RAF Bramcote
RAF Compton Bassett
RAF Fulbeck
RAF Llandwrog
RAF Madley
RAF Milltown
RAF Padgate
RAF Silverstone
RAF Syerston
RAF Turweston
RAF Winthorpe
RAF Woodbridge
recruitment
Scarecrow
Stirling
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1187/31549/LWatsonJR1605406v1.2.pdf
501f3aa015650de589fa38da68a1c63d
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Watson, John Robert
J R Watson
Description
An account of the resource
Seven items. An oral history interview with warrant Officer John 'Jack' Watson DFM (b. 1923 Royal Air Force) his log book and photographs. He flew three turs of operations as a flight engineer with 12 and 156 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Watson and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Watson, JR
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Robert Watson’s observer’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LWatsonJR1605406v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Observer’s and air gunner’s flying log book for J R Watson, flight engineer, covering the period from 2 November 1943 to 30 March 1945. Detailing his flying training and operations flown. He was stationed at RAF Faldingworth, RAF Wickenby, RAF Warboys, RAF Upwood and RAF Husbands Bosworth. Aircraft flown in were Halifax, Lancaster. Oxford and Wellington. He flew a total of 77 operations, 12 with 12 Squadron and 66 with 156 Squadron. Targets were Brunswick, Berlin, Magdeburg, Leipzig, Stuttgart, Schweinfurt, Augsburg, Essen, Nuremburg, Cologne, Dusseldorf, Karlsruhe, Friedrichshafen, Somain, Montdidier, Nantes, Boulogne, Duisburg, Dortmund, Aachen, Calais, Longues, Foret-de-Cerisy, Fougeres. Lens, Middlestraete, Oisemont-Neuville, Donges, Hamburg, Cassan, Trossy, Abbeville, Caen, Lille, Russelsheim, Kiel, Connantre, Moerdijk, Saarbrucken, Wilhelmshaven, Heinbach, Opladen, Hannover, Mainz, Wiesbaden, Politz, Bohlen, Wesel, Worms, Chemnitz, Hanau, Hildesheim, Harpenerweg and Munster. His pilots on operations were Flight Lieutenant Cleland and Wing Commander Scott.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
England--Cambridgeshire
England--Leicestershire
England--Lincolnshire
France--Abbeville
France--Boulogne-sur-Mer
France--Caen
France--Calais
France--Donges
France--Fougères (Ille-et-Vilaine)
France--Lens
France--Lille
France--Longues-sur-Mer
France--Montdidier (Hauts-de-France)
France--Nantes
France--Neuville-aux-Bois
France--Normandy
France--Paris Region
France--Sézanne
France--Somain
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Braunschweig
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dortmund Region
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Euskirchen Region
Germany--Friedrichshafen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Hildesheim
Germany--Karlsruhe
Germany--Kiel
Germany--Leipzig
Germany--Leipzig Region
Germany--Leverkusen
Germany--Magdeburg
Germany--Mainz (Rhineland-Palatinate)
Germany--Münster in Westfalen
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Schweinfurt
Germany--Stuttgart
Germany--Wesel (North Rhine-Westphalia)
Germany--Wiesbaden
Germany--Wilhelmshaven
Germany--Worms
Netherlands--Rotterdam Region
Poland--Police (Województwo Zachodniopomorskie)
France--Creil
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-01-14
1944-01-20
1944-01-21
1944-01-22
1944-01-27
1944-01-28
1944-01-29
1944-01-30
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-06-03
1944-06-05
1944-06-07
1944-06-08
1944-06-09
1944-06-15
1944-06-16
1944-06-17
1944-06-24
1944-06-27
1944-07-02
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-12
1944-08-13
1944-08-16
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-27
1944-09-12
1944-09-13
1944-09-15
1944-09-16
1944-09-17
1944-09-20
1944-10-05
1944-10-06
1944-10-14
1944-10-15
1944-10-16
1944-12-03
1944-12-12
1944-12-17
1944-12-28
1944-12-29
1944-12-30
1945-01-02
1945-01-03
1945-01-05
1945-01-06
1945-01-14
1945-01-16
1945-01-17
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-17
1945-02-21
1945-02-22
1945-03-02
1945-03-05
1945-03-06
1945-03-18
1945-03-22
1945-03-24
1945-03-25
Contributor
An entity responsible for making contributions to the resource
Mike Connock
12 Squadron
156 Squadron
1667 HCU
85 OTU
aircrew
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
flight engineer
Halifax
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Me 410
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Pathfinders
RAF Faldingworth
RAF Husbands Bosworth
RAF Upwood
RAF Warboys
RAF Wickenby
tactical support for Normandy troops
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1389/31249/LDixonW2206823v1.2.pdf
708eeff6860c5633fc1d6aab98548bb0
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
Connock, Mike
Michael Connock
M Connock
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
2015-02-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Connock, M
Description
An account of the resource
Eight items. The collection concerns (Royal Air Force) and contains people who served with 50 and 61 Squadrons at RAF Skellingthorpe.
They include:
W Dixon
GR Williamson
BV Robinson
GA Walker
L Barber
HJ Whitwell
The collection has been donated to the IBCC Digital Archive by Mike Connock 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
Sergeant W. Dixon’s RAF Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book
Description
An account of the resource
Sergeant W. Dixon’s RAF Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book, from 23rd September 1943 to 4th April 1945, detailing his training and operations as a Wireless Operator/Air Gunner. He was stationed at RAF Yatesbury (No. 2 Radio School), RAF Evanton (8 Air Gunnery School), RAF Bishopscourt (7(O) AFU), RAF Turweston, RAF Silverstone, (17 OTU), RAF Wigsley (1654 HCU), RAF Syerston (5 LFS) and RAF Skellingthorpe (61 Squadron). Aircraft in which flown: Dominie, Proctor, Anson, Wellington, Stirling and Lancaster.
He flew a total of 32 operations (6 day, 26 night). Targets in Belgium, Germany, Netherlands, Norway and Poland were: Bohlen, Bremen, Brunswick, Dortmund, Dresden, Duren, Dusseldorf, Flushing, Gdynia, Gravenhorst, Houffalize, Ladbergen, Lutzkendorf, Merseburg, Molbis, Munich, Nordhausen, Nurnberg, Politz, Rheydt, Rositz, Siegen, Trondheim and Wurzburg. His pilots on operations were Flight Lieutenant Burns, Flying Officer MacFarlane and Flying Officer Lambert. Includes numerous comments on operations, including “COULDN’T CLIMB OVER ALPS OPENED BOMB DOORS & TOBBOGANED (sic) OVER” and “ATTACKED BY 5 JU88’S 2 SHOT DOWN”.
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
LDixonW2206823v1
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
Germany
Great Britain
Netherlands
Norway
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Belgium--Houffalize
England--Buckinghamshire
England--Lincolnshire
England--Northamptonshire
England--Nottinghamshire
England--Wiltshire
Germany--Altenburg (Landkreis)
Germany--Braunschweig
Germany--Bremen
Germany--Dortmund
Germany--Dresden
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Merseburg
Germany--Mittelland Canal
Germany--Munich
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Rheydt
Germany--Saxony
Germany--Saxony-Anhalt
Germany--Siegen
Germany--Steinfurt (North Rhine-Westphalia)
Germany--Würzburg
Netherlands--Vlissingen
Northern Ireland--Down (County)
Norway--Trondheim
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Scotland--Ross and Cromarty
Great Britain
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.
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-10-06
1944-10-07
1944-10-11
1944-10-14
1944-10-15
1944-10-19
1944-10-20
1944-11-02
1944-11-03
1944-11-04
1944-11-05
1944-11-06
1944-11-07
1944-11-16
1944-11-21
1944-11-22
1944-11-23
1944-11-24
1944-12-17
1944-12-18
1944-12-19
1944-12-27
1944-12-31
1945-01-01
1945-01-02
1945-01-07
1945-01-08
1945-01-13
1945-01-14
1945-01-15
1945-02-01
1945-02-02
1945-02-07
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-19
1945-02-20
1945-02-21
1945-02-22
1945-03-06
1945-03-07
1945-03-12
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-04-04
1945-04-07
1945-04-08
Contributor
An entity responsible for making contributions to the resource
David Leitch
1654 HCU
17 OTU
61 Squadron
Advanced Flying Unit
air gunner
Air Gunnery School
aircrew
Anson
bombing of Dresden (13 - 15 February 1945)
Dominie
Heavy Conversion Unit
Ju 88
Lancaster
Lancaster Finishing School
Operational Training Unit
Proctor
RAF Banff
RAF Bishops Court
RAF Carnaby
RAF Evanton
RAF Gransden Lodge
RAF Middleton St George
RAF Netheravon
RAF Silverstone
RAF Skellingthorpe
RAF Stradishall
RAF Syerston
RAF Turweston
RAF Wigsley
RAF Yatesbury
Stirling
training
Wellington
wireless operator / air gunner
-
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
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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,
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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
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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.
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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
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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.
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[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]
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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.
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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,
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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
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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]
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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
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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/1679/29074/LOrtonR2217450v1.1.pdf
5141585d9348cc89e1fec12e4751eec5
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
Orton, Robert
R Orton
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
2020-03-17
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
Orton, R
Description
An account of the resource
Eighteen items. The collection concerns Robert Orton (b. 1925, 2217450 Royal Air Force) who served as a rear gunner on 150 Squadron at RAF Hemswell and contains his log book, photographs of his crew and a medal ribbon.
The collection has been donated to the IBCC Digital Archive by JR Orton 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
Robert Orton’s flying log book for navigator’s, air bomber’s, air gunners, flight engineers
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
LOrtonR2217450v1
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying log book for navigator’s, air bomber’s, air gunners, flight engineers for R Orton, air gunner, covering the period from 27 May 1944 to 7 October 1945. Detailing his flying training and operations flown. He was stationed at RAF Stormey Down, RAF Finningley, RAF Worksop, RAF Lindholme, RAF Ingham, RAF Hemswell, RAF Bruntingthorpe, RAF Catterick, RAF Newmarket, and RAF Kirkham. Aircraft flown in were Anson, Wellington, Halifax, and Lancaster. He flew a total of 24 operations with 150 Squadron, 8 daylight and 16 night, plus 5 Operation Manna and one Operation Dodge. Targets were Nurnberg, Hannover, Merseburg, Zeitz, Stuttgart, Mannheim, Wiesbaden, Kleve, Duisburg, Pforzheim, Neuss, Chemnitz, Kassel, Essen, Dortmund, Misburg, Nordhausen, Kiel, Plauen, Heligoland, Bremen, Walkenburg, The Hague, Rotterdam and Pomigliano. His pilot on operations were Flight Lieutenant Harswicke and Squadron Leader Morhen.
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
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Italy
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Germany--Hannover Region
England--Cambridgeshire
England--Lancashire
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Yorkshire
Germany--Bremen
Germany--Chemnitz
Germany--Dortmund
Germany--Duisburg
Germany--Essen
Germany--Hannover
Germany--Helgoland
Germany--Kassel
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Mannheim
Germany--Merseburg
Germany--Neuss
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Pforzheim
Germany--Plauen
Germany--Stuttgart
Germany--Wiesbaden
Germany--Zeitz
Italy--Pomigliano d'Arco
Netherlands--Hague
Netherlands--Rotterdam
Netherlands--Valkenburg (South Holland)
Wales--Bridgend
Germany--Ruhr (Region)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1945-01-02
1945-01-05
1945-01-14
1945-01-16
1945-01-17
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-07
1945-02-21
1945-02-22
1945-02-23
1945-02-28
1945-03-01
1945-03-05
1945-03-06
1945-03-08
1945-03-09
1945-03-11
1945-03-12
1945-03-15
1945-03-16
1945-03-17
1945-04-03
1945-04-09
1945-04-10
1945-04-11
1945-04-18
1945-04-22
1945-04-29
1945-05-01
1945-05-02
1945-05-03
1945-05-31
150 Squadron
1656 HCU
18 OTU
air gunner
Air Gunnery School
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
Cook’s tour
Halifax
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Bridgnorth
RAF Bruntingthorpe
RAF Catterick
RAF Finningley
RAF Hemswell
RAF Ingham
RAF Kirkham
RAF Lindholme
RAF Newmarket
RAF Padgate
RAF Stormy Down
RAF Worksop
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1497/28755/LLeadbetterJ163970v1.2.pdf
8b54fa7306a0c184800b59be488a49fa
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
Leadbetter, John
J Leadbetter
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-21
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
Leadbetter, J
Description
An account of the resource
166 items. The collection concerns John Leadbetter (1549105, 163970 Royal Air Force) and contains his log books, photographs and documents. <br /><br />There are four sub-collections:<br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1725">Leadbetter, John. Aerial Photographs</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1721">Leadbetter, John. Aircraft Recognition</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1723">Leadbetter, John. Canada</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1718">Leadbetter, John. Maps and Charts</a> <br /><br /><br />The collection has been donated to the IBCC Digital Archive by Keith Henry Leadbetter 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
J Leadbetter’s flying log book aircrew other than pilot
Identifier
An unambiguous reference to the resource within a given context
LLeadbetterJ163970v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Bomb Aimers flying log book for J Leadbetter covering the period from 25 October 1943 to 14 May 1945. Detailing his flying training and operations flown. Also details of targets and bomb loads. He was stationed at RCAF Picton (31 B&GS), RCAF Portage La Prairie (7 AOS), RAF Halfpenny Green (3 (O)AFU), RAF Moreton-in-Marsh (21 OTU), RAF Sandtoft (1667 HCU), RAF Hemswell (LFS), RAF Ludford Magna (101 Squadron), RAF Warboys (PNTU) and (AGLT), RAF Little Staughton (582 Squadron). Aircraft flown in were, Anson, Bolingbroke, Wellington, Halifax, Lancaster. He flew 14 operations (9 night time and 5 daylight) with 101 squadron. Targets were Mannheim, Bottrop, Chemnitz, Pforzheim, Hanau, Bruchestrasse, Bremen, Hannover, Paderborn, Nordhausen, Lutzkendorf, Keil, Plauen. His pilot on operations was Flying Officer Ridler.
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 French
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
England--Cambridgeshire
England--Gloucestershire
England--Lincolnshire
England--Staffordshire
Germany--Bottrop
Germany--Bremen
Germany--Chemnitz
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Mannheim
Germany--Paderborn
Germany--Pforzheim
Germany--Plauen
Germany--Nordhausen (Thuringia)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1945-02-01
1945-02-02
1945-02-03
1945-02-14
1945-02-15
1945-02-23
1945-02-24
1945-02-28
1945-03-01
1945-03-19
1945-03-22
1945-03-23
1945-03-25
1945-03-27
1945-04-03
1945-04-05
1945-04-06
1945-04-09
1945-04-10
1945-04-11
101 Squadron
1667 HCU
21 OTU
582 Squadron
Advanced Flying Unit
Air Observers School
aircrew
Anson
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
Gee
H2S
Halifax
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Operational Training Unit
Pathfinders
RAF Halfpenny Green
RAF Hemswell
RAF Little Staughton
RAF Ludford Magna
RAF Moreton in the Marsh
RAF Sandtoft
RAF Warboys
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1355/28011/LJacksonL1897934v1.1.pdf
f6e9ed922b216ce3b79d75c41743d138
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
Jackson, L
Jackson, Les
Description
An account of the resource
Two items. The collection concerns Les Jackson (b.1925, 1897934 Royal Air force). He flew operations as an air gunner with 103 Squadron. It contains his log book and an audio memoir.
The collection has been loaned to the IBCC Digital Archive for digitisation by C Thompson and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-28
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. 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
Jackson, L
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
Les Jackson’s flying log book for navigators, air bombers, air gunners, flight engineers
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for L Jackson, air gunner, covering the period from 28 May 1944 to 16 June 1947. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Bishops Court, RAF Peplow, RAF Lichfield, RAF Blyton, RAF Elsham Wolds, RAF Scampton and RAF Lindholme. Aircraft flown in were Anson, Wellington and Lancaster. He flew a total of 11 operations with 103 squadron, 7 daylight and 4 night. Targets were Misberg, Nuremberg, Hanau, Bremen, Hildseheim, Paderborn, Nordenhausen, Lutzkendorf, Heligoland and Berchtesgarden. He also flew 3 Manna to Rotterdam, 1 Exodus and 1 Dodge to Pomigliano, with 103 squadron. He flew post war duties with 57 squadron. His pilot on operations was Flight Lieutenant Wilson.
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
LJacksonL1897934v1
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
Netherlands
Atlantic Ocean--North Sea
England--Lincolnshire
England--Shropshire
England--Staffordshire
England--Yorkshire
Germany--Berchtesgaden
Germany--Bremen
Germany--Hamburg Region
Germany--Hanau
Germany--Helgoland
Germany--Hildesheim
Germany--Merseburg Region
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Paderborn
Italy--Pomigliano d'Arco
Netherlands--Rotterdam
Northern Ireland--Down (County)
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1945-03-15
1945-03-16
1945-03-17
1945-03-18
1945-03-19
1945-03-21
1945-03-22
1945-03-28
1945-04-02
1945-04-04
1945-04-05
1945-04-17
1945-04-22
1945-04-25
1945-04-29
1945-05-01
1945-05-03
1945-05-07
1945-05-10
1945-10-01
103 Squadron
1653 HCU
1662 HCU
27 OTU
57 Squadron
83 OTU
air gunner
Air Gunnery School
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
Heavy Conversion Unit
Ju 88
Lancaster
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Bishops Court
RAF Blyton
RAF Elsham Wolds
RAF Lichfield
RAF Lindholme
RAF Peplow
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27209/MAdamsHG424504-170215-01.2.pdf
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Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and Trevor Hardcastle.
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IBCC Digital Archive
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2017-02-15
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Adams, HG
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[inserted] (There is some duplication of notes for Ops [symbol] 1 to [symbol] 14 as I wrote something at different times (years apart.)) [/inserted]
[inserted] [symbol] Soon after we feathered that engine over “A” Flight commander flew up on our wing top & feathered 3 engines & kept up with us! He was giving us some assurance that a lightly loaded Lancaster could fly level (for a while) on 1 engine … reassurance for a new crew [/inserted]
My navigation Logs & Charts of our operations with 467 (RAAF) Squadron at Waddington, near Lincoln, from 10.9.44 to 16.1.45, with extracts from a publication giving some details of every operation by 467 & 463 Squadrons from 10.9.44 to 25.4.45.
[circled 1] [underlined] LE HAVRE, 10.9.44 [/underlined] 21 from 467, 20 from 463 as part of 992 bombers on 8 different German strong points outside of Le Havre. The targets were accurately marked and bombed, with no losses from Waddington. We took off at 1522, flew to Syerston (nearby), then did a radius of action on a track of 260oT so as to be back at Syerston at 1604 at 8000’. The winds were about what was forecast, 025/15; we bombed at 1723 at 12100’, bomb load was 11 x 1000 + 4 x 500 lb H.E. Two minutes after we dropped our bombs our Port Outer motor stopped (stray AA – fire?), we feathered the prop & flew home OK on 3 engines, airborne for 3h 55 min.
[symbol] On 11.9.44, 218 bombers from 5 Group attacked the German positions still holding out at Le Havre, with no losses. 2 British divisions were attacking Le Havre & the German garrison surrendered a few hours after the raid. The British wished to capture the port intact, but the German garrison had laid mines, and blown up most of the docks, and so it was several weeks before the port could be used.
DAMSTADT, 11.9.44. 226 Lancasters from 5 Group bombed at night, losing 1 crew (all K.I.A.) from 463 Sqdn. Our pilot, Peter Gray-Buchanan, did his “Second Dickie” on this raid.
[circled 2] [underlined] STUTTGART, 12.9.44. [/underlined] 20 from 467, 14 from 463, of 204 from [underlined] 5 Group [/underlined]. (On the same night 378 Lancasters bombed Frankfurt with success.) Post-war, a German expert – Heinz Bardau – wrote that the northern & western parts of Stuttgart city were erased in this concentrated attack… a [underlined] fire-storm resulted [/underlined], with 1171 people killed, the city’s highest fatality figure for the war.
[page break]
STUTTGART (Con’t)
467 Sqdn lost 2 crews (F/L D. Brown, 5 KIA, 2 POW, F/O Bright. 5 KIA, 2 POW.)
We took off at 1916 & set course at 1919, staying at 2500’ until 2137 when we began climbing, to 16000’ by 2233. Our last GEE fix was at 2232 and the next (after bombing OK at 2316) at 0022… so nearly 2 hours of Dead Reckoning with some map reading. (The Germans jammed our GEE receiver so that the screen was filled with “Grass”). The actual winds were about as forecast 160/15 at the target. Our bomb load was 1 x 4000 lb “cookie” & 13 J clusters (of incendiaries). Two minutes after bombing our gunners saw a fighter (they think a Do217) at about 400 yards, so we began to “corkscrew”. We continued corkscrewing until 2329, seeing one plane (unidentified) at about 50 yards! and another with a light on (!). We were airborne for 6h 51 min.
[circled 3] [underlined] BOULOGNE. 17.9.44. [/underlined] We took off at 0806 & flew to Syerston, then did a Radius of Action (on track of 260oT) to return to Syerston at 0837 at 6000’, where we did a circuit to port to lose height & get into formation at 3000! We had an uneventual [sic] trip to the target where we bombed at 8100’, dropping 11 x 1000 + 4 x 500 lb. We were airborne for 3h 26 min. 19 Lancs from each of 467 & 463 joined 762 bombers dropping more than 3000 tons of H.E. bombs on German positions around Bologne in preparation for an attack by Allied troops. The German garrison surrendered soon after the raid.
[circled 4] [underlined] BREMERHAVEN 18.9.44. [/underlined] 19 Lancs from each of 467 & 463 were part of a total of [underlined] 206 from 5 Group [/underlined], with no losses from Waddington. The post-war assessors found that this 5-Group attack, with less than 900 tons of bombs, started a [underlined] fire-storm [/underlined] which destroyed 2750 buildings in the main port area, & that [underlined] 30000 [/underlined] people were made homeless & had to live in the open until evacuated several days later.
[page break]
Extracts from a publication giving some details of every wartime operation by 467 & 463 Squadrons (loaned by Sam Nelson) RED = Daylight. BLACK = Night BLUE = We weren’t on it.
[circled 1] 10-9-44 LE HAVRE 21 from 467, 20 from 463 as part of 992 bomber raid on 8 different German strongpoints outside Le Havre. The targets were accurately marked and bombed. No losses.
D. 3h 55m. 11 x 1000 + 4 x 500. 12000’ (We lost P.O. engine during bomb-run).
Day 11-9-44. LE HAVRE. 218 bombers from 5 Group attacked German positions still holding out at Le Havre. Two British divisions were now attacking Le Havre and the German garrison surrendered a few hours later. The British wished to capture the port intact as a supply port for the armies, but the German garrison had proved spiteful – they had mined and blown up most of the docks, and it was a number of weeks before the port could be used.
[inserted] Night [/inserted] 11-9-44 DAMSTADT. 226 Lancasters of 5 Group.
Our pilot (Peter Gray-Buchanan) did his “second dickie”. 1 A/C from 463 lost (7 KIA).
[circled 2] 12-9-44 STUTTGART. 20 of 467, 14 of 463, of 204 from 5 Group. (Same night 378 Lancasters on Frankfurt … with success.) Post war, a German expert, Heinz Bardau, wrote that the Northern + Western parts of the city were erased in this concentrated attack, & that a fire-storm resulted … 1171 people killed. Stuttgart’s highest fatality figure for the war. 467 lost 2 crews: F/L D. Brown .. 5 KIA, 2 POW; F/O Bright … 5 KIA, 2 POW.
F 6h 50m 1 x 4000 + 13 J clusters. 15750’
[circled 3] 17-9-44. BOULOGNE. 19 from 467, 19 from 463, of 762 bombers dropping more than 3000 tons of H.E. bombs on German positions around Boulogne in preparation for an attack by Allied troops. The German garrison
[page break]
surrendered soon afterwards.
D. 3h 25 m. 11 x 1000 + 4 x 500. 8100’
[circled 4] 18-9-44 BREMERHAVEN. 19 of 467, 19 of 463, of 206 from 5-Group. No losses from Waddington. The post-war assessors found that this 5-Group attack, with less than 900 tons of bombs, started a fire-storm which destroyed 2750 buildings in the main port area, & that 30000 people were made homeless & lived in the open until evacuated several days later.
D 4h 45m. 18 cans (incendiaries – 150 per can). 15250’
[circled 5] [inserted] 19-9-44 [/inserted] RHEYDT/MUNCHEN-GLADBACH. 19 of 467, 16 of 463, of 227 Lancasters of 5-Group bombing the twin towns. German reports state that only between 267 and 271 people were killed. 467 lost one Lanc, crashing on returning (4 KIA, 1 POW, 2 evaded, including pilot, F/O Findlay) Master Bomber was W/C Guy Gibson, VC, DSO, DFC (of Dambusters fame) flying a Mosquito … which crashed in flames near the Dutch coast. He and his navigator (S/L J.N. Warwick, DFC) were killed and buried at Steenbergen-en-Kriesland. (Orbited target for 17mm – marking delay). 11000’
D 5h 5m 1 x 2000 + 12 J clusters.
[circled 6] 23-9-44 DORTMUND-EMS CANAL (Aqueduct). 19 of 467, 17 of 463, of 136 Lancs. from 5-Group mounting a special attack on the aqueduct at Ladbergen on the Dortmund-Ems Canal. The canal was breached, but losses were heavy 10% of the force were lost. 467 lost F/O G.A. Brown and crew. (5 KIA. 2 POW). (Orbited target losing height for 15 min extra there. Meant to bomb 14000’ but 6400’ due to cloud)
C 5h 25m 14 x 1000
[page break]
[inserted] On the unused back of one of the logsheets are some sketches (rough) of GEE BOX & the kind of blips, scales etc, displayed [/inserted]
(BREMERHAVEN, Con’t).
We took off at 1832, orbited base until 1844, when we set course at 2000’. At 1915 we needed to alter course southwards to regain our track as the winds were from about 085oT rather than 060oT (forecast). Our last GEE fix (before jamming) was on track near turning point A, and we’d climbed to 15000’, from which height we bombed at 2103. Our bomb load was 18 cans of incendiaries. The Lancaster bomb-bay, (quite long & wide, under the floor) had 14 ‘hooks’, so to use 18 cans, 3 of the hooks had a framework added to hold 3 cans side by side. The bomb-aimer could select all 14 hooks to release independently, usually at fairly short time intervals to produce a “stick” of bombs usefully spread. Each can of incendiaries released 150 small bombs about 5 cm diameter & about 40 cm long, each capable of starting a fire.
It was an easy trip for navigation, with GEE only jammed for about 1/2 hr before & after the target. We were airborne for 4h 46 min.
[circled 5] [underlined] RHEYDT/MUNCHEN-GLADBACH. 19.9.44 [/underlined] 19 Lancs from 467, & 16 from 463 were part of a total of 227 from 5 Group bombing the twin-towns. German reports state that only between 267 & 271 people were killed. 467 Sqdn lost one Lanc. crashing on returning (4 KIA but pilot, F/O Findlay, & one other evaded, & the 7th was imprisoned). The Master-Bomber was W/C Guy Gibson VC, DSO, DFC, of Dambuster fame, flying a Mosquito which crashed in flames near the Dutch coast. He and his navigator (S/L J.N. Warwick, DFC) were killed and buried at Steenbergen-en-Kriesland. We took off at 1856 and did a Radius-of-Action (track 260oT) to arrive back at Base at 1913, at 2000’. The winds were about as predicted, we kept close to track & time, and arrived at target at 2139 at 11000’, but were told to [underlined] orbit [/underlined] (to port) due to marking problems. At 2148 we were told to [underlined] orbit again, [/underlined] until, at 2151 we we [sic] told to “attack Green spot fires direct”, which we did at 2155, at 11000’.
[page break]
[photograph] D-Dog at Waddington, 1944
[photograph] [symbol] Peter at pilots window
[photograph] Our gunners
Left: Ken Nicholls, Rear Gunner
Right: Ray Giles, Mid-Upper Gunner
[page break]
RHEYDT/MUNCHEN-GLADBACH (Con’t).
At 2159 1/2 I logged “a/c hit ground – explosion – flame & smoke”
At 2201 1/2 I logged “a/c on ground, bears 000o, 2 min (51o23’, 05o51’E).
At 2211 we saw an unidentified fighter so went into the corkscrew routine, at about 51o30’N 05o00’E.
At 2213 1/2 , while in starbord [sic] turn saw unidentified fighter above us, at about 51o31’N 04o53’E, so continued to corkscrew.
At 2221, I logged “possible a/c hit ground 3 mi on port beam, about 51o32 1/2’N 04o19’E. Our bomb-load was 1 x 2000 lb & 12 “J” clusters. We were airborne for 5h 5 min.
[circled 6] [underlined] DORTMUND-EMS CANAL [/underlined]. 23.9.44. 19 from 467 & 17 from 463 of total 136 Lancs from 5 Group mounted a special attack on the aquaduct at Ladbergen. The canal was breached, but losses were heavy … 10% of the force. 467 Sqdn lost F/O G.A. Brown & crew (5 KIA, 2 POW).
We took off at 1906, did the usual Radius-of-Action to be back at Base at 1931 at 2000’. We crossed the Channel at 4000’ then climbed to 6000’, keeping nicely to track until 2047. GEE was being jammed, and the next 2 fixes showed us 10 & 20 mi North of track … they may have been wrong. We continued by dead-reckoning through cloud climbing to 14000’ and arriving at the target on time at 2148. (We were told by Master-Bomber at 2146 “to bomb 150 ft N.W. of Red Target Indicator (flare)” J. But we were in thick cloud, so [underlined] orbited to port [/underlined] losing height … very dangerous in cloud. At 2155 the Master-Bomber said “cloud base is 8000’, come in and bomb”, but we were still in cloud & had to do [underlined] another orbit [/underlined], losing height to 6300’, so that finally we could see the target at bombed at 2203 from 6400’.
At 2205 I logged “a/c hit ground & exploded 8 mi S.E. of [symbol], (at about 51o59’N 07o53’E.”
At 2228 1/2 I logged “crossed river; a/c hit ground, port beam, 3 mi.”
At 2229 “a/c directly under us hit ground, 52o15’N 06o11’E.”
At 2231 1/2 I logged “a/c hit ground ahead about 10 mi” [brackets]
At 2236 1/2 I logged “a/c (same one?) on port beam, 5 mi [brackets] 52o10’N 06o00’E
[page break]
DORTMUND-EMS CANAL (Con’t).
After leaving the target area, the winds must have been stronger than predicted from the South.
At 2253 I logged “Strong searchlights ahead … Bomb-Aimer thinks its Rotterdam” (about 10 mi North of desired track). So we immediately turned 40o to port, but copped some flak.
At 2303 we saw searchlights over the OVER FLAKKEE area, and at 2304 got our first GEE fix since our last good one at 2047 putting us about 11 mi north of track.
Our bomb-load was 14 x 1000 lb. We were airborne for 5h 25 min.
[underlined] CALAIS. 24.9.44. [/underlined] 8 from 467, & 7 from 463 of a total 188 from 5 Group. 8 were shot down, including 1 from 467 Sqdn, F/O R.A. Jones (3 KIA & 4 POW).
[circled 7] [underlined] KARLSRUHE 26.9.44 [/underlined]. 17 from 467, 14 from 463 of a total 227 from 5 Group. A short German report states “that there was damage throughout the city & lists several important buildings destroyed”. 467 Sqdn lost F/O K. Miller (1 KIA, 6 POW).
We took off at 0055 & did the usual radius-of-action to be back at base at 0113 at 3000’. The winds were much as predicted and we kept close to track & timing, our last reliable GEE fix was at 0337; we arrived at target at 0408 and Master-Bomber told us to “bomb direct on mixed Red & Green T.1’s” But we had 10/10 cloud below us, so we “went round again” & managed to bomb at 0414 from 11500’. Our first reliable GEE fix on the way home was at 0444, only just over 1 hour of jamming.
Our bomb-load was 18 cans of incendiaries, and we were airborne for 6h 50 mins.
[circled 8] [underlined] KAISERLAUTERN 27.9.44 [/underlined] 16 from 467, 15 from 463 of a total of 217 from 5 Group, did the only major raid of the war by Bomber Command. 909 tons of bombs were dropped causing widespread damage to this medium-sized city. A local German report complained that the town was not a military objective, but went on to list a catalogue of small factories destroyed. We took off at 2205,
[page break]
24-9-44. CALAIS. 8 of 467, 7 of 463, of 188 from 5-Group. 8 were shot down. 467 lost F/O R. A. Jones & crew (3 KIA, 4 POW)
[circled 7] 26-9-44 KARLSRUHE. 17 of 467, 14 of 463, of 227 from 5-Group. A short German report states that there was damage throughout the city & lists several important buildings destroyed. 467 lost F/O K. Miller & crew (1 KIA, 6 POW).
J 6h 50m 18 cans incendiaries 11500’
[circled 8] 27-9-44 KAISERLAUTERN. 16 of 467, 15 of 463, of 217 from 5-Group on Kaiserlautern, a medium-sized city, in the only major raid on it by Bomber Command during the war. 909 tons of bombs were dropped a widespread damage was caused. A local German report complains that the town was not a military object, but goes on to list a catalogue of small factories destroyed.
H 6h 20m 18 cans incendiaries 4000’
(Sept. Summary: 467 flew 199 sorties; lost 6 crews (23 KIA, 17 POW, 2 Ev.) 4 tours completed.)
[circled 9] 5-10-44 WILHELMSHAVEN 17 of 467, 16 of 463, of 227 from 5-Group. 10/10 cloud, marking by H2S. The Wilhelmshaven Diary states that only 12 people died and one bomber was shot down. 467 lost 1 crew (they ditched … hadn’t got to the target … at about 11 am. They were finally rescued about 5pm next day. After short leave, they returned to ‘ops, and were all Killed-in-Action on the Harburg raid.
(This was the only ‘trip’ on which we were allowed to use H2S (they thought enemy fighters could use its transmission to find us). We couldn’t see the markers, so bombed by H2S.)
C. 5h 5m. 18 cans incendiaries. 15000’ (We flew to target in formation escorted by long-range Mustangs
[page break]
did a Radius of Action to be back at base at 2228 at 3000’. We stayed at 3000’ until 0010, then climbed to 4500’ and stayed at 4500’ until close to target, when told to bomb from 4000’, which we did (1 1/2 min early), dropping 18 cans of incendiaries. We kept close to track all the way and only lost GEE for an hour. We were airborne for 6h 20 min.
[circled 9] [underlined] WILHELMHAVEN. [/underlined] 17 of 467, 16 of 463, of 227 from 5-Group, a daylight raid flying in formation to the target, escorted by long-range Mustang fighters. The met. forcast [sic] was for considerable cloud at the target, and we were given the most unusual priorities for bombing:-
(i) drop them visually if target is clear;
(ii) use H2S if target is obscured; or (!)
(iii) drop when you see another bomber drop its load.
We took off at 0755, did a Radius of Action to be back at base at 0811 to join formation at 1500’. My GEE set was not working, but being in formation I didn’t have to navigate anyway. Ted Pickard, the new assistant Nav. Officer, criticised my lack of effort to have some practice. At 1010 we began to climb to 15000’ at the target where at 1106 there was 10/10 cloud below. Our Bomb Aimer & I operated the H2S and aimed at the NW corner of the town and dropped our bombs at 1110 and noticed two other Lancasters dropped theirs immediately after. We flew home independently, but other Lancs were visible so we followed the stream. At 1212 I took over flying a plane for the first & only time, keeping straight & level without much trouble for half an hour. We did a bit of map-reading for the last 1/2 hour, and landed at 1306, being airborne for 5h 5 min. Our bomb-load was 18 cans of incendiaries. The Wilhelmshaven Diary states that only 12 people died and that 1 bomber was shot down. 467 lost 1 crew … they ditched before the target at about 11 am & were (finally) rescued about 1700 the next day. After short leave they resumed ops., but were all K.I.A. on the HARBURG raid on 11.11.44. Our bomb-load was 15 cans of incendiaries
[page break]
[circled 10] [underlined] BREMEN [/underlined] 17 of 467 Sq., 18 of 463 Sq., of 246 from 5 Group, a night raid on 6.10.44, with bomb-load 18 cans of incendiaries dropped from 17250’. Air borne at 1736 & did Return of Action arriving back at base at 1753 at 5000’. A good navigation trip keeping close to desired track, but winds were lighter than expected, so, despite reducing air-speed twice (10 mph each time) we did a 60o – 120o triangle to lose 7 min. This was the last of 32 major Bomber Command raids on Bremen of the war. This raid, based on the 5 Group marking method, was an outstanding success. 1021 tons of bombs were dropped, of which 868 tons were incendiaries. A detailed report (local) is available which was compiled by an official who stated that: “the night was clear, with 3/4 full moon. A huge fire area was started. Classed as destroyed were 4859 houses, 42 factories, 2 shipyards, the Focke-Wulf works & the Siemens-Schubert electrical works. The transport network was seriously disrupted.” This raid, by no more than 1/4 of Bomber Command (& hardly mentioned in the British War History) had finished Bremen … it was not attacked again in the war.
We landed at 2233 after a trip of 4hr 55 min.
[circled 11] [underlined] FLUSHING [/underlined] (WEST DYKE on WALCHEREN ISLAND in the Scheldt Estuary.) 12 of 467, & 11 of 463 of a total of 121 of 5 Group, a daylight raid on 7.10.44. We each did 2 runs dropping a stick of 7 each run (all 1000 lb HE bombs). The sea-wall was breached and virtually all the island was flooded except the rest of the sea-wall, the central tour (Middleburgh) & the town of Flushing. English newspapers had a photo of the flooded island the next day. We had no losses despite plenty of A.A. [inserted] [two indecipherable words] [/inserted]. On the same day 846 of Bomber Command attacked Kleve-Emerich & Kembs Dams. 617 Sqn. used Tallboys (12000 lb bomb) on Kembs to destroy the floodgates to [underlined] prevent [/underlined] the Germans flooding the valley in the face of the American & French advance.
We were airborn for 3h 10 min.
[page break]
[circled 10] 6-10-44 BREMEN. 17 of 467, 18 of 463, of 246 from 5-Group. This was the last of 32 major Bomber Command raids on Bremen during the war. The raid, based on the 5-Group marking method, was an outstanding success. 1021 tons of bombs were dropped of which 868 tons were incendiaries. A detailed local report is available which was compiled by an official who stated that the night was clear with 3/4 full moon … A huge fire area was started. Classed as destroyed were 4859 houses, 42 factories, 2 shipyards, the Focke-Wulfe works and the Siemens Schubert electrical works. The transport network was seriously disrupted. This raid, by no more than 1/4 of Bomber Command (and hardly mentioned in British (War) History, had finished Bremen and the city was not attacked again by Bomber Command.
D 4h 55m 18 cans incendiaries 17250’
[circled 11] 17-10-44 FLUSHING (WALCHEREN ISLAND – WEST DYKE)
12 of 467, 11 of 463, of 121 from 5-Group to successfully breach the sea-wall near Flushing. No losses. (The same day 846 of Bomber Command attacked Kleve Emerich & Kembs Dams … 617 Squadron used ‘Tallboy’ bombs on Kembs. (The idea was to destroy the floodgates to [underlined] prevent [/underlined] the Germans flooding the Rhine valley in the face of French & American advances … this was done OK.)
D 3h 10m 2 sticks of 7 x 1000 6100’ Extra 6 min. orbit for 2nd stick.
[page break]
DAY 11-10-44 FLUSHING. 14 of 467, 20 of 463, of 115 from 5-Group attacked gun positions on N. bank of Scheldt Estuary near Flushing. No losses from Waddington.
[deleted] NIGHT [/deleted] [inserted] DAY [/inserted] 14-10-44 DUISBURG Bomber command sent 1013 heavy bombers, and 473 fighters, Americans sent 1251 heavy bombers and 749 fighters … the raid was carried out on a directive from Allied H.Q. to show the Germans the power of Bomber Commands.
NIGHT 14-10-44 BRUNSWICK 19 of 467, 20 of 463 to join 233 of 5 Group. The most effective of numerous raids on Brunswick. Using the 5-Group low-level marking method, Brunswick was finally destroyed. A German report simply lists the number of hectares burnt out. 23000 people were rescued from air-raid shelters and only 200 perished. A special train was sent from Bavaria to help feed the 80000 homeless.
DAY 17-10-44 WESTKAPELLE 2 of 467, 9 of 463 of 47 from 5-Group attacking sea-wall at Westkapelle. Bombing appeared to be accurate but no report is available. No losses.
[circled 12] 19-10-44 NUREMBERG (& DUISBURG) 20 of 467, 20 of 463, of 263 from 5-Group with 7 Mosquitoes in a special low-level-marked attack on Nuremberg. The target was completely cloud-covered and low-level marking could not be used. The raid was effective but not the ‘knockout’ as hoped. (There were 103 bombers from another Group on Stuttgart and other targets, losing only 0.9%). 467 lost F/O E. Rodwell & crew (7 KIA)
D 8h 10m 1 x 2000 + 12 J clusters. 17400’
[page break]
On 11-10-44, 16 of 467, 20 of 463 of total 115 (all 5 Group) attacked big gun positions on the bank of [underlined] Scheldt Estuary [/underlined], near Flushing. The big guns prevented a sea attack to open the Estuary for Allied supply shipping (a minefield had to be cleared too), and they menaced the Canadian Army who were attacking south of the Estuary, but couldn’t match these big guns for range. I think the weather was bad, poor visibility maybe no great harm done to the guns.
On 14-10-44 there was a big daylight raid on [underlined] Duisberg [/underlined], carried out as a directive from Allied H.Q. to show the Germans the power of Allied Air Power. Bomber Command sent 1013 heavies & 413 fighters, the Americans sent 1251 heavies & 749 fighters.
That night, (14-10-44) 5 Group sent 19 of 467 Sq & 20 of 463 Sq of a total of 233, to [underlined] Brunswick [/underlined], using the 5 Group low-level marking method, Brunswick was finally destroyed. A German report simply lists the number of hectares burnt out. 23000 people were rescued from air-raid shelters & only 200 perished. Special train sent from Bavaria to help feed the 80000 homeless.
On 17-10-44, 2 of 467, & 9 of 463 Sq. of total of 47 of 5 Group attacked the sea-wall again near Westkapelle on Walcheren Island. Bombing appeared to be accurate but no report was available.
[circled 12] [underlined] NUREMBERG [/underlined]. 5 Group sent 20 of 467 Sq. & 20 of 463 Sq of a total of 263 with 7 Mosquitos to do low-level marking. There was total cloud cover which prevented the low-level marking. The raid was effective but not the knock-out hoped for. The rest of Bomber Command raided Stuttgart & other nearby targets, only losing 0.9%. 467 Sq. lost F/O Rodwell & crew (7 KIA). We took off at 1713, did a Radius of Action coming back to base at 1718 at 2000’. We reduced speed to 150 mph but still had to lose 6 min doing 60oL, 120oR, then got to [symbol] OK but had to orbit as directed.
Bombed 15 min late at 17400’ on Red & Green Target [deleted] [indecipherable word] flares [/deleted]
[page break]
Our bomb-load was 1 x 2000 lb HE, and 12 ‘J’ clusters (incendiary). After leaving the target we descended to 6000’, & flew on dead-reckoning, south of Stuttgart & Strasbourg for 2 hours until I got the first GEE fix, nearly 20 miles north of our track, but safely over France. Sid discovered that we had one of the ‘J’ bombs “hung-up”. We went to the jettison area in the Channel & tried to release it manually … did 2 orbits as we kept trying, but without success. So we flew on home to base at 4000’, landing after 8hr 9 min airborne, by far our longest flight so far.
[page break]
[inserted] [symbol] Don Coults (Engineer went to Ireland to visit his parents there. [/inserted]
After our 11th Op at Flushing we went on the usual 6-day leave, after only about 4 weeks after we started our tour. The crews were put on a roster for leave, usually each 6 weeks, but you could go earlier if a few crews before you on the list went missing.
A few items from a diary I kept then … 7th Oct: On our return from the Flushing op, we “shot-up” the ‘drome (low level) for W/C. Brill who was going home to Australia. Wrote up log book. Went to a dance with Jackie from our Mess.
8th:- Applied for leave passes. Got paid. Packed.
9th:- Collected subsistence money, & petrol coupons for bike, [symbol] got leave passes. Caught train to London, missed by Ken. Booked in at A.C.F. Club for the night. Ken arrived at 10 pm. We booked in for the rest of the leave. Nice room.
10th. Had breakfast at the Boomerang Club. I looked around & spotted Kirk Beddie from Mendooran. I’ll just go back in time to our first couple of operations to relate a coincidence. When our 8 new crews arrived together, our Nav. Leader, F/Lt Arnold Eastman, was still doing Ops himself, yet was responsible for in-service training of the navigators (especially us new ones). So he delegated the checking of log & charts, and giving advice to some of his senior navigators (Who’d lasted, say 10 ops or more). The first one who helped me twice was called Scotty – I didn’t find out his surname, it was strictly teacher & pupil, especially as he looked elderly … moustache & bald patch … (actually he was about 26). I didn’t see him again at Waddington – we had about 300 air-crew Flight sergeants there.
Anyway, at the Boomerang club, I said good-day to Kirk, we told each other what we’d been doing … he was well into a tour as captain of Sunderland crew – doing Atlantic patrols.
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I remarked that it was a coincidence that the only two fliers [sic] from Mendooran should be on leave at the same place & time. He said ‘-“Oh no, there’s another Mendooranite over here, Vernon Gall, who was the teller at the Bank of NSW there.” I replied that I didn’t know him. Kirk said:- “Well you might not have met him as you were at High School at Mudgee when your parents came to Mendooran, then you worked in Sydney, went into the Army, then the Air Force – you rarely were in Mendooran. Well, what do you know – there he is, I’ll bring him over & introduce you.” Kirk came back with Scotty. We laughed about that coincidence! After the war, when I bought the sports depot in Mudgee & transferred my bank a/c to the Bank of NSW there, Scotty was the teller.
[symbol] At the Club I also met Joe Barber & Eric Gentle who’d been with me at Cootamundra. Ken saw 4 chaps he knew at Lichfield, and I met Rupe Brown the Australian ground-crew corporal who looked after the 3 Lancs & ground crews at our dispersal corner. We went to a play, but didn’t enjoy it - - too serious. Back at A.C.F. played table-tennis with Ken & darts with Sid.
11th: Got some free theatre tickets with Sid & the play was quite enjoyable. Cinema after lunch .. Red Skelton in “Bathing Beauty”, very funny. Game of darts at the Club. Met Jack Freer, who played the saxophone on the ship across the Pacific.
12th. Ken & I got tickets for a play … a good comedy. Darts at the club after supper.
13th Got tickets for a show on Monday. Bought a wireless for £12/3/4.
[symbol] After the war, I found that Ray Meers (Rear Gunner) & Lindsay Francis (Wireless-Operator-Gunner, of Mendooran had both done tours with B.C. about the same time as I.
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14th. Bought more Xmas cards. Had lunch with Peter Dunn from Mudgee at the Club. Saw a newsreel, went to the Windmill theatre, a few beers with Ken, Supper, then table-tennis.
15th. Rupe left to return to Waddington (he’d shared our room
Visited Mme Tussauds waxworks Museum .. very good.
Walked through the Zoo. Saw a newsreel.
16th. At Boomerang Club met Ken Vidler’s crew (I think they were killed a bit later.) Walked the Embankment, saw Cleopatra’s Needle, down Whitehall, got a glimpse of 10 Downing St (cordoned off by Police). Saw the show we’d booked “Happy & Glorious”, easily the best show we’d been to. Had a few drinks with 2 girls who sleep in the railway station at Gloucester Road to be safe from air raids – they’d been doing that for years!
17th: Rain all day. Went cinema that featured 3 films … 4 1/4 hours. Had a steak (!) for 5/- then another film; couldn’t find the ‘steak’ cafe again.
18th. Packed, Sid came back from Exeter & Bristol. Played crib on the train with Sid, all the way to Lincoln. Lunch at 3, collected bike & rode back to camp.
19th. Flew at once for high-level-bombing practice … too much low cloud, so we got a fighter & did some affiliation practice. Then lunch & briefing at 1.30 for a “trip” to Nuremberg, the scene of one of B.C.’s worst losses sometime earlier, when about 500 heavies were caught below high cloud, searchlights lit them up & (from memory) nightfighters, mainly, & flak brought down 49 for a loss rate of 9%. This time it was cloud below us and 467 only lost 1 crew, F/O Rodwell’s … all KIA.
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[circled 13] 23-10-44 FLUSHING. 21 of 467, 20 of 463 of 121 from 5-Group attacked gun positions near Flushing. Visibility was bad and the bombing scattered.
D 3h 20m. 14 x 1000. Briefed to bomb at 6500’ but forced to descend (bad visibility). Bombed at 4000’
[circled 14] BERGEN 28-10-44. 20 of 467, 15 of 463, of 237 from 5-Group, to attack U-boat pens at Bergen. Target was cloud-covered and master-bomber called off the attack after only 47 planes had bombed … from below 5000’ (Mountains within 10 miles of track nearly 4500’!)
D 7h 30m. 12 x 1000 Briefed to bomb at 9000’. Orbited once [inserted] extra 6 min there [/inserted] and lost height using GEE to avoid mountains … bombed at 3800’ Diverted to Marston Moor on return (fog over Waddington). Returned next day.
[inserted] (On our final run there was AA fire from [underlined] above [/underlined] us (mountains) as well as below!) [/inserted]
[circled 15] 30-10-44 WALCHEREN ISLAND. 13 of 467, 13 of 463, of 102 from 5-Group attacked gun positions near Walcheren. The attack was successful and the Allied ground forces commenced their attack on 31st. No losses
Briefed to bomb at 6000’. Cloud over target. Two orbits made – 20 min over target area – bombed at 3500’.
D 3h 20m. 14 x 1000.
OCT ’44 SUMMARY: 467 flew 157 sorties, lost 2 crews (7 KIA, 7 Ev): 5 tours completed, incl. (C.O.) W/C. Brill completing his 2nd tour. 1 crew ditched, rescued & returned.
DAY 1-11-44 HOMBERG. 19 of 467, 17 of 463, of 226 from 5-Group attacked the Meerbeck oil plant at Homberg. Marking was scattered + only 159 planes attempted to bomb. No losses from Waddington.
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After nearly 2 hours on the way home we tried to jettison a J-Cluster (incendiary) which had “hung-up”. We turned back to try to realease [sic] it manually, but failed. So we brought it home & it was safely removed. We landed 1/2 hour late, time airborn was 8hr 9 min. Our bomb-load was 1 x 2000 lb HE & 12 ‘J’ clusters dropped from 17400’.
[circled 13] [underlined] FLUSHING [/underlined] 5 Group sent 121 incl. 21 of 467 Sq & 20 of 463, to attack big gun positions near Flushing on Walcheren Island on 23.10.44. Visibility was bad & the bombing was “scattered”. We took off at 1429, did a Radius of Action & got back to base at 1434 at 2000’. Had a good navigation trip but had to descent from 6500’ to 4000’ to see the target. 1 1/2 min before we bombed our gunners reported a Lanc. hit the sea behind us (I plotted it at 56o33’N, 03o27’E). Quite a few planes were lost and a lot of A.A. damage – we had many holes. Our bomb load was 14 of 1000 lb HE, and 1 of them “hung-up”. We tried to jettison it but couldn’t. We were airborn [sic] for 3h. 19 min.
[circled 14] [underlined] BERGEN (NORWAY) [/underlined] 5-Group sent 237 of which 20 from 467 Sq + 15 from 463, on 28-10-44 to attack U-boat pens at night. We took off at 2221 & did a Radius of Action & got back to base at 2250 at 1500’ which we maintained until 0120 (up till then we were over the N. Sea) when we climbed to 9000’ & increased speed to 180 mph as we were 3 min behind time. When we got to the target we were in cloud. The master bomber told us to come down to 5000’ … we had to orbit carefully as there were mountains East of Bergen over 4000’. I used GEE position lines to descend safely away from mountains to 3800’ when we bombed … about 10 min after the planned time. It was nice to have GEE all the way (no jamming like over Germany) & we kept nicely to track all the way. Our bomb load was 12 x 1000 lb HE. There was plenty of flak around Bergen … some from mountain tops nearly level with us! There was a lot of cloud (& maybe smoke-screen) at the target … master bomber cancelled the raid after only 47 of us bombed
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30.10.44. [symbol] 15 WALCHEREN ISLAND (FLUSHING). 13 from 467 Sqdn & 13 from 463 of 102 total (all 5 Group), daylight raid on big gun emplacements on the Southern edge of Walcheren Island. The Germans also held the Southern banks of the Scheldt Estuary. The Allies had always wanted to capture Antwerp (50 miles inland, the biggest port for unloading tanks & other heavy equipment). While ever these big guns covered both sides of the Estuary, the Allies couldn’t go in to clear the minefields. In fact the Canadian army trying to take the South bank was held up by bad weather (flooded terrain), lack of petrol & ammunition (Patton was partly to blame along with Eisenhower) for so long that eventually, [inserted] our [/inserted] [deleted] Armies [/deleted] [inserted] Marines [/inserted] took Antwerp from the East & finally [inserted] 8 NOV [/inserted] captured Walcheren Island by “sailing” through gaps in the sea-wall from the East! It then took [inserted] nearly [/inserted] another month to clear the mines & winter had set in … too late to use Antwerp for the big offensive they may have been able to mount had they cleared Antwerp 3 months earlier.
We took off at 1340, did a R. of A. & got back to base at 1356 at 1500’. The navigation was easy & we stayed on-track & on-time to the target. We’d been told to bomb at 6000’, but found cloud below, so had to orbit [inserted] twice [/inserted] lose height to 3500’, finally bombing 22 min later than planned. Our bomb load was 14 x 1000 lb HE. We had no losses. The attack was successful, and the Canadian army began their attack along the S. bank the next day.
We dropped 14 x 1000 lb HE; the flight took 3h 20 min. For October, 467 Sq. flew 157 sorties, lost 2 crews (7 KIA, 7 Evaded); 5 tours were completed; 1 crew ditched, were rescued & returned.
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Nov 1st. 226 Lancs of 5 Group (19 from 467 & 17 from 463), in daylight, raided the Meerbeck oil plant near Homberg. Weather was bad, the marking was scattered and only 159 attempted to bomb. No losses from Waddington.
2.11.44 [symbol] 16. DUSSELDORF. 5 Group was part of a big raid (992) by Bomber Command, 15 from 467, 15 from 463. Detailed German reports listed 5000 buildings destroyed, many of them industrial & production works. There were other raids that night too … a total of 1131 sorties. We took off at 1651, 15 min. late. We climbed to 17000’ & increased speed to 170 mph to catch up. At 1920 (at 18000’) we were “coned” by searchlights … very dangerous as ‘flak’ then could be fired visually. We shook them off & bombed at 1925, & I noted that an aircraft was hit about 10 mi ahead, our heading 220o.T. On the way home in the next 26 min, I made 12 more log entries of aircraft crashing to the ground with estimates of their bearing & distance from us.
The RAF had set up 2 more GEE “chains” based in Europe. I tried the RUHR chain, but found the readings “wouldn’t plot”.
Our bomb-load was 11 x 1000 lb & 4 x 500 lb HE.
The trip took 5h 20 min.
467 Sqdn lost F/O Langridge & crew (3 KIA, 5 evaded).
Dusseldorf taken (on Cook’s tour 19.6.45
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[circled 16] 2-11-44. DUSSELDORF. 15 of 467, 15 of 463 as part of 992 of Bomber Command. Detailed German reports list 5000 buildings destroyed, many of them industrial & production works. (There were other raids that night too … a total of 1131 sorties.) 467 lost F/O L. Langridge & crew (3 KIA, 5 evaded).
C. 5h 20m. 11 x 1000 + 4 x 500. 18000’
NIGHT 4-11-44 DORTMUND-EMS CANAL. 12 of 467, 12 of 463, of 174 from 5-Group attacked the canal near Munster. The banks of the canal were breached again. A report from Albert Speer to Hitler dated 11.11.44 was captured at the end of the war. Speer stated that the raids on the Dortmund-Ems canal, with attacks on the rail system, produced more serious setbacks to the German war industry at this time than any other type of bombing.
[circled 17] 6-11-44. EMS-WESER CANAL. 19 of 467, 16 of 463, of 235 from 5-Group attacked near the junction of the Ems-Weser and Mittland canals, near Gravenhorst. Markers had considerable difficulty in finding the junction due to ground haze, until a low-flying Mosquito (pilot: F/L L.C. de Vigne, and Aust. navigator, S/L. F. Boyle of 627 Sqdn) found and marked the target with such accuracy that the marker fell into the water and was soon extinguished. Only 31 planes bombed before the Master-Bomber ordered the raid be abandoned. 10 planes lost in the raid, 3 crews from 463 (all KIA). Waddington was fog bound on return & most planes were diverted to Seething. We were perhaps the last to land (in v. poor visibility).
D 5h 25m. 14 x 1000 (but did not bomb). Orbited target once, for extra 10 min. over it.
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4.11.44. 174 Lancs of 5 Group, 12 each from 467 & 463 Sqdns, attacked the Dortmund-Ems Canal, near Munster. The banks of the canal were breached again. A report from Albert Speer to Hitler dated 11.11.44 was captured at the end of the war. Speer stated then:- “that the raids on the Dortmund-Ems Canal, with attacks on the rail system, produced more serious setbacks to the German war industry, at this time, than any other type of bombing.” (In early 1945, the raids on oil targets may have been even more damaging to their war effort.)
6.11.44 [symbol] 17. EMS-WESER CANAL. 235 of 5 Group, 19 from 467, 16 from 463 attacked the Ems-Weser junction with the Mittland Canal, near Gravenhorst. The markers had considerable difficulty finding the junction due to ground haze, until a low-flying Mosquito (pilot: F/Lt L.C. de Vigne, & Australian navigator, S/Ldr F. Boyle of 627 Sqdn) found & marked the target with such accuracy that the marker landed in the canal & was soon extinguished. Only 31 planes bombed before the Master-Bomber abandoned the raid. 10 planes were lost, 3 of them from 463 Sqdn (all KIA).
We were supposed to take off at 1633 but actually took off 28 min late, so once we climbed to 11000’ we boosted our I.A.S. to 180 mph & were on-time by 1915. I logged a Lanc. crashing at 1923 1/2; we had to orbit twice [inserted] (12 min) [/inserted], at the target (due to the marking problem) … very dangerous. Logged 4 more planes crashing [deleted] at [/deleted] in the target area, & another at 1943, after we’d left the target without bombing. I couldn’t get any “joy” on either of the 2 new GEE chains. The trip took 5h. 25 min. We brought back our 14 x 1000 lb H.E. bombs.
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The weather deteriorated on the way back … the bumps were so bad that I had to hold all my navigation gear down to stop them hitting the roof, & brace my knees under the nav. table to avoid joining them there. The visibility at Waddington was bad due to fog, and most of our planes were diverted to Strubby; however, Peter did an abbreviated circuit (so he could actually keep the runway in sight) & then came in as if in a Tiger Moth, almost clipping the caravan stationed near the “funnel” (where they might use a Verey to send-you-round-again), but he landed safely … and then they closed the airfield.
Besides getting the 2 new GEE chains (RHEIMS & RHUR) to help with navigation over Germany, we now had LORAN fitted. It was similar in some ways to GEE, but depened [sic] on the radio signals being reflected from the ionosphere (only at night). The stations were widely separated … I think England, Norway, Italy … and each single reading had to be made & timed, then another [deleted] one [/deleted] tuned-in, read & timed … probably 2 min or more later, & the running -fix method used. On 9.11.44 we did at [sic] Cross-Country, using Loran, over England, ending with some high-level bombing practice … 3 1/4 hrs trip. The trailing aerial had to be used to receive Loran signals.
11.11.44 [symbol] 18. HARBURG. A 5-Group raid of 237 planes, + 8 marker Mosquitos, 19 from 467, 14 from 463 … a night raid on the Rhenania-Ossag oil refinery, near Hamburg. This refinery had been raided several times by American daylight bombers. We took off at 1627, did a R. of A. to be back a [sic] base at 1634 at 3000’.
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(HARBURG)
We climbed to 15000’ & later to 16000’ to get out of cloud, & kept nicely to track all the way to the target, getting a bit behind time all the way (no worries we were over the sea nearly all the way). We bombed 8 min late from 16000’. Our WOP (Eric) told us the Master Bomber said to bomb the centre of the Red Target Indicators (there were 4), but to ignore outside Indicators which were dummies (set up by the Germans). Half an hour before the target I wanted to use LORAN, but Eric (our WOP) said he’d been ordered not to use the trailing aerial. I relied on Dead-Reckoning from the target and got my first GEE fix 50 min later about 15 mi. N. of track.
Our bomb-load was 1 x 4000 lb “cookie”, 6 x 1000 lb, & 6 x 500 lb H.E. We could still see the plant burning from 100 mi away on our way back. Our squadron lost F/O Fedderson’s crew (7 KIA) & F/O Eyre’s crew (6 KIA, 1 POW) … one of these killed was Geoff (“Bushie”) Goodfellow, their navigator, one of my best friends … we played a lot of cards together & we bunked opposite each other in our room. He came from Tooraweenah (father ran the “Mountain View” hotel there), & he said I was the only person he’d met that had even heard of the place, let alone been there, which I had.
F/L Kynoch’s plane was hit & badly damaged, but he crash-landed it at Manston (an emergency ‘drome on the coast) & he & the crew survived.
The flight lasted 5h. 35 min.
On 13.11.44 we did our “20 SORTIE CHECK”, on a flight of 55 min. We’d only done 18 ops plus the 2 BULLSEYES at Lichfield & Swinderby.
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[circled 18] 11-11-44 HARBURG. 19 of 467, 14 of 463, of 237 from 5-Group, plus 8 Marker Mosquitos attacked the Rhenania-Ossag oil refinery at Harburg (near Hamburg). This had been attacked several times by American (day) bombers. Brunwig’s ‘History of Hamburg & Harburg’ (air-raids), gives the raid a brief mention. (We could still see the plant burning 100 miles away on our way home.)
467 lost F/O. M. Fedderson & crew (7 POW), and F/O. T. Eyre & crew [inserted] (G Goodfellow was the Nav) [/inserted] (6 KIA, 1 POW). F/L Kynoch’s plane was hit and badly damaged – he crash-landed at Manston (an emergency ‘drome on the coast).
D 5h 35m. 1 x 4000 + 6 x 1000 + 6 x 500 16000’
[circled 19] 16-11-44 DUREN. 15 of 467, 15 of 463, as part of 1188 from Bomber Command, attacked Duren, Julich & Heinsburg in support of the American 1st & 9th armies which were about to advance on this area. Raids were made by 1239 American heavy bombers on targets in the same area. (this was the biggest raid we took part in … there were planes to the horizon all the way, heaps of fighter escorts.) 9400 tons of bombs dropped. The result was disappointing. Heavy rain and wet ground prevented much of the tank assault and slowed the supplies of artillery ammunition and the armies’ advance was slow and costly. (For our part, the centre of Duren was reduced to rubble.) G/C. Bonham-Carter, O/C of Waddington led our Group, as ‘second dickie’ to the crew who had bombed the wrong target on a daylight raid on Flushing (23-10-44?), killing some Canadians.
D 5h 25m. 12 x 1000. 10500’
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16.11.44 [symbol] 19. DUREN (daylight). 15 planes from 467, & 15 from 463, were part of a big effort by Bomber Command (1188 planes) attacking Duren, Julich & Heinsburg in support of the 1st & 9th American Armies which were about to advance in this area. Raids were made on other targets in this area by 1239 American heavy bombers. This was by far the biggest raid we took part in … there were planes to the horizon all the way with heaps of fighter escort … [deleted] B [/deleted] 9400 tons of bombs were dropped, but the result was disappointing. Heavy rain & boggy ground prevented most of the tank attack and slowed supplies of artillery ammunition with the result that the advance was slow & costly. For our part, the centre of Duren was reduced to rubble – it may have needed bulldozers to clear a path through it! The base commander at Waddington, Gp/Capt Bonham-Carter, led 5 Group as ‘second dickie’ to one of our crews who had bombed the wrong “target” (a smoke-generator) on an earlier daylight raid near Flushing on 23.10.44, killing some Canadian army men.
The navigation was easy. Our bomb-load was 12 x 1000 lb H.E. dropped from 10500’. Flight time: 5h 25 min.
[two photographs]
Snaps of Duren taken on the “Cook’s Tour” I did on 19.6.45.
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Extracts from Diary –
18.11.44 navigators briefing at 1.30 for a v. long trip. Not enough time for preparation. Our crew just got out to the “kite” when the trip was “scrubbed” …joy! After tea we went down to the local Horse & Jockey (Hotel). Saw a bloke about his car, & bought it for £3 … a little Morris 8 HP Sedan
19.11.44 To navigation section before lunch for another briefing, to the same place as yesterday, more time for preparation & less to do. No lunch … sandwiches at briefing … then it was scrubbed again. Collected car.
20.11.44. Went to briefing for another daylight raid on the Dortmund-Ems canal, but it was scrubbed. Went to town with Ken Nichols & Ken (of ground crew) … wanted to go to the theatre, but all seats were sold, so we went to the cinema & saw “White Cliffs of Dover.”
21.11.44. Briefed again for the same canal raid as yesterday, chart was already done. [symbol] It was scrubbed at the 11th hour & we missed lunch … again had sandwiches in the briefing room.
21.11.44 [symbol] 20 DORMUND-EMS CANAL
We took off at 1726, did a R. of A. & got back to base at 1754 at 2000’. The winds were light & fairly consistently Westerly at first, then N.W. It was easy to keep on track & close on-time. At 2020 I logged “Lanc, crashed & blew-up 15 mi. astern”. We’d been at 10250’ until 2058 when WOP told us to descent to 3-4000’ … we did so, fast, and bombed at 2103. At 2108 I logged: “Aircraft crashed below us 3 mi. past other target.” At 2232 we jettisoned a hang-up bomb in the sea. Landed at base at 2337, time airborne 6h 11 min. Our bomb-load was 13 x 1000 lb H.E.
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21.11.44. [symbol] 20. DORTMUND-EMS CANAL, near LADBERGEN.
15 from 467, 15 from 463 bombed Dortmund-Ems & Mittland Canals; as part of Bomber Command maximum effort of 1345 heavy bombers attacking 6 targets in this general area.
No losses for 5-Group.
We took off at 1726, did a R. of A. getting back to base at 1754 at 2000’. I had a good navigation trip, GEE from England lasted until 2020, then the RUHR chain worked to the target area. I logged a Lanc. blowing-up 15 mi astern at 2020. We were briefed to bomb at 10500’ but, 5 min before out T.O.T our W.O.P. (Eric) got word that we descend to 3 – 4000’ to get below cloud. We descended quickly & bombed 5 min later at 4500’; then began climbing again into the clouds. Tried Loran for fixing without success. We had a bomb hang-up, but jettisonned [sic] it in the sea at 2222.
Our bomb load was 13 x 1000 lb H.E.
The trip took 6h 10 min.
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This is an enlargement of the smaller print of the area bombed repeatedly … DORTMUND EMS CANAL.
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[photograph] Open bomb-bay of a Lanc. loaded with 1000 lb H.E. bombs. Bomb-aimer could select each one to drop separately at predetermined intervals (usually close together as a “stick”.)
[photograph] Our Mid-upper gunner Ray Giles, near his turret – 2 Browning .303 machine guns
[photograph] Lanc’s in formation on a daylight raid. Nearest is PO-J
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On a low-level “Cooks Tour” from Wigsley on 19th June, 1945 (after war’s end in Europe), I took some photos with the old box Kodak.
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The Dortmund Ems canal where it was built above a stream, shown clearly in the left photo. The embankments here were bombed repeatedly, 8 times I think. We did 3 of Ops there and one at the nearby Ems-Weser canal.
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Broken bridges over the Rhine at Duisberg – we didn’t bomb there, but 5 Group did.
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The Krupps works at Essen, which was regularly bombed by the RAF during most of the war. Including some 1000 – bomber raids.
[photograph] Wrecked bridges at Cologne, another regular RAF target; somehow the Cathedral survived.
[photograph] The railway marshalling yards at Hamm received plenty of “attention”
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Dusseldorf was regularly bombed … we did our 16th Op. there
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[circled 20] 21-11-44. DORTMUND-EMS CANAL, (near LADBERGEN). 15 of 467, 15 of 463 as part of 1345 Bomber Command heavies attacked 6 targets in this general area. 5-Group targets were the Mitteland and Dortmund-Ems canals … without loss.
D 6h 10m. 13 x 1000. Briefed to bomb at 10250’, got 5 min warning by radio to descend to cloud base … bombed at 4500’.
[circled 21] 23-11-44. TRONDHEIM. 16 of 467, 4 of 463 of 171 from 5-Group, incl. 7 Mosquito Markers, to attack U-boat pens at Trondheim. The target was covered b y a smokescreen and could not be marked. The Master Bomber ordered the raid abandoned. No losses. (The weather was bad; big wind changes. Many jettisoned bombs in North Sea or diverted to North Scotland due to fuel shortage … we were the only one to return to Waddington with bombs still aboard.)
D 10h 55m. 9 x 1000 (brought home).
26-11-44 MUNICH (Our rear gunner, K. Nickols, went on this trip as ‘spare bod’.) 270 Lancs from 5-Group, 467 lost F/O Findlay & crew (crashed – out of fuel … their Nav. vomited and blocked his oxygen supply, went unconscious and they got lost in cloud. But all survived the crash and were flown home by the Americans on 1.12.44.
NOVEMBER SUMMARY 467 did 148 sorties, lost 4 crews (9 KIA, 8 POW, 11 Ev) 8 tours expired. 2 were badly wounded.
NIGHT 4-12-44 HIELBRONN. 282 from 5-Group (Main force attacked Karlsruhe). 467 lost F/O J. Plumridge & crew (6 KIA. 1 POW). F/L Bill Kynock & crew attacked by fighter, rear gunner killed (F/S R. Steele), and plane badly damaged (we think it was ‘D’.), crash landed at Manston (emergency airfield).
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23.11.44 [symbol] 21. TRONDHEIM (Norway). 5-Group sent 171 planes (including 7 Mosquito markers) to attack the U-boat facilities there. This was a very long trip mostly over the North Sea at low-level (1000’) in bad weather, rain & severe wind-changes. Tankers topped us up with petrol at the end of the runway before we took off at 1609, 12 min late. GEE ran out at 1848 … over 2 hours before we’d reach the target. We were unable to identify where we crossed the coast, so we continued on northwards and at 2050 saw the target lit up by flares to our left. A wind velocity to use for bombing was received by radio, and at 2055 we saw yellow Target Indicators about 10 mi to Port. We turned to a Westerly course. At 2102 we were told to abandon the raid as a smoke-screen obscured the target. We continued by Dead Reckoning & B.A. (Sid) identified a pin-point at 2112. We descended from 9000’ to 1000’, and at about 2130 discovered that the earlier pin-point was wrong, giving a new one near Smolen Island. At 2248 I got my first GEE fix (after 1 1/2 hr since the target) … about 50 mi NW of where we thought we’d be … big wind change. Pilot (Peter) & I decided to aim to land at LEUCHARS (Nth Scotland) as we had a head-wind. Then, at 0024 I got a good fix & found the wind had eased & changed to NE, and by 2130 was from the NW & getting faster. Pilot & Engineer consulted with me & we decided to try for Waddington, cutting our speed back from 190 to 170 mph. The wind held about NW & increased to about 45 mph, so we reached base OK & landed at 0302, with only about 80 gallons left. Most of our planes jettisonned [sic] bombs in the North Sea, or landed at Leuchars. We were the sole plane to bring our bombs home to Waddington. Trip-time 10h 53 min.
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26.11.44. 5-Group sent 270 heavies to MUNICH. Our rear-gunner, Ken Nicholls went as a “spare-bod” in place of a sick crewman. One of the 467 crews crashed, out of fuel. Their navigator had vomited and blocked his oxygen supply, he went unconscious, and they were lost in cloud. They all survived the crash-landing and were flown back by the Americans on 1.12.44.
November summary for 467 Sqdn: 148 sorties, 4 crews lost (9 KIA, 8 POW, 11 Evaded); 8 tours expired. 2 men were badly wounded.
4.12.44 (night). HEILBRONN was attacked by 282 from 5 Group, while the main force of Bomber Command attacked Karlsruhe. 467 Sqdn lost F/O Plumridge & crew (6 KIA, 1 POW). F/Lt Bill Kynoch’s plane was attacked by a fighter, his rear-gunner killed (F/Sgt R. Steele) & the plane badly damaged … we think it was our favourite “D”. They crash landed at the emergency ‘drome, Manston, & we heard that “D” was a write-off.
6.12.44. GIESSEN (night) attacked by 255 of 5-Group (19 from each of 467 & 463 sqdns) while the rest of Bomber Command bombed Osnabruck & Leuna (oil plant).
8.12.44 URFT DAM [symbol] 1. 205 of 5-Group (10 of 467, 15 of 463). 9/10 cloud over target, no result observed. No loss.
10.12.44 URFT DAM [symbol] 2. 5-Group (15 [inserted] each [/inserted] of 467 & 463). All were recalled before the target due to bad weather & visibility.
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More extracts from Diary.
23.11.44. No operations on. Went to Lincoln with Peter & Don in my car to see about getting Peter’s car fixed. Went to the pictures.
Feeling very crook … terrible cough.
24.11.44. Went on sick parade. The Dr. reckoned I was OK for flying … I didn’t. had heard there was to be a long trip that night & saw the Dr. again .. he put me into Sick Quarters & I slept!!! about 20 hours a day. Our crew wasn’t listed for the operation that night, but our rear-gunner, Ken Nichols, opted to go with Bill Kynock’s crew … but the trip was scrubbed anyway. Ken visited me.
25.11.44. Still in sick-quarters. No ops. Ken, Don & Rupe came to see me, then they went to an ENSA concert on the base.
26.11.44. Out of sick-quarters. Ken went with Kynoch’s crew to MUNICH in crook weather. It was OK at the target, quiet & a good ‘prang’. Went over to [deleted] 3 Sqdn [/deleted] SICK QUARTERS to see Ted Pickerd who’d been our Navigation analysis ‘joker’ for some months. Played pontoon, won 10/- Kynoch’s crew were diverted to Langham.
27.11.44. Went to Swinderby & got 3 gal of petrol in the car. Ken & Kynocks crew came back from Langham.
28.11.44. No ops. Made up a list of comments on ops that had to be done … big job. Flew to Thornaby [deleted] to bring [/deleted] & back in ‘D’ [deleted] back [/deleted] with a ferry crew for their plane.
Navigators party on tonight … too bad Ted Pickerd is still in sickquarters. Des Sands (o i/c A flight … Sqn Ldr, DFM on 2nd or 3rd tour) Lionel Hart & I took others in cars, the rest used bikes. Wionderful show. Bags of beer & fun.
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NIGHT 6-12-44 GIESSEN 19 of 467, 19 of 463, of 255 from 5-Group. (Main force attacked Osnabruck & Leuna).
DAY 8-12-44. URFT DAM [symbol] 1. 10 of 467, 15 of 463 of 205 from 5-Group. 9/10 cloud over target and no result observed. No loss.
DAY 10-12-44 URFT DAM [symbol] 2. 15 of 467, 15 of 463 … 5-Group. All recalled before reaching target due to bad weather and visibility.
[circled 22] 11-12-44 URFT DAM [symbol] 3. 15 of 467, 15 of 463, of 233 from 5-Group, with Mosquito Markers. Hits observed but no breach seen. (We brought our bombs home, despite doing an orbit … (hoping for gap in clouds) … against orders … extra 7 min. in target area. Very accurate radar-directed flak; we lost P.O. motor.).
F 6h 5m. 14 x 1000 (brought home) (9750’)
[circled 23] 17-12-44 MUNICH. 22 of 467, 19 of 463 of 280 from 5-Group, with 8 Mosquito Markers. (Main force attacked Duisburg, Ulm and Munster … a total of 1310 heavies, 1.1% loss.) Reconnaissance showed severe damage. 467 lost F/O T. Evans & crew (all 7 Ev) … they collided after bombing with an engine on fire.
M 9h 45m 1 x 4000 + 9 cans + 1 MONROE 11750’
[circled 24] 18-12-44 GDYNIA. 19 of 467, 15 of 463 of 236 from 5-Group. 2 crews from each flight attacked 2 pocket Battleships anchored near the port (which was the main target) … we hit “Lutzow” with 3 of our bombs (& 1 v. close in water) nicely near funnel area. Considerable damage to port area.
M 9h 45m. 10 x 1000 S.A.P.
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29.11.44. No ops. Went into Lincoln to try to register car … no joy; had to go to Sleaford, but no time. Tore around garages [inserted] for [/inserted] a battery & brake adjusters, but no joy. Finished off the navigation comments from yesterday. Decided to sell my autocycle & got a buyer. Played pontoon, won 3/-.
30.11.44. No ops. Went to Sleaford, got car registered & oil changed. Got coupons for petrol to go on leave, packed up, got leave pass, laundry & shoes. Went into Lincoln with Ken & got petrol & a new battery. Saw about trains for Ray & Eric for tomorrow.
1.12.44. Went out to our dispersal where mechanics helped get new battery in & working after a lot of trouble … bludged a couple of gallons of petrol from Ken (ground crew). Left at 10.10, had lunch at Nottingham & then went on to Birmingham, getting to where Don was staying at 3.30. had tea there, played solo until 1.30 am, went down to “Old Farm” at [inserted] ? Wesley [/inserted] Westly Castle for the night.
2.12.44. Duck eggs for breakfast! Lunch at Police Station (don had been a policeman in Birmingham before he enlisted for air crew.) Then tea at Mrs Benlays (friend of Don). Met Ken & Mrs Smith & Margaret from next door. Played solo. Went to Police Club for drinks. More solo ‘till 2 am. Slept next door at Smiths.
3.12.44. Breakfasts on both at Smiths & Benlays. Called at jewellers for Ken’s watch, but no luck. Set off for Swindon. Lunch at Swan’s Nest in Stratford. Looked over Shakespeare’s birthplace, got postcards & saw Home Guard parade. Went on to “Stow-in-the-Wold” & stayed the night in a nice little pub. Played darts, crib & drank beer.
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[photograph] Engineer Don Coutts & Mid Upper Gunner Ray Giles, Birmingham
[photograph] Rear Gunner, Ken Nichols, & Ray Giles at Benlay’s place at Birmingham where we stayed on leave 1/2 Dec ’44.
[photograph] Ray Giles, at Benlays’ place, Birmingham
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More from the Diary.
4.12.44. Rachel Swindon for dinner. Found our way out to Clyffe-Pyhard & saw Bunty Duff & got back just before dark. Had tea at fish & chip shop & went to pictures – saw Jon Hall & Maria Montez in ‘Cobra Woman’.
5.12.44 After breakfast towed an Engineers car to get it started. Bought side-lamp for car. Reached Slough via Reading for lunch & called [deleted] on [/deleted] at Margaret Vyner’s place … she was in London meeting Hugh Marlowe, home from France on 72-hours leave. Saw Mrs Vyner & Hugo, had afternoon tea & went to Slough, booked in at Salthill Hotel & had tea. At pub, picked up 2 girls & took them home but got lost on the way back. Turned in at 12.30.
6.12.44. Looked around a lot of shops in Slough & finally got some bulbs for dash-lights. Met an old Aussie-Scot, Macintosh for yarn & drinks; he showed us his home at 26 Windsor Rd. Slough. Drove to Windsor & looked over Eton College on Founders Day, … going for 504 years. Saw Windsor Castle & had tea there. Played cards with Ken, before & after tea.
7.12.44. After breakfast caught train to London & booked in at A.C.F. Club. Met Scottie Gall & Kirk Beddie again; had steak (!) & mushrooms at Athens Cafe; went to pictures & saw “Casanova Brown”. More steak with onions then a variety show at the Empire in Finsbury Park. Went back tp pub at Gloucester Rd & saw girls we knew from last leave in London. Also ran into Syd & Peter.
8.12.44. Arranged to meet Peter on the way to Cambridge. Got car at Slough & was 1 hr late in meeting Peter. Had lunch at Cambridge Arms. Saw a good picture “Love Story”. Met a navigator I knew at Brighton … Cameron, who’d done 35 ops in Mosquitos. More steak & onions for supper.
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9.12.44. Looked at some of Cambridge University … not much to see. Had lunch at roadside pub and got to Lincoln about 4.30. collected photos, had drinks at the Saracens head & went to a show at the Royal Theatre. Peter’s car had a flat tyre. Got battle-dress from cleaners & put overcoat in. A good leave
10.12.44. Welcomed back to nav. section. No ‘war’ today. had an interview for commission with Group-Captain Bonham-Carter. W/Cdr Bill Brill had told us not to apply for a commission until we’d done about 20 “trips”. But after he left, in October, the new C.O. W/Cdr J.K. Douglas invited anyone interested in a commission to apply, regardless of the number of ops. I did, but didn’t impress him with my answers (especially when I said “probably not” to his question “would I be more use to the air force with a commission?”. He didn’t recommend me. But Bonham-Carter said something like this: “I have 2 W’ Cdrs here, at 467 & 463; one C.O. recommends virtually all applicants after they’ve done 20 trips; the other (Douglas) likes to interview them at depth & knocks a few back. I have to make the final decision. You seem to be doing well. I’ll look at you again next month.” (He saw me in Mid-January with only one Op (Brux) to go, and recommended me without any further questioning.)
11.12.44. Took laundry & boots down but didn’t have time to check them in … there’s “war” on. Went to briefing room & sorted out Gee charts. The briefing was hurried; the plane we got, (F), was slow, climbed poorly, and we were late getting to the target.
(con’t on next page)
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11.12.44 [symbol] 22. URFT DAM No 3. Daylight raid by 233 from 5-Group (15 each from 467 & 463 Sqdns), with Mosquitos doing the marking. Hits were observed but no breach seen. We brought our bombs back despite doing an orbit (against orders) hoping for a gap in the clouds … we spent 7 minutes extra over the target, and experienced very accurate radar-directed flak just after leaving. We lost our Port-Outer motor.
We took off at 1205, did a R. of A. returning to base at 1219, at 6000’. We climbed to 12000’ & “cruised” at 170 mph, but gradually got behind time (5 min late at 1350) but only 3 min. late at the target. This plane, F, would not go any faster with our bomb-load of 14 x 1000 lb. H.E. Pilot feathered our Port Outer motor at 1554 (maybe some flak damage). Jettisonned [sic] 2 bombs at 1645 which took extra time … ending up 47 min. late home. Flight time 6h 5 min.
17.12.44 [symbol] 23. Night-raid on MUNICH by 280 from 5-Group, (22 from 467, 19 from 463), with 8 Mosquito markers. The rest of Bomber Command attacked Duisberg, Ulm & Munster, a total of 1310 ‘heavies’, for a 1.1% loss rate. Reconnaissance showed severe damage. 467 lost F/O T. Evans & crew (all 7 Evaded) … they collided after bombing with an engine on fire; they baled out before the plane crashed.
We took off at 1636, 3 min late, and immediately began climbing on course, south for Reading, then into France near Le Havre, mostly at 4000’, very bumpy, tried 5000’ to get out of cloud, then down to 3000’ & back to 4000’. As we neared the SW corner of Switzerland we climbed to 15000’ & skirted its southern border, seeing lights on in some villages.
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We had a good navigation trip to the target, keeping close to track & timing OK. We used GEE until 2026, then some LORAN fixes (some inaccurate) but sighted target at 2152, descended to 12000’ to bomb at 2211.
At 2214 I logged “air-to-air firing up – qr. to beam”
At 2215 1/2 “ “ “aircraft went in 40 mi ahead”.
We began descending in steps to 5500’ & continued to use LORAN until 2350 when GEE came good.
I got very airsick about 2250 (first time since Cootamundra!), and at about 2310 saw flak coming up from Mulhouse, so we turned to Port to avoid it. At 0110, the GEE box went unserviceable (U/S), and we read PUNDITS back to base where we landed at 0220. Flight time was 9h 45 min, bomb load was 1 x 4000 lb “cookie” & 9 cans of incendiaries & 1 Monroe.
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18.11.44. [symbol] 24. GYDNIA (“A” Target: Pocket Battleship LUTZOW).
A 5-Group raid, 236 planes, 19 of 467 & 15 of 463 Sqdn, on the Naval base. Considerable damage to the port area was reported. Two crews from each flight of both squadrons were to arrive at their targets … two pocket battleships, 9 min before the rest of the Group were to start bombing; the markers & the accompanying flare-force (they dropped lots of long-burning flares to light up the area for the Markers) arrived then too. We were supposed to see the battleships in the light of the flares & do our bombing between 2151 & 2156. Our bomb-load was 10 x 1000 S.A.P (Semi-Armour Piercing) bombs … unlikely to be really damaging, although the decks of the pocket-battleships were much thinner than on “real” battleships (although they had 16” guns, the same.)
We took off at 1712, already 10 min later than planned, & flew at about 3 – 4000’ at 180 mph until 2000, when we climbed to 11500’. GEE had given out at 1850, but LORAN was OK & I got good signals at 1920, but we hadn’t been given Loran charts that covered beyond 56oN. So it was dead-reckoning & the hope of a pin-point later. Then, at 2055 1/2, I got a Loran fix, on track, just below the 56oN latitude, which could be plotted. I got another dubious fix at 2105 1/2, about 5 mi Sth of track, then another good one at 2122 1/2, on track again. I got another good Loran fix at 2133 which allowed me to estimate the wind velocity at 190/23. We turned on dead-reckoning 3 min late at point E, & arrived at point F, on dead-reckoning 2 min late, and steered visually for our target. At 2150, Syd, our Bomb-Aimer, reported a smoke screen starting over the battleships area. The flares went down at 2150 1/2, but didn’t penetrate the smokescreen. At 2153 our Pilot, Peter, decided to “go-round” again. As we turned Syd saw the Lutzow, [indecipherable word] behind us now. We flew North East
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for a while, did a timed run, using his stop-watch, to be back over our target at 2158. But again, the smoke-screen obscured our target. We turned Northwards & repeated the timed run. All this time we experienced a lot of radar-predicted flak, close enough to keep rocking our plane. While we were doing this 3rd orbit, Peter said: “If we can’t bomb this time, we’ll go round again and lose height to bomb at low-level.” Syd said: “Geez, that would be bloody dangerous.” At 2206, the target was clear & we bombed accurately. On the photograph which we saw back at base the next day, 3 of our bombs hit the deck amidships, one very close to the funnel, and a 4th bomb right alongside in the water. We’d actually bombed from 11750’ at 150 mph (I.A.S.), heading 260oT. At 2208 I logged: “Lanc. crashed Stb. Bow, 20 mi.” We crossed the coast at 2216 and got a Loran fix at 2222 1/2, only 3 mi. S. of track. The rest of the trip home was uneventful, we kept close to track and landed at 0303, flight-time 9h 51 min.
[drawing of area map]
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I did some research about the Lutzow & Admiral von Sheer. They were both damaged and the Lutzow was towed to Swinemunde, the Admiral von Sheer to Keil, where, on the night of 9/10 April ’45, a raid using 591 planes, sank the von Sheer, and so severely damaged the light cruised Emden & the heavy cruiser Hippo, that their crews then scuttled them … they were unable to put to sea. Then on the night of 16/17 April, 617 Squadron attacked Swinemunde, & effectively disposed of Germany’s last pocket battleship, Lutzow, although I read that its crew also finally scuttled it, as it was beyond repair
[symbol] [underlined] 25 [/underlined]. 27-12-44. 5-Group sent 200 planes (15 of 467 & 12 of 463) to bomb [underlined] RHEYT [/underlined] (our [symbol] 25 trip), the railway yards there, part of Munchen-Gladbach, where we’d done our 5th trip. We took off at 1204, did a R. of A. to be back at base at 1220 at 6000’. We were supposed to fly in formation but there was a lot of confusion … we finally flew individually until 1309 when we joined the formation. Near the target, the other planes began turning towards the target long before reaching the GEE lattice line we were told to follow. We did as we’d been told, and bombed at 1505 1/2 from 17200’. The trip home was uneventful, the navigation easy, as we had GEE all the way, using the RHUR chain over Germany. We had some flak going close just after the target at 1512 1/2. We landed at 1705, flight-time was 5h., bomb-load was 14 x 1000 lb. H.E.
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[deleted] [circled [indecipherable number]] [/deleted] NIGHT 21-12-44. POLITZ. 17 of 467, 17 of 463, of 207 from 5-Group attacked synthetic oil plant. 3 Lancs lost over Europe, but 5 crashed in England on return … 90% of airfields were fogbound … most were diverted to Scotland, but some were so short on fuel they had to try to land in fog. (F.L. Kynoch crashed ‘M’ at Waddington, but no injuries.)
[circled 25] 27-12-44 RHEYDT. 15 of 467, 12 of 463, of 200 from 5-Group, attacked railway yards at Rheydt. No loss
C 5h 0m. 14 x 1000. 17200’
DAY 28-12-44 MOSS SHIPPING (OSLO FIORD). 4 of 467, 6 of 463 of 67 from 5-Group attacked a large naval unit off Oslo Fiord. No direct hits claimed.
30-12-44 HOUFFALIZE. 12 of 467, 12 of 463 of 166 from 5-Group attacked the German supply bottleneck at Houffalize. Cloud obscured target. (Main force of 500 heavies attacked Kalh-Nord railway yards near Cologne … results obscured by cloud.)
DEC ’44 SUMMARY. December ended in a long spell of cold, fog & snow which restricted operations and serviceability. 467 flew 172 sorties, losing 2 crews + 1 gunner. (7 KIA, 1 POW, 7 Ev) 8 crews finished tours. 1 crew crashlanded [sic] and were rescued.
(The 2 Lanc. Squadrons (467 & 463) had learnt that the 5-Group method of marking was the most cost-effective way of striking heavy flows to the enemy. From 17.8.44 (when Bomber Command returned to attacks on Germany proper, after the many short trips for 2nd Front, a total of 72881 sorties from which 696 aircraft were lost (… about 1%). In this period of 137 days [deleted] 467 & 463 [/deleted] [inserted] Bomber Command [/inserted] made 530 sorties per day (av.) & lost 5.1 planes per day (av.) … 265708 tons of bombs were dropped.
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[circled 26] 1-1-45. DORTMUND-EMS CANAL 18 of 467, 5 of 463 of 102 from 5-Group, breached the canal near Ladbergen, (the Germans had repaired the canal again.) They were using an enormous number of slave labourers (‘Todt’ workers … 40000 we heard) to repair these vital links in their transport system. (And so when the barges began to run again they ‘knew’ the Lancs would soon come, and they were ready with AA & fighters … it was a hot spot.)
(On this trip F/O Merv Bache got an immediate DSO … their B/A. was Sam Nelson (WaggaWagga) … onfire, [sic] crashed just inside Allied lines … they’d all baled out in time. F/S Thompson of 9 Sqdn. got a posthumous VC also.)
B 6h 40m. 11 x 1000 + 4 x 500. 10900’
Landed at STRUBBY on return, due to fog.
NIGHT 1.1.45 MITTELLAND CANAL (GRAVENHORST). 4 of 467, 6 of 463, of 152 from 5-Group with 5 Mosquitos. No loss. During all this period, Waddington, and most of England, was deep in snow. Aircraft were buried in snow, and runways could not be kept open for them. Landing on icy runways was difficult. (On 1.1.45, Bomber Command flew 598 sorties day & night, and 5 planes crashed trying to land.)
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More about the DORTMUND-EMS on 1/1/45.
Many years after the war I got to know Sam Nelson, (also a golfer), who was the Bomb Aimer in Merv Bache’s crew. He told me that his navigator was in the process of writing a small book covering their ‘troubles’ that day. I mentioned that I still had my logs & charts, including for that day, so I posted them to him, with the result that parts of my log & chart were photocopied (reduced size) and included in his book … and I received a copy; later a few more pages were sent about what happened to their crew members thereafter. Several of their crew had a reunion in Canberra just at the time when they refurbished the Lancaster display in the War Museum. They told the staff of their “trouble” on 1/1/45, and were given the privilege of going inside the Lanc, even though it was not then open to the public.
I’ve made a “pocket” at the back of this folder for that book.
On pages 33/4 of that book is some details about a major German air attack on Allied aircraft & airfields on the same morning as our daylight raid on the Dortmund-Ems Canal. It may have been fortunate for us that most of their fighters were otherwise-occupied that morning.
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[circled 27] 4.1.45. ROYAN (S. France).
8 of 467, 16 of 463, of 344 Lancs & 7 Mosquitoes. F/O R. Eggins (467) had a mid-air collision with another Lanc., they baled out & were rescued.
Stubborn German garrison holding out at Royan prevented Allies from using Bordeaux as a port. (the Americans had kept a big force in that area, hoping to capture Bordeaux much earlier.) Bomber Command was ordered to bomb the town. It appears that the order was cancelled, but that order not received by the Squadrons concerned. But the French people there were told of the cancellation. As a result 700 French people were killed & soured relations with Britain.
We took off at [deleted] 0122 [/deleted] 0104, did the usual Radius of Action to be back at base at 0140 at 2000’. We flew southwards crossing the coast near Portsmouth. We had GEE all the way 7 so kept nicely on-track; the winds mainly from NNE varied between 35 & 60 mph.
When just short of the target we got a message at 0359 1/2 “do not bomb for 2 min.” We were due there in about 1 min. I wrote “Have to orbit I think.” Then at 0400 1/2 we were told “Come in & bomb”, which we did at 0401 without having to orbit, at 6250’.
We had an easy trip home, airborne for 6h. 30m. Our bomb load was 1 x 4000 (“Cookie”), & 16 x 500 lb HE.
On the back of my chart are several diagrams showing what the displays looked like on the GEE-BOX, and an indication of the curves on our GEE Charts.
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NIGHT. 5-1-45 HOUFFALIZE. 10 of 467, 8 of 463, of 131 from 5 Group, with 9 Mosquitos attacked supply bottleneck at Houffalize in the Ardennes. Target was hit with great accuracy. No loss. (Main force of 664 attacked Hannover, losing [underlined] 4.7%. [/underlined])
[circled 28] 7-1-45 MUNICH. 11 of 467, 16 of 463, of 645 Lancs. and 9 Mosquitos. This was the last major raid on Munich by Bomber Command; the industrial area was severely damaged. 467 lost F/O W. McNamee & crew (all KIA) … Severe icing caused high fuel consumption … they ran out of fuel and baled out over the sea 5 mi. from Eye, but were not found.
V 8h 45m. 1 x 4000 + 6 J clusters.
(The winds on this trip were forecast at about 80 mph from NW, so the route to the target was direct across Germany, then home south of Switzerland. (Usually, on Munich trips, we’d go out south of Switzerland, hiding from radar behind the mountains – maybe – then come home, faster across Germany.) The winds, in places, exceeded 100 mph. We were forced to ‘waste time’ on the way to the target (dangerous over Germany!). We took 3 hours to reach Munich loaded, then 6 hours to come home empty!)
[inserted] I haven’t got my log & chart for this trip – mislaid when I was teaching ATC cadets at Forest Hills [/inserted]
NIGHT 13-1-45 POLITZ. 17 of 467, 14 of 463, of 218 Lancs & 7 Mosquitos from 5-Group, attacked the oil plant near Stettin. Intended to be [inserted] a [/inserted] blind H2S attack, but the target was clear and the 5-Group low-level-marking was used in an accurate attack. Photo-reconnaissance stated that the oil plant was reduced to rubble. No loss from Waddington.
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NIGHT 14-1-45 MERSBERG-LEUNA. 14 of 467, 14 of 463 of 573 Lancs & 14 Mosquitos attacked the synthetic oil plant at Leuna. Albert Speer wrote … “this was the most damaging raid on the synthetic oil industry”. (The remainder of Bomber Command raided Grevenbroich & Dulmen … a total of 1214 sorties.)
[circled 29] 16-1-45 BRUX. 16 of 467, 12 of 463 of 231 Lancs & 6 Mosquitos of 5-Group, attacked the synthetic oil plant in western Czecho-slovakia [sic] (the plant had P.O.W. camps quite close by). The raid was a complete success. Speer also mentions this raid “as a particularly severe setback to oil production”. (Bomber Command attacked 4 other targets this night with a total of 1238 bombers. All were successful … the loss rate was 2.4% (about 30). No loss from Waddington.
D 10h. 0m. 1 x 4000 + 12 x 500 (Not dropped – bomb circuit U.S.) 14250’
(The bombing circuit was faulty – we made 3 orbits of the target, taking 20 mins, but could not remedy the trouble. We set out for home with bombs aboard and flew home at fairly low altitude – varying between 4500’ & 8500’, our airspeed 15 – 20 mph slower than the rest of the force. Then we had to make a diversion into the North Sea jettison area to manually release one bomb fitted with anti-handling fuse. The result was that we were last home, nearly an hour late. As this was our last trip we were ‘expected’ to come home faster than usual & be ‘first home’ … many thought we were unlucky enough to ‘get the chop’ on our last trip. The aircraft had severe problems (besides the bomb circuit and resulted in a tragic crash on 2.2.45, killing all but one of the crew … included were T. Paine & W. Robinson from Mudgee.)
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I met Chris Jarret at a University conference in the 60’s and heard from him what happened to them in ‘D’ on the night of 2-2-45.
He was lucky to survive, although it was easy for the Bomb-Aimer to be first out when told to “Bale-Out”. The next man out would have been Tom Paine, the Rear Gunner, & he told me that he was the only other one to get out & open his ‘chute in time to avoid death, but that Tom landed over the crest of a hill & was killed by the plane crashing & bombs exploding near him, while Chris had landed on the other side of the hill.
Tom Paine was in my classes at Mudgee High right from 1st year in 1936.
Bill Robinson must have started in 1935 as he was a year ahead of us; but I can remember him as the school was rather small (about 400) compared to the 1000+ when I taught there in the ‘60s.
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NIGHT 22-1-45. GELSENKIRCHEN. 0 from 467, 1 from 463. (photographic)
JANUARY SUMMARY. The month ended with heavy snow and bad visibility. 467 did 90 sorties losing 3 crews (7 KIA, 14 Ev.) 4 crews ‘tour-expired’.
NIGHT 1-2-45 SIEGEN (Railway Yards) 21 of 467, 19 of 463 of 271 from 5-Group. 467 lost one crew – the navigator was our A-flight commander, Des Sands DFM, an Australian in the RAF on his second tour … he survived, parachuted, captured.
NIGHT 2-2-45 KARLSRUHE. 19 of 467, 16 of 463, of 250 from 5-Group. 467 lost 2 crews (14 KIA (incl. a ‘second dickie’ pilot) 1 POW. ‘D’ was one of the two. F/O A. Robinson [inserted] (pilot) [/inserted] and Rear Gunner – Tom Paine – went to school with me at Mudgee High – Tom was in the same class. (See extract from ‘The Bulletin’ for story by Bomb-Aimer survivor, whom I met accindentally [sic] at an external studies school at UNE (Armidale) in the ‘60’s.)
NIGHT 7-2-45 DORTMUND-EMS CANAL (near LADBERGEN)
13 from 467. 467 lost c.o. W/C J. K. Douglas & crew (+ second dickie Bomb-aimer) … 3 KIA, 4 POW, 1 Ev.
NIGHT. 8-2-45 POLITZ. 15 of 467, 16 of 463 of 163 total (5-Group was 1st ‘Wave’, other groups followed and put this important oil plant out of action for the remainder of the war. 1020 bombers attacked other targets including Krefeld.
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13-2-45 DRESDEN. 17 of 467, 19 of 463 of 144 Lancs and 9 Mosquitos from 5-Group attacked Dresden as the 1st wave of a 2-part attack, dropping 800 tons. The second wave, 3 hours later, dropped 1800 tons, mostly incendiaries, causing a devastating fire-storm. German report says that more than 50000 people died.
14-2-45 ROSITZ. 16 of 467, 16 of 463 of 224 Lancs + 8 Mosquitos from 5-Group, attacked the oil refinery near Leipzig. The rest of Bomber Command attacked 4 other targets – a total of 1316 ‘heavies’, loss rate 1.7%.
19-2-45 BOHLEN. 19 of 467, 16 of 463 of 254 Lancs and 6 Mosquitos from 5-Group. Raid was unsuccessful. The Master Bomber, W/C E.A. Benjamin DFF + Bar, was shot down by flak & killed. Only superficial damage was caused.
20-2-45 MITTLELAND CANAL near GRAVENHORST. 10 of 467, 10 of 463, of 154 Lancs & 11 Mosquitos of 5-Group … raids on the canal by now were called “the milk run”. A comment (in the Waddington report) … “5-Group had bombed the canal so often that the Germans could leave their guns aimed ready for the next raid”. The Master Bomber abandoned this raid when it could not be marked properly due to heavy low cloud. (The Main Force – of B.C. – did 4 raids using H2S. Total of 1283 sorties, loss rate 1.7%)
21-2-45 MITTLELAND CANAL (again). 10 of 467, 10 of 463 of 165 Lancs & 12 Mosquitos from 5-Group. Weather was clear, and the canal was breached.
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The Main Force raided 4 other targets, 1110 sorties; losses 3.1%. 463 Sq. lost their C.O. W/C Forbes on his last trip of 2nd Tour … shot down by German nightfighter ace, Major H.W. Schnaufer.
NIGHT 23-2-45. PFORZHEIM. 1 of 463 (Photo) 367 Lancs of 1, 6 & 8 groups. 1825 tons of bombs dropped … “The 3rd most effective raid of the war … killed 17000, and 83% of the town destroyed by a fire-storm.
DAY 24-2-45 DORTMUND-EMS CANAL. 18 of 467, 11 of 463, of 166 Lancs & 4 Mosquitos from 5-Group … The target was obscured by cloud and the raid abandoned. No Loss.
FEBRUARY SUMMARY. The weather was often bad. 467 did 158 sorties, lost 5 crews + 3 who baled out + 3 “2nd dickies”. (25 KIA, 15 POW, 1 Ev.) 3 tours expired. 1 Crew crashed in training.
NIGHT 3-3-45. DORTMUND-EMS CANAL. 15 of 467, 15 of 463, of 212 Lancs + 10 Mosquitos of 5-Group breached the aqueduct near Ladbergen in 2 places, putting it out of action until after the war’s end. 467 lost F/O R.T. Ward and crew (7 KIA); F/O R.B. Eggins & crew (6 KIA, 1 POW), and the C.O. W/C E. Langlois & crew (5 KIA, 2 POW) … he had only become C.O. on 9th Feb. 8 Lancs lost over Ger. 20 over U.K.[inserted] loss [/inserted] 3.6%
(This night the Luftwaffe mounted “Operation Gisela” sending 200 night fighters to follow various bomber forces into England (& so not being detected). They took the British defences by surprise and they shot down 20 bombers over England (some were Lancaster training planes … a couple at Wigsley, where I was Duty Navigator in the control tower!) The bomb dump at Waddington was attacked but wasn’t blown up. 3 German fighters crashed flying too low.
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NIGHT 5-3-45 BOHLEN 15 of 467, 15 of 463 of 248 from 5-Group, attacked synthetic oil refinery. Target was cloudy but some damage. Bomber Command made 1223 sorties for 31 lost over Germany and 10 crashed in England … “visibility had detiorated [sic] for returning aircraft”. (Percy Jobson, of Wagga Wagga, a friend of hockey years, was shot down, parachuted, on this trip … a big write up given.)
NIGHT 6-3-45. SASSNITZ - - a port on the Baltic Sea.
NIGHT 7-3-45 HARBURG. oil refinery (5-Group). Bomber Command total (on various targets): 1276, loss 41 (3.2%)
DAY 11-3-45 ESSEN by 1079 bombers … the largest day raid by B.C. … “paralysed Essen until the Americans entered. 467 lost 1 crew (all KIA) on collision with a Hurricane near base in F.A. training.
DAY 12-3-45 Dortmund. 1108 planes, record tonnage 4851 tons … with fighter escorts, over 2000 planes … “put the city out of the war”.
NIGHT 14-3-45 LUTZKENDORF. 5-Group attack on oil refinery, losing 18 (7.4%). Main Force of 568 attacked Zweibrucken & Homburg & other minor targets … 2.8% loss
NIGHT 16-3-45 WURZBURG. 5-Group, 225 Lancs & 11 Mosquitos, dropped 1207 tons with great accuracy in 17 minutes … 89% of industrial part of city destroyed. 467 lost F/O Thomas & crew (6 KIA, 1 POW). Main force attacked NUREMBERG with 480 planes, losing 28 (4.2%), due to night-fighters joining the bomber stream before the target
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DAY 19-3-45 ARNSBERG RAILWAY VIADUCT. 37 Lancs of 617 and 9 Sqdns (and 1 photo Lanc. from 463) dropped 6 ‘Grand Slam’ 10-ton bombs … the ‘earthquake-effect’ collapsed the viaduct … the film was spectacular.
NIGHT. 20-3-45 BOHLEN. 5-Group. The main force was on Hemingstedt with 675 planes, loss rate 1.9%.
DAY 22-3-45 BREMEN. 5-Group. Rail bridge.
NIGHT. 23-3-45 WESEL. 5-Group. 1000 tons in 9 minutes from 9000’ … as close army support … “British Army crossed the river before the bombers had left the area”, and Wesel was in British hands before midnight (the bombing ended at 2239). Wesel claims it was the most heavily bombed town in Germany … 97% of buildings destroyed in main town area; population reduced from 250000 at outbreak of war, to 1900 in May ’45.
DAY 27-3-45 FARGE Oil Storage, 5-Group plus 2 of 617 attacking U-Boat shelters with 23’-thick concrete roof. 2 of the Grand-Slam bombs penetrated the roof and brought down thousands of tons of concrete and rubble, rendering the shelter ineffective.
MARCH SUMMARY 467 flew 185 sorties, lost 4 crews (24 KIA, 4 POW), 4 crews completed tours.
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DAY 4-4-45 NORDHAUSEN. 5-Group … Military barracks Many ‘forced labourers killed’.
DAY 6-4-45 IJMUIDEN … on ships … raid abandoned due to bad weather.
NIGHT 7-4-45 MOLBIS. Benzol plant … “all production ceased”.
NIGHT 8-4-45 LUTZKENDORF. 5-Group. Oil refinery. ‘Put out of action until end of war’. Main force was on Hamburg 440 planes, & other targets, total of 918 planes … 1.3% loss.
DAY 9-4-45 HAMBURG .. oil storage (5-Group) and 617 Sq attacked U-Boat shelters with Grand Slam bombs, and Tallboy bombs. Both raids successful. On this raid German ME 152 & 153 jet fighters attacked the Lancs for the first time.
NIGHT 16-4-45 PILSEN 5-Group. Rail Yards.
NIGHT 18-4-45 KOMOTAU 5-Group.
DAY 23-4-45 FLENSBURG Railway yards. (Abandoned – cloud)
NIGHT 25-4-45 TONSBERG Oil Refinery & U Boat pens (Norway)
463 Sq. lost the last Lancaster of the war (crew survived)
3300 Lancasters lost in the whole war.
467 Sq from Nov ’42 to 26 Apr ’45 – flew 4188 sorties, used 214 Lancs. lost 110 by enemy action, 4 damaged – crashlandings but recovered. 590 KIA. 117 POW. 8E Ev. 5 DSO, 146 DFC. 2 CGM. 36 DFM
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[underlined] 467 SQUADRON – R.A.A.F. [/underlined]
467 Squadron was formed at SCAMPTON, LINCOLNSHIRE 7-11-42.
Moved to BOTTESFORD by 30-11-1942. Moved to WADDINGTON 11-11-1943.
Bottesford Station Commanding Officers: G/C. SWAIN, F.R.O: OBE: DFC.
From 3.3.43. – G/C. McKECKNIE, W.N: DFC.
[underlined] 467 SQAUDRON moved to WADDINGTON 12.11.43 [/underlined]
Waddington Station Commanding Officers:
16.4.43. G/C. S.C. ELWORTHY, CCB, CBE, DSO, MVO, DFC, AFC, MA.
31.3.44. G/C. D.W. BONHAM-CARTER, CB, DFC.
14.4.45. G/C. E.D. McK. NELSON, CB.
1.8.45 G/C. D.D. CHRISTIE, AFC.
24.8.45. G/C. A.E. TAYLOR.
467 SQUADRON COMMANDERS:
7.11.42. W/C. C.L. COMM, DSO, DFC. _ _ _ KIA 16.8.43.
19.8.43. W/C. J.R. BALMER, DFC, OBE. _ _ _ KIA 11.5.44.
12.5.44. W/C. W.L. BRILL, DSO, DFC & Bar _ _ _ Died 1964.
12.10.44. W/C. J.K. DOUGLAS, DFC, AFC. _ _ KIA 8.2.45.
9.2.45. W/C. E. le P. LANGLOIS _ _ KIA 3.4.45.
4.3.45. W/C. I.H. HAY, DFC. _ _ To disbandment.
467 STATION ADJUTANTS: F/L. BURFIELD_CARPENTER.
F/L. A.D. McDONALD (A18121): F/L. J.M.W. LOVE.
467 SQUADRON moved to RAF METHERINGHAM 16.6.45 and were disbanded there October, 1945.
[underlined] 467 STATISTICS COMPILED FROM OPERATIONAL RECORD BOOKS [/underlined].
First Operational Sortie – 2/3.1.1943 – To FURZE _ Minelaying.
Last Operational Sortie – 26/26.4.45 – to TONSBURG.
[underlined] OPERATIONAL SORTIES ATTEMPTED [/underlined]:
No. of a/c actually took off on operations: 3977
No. of Operational sorties completed: 3795
No. of Operational sorties failed: 182
[underlined] REASON FOR FAILURE OF SORTIE [/underlined]:
a/c failed to return – listed missing 105
a/c early return due to Engine Failure: 28
a/c early return due to Electrical Failure: 10
a/c “ “ “ to Armament Failure: 9
a/c “ “ “ to Oxygen Failure: 9
a/c “ “ “ to Instruments, radio, intercom failure: 12
a/c “ “ “ to Ice in flight & ice damage: 6
a/c “ “ “ to Navigational Error: [underlined] 3 [/underlined]
[underlined] 182 [/underlined]
No. of Sorties completed in a/c damaged by Enemy Action: 230
No. of Aircrew listed in Operational Record Books as flown on ops from 467 Sqdn, RAAF: (inc. RAF, RNZAF, RCAF): 1814
No. of Aircrew listed in ORB’s as War Casualty from 467 Sq: (includes) RAAF, RAF, RNZAF, RCAF): 760
No. of whole crews posted to 467 Sq. for Ops: 258
No. of whole crews finished tour of ops – 30 or more: 74
No. of whole crews lost on Ops: 115
No. of whole crews still operating when hostilities ceased 8.5.45. and not tour expired: 31
No. of whole crews posted to other Squadrons during tour: 34
No. of whole crews with no Ops. before hostilities ceased: 4
No. of crews from 53 Base who flew on ops from 467 Sqdn and not listed as posted to 467 Sqdn. 6
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[inserted] Extract of “WAR” List for an Operation … late 1944. [/inserted]
F/S J.W. Singer (Can) – Sgt A. Carson – [missing name]
PB. 193 ‘W’ – F/O R.J. Harris – P/O J.T. Adair – Sgt T. Andrews – Sgt R. Walker
P/O H.F.C. Parsons – F/L R.W. Cook – Sgt S. Saunders
EE.136 – F/O A.L. Keely – F/S W. Chorny (Can) – Sgt A.E. Wotherspoon – Sgt C.H. Connwell
F/S L.W. Tanner – Sgt S.D. Chambers – Sgt J.E. Johnson
LM.713 – F/O C. Newton (Can) – Sgt P. Grant – Sgt W. Gregory – Sgt E.H. Cooper (Can)
Sgt R. Flynn (Can) – Sgt L.G. Kelly – Sgt R.S. Stevens (Can)
LM.715 ‘O’ – F/O R.W. Ayrton (Aus) – Sgt M.J. Herkes – Sgt H.K. Huddlestone – Sgt D.K. Chalcraft
F/S N. Bardsley – Sgt W. Scott – Sgt J.A.W. Davies
ME.809 – F/O R.C. Lake – P.O J.A. Peterson (Can) – Sgt R.W. Baird – Sgt R.A. Morton
W/O G.B. Watts (Can) – F/S G.E. Parkinson – P/O R.D. Kerr (Can)
No. 467 Squadron, Second Wave
NF.908 ‘C’ – F/L J.K. Livingstone – F/L D.O. Sands – F/O E.G. Parsons – F/O R.N. Browne
P/O W.D. McMahon (Aus) – F/O J. Pendergast – F/O T.C. Taylor
PB306 – F/O R.J. Mayes (Aus) – F/O L.J. Hart (Aus) – Sgt D.H. Hamilton – F/S J. Manning
F/S A.R. Edgar (Aus) – F/S J.G. Muir (Aus) – F/S K.W. Cary (Aus)
LM.100 ‘D’ – F/O P.R. Gray-Buchanan (Aus) – F.S. H.G. Adams (Aus) – Sgt D.M. Coutts – F/S J.R. Giles (Aus)
F/S B.J. Payne (Aus) – F/S E.J. Taylor (Aus) – F/S K. Nichols (Aus)
PD.215 ‘F’ – F/O L. Landridge (Aus) – F/S D.G. Beverley (Aus) – Sgt J. Halstead – Sgt D.J. Allen
F/S K.C. Woollam (Aus) – F/S W.C. Denny (Aus) – Sgt B.A. Davies
LM.542 ‘K’ – F/O T.A. Gummersall (Aus) – F/S L.C.C. Chalcraft (Aus) – Sgt J. Clemons – F/S E.R. Baldwin (Aus)
F/O F.A. York (Aus) – F/S S.J. Anders (Aus) – F/S W.H. Bradbury (Aus)
LM.233 ‘M’ – F/O J.J. Sheridan (Aus) – F.S G.W. Gould (Aus) – Sgt B.J. Ambrose – Sgt J. Hodgson
F/S A. Raymond (Aus) – F/S W. Branagh (Aus) – Sgt R. Ward
LM.677 – F/O J.J.J. Cross (Aus) – F/S D.F. Edwards (Aus) – Sgt K.M. Pope – F.S W.K. Perry (Aus)
F/O V.L. Drouyn (Aus) – F/S W.V. Maurer (Aus) – F/S M.D. Wilkie (Aus)
NF.910 – F/O G.H. Stewart (Aus) – F/O R. Faulks (Aus) – Sgt G. Hopwood – F/S D.J. Morland (Aus)
F/S R. Galov (Aus) – F/S M.J.H. West (Aus) – F/S F.H. Skuthorpe (Aus)
NF.917 ‘Q’ – F/O R.S. Forge (Aus) – F/O H.M. Bissell (Aus) – Sgt W.C. Bradley – Sgt H. R. Harvey
F/O R.H. Darwin (Aus) – F/S E.J. O’Kearney (Aus) – Sgt R. Haire
ND.473 – F/O R.H. Mellville (Aus) – F/S J.L. Klye (Aus) – Sgt R.J. Brady – F/S D.D. Suter (Aus)
F/S J.F. Tongue (Aus) – F/S B.T. Hoskin (Aus) – F/S R.C.M. Newling (Aus)
NF.908 – F/O L.R. Pedersen (Aus) – F/S J.S. Hodgson (Aus) – Sgt D.R. Ba.dry [sic] – Sgt E.W. Durrant
F/S P.K. Garvey (AUS) – F/S V.J.M. McCarthy (AUS) – Sgt A.E. Dearns
NN.714 – F/O E.B. Rowell (Aus – F/S R.L. Morris (Aus) – Sgt A.J. Halls – Sgt. A Thomson
F/S D.J. Taylor (Aus) – F/S A.S. Smith (Aus) – Sgt A. Thomson
F/S D.J. Taylor (Aus) – F/S A.S. Smith (Aus) – Sgt J. Hodge
No. 463 Squadron, Third Wave
ND.133 ‘X’ – W/C W.A. Forbes (Aus) – F/O J.A. Costello – P/O W.A. Martin – F/S A.J. Norman
F/O W.J. Grime – P/O W. McLeod – P/O K.L. Worden
PD.311 ‘O’ – F/O P.J. Bowell (Aus) – F/S E.A. Petersen (Aus) – Sgt W. Forster – F/S W.H.J. Butcher (Aus)
F/S W. Plumb (Aus) – W/O J.R. Williams (Aus) – F/S I.D. Dutfiield [sic] (Aus)
LM.130 ‘N’ – F/O A.G. Stutter (Aus) – F/S P.L. Wilkinson (Aus) – Sgt H. Walsh – F/S M.F. Woodgate (Aus)
F/S P. O’Loughlin (Aus) – F/S D.J. Browning (Aus) – F/S H.R. Holmes (Aus)
PD.337 ‘L’ – F/O F.H. Smith (Aus) – Sgt E. Moss – ?
F/S B.A. Donaghue (Aus) – F/S R.T. Simonson (Aus) – F/S E.R. Cameron (Aus)
ND.977 – F/O G.T. White (Aus) – F/S G.D. Smith (Aus) – Sgt C. Jackson – Sgt V.G. Dunn
F/S H. Robinson (Aus) – F/S J.J.B. Middleton (Aus) – Sgt W. S. Bayne
PD.330 ‘F’ – F/O K.P. Brady (Aus) – F/S E.D. Rees – Sgt C.R. Levy – F/S G. Berglund (Aus)
F/S G.W. Boyes – F/S J.D. Stevens (Aus) – F/S J.E. Cox (Aus)
MD.332 – F/O B. Ward-Smith (Aus) – F/O R.W. Markham (Aus) – Sgt E. Taylor – F/S A.J. Tyson (Aus)
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[underlined] 5 Group, [/underlined] the biggest of 6 in Bomber Command.
Our 467 squadron was one of 18 Lancaster squadrons the Group. They were:-
9 at Bardney
227 at Balderton
[missing number] 4 (Rhod.) “ Spilsby
[underlined] 463 & 467 “ Waddington [/underlined]
49 “ Fulbeck
619 at Strubby
50 & 61 “ Skellingthorpe
630 “ East Kirkby
57 “ East Kirkby
617, 627 “ Woodhall Spa [symbol] Mosquitos
83 & 97 (Pathfinders) Coningsby
106 Metheringham
189 Fulbeck
207 Spilsby
[underlined] Some notable raids [/underlined]:
1944 Sept. 12/13. First operational use of [underlined] Loran [/underlined].
“ 23/4. Dortmund-Ems canal breached by [underlined] Tallboy [/underlined] (12000 lb bomb, designed by Barnes Wallis).
Oct. 3 Sea wall at Westkapelle (Walcheren Is) breached.
“ 14/5 Biggest night ops by Bomber Command of the war.
“ 23/4. Part of 1055 plane raid on Essen.
“ 25 “ “ 771 “ “ “ “, finishes it.
Nov. 2/3 “ “ 992 “ “ “ Dusseldorf.
“ 4/5. 174 Lancs breach Dortmund-Ems canal again.
“ 12 Tirpitz sank at Tromso by 9 & 617 Sqdns.
1945 Jan 1/2. 157 Lancs breach Mittleand canal.
“ 4/5. raid on Royan kills many French civilians.
“ 7/8. Part of 654 a/c; last raid on Munich.
Mar 14. Bielefeld aquaduct [sic] broken using Barnes Wallis’s new 22000 lb Grand Slam bomb. by 617 Sqdn.
“ 27. U-boat shelter at Farge blown up using the Grand Slam bomb, by 617 Sqdn.
Feb. 20/21 First of 36 consecutive night raids on Berlin by Mosquitos of 627 Sqdn.
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[circled 8]
[underlined] 5 Group [/underlined] Sqdns. As at 22.3.45.
Lanc I, III
9 Bardney
44 (Rhod.) Spilsby
49 Fulbeck.
50 Skellingthorpe
57 East Kirkby
61 Skellingthorpe
106 Metheringham
189 Fulbeck.
207 Spilsby
227 Balderton
463 [brackets] RAAF Waddington
407 RAAF Waddington [/brackets]
619 Strubby
630 East Kirkby
[symbol] 617 Woodhall Spa.
[brackets] 83 PFF Coningsby
97 PFF Coningsby [/brackets]
627 Woodhall Spa. Mosquito IV, XX, 25.
(83, 97 & 627 on loan from 8 Group.)
[inserted] [underlined] 1944. [/underlined] [/inserted]
Sept 12/13 First operational use of LORAN.
“ 23/4. Dortmund Ems canal breached by Tallboy (12000 lb).
Oct 3. Sea wall at Westkapelle (Walcheren Is) breached.
14/15 BC. biggest night ops of war.
23/24. 1055 raid on Essen. 25th 771 on Essen finishes it.
Nov 2/3. 992 on Dusseldorf.
4/5. 174 breach Dortmund Ems canal again.
12. Tirpitz sank at Tromas by 9 & 617 Sq.
Jan 1/2. 157 breach Mittleand Canal.
[inserted] 1945
Jan 4/5 Royan – many French casualties.
7/8 Last raid on Munich 654 a/c
Mar 14. Bielefeld aqueduct broken … Grand Slam 22000 lb.
27 U boat shelter at Farge successful using “ “ “
Feb. 20/21 first of 36 consecutive night raids on Berlin by mosquitos. [/inserted]
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Extracts from “The Hardest Victory – RAF Bomber Command in WW II by Dennis Richards. (Hodder & Stoughton, 1944.)
1944. March to June. The Transportation Plan, preparatory to OVERLORD … the invasion in Normandy. As part of the plan to convince the Germans that the landing would be in the Pas de Calais, far more bridges and railway workshops and marshalling yards were attacked North of the Seine than South of it. In this phase Bomber Command dealt with 37 of the railway centres, 8th American Air Force heavies 26, & AEAF (fighters, fighter-bombers, light & medium bombers, & recon. aircraft, a mixture of RAF & USAAF squadrons) 20. Bomber command dropped nearly 45000 tons on these centres, twice the tonnage of the other 2 put together. Harris in “Bomber Command” wrote:- “Bomber Command’s night bombing proved to be rather more accurate, much heavier in weight & more concentrated than the American daylight attacks, a fact which was afterwards clearly recognised by SHAEF when the time came (later) for the bombing of German troop concentrations within a mile or so of our own troops.”
In this phase, Bomber Command made 69 attacks, 9000 sorties & lost 198 planes (1.8%). They did enormous damage. In the end about 2/3 of the 37 centres were classed as completely out of action for a month or more, and the remainder as needing only some further “attention” from fighter-bombers.
Unhappily, the toll of friendly civilian lives was sometimes more than the “prescribed” limit of 100 – 150 per raid … (Coutrai 252, Lille 456, Ghent 482), but overall the total was much less than the 10000 “limit”.
The attacks on rail centres by all 3 air forces proved catastrophic for the Germans. Only about 12% of rolling stock was fit for use. A division from Poland took 3 days to get to West Germany, then 4 weeks to the Normandy battlefront!
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[duplicate page]
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[circled 2]
A particularly important raid, both in technique & results, was that on 5/6 Apr. (’43) on the Gnome et Rhône aero-works at Toulouse. 144 Lancs from 5 Group, with Leonard Cheshire of 617 SQN doing the initial marking at low level from a Mosquito. 2 Lancs of 617 reinforced the marking with great accuracy & this led to a raid which completely destroyed the factory. Thenceforth, Harris normally entrusted 5 Group (the largest in the Command) with its own marking, independent of the Pathfinder Force.
Bomber Command’s biggest task just before the invasion was to help silence the enemy’s coastal batteries … most nights since 24/25 May, & for deception purposes many of them outside the intended invasion area. But as D-Day neared, so the assault stepped up. On 2/3 June, 271 bombers attacked 4 batteries in the Pas de Calais (where the Germans most expected the invasion). On 3/4 June, 135 bombers attacked batteries at Calais & Winereux. On 4/5 June, 257 a/c attacked … this time in the invasion area. On 5/6 June (when invasion fleet was under way) Bomber Command put on max. effort … 1136 a/c (1047 attacked) [inserted] 5000 + tons of bombs. [/inserted] against [deleted] the [/deleted] 10 of the main batteries on the invasion coast. Other air formations & naval bombardment also attacked there & between them 9 of the 10 batteries were made incapable of sustained fire against the invasion forces.
In the week after D-Day, B.C. flew 3500 sorties to prevent reinforcements getting to the front. In the most skilful attack, 8/9 June. Lancs of 83 Sqn lit up railway tunnel at Saumur, then marked by Mosquitos, then 25 Lancs of 617 Sqn. dropped new 12000 lb “Tallboys” [inserted] [symbol] designed by Barnes Wallis. [/inserted] blocked the tunnel & delayed the Panzers.
[page break]
[circled 3]
During the struggle in Normandy, B.C. operated in strength close to battlefield. 14/15 Jun, 337 vs troops & vehicles at Aunay & Evrecy (near Caen). 30 Jun first B.C. daylight there … 266 Lancs & Halis & a few Mosquitos & Spitfire escort bombed a road junction at Villers-Bocage from 4000’ & frustrated a panzer attack. Of B.C.’s 5 other attacks in close support the biggest was 18 Jul .. GOODWOOD (max effort) … 1056 from B.C., 863 of AEAF & 8th A.F. to help the push SE of Caen towards Falaise …. but had bad weather & unsubdued anti-tank guns stopped the offensive (only 6 miles max.). But it impressed the Germans … Von Kluge who’d just replaced Rommel, wrote to Hitler on 21 Jul:- “There is no way by which, in the face of the enemy air forces’ complete command of the air, we can discover a form of strategy which will counterbalance the annihilating effects [underlined] unless we withdraw [/underlined] from the battlefield. Whole armoured formations allotted to counter-attack were caught beneath bomb carpets of the greatest intensity so that they could be got out of the torn-up ground only by prolonged effort … The psychological effect of such a mass of bombs coming down with all the power of elemental nature on the fighting forces, especially the infantry, is a factor which has to be taken into very serious consideration. It is immaterial whether such a carpet catches good troops or bad. They are more or less annihilated, and above all their equipment is shattered ...”
(He suicided a month later when Hitler wouldn’t allow a withdrawal)
On 7/8 Aug. 1019 a/c of B.C. raided 5 points in advance of Allied troops … helping Canadian 1st Army to open the way to Falaise.
Allies had 14000 a/c against German 1000 in those weeks.
25 Aug. Paris was free. 3 Sept. Brit 2nd Army in Brussels.
Resumption of oil targets delayed by V-1 threat.
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[circled 4] Jan (1944)
Hitler had hoped to begin V-1s vs London as ‘New Year present’ but damage to ‘ski” sites, & Fiesler works at Kassel & their own trouble with getting the bomb to operate reasonably – caused set-backs. Allied bombing of railways held up delivery of launchers & bomb components.
12/13 Jun first V-1 attacks. 7 of 55 sites managed to fire total of 10 … of which 3 reached England. But they improved. Bet. 15/16 & 16/17 Jun. 144 crossed Kentish coast & 73 reached London.
Operation CROSSBOW … B.C. + AEAF + 8th A.F. attacked V-1 sites from mid June to mid-August … using 40% of B.C. strength Targets were the modified launch sites, supply depots, & ‘large sites’ (V-2 rockets [deleted] maybe [indecipherable word] [/deleted]. B.C. attacked these day & night. B.C. flew 16000 sorties, 59000 tons vs the V-1 targets only losing 131 a/c ([symbol] 1%).
By mid-Aug, less need [symbol] defences (AA & fighters redeployed & more effect … + proximity fuses [symbol] [symbol] 20% reaching target; + balloons + finally our armies overrunning the launching sites.
Every day but one from 5 to 11 Sept Harris sent out 300 or more a/c to bomb [deleted] h [/deleted] [underlined] Le Havre [/underlined] area. (We did our [underlined] first trip [/underlined] on 10 [deleted] 8 [/deleted] Sept. 11 x 1000 + 4 x 500 lb.) that day 992 sorties. Total for the week 2500 sorties, 9750 tons … the ground attack after the last air raid on 11 Sept. succeeded & only c. 50 fatalaties [sic]. [inserted] (our 3rd) [/inserted] [underlined] Boulogne [/underlined] [inserted] we dropped 11 x 1000 + 4 x 500 lb. [/inserted] had become the next objective. We were in big raid on 17 Sept. by 762 a/c, opening the way for attack by Canadian army, … garrison gave in on 22 Sept, in diary of captured German officer: “Sometimes one could despair of everything if one is at the mery [sic] of the RAF without any protection. It seems as if all fighting is useless & all sacrifices in vain.”
[page break]
[circled 5]
Germans still held Dunkirk & Ostend … it became clear that key to faster supply to our armies was Antwerp, 40 miles up R. Scheldt. Allies captured Antwerp on 4 Sept. but Germans still held river banks, South Beveland & [underlined] Walcheren Is. [/underlined] dominating its approach from the sea. Allies tried, MARKET GARDEN, airborne troops to capture bridges over Maas, Wasl & lower Rhine … a disaster, losing 1st Airborne Div’n. [symbol] Try to open the Sheldt Estuary. B.C. began attacks on Walcheren Is. in 3rd week of Sept. Hitting batteries proved difficult. Canadian army told to capture Is. … their C.O. suggested bombing might breach its sea-walls & flood some low-lying batteries. Oct 2nd .. leaflets & broadcast to locals. Oct 3. .. Pathfinder Mosquitos in waves of 30 created a big gap in wall 60’ thick at top & 204’ at base. (617 Sqn with Tallboys not needed … took ‘em home!)
Many parts of Is. now flooded, but no surrender. Further attacks on walls on Oct 7, 11 & 17. We did our [underlined] 11th op [/underlined] [inserted] on 7 OCT. [/inserted] on [underlined] Flushing dyke [/underlined] walls, 2 sticks of 7 x 1000 lb, 2 runs at fairly low alt. & achieved a good breach.
We also bombed gun batteries on [underlined] Walcheren [/underlined] Is again on Oct. 23 (14 x 1000 lb) and Oct 30 (14 x 1000 lb) … [underlined] our 13th op [/underlined].
The plan was to take Wal. Is by amphibious assault & to ‘soften it up’, B.C. raided c 277 on Oct 28; then on Oct 29 with 358 a/c, then on [underlined] Oct 30 with 110 a/c [/underlined]. [inserted] [underlined] our 15th [/underlined] [/inserted] (us). On 1 Nov. Canadian & Scottish troops began a week of hard fighting … Royal marines sailed landing craft through the gaps in the sea-walls. B.C. flew 2000+ sorties in 14 raids there, 9000 tons of bombs … only lost 11 a/c ([symbol] 0.4%).
Antwerp not used for another 19 days … time taken to clear the estuary of mines.
[page break]
[circled 6]
B.C. continued to attack towns in Germany & coastal targets in the autumn & winter of 1944.
On [inserted] 12th [/inserted] Sept. we did our [underlined] 2nd trip [/underlined] on [underlined] Stuttgart [/underlined] (1 x 4000 lb + 13 J clusters). (Our skipper had been [deleted] there [/deleted] [inserted] to [underlined] Danstadt [/underlined] [/inserted] the previous night as “2nd-dickie”). Then our [underlined] 4th [/underlined] on Bremerhaven on 18 Sept. (18 cans). & 5th on Munchen-Gladbach the next night 19 Sept (1 x 2000 lb + 12 J clusters) on which Guy Gibson as master bomber went missing (KIA). Our [underlined] 6th on [/underlined] 23 Sept. was our first of 4 raids on [underlined] Dortmund [/underlined] Ems canal “the vital link between the Ruhr & North Sea”. (14 x 1000 lb). B.C. did about 10 raids on the canal, “each time draining the canal for several miles & leaving scores of barges stranded. And this was not simply a one-off piece of temporary damage. As soon as, by the effort of 4000 (Todt) labourers, the canal was once more fully working, B.C. breached it again - & went on doing so as required until the end of the war.” (It was a fairly “dicey” target – they [underlined] knew [/underlined] we’d be coming & [underlined] where [/underlined] (where the aqueduct was above ground level.)
Sept 26. Op [symbol] 7 on Karlsruhe (18 cans)
“ 27 [symbol] 8 “ Kauserlauten (18 cans).
Oct 6 [symbol] 10. Bremen (18 cans)
Oct 5. Daylight formation (!) on Wilhelmshaven (18 cans). - - cloud obscured target & we (& others) bombed by H2S … the only time we used it on ops … mostly we were denied its use because they reckoned German fighter &/or flak could pick us up from its transmission.
Oct. 19. Op [symbol] 12. Nuremburg (1 x 2000 lb + 12 J clusters).
Oct 28 op 14 Bergen (Norway) U-boat pens … but brought bombs back due to smokescreen over target. Had to descend to near mountain tops to clear cloud – did so safely using GEE.
[page break]
[circled 7]
“In the last quarter of 1944, nearly half the tonnage dropped by B.C. was aimed at Urban areas in general rather than on more specific targets. … eg. Stuttgart, Nuremburg; [underlined] Dusseldorf (our 16th [/underlined] on Nov 2nd, 11 x 1000 + 4 x 500) Munich our [underlined] 23rd [/underlined] on Dec. 17 (1 x 4000 + 9 cans + 1 monroe). & [underlined] Munich [/underlined] again our 28th on Jan 7th (1 x 4000 + 6 J clusters).
Our [underlined] 18th [/underlined] on 11 Nov. on Harburg oil refinery (near Hamburg) caused huge fire visible 100 miles on way home (1 x 4000+ 6 x 1000 + 6 x 500 lb).
16 Nov, Our 19th a daylight on [underlined] Duren [/underlined], part of a huge effort to react to battle of bulge destroyed the town to rubble. (12 x 1000 lb).
Our 24th Gdynic .. Dec 18, on Pocket Battleship ‘Lutzow’ (also there the P.B. Admiral Von Sheer) … may have caused enough damage to have Latzow towed (?) to Swinemunde where 617 Sqn finished it off on 16/17 April ’45 (10 x 1000 SA.P.).
5 Group. HQ Grantham, then Moreton Hall, near Swinderby.
[underlined] AOC’s [/underlined] Harris 11.9.39. Bottomley 22.11.40.
Slessor 12-5-41. Coryton 25.5.42. Cochrane 28.2.43
Constantine 16.1.45.
A/C. Hampdens, Manchesters, Lancasters, Mosquitos.
[underlined] B.C. casualties, Aircrew [/underlined] Operational K. 47120
Died as POW 138
Missing now safe. 2868
POW “ “ 9784
Wounded. 4200
[underlined] Non-operational [/underlined]
K. 8090
Wounded 4200
[page break]
A brief summary of the Bache crew’s experiences after the Operation to the Dortmund-Ems Canal on 1st January 1945.
A number of entries in the 160 pages that I wrote during 1945 in the second of my three war diaries refer to events connected with, or as a result of, the Bache crew’s experiences on 1st January of that year. (The three diaries contain a total of some 420 pages which cover only some sections of my overseas service in the RAAF, mainly while travelling to and while in Canada doing my navigator training, the Operation on 1st January 1945, that period which is summarised below and my trip back home from England. Unfortunately they do not cover any of the crew’s other Operational Sorties in detail but an amount of information on these is available from other sources in my possession)
The following very short summary makes use of extracts from some of the entries in my second diary, (other than from the 17 pages which contributed to my chronicle of events directly associated with our 16th Operation on 1st January 1945). It then goes on to refer to information that I have received since from various members of our crew covering their individual moves after the crew broke up in May 1945, plus each one’s post war status.
However, for the sake of brevity, this summary does not include any detailed references to those of our Operational Sorties which we flew between 19th February and 18th April 1945 – and some other of the events in which the crew were involved between January and May of that year – but which were not as a direct consequence of the Operation on 1-1-45 These matters may (possibly?) be covered at some future date.
So, picking up this account from a point part way through January 1945 –
My additional navigational duties during 1945.
During the period early in 1945 when our crew was non-operational, while we waited for Ernie and Cec to recover from their injuries received on 1st January, I was employed in the squadron’s navigation section in various ways. Some of these duties continued after we returned to Ops – particularly on the occasions where our crew was not flying on that Op.
Amongst other things, I had been requested by the squadron navigation leader to assist him by looking after the navigation Order Book, which covered matters such as changes in navigational procedures as these came through from No 5 Group Headquarters, as well as setting up an improved system for bringing this information to the notice of the navigators on the squadron. I was also asked to devise ways of drawing attention to cases or areas in which we should take steps to improve navigational performance.
I “dreamed up” a cartoon type character of a navigator who I named “Ayling-Rouse” (who was something like a mixture of the infamous idiotic pilot character, P/O Prune and the well known ancient Chinese philosopher, Confucius) to assist with this and it seemed to be quite successful in getting the guys’ attention! – the style being recommended for use elsewhere in the Group.
I was also shown by the section’s navigation assessment officer how to assess the squadron navigator’s Operational flying log sheets and plotting charts – and learned how to get the navigators away on “cross-country” training flights etc.
I was then introduced by the squadron navigation leader to Operational navigation briefing procedures and other of his duties – and taken to some of the pre-Operation navigational planning conferences, which were held via a Group telephone hook up between
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the various squadrons just prior to our squadron Navigators Briefing for the Op. concerned.
As an upshot of all this, I was made deputy navigation leader and eventually stood in for the squadron navigation leader on occasions – including the conducting of the Navigators Briefing and the navigation specialist officer’s briefing contribution at the Main Briefing which followed, for those of No. 467 Squadron’s crews who were to participate in the daylight Bomber Command attack on “Hitler’s Hideout” at Berchtesgaden, in April 1945.
As it turned out – like so many other planned attacks – this Operation had to be “scrubbed” (ie cancelled) at the last minute because of bad weather in the target area – but was carried out a day or so later by 359 Lancasters – of which some were from other squadrons in No 5 Group and some from Nos. 1 and 8 Groups. However it so happened that Nos. 463 and 467 Squadrons were not available to go there with them on that day due to our station’s involvement in an attack on Tonsberg in Norway which required take-off later in the same afternoon.
(As a result of the additional navigation section work which I had carried out while our crew was “off Ops” waiting for the return of Cec and Ernie and also after we returned to Ops, the squadron navigation leader, when he was informed by the squadron commander early in May that the Bache crew had been selected as one of several crews for a voluntary posting from No. 467 Squadron to Transport Command, tried to convince me not to go with them. He indicated that I was being recommended for a navigation leader’s training course – and would then probably go with the squadron on its intended transfer to the Far East theatre of War.
However, because of the close crew bonds developed during our earlier Operations – and particularly as a result of the events on 1st January 1945, I decided to stick with Merv, Sam and Cec in their transfer to Transport Command.)
Ernie returns to the crew and we return to Operations.
As events turned out, Ernie was declared fit for flying after several weeks and we resumed Ops with him back with us on 19th February, as by this time we were starting to “champ upon the bit” again. However we had to make use of the substitute wireless operators – Cec still being out of action.
Merv’s promotion and his new role on the squadron.
By then Merv had been promoted to the rank of Flight Lieutenant and on occasions had acted as O/C of our “A” Flight, then as O/C “B” Flight, to which our crew was transferred some time in March.
Cec returns to the crew for our trip in “S Sugar”
According to my diary, Cec – who had been recovering from his ankle injury in the RAF hospital at Wroughton, near Crewe, (as was Ernie after they were both transferred from the hospital in Holland) – was flown back to the squadron by Merv and I when he has discharged from there on 22nd February.
However he did not stay, but went to a convalescence place near Liverpool and remained unfit for flying for the remainder of our Operational Sorties – rejoining the crew just in time for our flight to Jouvincourt in France in PO-S on 6th May to bring a planeload of ex-prisoners of war back to England.
Page 2
[page break]
End of the war in Europe and its effects on No. 467 Squadron.
Hostilities in Europe ceased on 7th May 1945 and No. 467 Squadron was one of the Bomber Command squadrons selected for transfer to the Far East theatre of War.
Part of the Bache crew transfer to Transport Command.
Cec then joined Merv, Sam (who had been commissioned in February) and I, in our transfer on 11th May from No 467 Squadron of Bomber Command to Transport Command – to which we were posted as one of five “part-crews” from Waddington.
(These crews were taken from those who were apparently classified as “nominally tour expired” – ie those who had carried out 28, but in our case 25, Operations).
We went to the recently transferred RAAF No. 466, ex No. 4 Group Bomber Command Halifax squadron at Driffield for Transport Command flying training.
Sam’s Departure from Driffield.
We thought that the bomb-aimers who were transferred with us to No. 466 Squadron would have been trained as load masters for Transport Command flying crew “cargo supervision etc”, but were informed shortly after arrival on No. 466 Squadron that it had been decided they were now not required.
So Sam was to leave us! However the blow was softened considerably when he received notification that, because of his long period of service in the RAAF (including time served as a medical orderly in ground staff in the New Guinea theatre of war), he was to be repatriated back to Australia where he would be eligible for discharge from the Service.
He was first of all transferred to the Australian Aircrew Holding Centre at Brighton, on the south coast of England – to await a draft back home aboard a troopship.
Merv, Cec and I continue Transport Command training on No. 466 Squadron.
Merv, Cec and I continued on with No. 466 Squadron at Driffield – where we picked up an Australian Second Pilot (Merv becoming Senior Pilot) – and then converted to and flew in their Halifax bombers.
We then went with the squadron when it relocated to RAF Bassingbourn in September.
From Halifaxes to Liberators.
At Bassingbourne the squadron converted from Halifaxes to 4 engine Liberator bomber type aircraft – American designed and built – and a somewhat different aircraft from the 4 engine British designed and built heavy bombers in which we had previously flown. (It was not long before I christened the Liberator “the Flying Brick” after comparing its flying characteristics with those of our beloved Lancasters).
After we had completed a number of familiarisation exercises in the UK we were scheduled to undertake training flights and later, service transport operations, between UK and India.
The end of World War II in the Far East and the disbanding of 466 Squadron.
We were about to carry out our first training flight to India when the war in the Pacific area suddenly ended – resulting in the squadron being disbanded on 26th October 1945.
Page 3
[page break]
So the four of us, including the Australian Second Pilot, were transferred to Brighton for repatriation back home and discharge from the RAAF.
Our return to Australia.
As things turned out, all the Australian members of our crew, except for Sam, who had left England much earlier – finished up finally going back to Australia together on the same ship – the Athlone Castle.
Our return by sea to Australia is another story – including us becoming involved in a Mutiny aboard the first ship, the Orion, on which we were embarked – and from which we were later disembarked again, back in England, after it broke down in the Bay of Biscay!
Return Home and Post War
Sam
Sam, who received his promotion to Flying Officer in August, returned to Sydney in NSW for discharge from the RAAF. He and his wife, Valda, now live in Wagga, N.S.W.
Merv
Merv returned to Adelaide in South Australia for discharge as a Flight Lieutenant. He and his wife, Ethel, continued to live there until he died in 1974.
Cec
Cec returned to Brisbane in Queensland, for discharge, by which time he had been promoted to the rank of Flying Officer. He married Dawn there and they continued to live in Brisbane, but later moved northwards to Caloundra, on the Sunshine Coast in Queensland – where he died from a war related complaint in 1997.
Les
Les, Jim and Ernie remained at Waddington – Les transferring to No 463 Squadron to join Jack Blair’s crew (also ex 467 Squadron, on which they had done 24 Ops prior to the end of the war in Europe). They subsequently moved with the squadron to RAF Skellingthorpe in July. Here he remained until the war in the Pacific concluded, after which No. 463 Squadron was disbanded on 25th September 1945 and all of its RAAF personnel were repatriated back to Australia. He had the rank of Pilot Officer when he was discharged.
Les married and he and his wife, Norma, now live at Seymour, Victoria.
Jim
Jim remained on No. 467 Squadron at Waddington after Merv, Sam, Cec and I left for Transport Command – and while there joined F/O C F Stewart’s crew (which had done 6 Ops on 467 Squadron prior to the end of hostilities in Europe) – as mid upper gunner.
They were posted to No. 463 Squadron, which was also located at Waddington, on 4th June – and went with this squadron when it was relocated to RAF Skellingthorpe on 3rd July.
They remained with No. 463 Squadron until it was disbanded on 25th September 1945 – after which Jim was transferred to Brighton along with all its other Australian members and then returned to Australia for discharge from the RAAF. He was promoted to the rank of Warrant Officer sometime during this period.
Jim married and he and his wife, June, live in Sydney, N.S.W.
Page 4
[page break]
Australian War Memorial
Page 1 of [missing number]
No. 467 Squadron
No. 467 Squadron, Royal Australian Air Force was formed at Scampton in the United Kingdom on 7 November 1942. Although intended as an Australian squadron under Article XV of the Empire Air Training Scheme, the majority of its personnel were originally British. The replacement of these men with Australians was a gradual process and it was only towards the end of the war that the squadron gained a dominant Australian character.
The squadron relocated to Bottesford on 23 November 1942 and commenced operations on 2 January 1943. A year later it moved to Waddington, which remained the squadron’s home until the end of the war. Equipped with Avro Lancaster heavy bombers, and forming part of 5 Group, RAF Bomber Command, the squadron’s operational focus for much of the war was the strategic bombing offensive against Germany. Bombing almost entirely by night, it participated in all of the major campaigns of the offensive including the battles of the Ruhr, Berlin and Hamburg. In addition to Germany, the squadron also attacked targets in France, Italy, Norway and Czechoslovakia. On 20 June 1943, 467 was the first Bomber Command squadron to participate in the “shuttle service” where aircraft would leave the United Kingdom, bomb a European target, and then fly on to an airfield in North Africa. There they would refuel and rearm and then bomb another target on their return flight to Britain. The German port of Friederichshafen was the outbound target, and the Italian port of Spezia the inbound one.
In addition to the strategic bombing offensive, 467 Squadron was also employed in support of ground operations prior to, and during the D-Day landing, during the drive out of the Normandy beachhead in mid-1944, and during the crossing of the Rhine in March 1945. The squadron also participated in the offensive to remove the threat posed by Germany’s terror weapons and participated in raids on the weapons research facility at Peenemende, and on V1 flying bomb and V2 rocket assembly and launch sites in France.
467 Squadron’s last bombing raid of the war was an attack on the oil refinery and tankerage at Vallo in Norway. Even before the cessation of hostilities, the squadron was employed to ferry liberated Allied prisoners of war from Europe to Britain and it continued in this role after VE Day. The squadron was one of several identified to form “Tiger Force”, Bomber Command’s contribution to the strategic bombing campaign against Japan. It relocated to Metheringham to prepare for this role, but the war against Japan ended before “Tiger Force” was deployed. 467 Squadron disbanded on 30 September 1945.
Between January 1942 and April 1945, 467 Squadron flew 3,833 sorties and dropped 17,578 tons of bombs. It suffered heavily in the course of its operations – 760 personnel were killed, of whom 284 were Australian, and 11 [missing number] aircraft were lost.
References AWM 64, RAAF formation and unit rolls [2 symbols] ORMF 0118, Roll 95 [2 symbols] 1/426 December 1942 – December 1943 [2 symbols] 1/427 January – December 1944 [2 symbols] 1/428 January – October 1945 [2 symbols] 1/435A December 1942 – March 1945; Units of the Royal Australian Air Force; a concise history. Volume 3, bomber units, (Canberra: Australian Government Publishing Service, 1995).; H.M. Blundell, They flew from Waddington! 463 – 467 Lancaster Squadrons, Royal Australian Air Force, (Sydney: W. Homer, 1975).
Category Unit
http://www.awm.gov.au/unit/U59451/
4/10
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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463 & 467 Squadron Notes on Ops
Description
An account of the resource
Extracts from publications giving details of all operations by 467 and 463 Squadrons from 10 September 1944 to 25 April 1945. Details include number of aircraft, target, bombloads and losses. Interspersed are details of operations carried out by Herbert Adam's crew on 467 Squadron between 10 September 1944 and 16 January 1945 which include many extracts from his diary describing operations and daily activities. Included are photographs of aircraft, crew members, air to ground views, targets, cook's tour and a map diagram. Details of 5 Group Squadrons, Extracts from books and a summary of Bache crew's experiences after operation to Dortmund Ems canal.
Creator
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H G Adams
Format
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Seventy eight page handwritten book
Language
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eng
Type
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Text
Text. Memoir
Text. Personal research
Identifier
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MAdamsHG424504-170215-01
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Conforms To
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Pending review
Spatial Coverage
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Great Britain
England--Lincolnshire
France
France--Le Havre
France--Boulogne-sur-Mer
France--Pas-de-Calais
Atlantic Ocean--English Channel
Germany
Germany--Darmstadt
Germany--Stuttgart
Germany--Bremerhaven
Germany--Rheydt
Germany--Mönchengladbach
Germany--Dortmund-Ems Canal
Germany--Karlsruhe
Germany--Kaiserslautern
Germany--Wilhelmshaven
Germany--Bremen
Germany--Duisburg
Germany--Braunschweig
Netherlands
Netherlands--Walcheren
Netherlands--Vlissingen
Germany--Nuremberg
Norway
Norway--Bergen
Atlantic Ocean--North Sea
Germany--Hamburg
Norway--Trondheim
Germany--Munich
Germany--Heilbronn
Germany--Düsseldorf
Germany--Harburg (Landkreis)
Germany--Giessen (Hesse)
Germany--Euskirchen (Kreis)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
France--Royan
Germany--Merseburg
Czech Republic
Czech Republic--Most
Germany--Gelsenkirchen
Germany--Siegen
Germany--Dresden
Germany--Leipzig
Germany--Pforzheim
Germany--Sassnitz
Germany--Essen
Germany--Dortmund
Germany--Halle an der Saale
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands--IJmuiden
Germany--Flensburg
Norway--Tønsberg
Germany--Düren (Cologne)
Poland--Police (Województwo Zachodniopomorskie)
Czech Republic--Plzeň
Germany--Herne (Arnsberg)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-09
1944-10
1944-11
1944-12
1945-01
1945-02
1945-03
1945-04
1944-04-05
1944-04-06
1944-06-14
1944-06-15
1944-06-30
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Tricia Marshall
463 Squadron
467 Squadron
5 Group
air gunner
aircrew
bombing
bombing of Toulouse (5/6 April 1944)
Cook’s tour
Gibson, Guy Penrose (1918-1944)
Grand Slam
H2S
killed in action
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
nose art
RAF Waddington
searchlight
tactical support for Normandy troops
Tallboy
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24703/MDunmoreG635201-160526-03.1.pdf
66e9cdc7b6b0f6706fc2113aa115abfb
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Dunmore, George
G Dunmore
Publisher
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IBCC Digital Archive
Date
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2017-05-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Dunmore, G
Description
An account of the resource
17 Items concerning Flight Lieutenant George Dunmore DFM (5601) who flew 45 operations as a flight engineer on Lancaster with 83 Squadron at RAF Scampton and then as part of the Pathfinder Force at RAF Wyton. Commissioned in 1944 he continued to serve in the general duties branch as flight engineer and then equipment branch until 1967. The collection contains his logbook, an account of a maximum effort operation, official documents and letters, a history of an individual aircraft, pathfinder certificate, recommendation for DFM, career notes as well as photographs and memorabilia. A sub-collection of 58 photographs of aircraft under repair or being manufactured in factories.
The collection has been loaned to the IBCC Digital Archive for digitisation by Louise Dunmore and catalogued by Nigel Huckins
Transcribed document
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Transcription
Text transcribed from audio recording or document
OPERATIONAL HISTORY OF [underlined] AVRO LANCASTER IB R5868 MERLIN XX [/underlined]
29 Jun 42 Joined No 83 Squadron RAF Scampton – a/c letter “Q”
[underlined] OPERATIONAL FLYING WITH 83 SQUADRON [/underlined]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 8/9 Jul 42 S/L R.L.Hilton DFC Wilhelmshaven 1,260 x 4 IB 4 13 [space] 11 Jul 42 S/L R.L.Hilton DFC Danzig 5 x 1,000 10 5 Daylight. 14/15 Jul 42 P/O J.E.Partridge Bordeaux Mining 1 x 22 1 x 14 1 x 13 set 6 1 x 22 7 40 [space] 18 Jul 42 S/L R.L.Hilton DFC Essen – Krupps Works 6 x 1,000 4 0 Daylight. 19/20 Jul 42 F/Sgt Calvert D. Vegesack 6 x 1,000 6 0 [space] 21/22 Jul 42 S/L R.L.Hilton DFC* Duisburg 112 x 30 IB 3 41 [space] 25/26 Jul 42 S/L R.L.Hilton DFC* Duisburg 1 x 4,000 6 x 500 2 x 250 3 32 [space] 26/27 Jul 42 P/O J.E Partridge DFC* Hamburg 1,260 x 4 IB 5 8 Holed in port wing on way out by flak ships. 5/6 Aug 42 W/C D.Crighton-Biggie Mining in Gironde River 22 – 13 set 2 13 set 6 44 – 13 set 1 7 14 Slight flak damage. 6/7 Aug 42 P/O J.Marchant Duisburg 1 x 4,000 900 x 4 IB 4 3 [space]
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[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 9/10 Aug 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 900 x 4 IB 3 57 Alternative target. 10/11 Aug 42 P/O J.Hodgson Mainz 1 x 4,000 8 x 30 IB 5 38 [space] 18/19 Aug 42 S/L R.L.Hilton DFC* Flenxburg 14 x 4 Flares 5 5 PFF. No attack. 24/25 Aug 42 S/L R.L.Hilton DFC* Frankfurt 112 x 30 IB 5 45 [space] 8/9 Sep 42 F/Sgt Jackson L.T. Frankfurt 6 x 4 Flares 8 x 250 IB 5 24 No attack. Flares dropped but cloud and haze plus intercom failure prevented bombing. 13/14 Sep 42 S/L R.L.Hilton DFC* Bremen 1 x 4,000 6 x 4 Flares 4 24 [space] 14/15 Sep 42 S/L R.L.Hilton DFC* Wilhelmshaven 6 x 4 Flares 8 x 250 IB 4 6 W/Op wounded by frire from another 4-engined twin fin a/c overtaken on return flight over the sea! 2/3 Oct 42 S/L R.L.Hilton DFC* Krefeld 4 x 7 Flares 10 x 250 inc 3 40 [space] 5/6 Oct 42 F/Lt J.E.Partridge DFC* Aachen 8 x 4 Flares 2 x 7 Flares 1 x 4,000 HC 5 45 No attack. Weather u/s. 2 x 4 flares dropped, remainder brought back. 6/7 Oct 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 HC 9 x 4 Flares 1 x 4 Flares 4 25 [space] 13/14 Oct 42 S/L R.L.Hilton DFC* Genoa 10 x 4 Flares 6 Flares internally 1 x 4,000 HC 9 20 Landed at Mildenhall (weather).
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[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 7/8 Nov 42 S/L J.K.M.Cooke DFC Genoa 10 x 4 Flares 6 Flares loose 1 x 4,000 HC 7 10 [space] 9/10 Nov 42 S/L R.L.Hilton DFC* Hamburg 9 x 4 Flares 1 x 3 whole and ! green with stars 1 x 4,000 HC 5 0 [space] 13/14 Nov 42 S/L R.L.Hilton DFC* Genoa 9 x 4 White 3 x 1,000 RDX 7 55 [space] 15/16 Nov 42 P/O R.N.H.Williams DFM Genoa 9 x 4 Flares 3 x 1,000 GP 7 20 [space] 29/30 Nov 42 Sgt Partridge H.A. Turin 1 x 4,000 gel 4 x 500 GP 7 25 [space] 2/3 Dec 42 P/O J.Marchant Frankfurt 10 x 250 inc 1 x 4,000 gel 5 55 [space] 21/22 Dec 42 F/Lt J.Hodgson DFC Munich 1 x 4,000 gel 7 07 [space] 15/16 Jan 43 S/L R.L.Hilton DFC* Berlin 1 x 4 Green 1 x 4 White 6 T.I. Red 6 T.I. inc 1 Red Flare int 7 20 No attack claimed. Flares brought back except 1 x 4 White. 11/12 Feb 43 F/Sgt Partridge H.A. Wilhelmshaven 6 x 4 White Flares 3 T.I. Green 1 x 4,000 HC 3 x 500 GP 5 23 Flares and T.I.s brought back as instructed. 13/14 Feb 43 F/Sgt Partridge H.A. Lorient 6 x 4 White Flares 4 T.I. Green 1 x 4,000 gel 4 40 [space] 14/15 Feb 43 S/L J.K.M.Cooke DFC Milan 9 x 4 White Flares 1 x 4 Red Flares 2 T.I. Red 1 Green Flare 1 x 4,000 HC 7 35 9 x 4 Flares brought back.
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[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 16/17 Feb 43 S/L S.Robinson DFM Lorient 8 x 4 White 4 T.I. Red 1 x 4,000 HC 4 22 Bomb sight u/s. 18/19 Feb 43 F/O F.J.Garvey Wilhelmshaven 1 x 4,000 gel 12 x 8 x 30 inc 4 22 Rear turret u/s for 3/4 of trip. 19/20 Feb 43 W/C R.L.Hilton DFC* Wilhelmshaven 4 T.I. Red 6 x 500 GP 4 07 [space] 25/26 Feb 43 F/O F.J.Garvey Nurnberg 1 x 4,000 gel 10 x 8 x 30 inc 6 24 [space] 26/27 Feb 43 F/O F.J.Garvey Cologne 1 x 4,000 HC 12 x 8 x 30 inc 3 24 Dropped but bombing circuit u/s – bomb doors damaged by bombs falling on them. 28/1 Mar 43 P/O U.S.Moore DFM St Nazaire 8 x 4 White 4 T.I. Green 1 x 4,000 HC 4 34 [space] ½ Mar 43 P/O U.S.Moore DFM Berlin 4 T.I. Green 1 T.I. Yellow 1 x 4,000 HC 6 15 Minor flak damage. 8/9 Mar 43 F/O F.J.Garvey Nuremburg 2 x T.I. Yellow 2 x T.I. Green 1 x 4,000 HC 8 x 8 x 30 inc 6 47 [space] 11/12 Mar 43 F/O F.J.Garvey Stuttgart 4 x T.I. Green 6 x 4 Flares 2 x 90 x 4 inc 1 x 4,000 HC 5 37 Mid-upper and Gee both u/s 12/13 Mar 43 F/O F.J.Garvey Essen 4 x T.I. Green 1 x T.I. White 1 x 4,000 HC 2 x 250 GP LD 1 x 250 GP LD 4 08 [space] 27/28 Mar 43 F/O F.J.Garvey Berlin 6 x T.I. Green 6 x T.I. Yellow 1 x 4,000 HC 2 x 250 GP (LD) 6 56 [space]
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[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 29/30 Mar 43 F/O F.J.Garvey Berlin 2 x T.I. Yellow 1 x Green with Red 3 x 4 White 4 x T.I. Red 1 x 4,000 HC 7 08 Flak damage. 2/3 Apr 43 F/Sgt McNichol G.A. St Nazaire 4 x T.I. Red 6 x 1,000 GP 4 x 500 GP 4 36 [space] 23/24 May 43 F/O F.J.Garvey Dortmund 4 x T.I. Green 1 x T.I. Green (LB) 4 x 1,000 GP (NF) 1 x 4,000 HE 2 x 1,000 GP (LD) 4 33 [space] 25/26 May 43 F/O F.J.Garvey Dusseldorf 1 x T.I. Yellow (LB) 1 x T.I. Green (LB) 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP 1 x 1,000 GP (LD) 4 08 [space] 27/28 May 43 F/Sgt King R. Essen 1 x 4,000 HC 4 x 1,000 GP 6 x 500 MC 4 34 [space] 29/30 May 43 F/O M.R. Chick Wuppertal 1 x 4,000 HC 1,008 x 4 inc 72 x 4 ‘x’ inc 4 48 [space] 11/12 Jun 43 F/O M.R.Chick Munster 1 x 4,000 12 SPC x 8 x 30 4 52 [space] 12/13 Jun 43 F/O M.R.Chick Bochum 1 x 4,000 HC 1 x 1,000 GP 1 x 1000 GP (LD) 12 x 90 x 4 inc 4 36 [space] 16/17 Jun 43 F/Sgt Cummings M.K. Cologne 1 x 4,000 HC 12 x 90 x 4 inc 4 07 [space]
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[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Jun 43 P/O H.Mappin Moutchanin 5 x 1,000 MC 8 x 500 MC 3 45 [space] 21/22 Jun 43 F/O M.R.Chick Krefeld 1 x 4,000 HC 12 x 90 x 4 inc 4 18 [space] 22/23 Jun 43 F/Lt F.J.Garvey Mulheim 8 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP 4 07 Flak damage. 24/25 Jun 43 F/Lt F.J.Garvey Elberfeld 1 x T.I. Green LB 4 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP (2LD) 4 24 [space] 28/29 Jun 43 F/Lt F.J.Garvey Cologne 3 x T.I. Green 1 x T.I. Green LB 1 x 4,000 HC 6 x 1,000 MC 4 19 [space] 3 Jul 43 F/Lt F.J.Garvey Cologne 1 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 6 x 1,000 MC Backer Up 4 48 Windscreen holed. 12/13 Jul 43 F/O W.R.Thompson Turin 8 x 500 GP LD 6 x 8 x 30 inc 9 30 [space] 24/25 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 4 x 1,000 MC 1 x 12 x 20(F) 6 11 [space] 25/26 Jul 43 F/Lt F.J.Garvey Essen 1 x 4,000 HC 3 x 1,000 MC 2 x T.I. Green (LB) 3 x T.I. Green 4 39 Passenger: General Anderson USAF
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[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 27/29 Jul 43 F/Lt F.J.Garvey Hamburg 2 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP LD 5 34 [space] 29/30 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 10 x 500 MC 5 42 [space] 12/13 Aug 43 F/Lt F.J.Garvey Milan 2 x T.I. Green LB 2 x T.I. Green 1 x 4,000 7 47 [space] 14/15 Aug 43 F/Lt F.J.Garvey Milan 4 x T.I. Yellow 1 x 4,000 3 x 500 8 07 [space]
[underlined] OPERATION FLYING WITH 467 SQUADRON (BOTTESFORD) – a/c letter “S”
*27/28 Sep 43 P/O A.M.Finch Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 23 Recommended a/c after [underlined] 78 [/underlined] trips unreliable for ops. *29 Sep 43 P/O N.M.McClelland Bochum 1 x 4,000 HC 104 x 30 1,260 x 4 inc 4 50 [space] *2/3 Oct 43 F/Lt H.B.Locke Munich 1 x 4,000 HC 84 x 30 600 x 4 inc 8 17 [space] *3/4 Oct 43 F/O J.A.Colpus Kassel 1 x 4,000 HC 24 x 30 1,440 x 4 inc 6 11 [space] *4/5 Oct 43 P/O B.R.Jones Frankfurt 1 x 4,000 HC 1,440 x 4 inc 6 51 [space] *7/8 Oct 43 F/O J.A.Colpus Stuttgart 1 x 4,000 HC 72 x 30 990 x 4 inc 6 50 Landed at Tangmere
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*18/19 Oct 43 P/O N.M.McClelland Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 15 This aircraft ‘S’ is only fit for a conversion unit *3/4 Nov 43 P/O N.M.McClelland Dusseldorf 1 x 4,000 HC 108 x 30 1,560 x 4 inc 4 21 [space] *10/11 Nov 43 P/O A.Fisher Modane 1 x 4,000 HC 44 x 30 840 x 4 inc 7 35 [space]
11 Nov 43 Moved with Squadron to Waddington.
*18/19 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 52 x 30 1,170 x 4 inc 8 21 Shot-up over Bonn. *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 48 x 30 900 x 4 inc 6 31 [space] *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 64 x 30 1,230 x 4 inc 6 31 [space] 26/27 Nov 43 F/O J.A.Colpus Berlin 1 x 4,000 HC 56 x 30 1,050 x 4 inc 7 46 Had collision with another Lancaster just after bombing the target. Went into severe dive to port, but by use of rudder aileron and engines, aircraft maintained height and landed at Tholthorpe. 15/16 Feb 44 P/O J.W.M.McManus Berlin 1 x 4,000 HC 6 x 30 900 x 4 ‘X’ 6 48 [space]
* Sorties credited to other aircraft in the official records for which there is sufficient evidence to indicate that they were flown in R5868.
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Feb 44 P/O J.W.M.McManus Leipzig 1 x 4,000 HC 36 x 30 1,050 x 4 150 x 4 ‘x’ 7.24 [space] 20/21 Feb 44 P/O J.W.M.McManus Stuttgart 1 47 DNCO (Did Not Complete Operation) Port Outer shaky on take-off, cut at 13,000 ft. Bomb load jettisoned. 24/25 Feb 44 P/O J.W.M.McManus Schweinfurt 1 x 4,000 HC 104 x 30 900 x 4 inc 7 32 [space] 25/26 Feb 44 P/O J.W.M.McManus Augsburg 1 x 4,000 HC 92 x 30 650 x 4 100 x 4 ‘x’ IB 7 45 [space] ½ Mar 44 P/O J.W.M.McManus Stuttgart 1 x 4,000 HC 72 x 30 800 x 4 100 x 4 ‘x’ IB 8 08 [space] 18/19 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 88 x 30 1,200 x 4 inc 150 x 4 ‘x’ 5 58 [space] 22/23 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 60 x 30 1,500 x 4 inc 5 12 Tail wheel tyre collapsed on landing (possibly flak damage). 24/25 Mar 44 P/O J.W.M.McManus Berlin 3 19 No attack. Port outer failure. Port inner oil leaks. Bombs jettisoned. 25/26 Mar 44 P/O R.E.Llewelyn Aulnoye 13 x 1,000 MC 5 15 Bombed with port outer engine failure – returned at 5,000 ft resulting in just making Tangmere. 11/12 Apr 44 P/O A.B.L.Tottenham Aachen 16 x 5000 MC 30 x 4 inc 4 11 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Apr 44 P/O A.B.L.Tottenham Juvisy 14 x 1,000 M fused 6 hr delay 4 15 [space] 20/21 Apr 44 P/O A.B.L.Tottenham La Chappelle 18 x 500 MC 4 17 [space] 22/23 Apr 44 P/O A.B.L.Tottenham Brunswick 1 x 2,000 HC 12 x 500 ‘J’ clusters 5 27 [space] 24/25 Apr 44 P/O A.B.L.Tottenham Munich 6 x 500 ‘J’ inc 144 x 30 inc 9 39 Landed at Market Harborough. 26/27 Apr 44 P/O A.B.L.Tottenham Schweinfurt 1,800 x 4 inc 150 x 4 ‘x’ IB 8 58 [space]28/29 Apr 44 P/O A.B.L.Tottenham St Medard-en-Jalles 6 x 1,000 (USA) GP 5 x 500 MC 7 29 [space] 3/4 May 44 P/O T.N.Scholefield Mailly 1 x 4,000 HC 16 x 500 MC 5 33 [space] 6/7 May 44 P/O T.N.Scholefield Sables-sur-Sarthe/Louailles 13 x 1,000 GP (USA) 4 46 [space] 10/11 May 44 P/O T.N.Scholefield Lille 1 x 4,000 HC 16 x 500 MC 3 28 [space] 11/12 May 44 P/O T.N.Scholefield Bourg Leopold 3 36 Ordered NOT to bomb. Fighter attack for 9 1/2 mins by 2 Ju 88s. Successfully forestalled 9 or 10 attacks carrying full bomb load. 5/6 Jun 44 F/O I.Fotheringham St Pierre du Mont 11 x 1,000 GP (USA0 4 x 500 GP 4 12 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 6/7 Jun 44 F/O I.Fotheringham Argentan 2 x 1,000 MC 2 x 1,000 SAP (USA) 10 x 500 GP 3 59 8/9 Jun 44 F/O I.Fotheringham Rennes 12 x 500 GP 2 x 500 LD 2 x 1,000 SAP (USA) 6 11 Landed Metheringham. 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 1 x 1,000 MC 6 35 [space] 14/15 Jun 44 F/O I.Fotheringham Aunay sur Odon 11 x 1,000 MC 4 x 500 MC 4 35 Army Support. 24/25 Jun 44 F/O G.C.Skelton Prouville 14 x 500 MC 2 x 1,000 MC 3 22 ‘P’ Plane Installations. 27/28 Jun 44 F/O I.Fotheringham Vitry 9 x 1,000 GP (USA) 2 x 500 GP (USA) 2 x 500 GP LD 72 hrs 7 31 [space] 29 Jun 44 F/Sgt Johnson M.G. Beauvoir 11 x 1,000 4 x 500 3 25 Buzz-Bomb site. Daylight attack.4/5 Jul 44 F/O W.R.Williams St Leu d’Esserent 11 x 1,000 4 x 500 4 23 Buzz-Bomb site. 7/8 Jul 44 P/O M.G.Johnson St Leu d’Esserent 11 x 1,000 4 x 500 4 49 Buzz-Bomb site. 14/14 Jul 44 P/O M.G.Johnson Villeneuve St Georges 16 x 500 GP 2 x 500 GP 6 hr LD 6 44 [space] 18 Jul 44 F/Sgt Cowan I.R. Caen 11 x 1,000 SAP (USA) 4 x 500 MC 3 30 Daylight.
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Jul 44 F/O M.G.Johnson Revigny 10 x 1,000 MC 12 hrs LD 3 x 500 12 hrs 5 07 [space] 8 Dec 44 W/C J.K.Douglas Urft Dam 14 x 1,000 4 25 Daylight attack. Landed at Ford. 17/18 Dec 44 S/L E.L.Langlais Munich 1 x 4,000 9 09 [space] 18/19 Dec 44 F/O P.K.Shanahan Gydnia 9 x 1,000 9 19 [space] 21/22 Dec 44 F/O G.A.Stewart Politz 1 x 4,000 HC 5 x 1,000 MC 10 51 Landed at Leuchars. 27 Dec 44 F/Lt M.G.Johnson Rheydt 13 x 1,000 MC 4 53 Daylight. ½ Jan 45 F/O W.K.Boxsell Gravenhorst-Mittelland Canal 13 x 1,000 MC 6 38 Landed at Lossiemouth. 13/14 Jan 45 S/L E.L.Langlais Politz 1 x 4,000 HC 9 x 500 MC 2 x 500 MC LD 10 10 [space] 14/15 Jan 45 F/O J.J.J.Cross Merseberg 1 x 4,000 HC 9 x 500 GP 9 11 Landed at East Moor. 16/17 jan 45 F/Lt F.Lawrence Brux 1 x 4,000 HC 10 x 500 MC 2 x 500 MC LD 9 43 Hit by light flak. Bomb Aimer slightly injured. 1/2 Feb 45 F/Lt F.Lawrence Siegen 1 x 4,000 HC 16 x 500 MC 6 11 [space] 2/3 Feb 45 S/L E.L.Langlais Karslruhr 1 x 4,000 HC 12 SBCs (150 x 4 inc) 7 04 [space] 16/17 Mar 45 F/Lt P.K.Shanahan Wurzburg 1 x 4,000 HC 11 SBC (150 x 4 inc) 6 40 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 20/21 Mar 45 F/O L.W.Baker Bohlen 1 x 4,000 HC 14 x 500 MC 8 19 [space] 22 Mar 45 W/C I.H.A.Hay Bremen 14 x 1,000 MC 5 19 Daylight attack. 23/24 mar 45 F/O L.W.Baker wesel 13 x 1,000 MC 5 32 [space] 27 Mar 45 F/O L.W.Baker Farge 11 x 1,000 4 35 Daylight attack. 7 small flak holes in wings. 4 Apr 45 W/C I.H.A.Hay Nordhausen 1 x 4,000 HC 16 x 500 MC 7 09 Daylight attack. 6 Apr 45 S/L W.M.Kynock Ijmuiden 14 x 1,000 MC 3 18 Daylight. No attack made. Army already there. Turned back by the Master Bomber. 9 Apr 45 W/C I.H.A.Hay Hamburg 13 x 1,000 MC 4 18 Daylight. 16/17 Apr 45 F/O R.A.Swift Pilsen 1 x 4,000 HC 13 x 500 MC 8 23 Landed at Boscombe Down. 18/19 Apr 45 F/O L.W.Baker Komotau (Czechoslovakia) 18 x 500 MC 8 08 Landed at Lyneham. 23 Apr 45 F/O L.W.Baker Flensberg 8 x 1,000 MC 6 x 500 MC 5 24 No attack made Weather u/s.
Grand Total of Operational Flying = [underlined] 795 25 [/underlined]
Bombs Dropped Operationally = [underlined] 466 tons approx. [/underlined]
[underlined] POST-WAR HISTORY [/underlined]
[list] 23 Aug 45 to 15 MU – exhibition aircraft. 16 Mar 56 Struck off charge as an exhibition aircraft and transferred to 13 MU Wroughton to the Historical Aircraft Collection (Museum). 1959 To Scampton – for display. 24 Nov 70 to 71 MU for refurbishing. 12 Mar 72 To RAF Museum, Hendon.
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operational history of Lancaster 1B R5868
Description
An account of the resource
List of 135 operations flown by Lancaster R5868 from 8/9 June 1942 until 23 April 1945. List includes pilot, target, bomb load. hours flown and comments. Was with 83 Squadron at RAF Scampton and Wyton then 467 Squadron at RAF Bottesford and then RAF Waddington until the end of the war.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-06-29
Format
The file format, physical medium, or dimensions of the resource
Thirteen page typewritten document
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
MDunmoreG635201-160526-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
England--Lincolnshire
England--Cambridgeshire
England
Germany
Germany--Wilhelmshaven
Poland
Poland--Gdańsk
France
Germany--Essen
Germany--Duisburg
Germany--Hamburg
Germany--Vegesack
Germany--Mainz (Rhineland-Palatinate)
Germany--Flensburg
Germany--Frankfurt am Main
Germany--Bremen
Germany--Krefeld
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Aachen
Italy
Italy--Genoa
Italy--Turin
Germany--Munich
Germany--Berlin
France--Lorient
Italy--Milan
Germany--Nuremberg
Germany--Cologne
France--Saint-Nazaire
Germany--Dortmund
Germany--Wuppertal
Germany--Bochum
France--Montchanin
Germany--Kassel
France--Modane
Germany--Leipzig
Germany--Schweinfurt
Germany--Augsburg
France--Maubeuge Region
Germany--Braunschweig
France--Bourg-en-Bresse
France--Saint-Médard-en-Jalles
France--Mailly-le-Camp
France--Sablé-sur-Sarthe
France--Lille
Belgium
Belgium--Leopoldsburg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Rennes
France--Poitiers
France--Villers-Bocage (Calvados)
France--Abbeville Region
France--Vitry-en-Artois
France--Beauvoir-sur-Mer
France--Creil
France--Caen
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Germany--Rheydt
Germany--Mittelland Canal
Germany--Merseburg
Germany--Siegen
Germany--Karlsruhe
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands
Netherlands--IJmuiden
Czech Republic
Czech Republic--Pilsen Basin
Czech Republic--Chomutov
Germany--Düsseldorf
Great Britain
Germany--Münster in Westfalen
Germany--Hannover
Germany--Osnabrück
Germany--Stuttgart
France--Bordeaux (Nouvelle-Aquitaine)
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1944-04-18
1944-04-19
1944-05-03
1944-05-04
1944-07-04
1944-07-05
1944-06
1944-07
1944-08
1942-07
1942-08
1942-09
1942-10
1942-11
1942-12
1944-02
1944-03
1944-04
1944-05
1944-12
1945-01
1945-02
1945-03
1945-04
1944-06-05
1944-06-06
1944-06-14
1944-06-15
1944-06-24
1944-06-25
1944-07-18
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
Robin Christian
467 Squadron
83 Squadron
bombing of Hamburg (24-31 July 1943)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Lancaster
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Bottesford
RAF Scampton
RAF Waddington
RAF Wyton
tactical support for Normandy troops
target indicator
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/556/22043/LSimpsonF2203970v1.2.pdf
3ddec0b03f0dcdfb4570a96e7ad06086
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
Simpson, Frank
F Simpson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Simpson, F
Description
An account of the resource
Five items. An oral history interview with Frank Simpson (1924 - 2019, 2203970 Royal Air Force) his log book, service and release book and photographs. He flew operations as a mid-upper gunner with 625 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Frank Simpson and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Requires
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Frank Simpson was born in Manchester and volunteered for the RAF. After training as an Air Gunner in Wellington’s, he transferred to Lancasters and then was posted to 625 Squadron at RAF Kelstern, Lincolnshire. Flying as a Mid/Upper Gunner on several operations including Kiel, 9 April 1945, during which the German Heavy Cruisers Admiral Scheer was sunk and Admiral Hipper damaged. Over Potsdam, 14 April 1945. his aircraft was caught in a searchlight for seven minutes. Frank also took several flights over Holland as part of Operation Manna. Leaving the RAF as a Sergeant and starting as an electrician.
Andrew St. Denis
Dublin Core
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Title
A name given to the resource
Frank Simpson's flying log book for navigators, air bombers, air gunners, flight engineers
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for F Simpson, air gunner, covering the period from 5 July 1944 to 20 May 1945. Detailing his flying training and operations flown. He was stationed at RAF Stormy Down, RAF Husbands Bosworth, RAF Sandtoft and RAF Kelstern. Aircraft flown in were, Anson, Wellington and Lancaster. He flew a total of 11 operation with 625 squadron, 4 daylight and 7-night operations. He also flew 5 operation Manna. Targets were, Misburg, Nuremburg, Hannau, Brochstrasse, Bremen, Hannover, Hamburg, Nordhausen, Keil, Plauen, Potsdam, The Hague, Rotterdam and Gouda. His pilots on operations were Flying Officer Benson and Flying Officer Ollis.
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
LSimpsonF2203970v1
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
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--leicestershire
England--Lincolnshire
Germany--Braunschweig
Germany--Bremen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Hannover Region
Germany--Kiel
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Plauen
Germany--Potsdam
Netherlands--Gouda
Netherlands--Hague
Netherlands--Rotterdam
Wales--Bridgend
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1945-03-15
1945-03-16
1945-03-17
1945-03-18
1945-03-19
1945-03-21
1945-03-22
1945-03-23
1945-03-25
1945-03-31
1945-04-03
1945-04-09
1945-04-10
1945-04-11
1945-04-14
1945-04-15
1945-04-29
1945-04-30
1945-05-03
1945-05-04
1945-05-07
1945-05-08
1667 HCU
625 Squadron
85 OTU
air gunner
Air Gunnery School
aircrew
Anson
bombing
Heavy Conversion Unit
Lancaster
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Husbands Bosworth
RAF Kelstern
RAF Sandtoft
RAF Stormy Down
training
Wellington