1
25
19
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1359/45995/MSmithRW425992-230825-02.2.pdf
934a1d70a17a0697f9ce5b48153226fb
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, Bob
Robert Wylie Smith
R W Smith
Description
An account of the resource
125 items. An oral history interview with Bob Smith (b. 1924, 425992 Royal Australian Air Force) photographs, documents and navigation logs and charts. He flew operations as a navigator with 15 Squadron at RAF Mildenhall.
The collection was loaned to the IBCC Digital Archive for digitisation by Bob Smith 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
2019-03-25
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
Smith, RW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Prologue
Voices of the Past
O, There are voices of the past
Links of a broken chain
Wings that can bear me back
To Times
Which cannot come again
Yet, God Forbid that I should lose
The Echoes that remain. Unknown.
March 2003
Five years ago, after listening to friends, young and old, as well as journalists, editors and historians requesting War Veterans and Pioneers to write their memoirs I realised that perhaps it was a duty to my descendants that I should do so. Accordingly, I ‘bit the bullet’ and started a draft of “My Service during WW11 in the Royal Australian Air Force”.
It soon became apparent that I should have done so many years ago when the memories were still fresh, although there could be some wisdom in the fact that sometimes the perspective is better if viewed from a distance. Much time has been taken in getting back in contact with old mates and crew members to ensure that what I have written is as historically accurate as possible. I have even had researchers and historians in the UK verify some of the detail, as well as refer to a few publications that have covered the period of my ‘Operational Tour’ on XV/15 Squadron, RAF Bomber Command. I did keep a diary for a while, but discontinued same when I started Operational Training in the UK, as diaries were then forbidden. I did have, however, a good diary in the form of letters home and which my Mother kept. Unfortunately these were lost or mislaid before she died in 1979. I do have all my logs and charts as well as photos, other items and notes from mates that have assisted greatly. On a few matters the original draft had to be amended, but after a few years of revision and the acquisition of a computer I was able about six months ago to commence on the final record. There will no doubt be some further amendments and additions as more confirming information comes to hand. I will cover same in a ‘summary’ at a later stage.
The question will be asked, “Why didn’t I write my Service History soon after the war?”, and why have so many not put their experiences to paper? Some did, and they are to be congratulated and thanked for their efforts. For many there was the old service adage that it was “Infra Dig to Shoot a Line”. I consider it was a common decision of most who returned from active service in any theatre of war to get on with life and leave the war behind.
My father served in WW1 as an ‘original’ in the 41st Btn A.I.F. and went through a number of the great battles in France & Belgium. He was wounded 3 times and gassed. His younger brother was in the 9th Btn A.I.F. that landed on Gallipoli on 25th April 1915, where he was severely wounded, and later fought in France & Belgium. Their youngest brother, after whom I was named, died on active service in France after being wounded 3 times. As a boy I often wondered why Dad and his brother never talked much about the war except between themselves and other returned soldiers. I now understand. I have now been in the same position. With your mates who survived you can recall facets of your experiences in an atmosphere of mutual understanding.
War has made me a realist. Indeed there is a season for all things. Yesterday is history and there is nothing you can do to change it, although we do see some historians trying to sanitise the past. It is to-day that is God’s Gift in your hands, and Faith that gives you hope for tomorrow.
I hope that what I have written about my service in the Air Force will be a valuable record for someone in the years ahead.
Official Identity Card for the Royal Australian Air Force
Date of Issue 23 December, 1942
Letter from Employer Giving Approval to Enlist in the Airforce
Enrolment in the Reserve
Certificate of Enlistment
Enlistment in the RAAF
Rookie-AC2
When war with Germany was declared on 3rd September 1939 I was a student boarder at the Ipswich (Boys) Grammar School in my ‘Junior’ years of study. I had been enrolled at I.G.S the previous year under a Qld R.S.S.A I.L.A Scholarship that I had won because my father was a returned soldier from WW1 and I had attained a qualifying standard in the 1937 State Scholarship exams. At that early stage, although under the age of 16, I had ambitions of joining the Air Force if the war were to carry on for many years, which it did.
After sitting the “Junior Public Exams” at the end of the 1939 school year, which I passed with above average results (4 A’s, 4 B’s and 1 C) I was accepted for employment in The National Bank of Australasia Limited at its Harrisville Branch. I took the place of Gordon McDougall who had enlisted in the RAAF. He went on to graduate as a pilot and lost his life in a flying accident in East Lothian, Scotland on Monday 6th September 1943.
The war did continue in Europe through 1940, and in early 1941 when I turned 17 years of age I took the opportunity to enrol as a correspondence student with the Air Force Cadets. I received educational material and exercises in Physics and Mechanics, incorporating the theories of flight and navigation etc. Exams were set for each lesson and in my case these were checked and marked by the Headmaster of the Milora State Primary School where I attended and sat the 1937 State Scholarship exam. Early in 1942 on reaching the age of 18 I was given the opportunity to make a formal application to enlist in the RAAF, subject to parents’ and employer’s consent. I made the application to the Bank and their approval was forthcoming on 31st January 1942, subject to a few qualifications as I was still a temporary clerk on probation which meant that my re-employment after the war would be subject to reassessment at the time. My parents gave their consent on my promise not to start smoking or drinking in the Air Force until I reached age 21. This promise I kept well beyond that time, as I have never been a smoker, and only a moderate drinker since into my 30’s. When I returned from active service in 1945 I realised what an enormous stress I had placed on my parents, particularly as my father had seen active service on the battlefields of France & Belgium in WW1 and my mother prayerfully relied on the strength of her Faith. Her prayers were answered.
Armed with the necessary consents I forwarded my application to the RAAF Recruitment Centre in Brisbane and on 13th February 1942 had completed the RAAF’s Form P/P/39A for Air Crew entry I was now on stand-by as it was policy for actual flying training not to commence until the recruit was of age 19.
In 1942, after the entry of Japan into the war and posing a real threat to Australian territory the government of the day was actively engaged in calling up qualified males into the Militia Forces. Apparently to keep a priority on Air Crew ‘hopefuls’ the RAAF instituted a call-up of those on ‘the reserve’ by creating the mustering of Air Crew Guard in Queensland, New South Wales & Victoria. It was under this mustering that I received my call-up to report to No.3 RAAF Recruitment Centre in Eagle Street, Brisbane on 21st May 1942. My position at the Bank was taken by John Neville Keys, the son of the then Manager at Boonah Branch, Neville Keys. He went into the next RAAF call-up, was given the number 426112 got his ‘wings’ as a Bomb Aimer and lost his life with No.466 Squadron Bomber Command on 11th April 1944 when shot down by a German night fighter on a raid on the railway installations at Tergnier in the lead up to the “D” Day invasion of Europe. I reported to No.3 Recruitment Centre along with 191 other recruits who were passed medically fit and duly enlisted, with service Nos from 425819 to 426010 inclusive, and proceeded on posting No.3 Recruit Depot at Maryborough, Qld with the rank of AC2. Authority P.O.R.135/42. I was given the No.425992, placed between No.425991 Bill Washbourne and 425993 Des Webster. Bill came from the Warwick district and Des from the Kilcoy area. This was to avoid surname of Smith under consecutive numbers. The same applied to the Jones & Murphies. The only Smith who remained in strict numerical order was 425891 Robert Angus Martin Smith.
We proceeded by train that evening to Maryborough where we were issued with uniforms, dungarees, boots, toothbrushes, razors etc and settled into barracks with palliasses and introduced to the Air Force life on 6 shillings a day for 7 days a week with free meals, accommodation, medical & dental treatment. In those days the Bank made up the difference in pay, which was not great but amounted to a bit of compulsory saving.
I Settle Into Life as a Recruit
Soon settled into a daily routine of a route march early in the morning while there was frost on the ground before breakfast, drills, lectures and vaccinations. Leave was granted most evenings and over the week-end. It was quite a common practice for the airmen to commandeer a push bike after going to the pictures in town, ride it out to the station gates and leave it there. The recruit depot was situated on the Maryborough aerodrome. Maryborough in those days was a town where everyone rode bikes, and the locals soon got to know where to look for their missing mode of transport. After three weeks intensive initiation into air force life we were passed as suitable recruits for Air Crew training and were split into several groups and posted to various RAAF stations in Queensland & New South Wales to serve as Guards until posted to an Initial Training School.
Bill Washbourne, Des Webster, Col (Snow) Wheatley and myself were posted to No.1 A.O.S at Cootamundra N.S.W. on 13th June 1942. Authority No,140/42. We travelled by train from Maryborough and arrived in Sydney only 2 weeks after the Japanese midget submarine attack on that city. We had to change trains in Sydney. At Cootamundra we were joined by Air Crew Guards from other States. Duties at Cootamundra included guarding the Ansons parked on the station aprons overnight, station perimeters, main gate guardhouse and the fuel depot about a mile out of town. Guard duties were usually 4 hours on and 4 hours off. The winter chill was a bit of a shock to the Queenslanders but we were treated generously with the issue of an extra blanket. Ice creams taken on duty at night to help you through your 4 hour shift could be left on a post, or tail of an aircraft and would not melt. If there was a sneaky wind blowing and the opportunity was judged safe we would crawl into one of the aircraft for a bit of a break. It was a fair risk that no one was doing the rounds to check on you.
Duty at the fuel dump was more relaxed. We stayed in a tent, and had trained the possums to eat fruit and chocolates out of our hands until they became a real nuisance. Horse riders, probably going home from the pictures or a dance in Cootamundra and travelling along the road that passed by the dump would be challenged “Who goes there?” Most took it in good humour, but occasionally one would get a bit stroppy but remain cautious in case we decided to fire a shot into the air and scare their horse. To relieve the monotony one night I fired a couple of shots at something flying overhead in the moonlight. Unfortunately these were heard back at the station and in no time a vehicle with more guards for reinforcement turned up. To the N.C.O who arrived I had to give a quick explanation. Told him I had challenged a person who had come through the fence, and when he didn’t stop but went back through the fence I fired a couple of shots after him. A bit of a recco of the area was made but nothing found, so I was instructed to report to the C/O’s office the next day. This I did along with others who were on duty at the time. They supported my account of events, but we were ordered to go to the rifle range for target practice and assessment. I was given 5 shots at the 200 yard range and scored 2 bulls and 3 inners, and explained further to the C.O that I would have fired close enough to the intruder to give him a fright. He ordered a close inspection of the site in daylight to see if there was any evidence of clothing caught in the barbed wire fence but nothing was found. I should imagine the C.O’s report on the incident would make interesting reading. Bill Washbourne was on guard duty with me at the time and at a reunion of the Air Crew Guards in Brisbane in the 1990’s he was surprised when I told him there was no intruder. He confirmed that at the time they all thought I was serious.
My first encounter with an aircraft accident and death was at Cootamundra on 21st September 1942. A Beaufighter from No.31 Squadron stationed at Wagga Wagga flew into our circuit and on turning to come in to land stalled and crashed about a mile from the station. The squadron which had been equipped with Beauforts had changed over to the Beaufighter only the month before. It was flown by F/Sgt. John Evan Jenkins (No.407435) and the second crew man, possibly the Observer, was Sgt. Vivian Sutherst (No.35755). Both were killed instantly on impact and are buried in the Cootamundra War Cemetery. I was with a few guards who were sent immediately to the scene of the crash, which we had to keep under guard for a couple of days. It was a sobering experience and I vividly remember the advice given to us at the scene by a senior sergeant that we were not to dwell on the death of the crew, but put it behind us, do our duty and get on with life. There was nothing we could do to change what had happened. That advice stood me in good stead through the experiences ahead and indeed through my life. It was while on guard duty at the crash site that we had some amusement shooting at rabbits. On one occasion a bullet ricocheted off a rock and as it whined its way across the country side it was amusing to see flocks of sheep scatter in its path.
The Presbyterian Church in Cootamundra had a very active Youth Fellowship Association to which I went with Bill Washbourne and other airmen. We were made most welcome and enjoyed many a happy time
On 16/9/42 we were officially attached to the newly formed No. 73 Reserve Squadron, but our routine on the station did not change.
On 11th October Des Webster and I were posted to No. 2 Initial Training School at Bradfield Park (Sydney) as our first step to Air Crew entry. There were also Air Crew Guards from other stations on the same posting, including Keith Mills, Noel Hooper and Eric Sutton who were at Maryborough with me. Since we enlisted our mustering was Aircrew V (Guard), with rank of AC11.
We were part of No. 33 Course at I.T.S. It was an intensive course of lectures on many subjects, but mainly on basic theories of flying, navigation, gunnery and bombing. Physical training played an important part and you were under constant observation for overall assessment as suitable for air crew and put through various tests to gauge reflexes and co-ordination before being interviewed by a selection panel to be mustered into a particular category.
A wide range of sports was available, including sailing, and evening leave passes were generous. Queenslanders who were issued with the tropical uniform were not allowed to wear it into the city (South of the Harbour Bridge), but that was not strictly policed. We would mostly go to the Anzac Club for a meal and then to a show. Then buy a packet of fruit, say 4 lbs (2 kilos) of Cherries for 2 shillings (20 cents) to eat on the train back to Lindfield and walk to the camp. If you fell asleep on the last train and got carried on to Gordon it was a long walk back to camp- had to hurry to make it by 2359 Hrs. Through the Anzac Club interstate and country servicemen could be introduced to residents in Sydney who were willing to extend home hospitality. I availed of this offer and came to meet Miss MacPherson, a retired Nursing Sister who had a unit on the slopes of the harbour at Neutral Bay. Mac’s place became a home away from home for a few young airmen. She was a dear soul and was like a second mother to a few of us. It was a great joy to visit, have a home cooked meal and occasionally sleepover on a Saturday night. She would make up a bed on the lounge and be amazed to find us sleeping on the floor in the morning. I kept up a regular correspondence with her while overseas, as did a few others, and 3 years later made a quick visit on my return in-transit back to Queensland after disembarking in Sydney.
While on the course a few of us including Keith Mills, Eric Sutton, Des Webster, Noel Hooper and myself were detailed to go to the University of N.S.W. where they were doing research into air sickness. We were good guinea pigs, as we were given vouchers for a meal of roast lamb and baked vegetables before the tests started. The tests involved being strapped into a stretcher and swung from ceiling to ceiling to see how long you lasted. I lost my meal after about 10 minutes as did most. As far as I can remember Noel Hooper was the only one who did not part with his meal.
The course finished on 1st January 1943 when we were assigned into various air crew categories for further flying training. The Selection panel tried to get me to accept a pilot’s course as my tests confirmed I was well suited to be a pilot. I pressed hard to be given a Navigator category as I was ‘interested in mathematics,’ and got my wish. Actually the main reason I applied for a ‘navigator’ was the good gen circulating at the time that those chosen for Navigator and Bomb Aimer courses would be going to Canada for flying training with the plan to go on to the U.K. to fly in Lancasters or Halifaxes. There was a proviso that you had to be 19 years of age by 10th January 1943, the date they would have to report back from pre-embarkation leave. (That was my 19th birthday and how I became to be the youngest of the draft). This was confirmed when we were given 10 days leave with instructions to report back at Bradfield Park No. 2 Embarkation Depot on 11th Jan 1943. As from 2nd Jan 1943 my mustering was Air Crew 11 (Navigator) and rank L.A.C. (Leading Aircraftman—not Lance Air Commodore).
It was not hard to take a weeks leave at home. It was a busy week visiting a few relations and then having to say farewells with many a prayer for a safe return from the war. I had made a good friend of the bank manager’s daughter, Jean Hall, and I had a feeling that many thought our friendship was more serious. I took Jean to a dance at the Harrisville School of Arts on the Friday night 8th Jan, but it was not like the old dances as it was overrun by RAAF and American airmen from Amberley which had now grown into a large air base servicing the Pacific war zone. Jean promised to write me while I was away and we did keep up a regular correspondence. A neighbour, Mrs Adams, gave me a poem with a sprig of white heather that I kept with me always. She had given the same to my father when he enlisted in WW1. My leave at home finished on my 19th birthday anniversary, Sunday 10th January 1943 as I left on the morning rail motor from Harrisville on my way back to Sydney, with a heap of goodies from home including a birthday cake.
At Home on Embarkation Leave with Mum, brother Alex and
sisters Margaret and Joyce – January 1943.
A Rookie Airman – No. 425992 ACII R.W. Smith
1942 – In Sydney
Embarkation Depot Sydney & To Canada
From embarkation leave at home I travelled on the “Kyogle’ line, 2nd division, from South Brisbane station arriving in Sydney and No. 2 Embarkation depot at Bradfield Park on Monday 11th January 1943. Leave was granted that night, so I went to visit Miss Mac with a piece of my birthday cake. The rest I shared with mates.
Leave arrangements while at Embarkation Depot were very generous. If no drafts for overseas postings had been issued and no particular duties allocated we were stood down after the mandatory morning parade until the next morning, or even over the week-end if it was on Friday morning’s parade.
The Waiting Period – Stand Downs, Outings and Farewells
There were a few of us who spent a lot of time together during this waiting period, mainly the youngest on the group to be sent overseas. Besides myself there was Keith Mills who had turned 19 only 8 days before me, Lou Brimblecombe whose 19th birthday was about 2 weeks previous to Keith’s, Eric Sutton who had his 19th birthday the previous August and Des Webster whose 19th birthday was in July. We all went on to train as Navigators and Keith, Eric and I became known as the 3 musketeers on the course in Canada. Des went on to train as a Wireless Operator. A few were over 30 years of age and we looked upon them as old fellows. Early in our stay Keith somehow met a girl whose father was a Fijian Envoy Representative in Sydney. Her name was Pat, and on the first Sunday there he asked me to join him and Pat and her friend Merle Green to spend the day at Cronulla and then go to Luna Park at night.
The next few days saw us assigned to some wharf duties at Waterloo and on Thursday 21st January we were detailed to the unloading of mustard gas bombs from an American liberty ship at Glebe Island. Keith Mills, Des Webster and I saw no future in this so we went A.W.L that night and stayed at the Allied Club in town. Stayed in town on Friday and went to the pictures at night with Pat and Merle. Took Merle home to Punchbowl and her parents insisted I stay the night with them. Went back to camp on Saturday morning to learn that we hadn’t been missed. As there was still nothing doing about overseas postings and leave had been granted over the week-end I went back into town, had tea and spent the night at Miss Mac’s. Went into town on Sunday morning to meet Keith, and we went with Pat and Merle for a train trip to Lawson in the Blue Mountains.
The next week saw the usual routine of parade, stand-downs, sports etc. On Friday we were placed on a draft with all leave cancelled and no telephone calls allowed. After lunch the unexpected announcement was made that leave was granted and extended to 1300 Hrs on Sunday 31st Jan. So I went out to Punchbowl to say my farewell to Merle and her family and thank them for their hospitality, and then on to see Miss Mac and the two girls who boarded with her. They insisted I stay for a home cooked dinner and stay overnight. Slept on the lounge room floor. Got back to camp at midday on Sunday to learn there was no further news on our embarkation and that leave had been extended to 0730 Hrs on Monday. As I had said my ‘Good-Byes’ I stayed in camp and wrote a few letters.
On Monday morning we were paraded and went on a long route march before breakfast and after lunch at 1300 Hrs given another stand-down. On Tuesday morning it was a swimming parade and early stand-down again. Wednesday morning was another swimming parade, a film on “Next-of Kin” after lunch and then stand-down until the next morning. Keith had got word out to Pat that we were still around, so we arranged to meet Pat and Merle in the evening and take them to the Prince Edward theatre to see “Reap the Wild Wind”. On Thursday morning we had another route march, pay parade (“The Eagle sh.. on each 2nd Thursday”) and stand-down at 1330 Hrs. It was the usual swimming parade on Friday morning, 5th Feb, and another stand-down after the 1330 Hrs parade until Monday morning. By this time we were beginning to wonder if were ever going to get on board a ship.
With a free week-end ahead I took the opportunity to contact Merle and meet her in town after work and go to the pictures and then see her home to Punchbowl. Again her parents insisted I stay over the week-end. On Saturday morning I went into town to buy a few magazines etc for the trip over to Canada and back to camp to change into tropical uniform of khaki shirt and shorts and back into town to spend the afternoon in the Botanical gardens and go with Merle to the pictures at night to the State Theatre to see “They all kissed the Bride”. Slept overnight at the Green’s and had a very quiet day on Sunday playing draughts and reading a very funny publication titled “One Big Laugh”. On the way back to camp that night the M.P’s boarded the train at Wynyard station and anyone wearing tropical uniform had to surrender their leave passes and were ordered to report to the guard house the next morning. Big trouble?? Wearing of shorts in uniform was not allowed south of the Harbour Bridge.
The Wait is Over
Monday 8th Feb 1943 dawned with guards on all gates at No. 2 Embarkation Depot, an early call to parade and orders given for clearances to be completed. All leave passes were cancelled, so no further use for the passes that were taken from us the previous night. This is it at last. After attending to clearances we were instructed to report back on parade with kit bags packed and ready to move on to buses at 1700 Hrs for transport to Woolloomooloo to embark at 1900 Hrs on the troopship “U.S.S. Hermitage”. It was a ship of 23000 tons which cruised at 18-20 knots. It was formerly the Italian cruise ship “Count Ciano” that travelled around the Mediterranean Sea as a floating casino on pleasure cruises. It had been captured by the American forces and had taken part in the landing of allied troops in North Africa and was on its way back to the west coast of America. We embarked as planned and had a good night’s sleep on board.
We were up at 0600 Hrs on Tuesday morning, detailed on to mess duties and instructed in ‘Abandon Ship’ drills while we lay at anchor in Neutral Bay to take on fuel after taking aboard fresh water, fruit and vegetables and other food supplies at Woolloomooloo. Spent the night at anchor in Neutral Bay and at 0830 Hrs on Wednesday 10th February it was ‘up-anchor’ and away, waving to the passengers on the ferries and sighting many hammer head sharks in the harbour. It was not long before we were out through ‘The Heads’ and setting course Nor-Nor-East into choppy seas with two Dutch Destroyers in escort. I started to feel a bit squeamy? But yes, managed to hold on to my breakfast. We are now under American terms for troops in transit—only two meals a day, but the canteen is open for an hour twice a day. As the Australian landscape slowly dipped from view everyone bravely sheltered their own feelings-generally a mixed feeling of adventure and uncertainty. Everyone realised and acknowledged that as we all went into flying training and operations over enemy territory not all would be returning to see their homeland again.
The destroyer escort left us at 0600 Hrs the next morning and we continued on a zig-zag course through choppy seas in light rain. I was detailed on to mess duties that afternoon and issued with Aussie Comfort Fund parcels. Soon settled into a routine. Those not on mess duties had to attend lectures-a good bit of armed forces psychology to keep the troops moulded into a unit with a common cause of complaint. A couple of albatrosses followed us for the first few days but they then peeled off formation on us. Sharks and flying fish were sighted and on Saturday a pod of whales was sighted on our port side. On Sunday morning we had church parade at 1000 Hrs and then ‘stand down’, but I was detailed on guard duties. Certain duties were allotted to the troops in transit such as mess duties/kitchen hand, deck patrol and shifts on the ack-ack gun at the stern. The ship’s officers were a bit concerned about the Aussies on the ack-ack gun as they were too keen to shoot at the ‘Met’ balloons that were released at regular intervals.
Monday 15th February, 1943, a memorable 2 days. We crossed the International Date line. So, we had Monday twice and the thought of only one day’s pay was given much discussion. Sufficient to record here that after our arrival in Canada due submission was made to RAAF Headquarters and suitable adjustment was made in our paybooks. A compensating adjustment was made on our return to Australia in October 1945. One of the Mondays was the end on my guard duty detail and the idea of lectures to fill in the day did not appeal, so I took a stroll around deck without my life jacket and was promptly apprehended and given 3 day’s kitchen duties, along with a couple of others who realised the opportunity to avoid lectures and enjoy more than two meals a day as we passed along the corridors with trays of hot food yelling “Hot Stuff” to warn others to be careful.
Pango, Pango
On Tuesday morning we sighted land ahead. American Samoa. Berthed in Pango Pango harbour in the late morning to take on fuel, fresh water and unload canned food for the American troops based there. Also embarked a contingent of American Marines. Those not on duties were allowed ashore for a couple of hours but had to remain in the vicinity of the wharf. As I was on kitchen duties I had to take on the scene from the deck, watching some of the fellows enticing the native girls in bright floral dresses to climb the coconut trees. Don’t think they were interested in the coconuts. Cameras were not allowed, under very strict orders, but some did manage to take a few snaps from the ship. We left Pango Pango at 0820 Hrs next day, Wed 17th Feb, and I finished my kitchen duties after midday. Had first good bath and change of clothes for a week, then strolled around the deck again minus life jacket and got another 3 days in the kitchen. Good Show!!
The next morning we sighted a cruiser and a passenger ship heading south-west, the opposite to our north easterly route. There was a rumoured submarine alert that night as the ship’s engines were stopped and we drifted for some few hours. Woke early on Friday morning to the sound of the ship’s fog-horns but there was nothing in sight. Crossed the equator that day with King Neptune coming aboard to put the rookies through the customary initiation ceremony. We all got a liberal coating of shaving cream. On Saturday morning I finished my kitchen duty ‘penalty’ and as the news on the bush radio was that we would be calling into Honolulu by Tuesday next, decided to stay away from penalty duties in case shore leave was granted. Lectures had been toned down a bit by now to make the days less boring. On Sunday, church parade was held at 1000 Hrs and then all were given stand down. So the “Bum Nut” club gathered around Russ Martin’s gramophone to hear Glenn Miller playing “In the Mood” for the umpteenth time, along with ‘Corn Silk’ and other hit tunes of the time. Just can’t remember how the group got the name “Bum Nuts”. Probably from Gum Nuts sitting on their bums on the deck listening to that one record and almost for sure would have been one of Russ Martin’s screwy ideas. Monday 22nd Feb saw the celebration of George Washington’s birthday with dinner of roast turkey, baked vegetables, salads and ice-cream. A welcome variation from the usual navy beans, saveloys and sauerkraut. A concert was held in the afternoon when we were presented with our ‘Crossing the Line’ certificates.
Honolulu
Sighted land early on Tuesday 23rd Feb and at 1000 Hrs berthed in Honolulu. Half of the RAAF contingent was granted shore leave that afternoon. I was in the other half who were given ‘liberty’ from 0830 hrs to 1200 Hrs the next morning.
So we were up early on Wednesday and down the gangplank at 0830 Hrs. I went with Keith Mills, Russ Martin and a few others primarily to buy new gramophone needles. On shore, the first thing we noticed was the number of shop assistants of Japanese descent and the heavily armed guards on all premises with a strong naval and military presence on the streets. We were wearing our tropical uniforms of khaki shirts and shorts and were taken as ‘boy scouts’ by many Americans, which did not go over too well. It was our first encounter with vehicles driven on the right hand side of the road and the ingrained habit of ‘look right’ before crossing soon had to be adjusted. I went very close to being hit by an army truck being driven by an Afro-American. It was a close shave, but fortunately my parents were not to receive that dreaded telegram.
Nowhere could we find gramophone needles-sewing needles, knitting needles. All sorts of needles, but no gramophone needles. Then it dawned on Russ Martin to give a play-acting role of a record spinning around on a turn table. And the shop assistant with a very serious expression said “You mean Phonograph needles”. Problem solved and mission completed. So the old record was going to cop a hiding for a few more days. There was other shopping to do, so we split up and went different ways. I stayed with Noel Hooper and we met an American Army Officer who took a real interest in us and invited us to have a look at the Pearl Harbour Naval Base. After going through a few check points, and might I add, given star treatment, we had to explain that we had to be back on board by 1200 Hrs and by then there was not enough time to go any further. We did get a view of the harbour and the devastation that had been caused and he agreed to take us back to the ship.
While we were ashore many seriously wounded and shell-shocked G.I’s from the Pacific Island battle zones were embarked for repatriation to their homeland. Many required full time medical attendants to apply necessary therapy to teach them to walk again and regain normal physical co-ordination. The ship was now crowded for the rest of the trip.
A band played on the wharf during the afternoon, and then it was ‘Aloha’ as we sailed away to strike rough seas and cold weather all Thursday and Friday, which kept us in our bunks and under blankets for most of the time. We were issued with sheep skin vests from the Australian Comforts Fund which were well received. The seas calmed down a bit by Saturday morning so I was able to enjoy breakfast of beans and an apple. Got some entertainment in the afternoon with the ack-ack guns firing at flak bursts. The Aussies also got some entertainment hearing the G.I’s calling their mates ‘cobras’ after hearing us call ours ‘cobbers’.
On Sunday 28th February, four days out of Honolulu, complaints were lodged about the breakfast because it was not hot. The weather was still cold and rainy. Church parade was held at 1000 Hrs. At 0100 Hrs we had advanced clocks by 30 minutes. In the afternoon I sewed some badges on Ben Smith’s overcoat and was rewarded with a sandwich-can only guess that he got it from the canteen. Clocks were advanced by 30 minutes at 0100 Hrs on Monday morning. We again woke to cold and cloudy weather but the sun managed to break through late in the morning. To keep us on our toes we were put through ‘Abandon Ship’ drill which didn’t go over too well with the American troops who embarked at Honolulu.
Up on deck after breakfast on Tuesday morning 2nd March to see a convoy ahead and a welcome to the sea gulls that had started to circle the ship as we moved towards land. Soon as it was a very spectacular view as we passed under the Golden Gate Bridge to enter San Francisco harbour and berth on the southern side opposite the famous Alcatraz prison island at 1600 Hrs when the tide was favourable. We were promptly disembarked, assembled on the wharf and marched to a ferry terminal to board the ferry across the harbour to Oakland where we were entrained and departed at 2000 Hrs for Vancouver.
We enjoy Our Trip to Vancouver Through to Edmonton
After a bit more than 3 weeks on the ship, it was luxury accommodation and service on the train, and I really enjoyed a good night’s sleep. It was breakfast in style on Wednesday morning as we sped through the foothills of the Cascade mountains, and we enjoyed the view of snow capped hills and frozen lakes for the first time. We descended on to the plains and farming communities of Oregon, fruit, chocolates, ice-cream papers and magazines (you name it) all available from the waiters on the train. We went through Roseburg, and on to Eugene, Albany, Salem (the Capital) and arrived in Portland just on dusk, with the snow capped Mt. Hood on the eastern horizon. The things we noted most during the day were the absence of fences between houses in the towns and cities, and the lack of paint on nearly all the wooden houses. Of course the Queenslanders could not help but notice the luxury of the train travel at speeds and stability that were unknown on the Queensland railways at that time. After such a full day of interest it was no trouble to settle back into the bunk for a good sleep as we travelled on overnight to Seattle and on to Vancouver.
Thursday 4th March was another memorable day. Woke at 0700 Hrs in Vancouver, had breakfast at the station then a pay parade to be issued with Canadian Dollars. Leave was granted from 1130 hrs until 1800 Hrs when we had to be back at the station. The Canadian hospitality came to the fore as we were approached by a Mr Keeler who introduced himself as a Rotarian (my first contact with Rotary) and offered a lift for a few of us into town to the tourist bureau and the YMCA where we enjoyed a meal for 5 cents. He arranged with us to call back at 1400 Hrs to pick us up and drive us around the sights of Vancouver and back to the station by 1800Hrs. There were three of us and as far as I can remember, although I am not sure, the other two may have been Ben Smith and Russ Martin. We were taken over the Lions Gate Bridge, through Stanley Park with its Indian Totem Poles and views of the snow capped Lions Head mountains as well as past the Houses of Parliament and through a few suburbs to be back at the station on time. After tea (what the Canadians called the evening meal) at the station we left by train at 2100 Hrs via the Canadian National Railways route through the Rockies to Edmonton.
We woke the next morning to be greeted by the most spectacular scenery as the long train snaked its way alongside frozen rivers and lakes and snow laden conifer tress in the foot hills, climbing all the time. All around were the majestic Rockies with not a tree on them but capped in snow. It was cold outside but we were in heated carriages with the same service that we enjoyed on the train from Oakland to Vancouver, but the waiters were Canadians. When we did stop at a station for the engine to take on water we could not resist the temptation to jump out and romp in the snow. Most were wearing their dungarees over the singlet and underpants, so it didn’t take long before the freezing temperatures scuttled them back to the warmth of the carriage. At our stop at Avola for 20 minutes it did not take long for a snow fight to develop and by some fluke or by accident a hard packed snowball hit the window of a carriage and broke it. (Jim Bateman it was). Anyway it made that carriage too cold for comfort so the occupants herded into adjoining carriages when we got under way again. Then we saw a bit of organization that you would not see on the Queensland Railways. As we pulled into Jasper the train stopped with the broken window right beside a ladder and a couple of tradesmen with the necessary tools and materials to repair the damage. In less than 20 minutes the new window was installed. We had now climbed to a good height and at Jasper there was a lot of sheet ice on the ground which caused us a few problems to stay on our feet. Three young boys gave us a bit of amusement as we threw our spare Aussie halfpennies along the ice and into snow drifts. After Jasper we crossed the Athabasca River and the highest point on the trip. From there it was downhill on to the prairies of Alberta. We had to stop for some unknown reason near Edson, before going on to Edmonton where we arrived early in the morning of Saturday 6th March 1943.
Avola – Where a carriage window was broken
Jasper – Where the window was fixed
During our 20 minute stop
We stayed on the train until 0600 Hrs and the arrival of a few canvas topped 3 ton trucks on to which we were loaded. The temperature was Minus 23. Fahrenheit and I soon realised that the best option was to be among the first to throw your kitbag in and jump in after it with others piling in after you to keep the cold at bay. We were taken immediately to No.3 Manning Depot (as the RCAF called it), given breakfast and allotted to barracks. We then had to assemble in the ‘Arena’ for a lecture on what to expect in our future movements and to remind us that in the RCAF the flag in front of HQ had to be saluted. This did not impress the Aussies. After that we were given leave until Monday morning. As a general rule most of the trainees under the Empire Training Scheme in Canada were given leave over the week-end. After a shave and a shower I teamed with an Ian Scott (RCAF) and went into town to the pictures and then to a dance at the Memorial Hall. It was very cold coming back to camp on the tram.
On Sunday morning we slept in until 1100 Hrs, then shaved, showered and had dinner before a few of us went into town to the YMCA which was well equipped with a ten-pin bowling alley, heated swimming pool, gymnasium, dance floor and dry canteen. Came back to camp reasonably early with Ben Smith and John Honeyman.
It was down to business on Monday morning as we were issued with flying suits and other gear needed. Photographs were taken for Identity Cards, Dental & Medical checks after dinner and then back into town with Bub Sargeant for a while before coming back to camp to write a few letters to home. On Tuesday morning we were paraded at 0900 Hrs and those mustered for training as Navigators were transported to Edmonton Airport where No.2 Air Observer School was situated, to be signed in, allotted to barracks and issued with text books and settled in after a quick trip into town to buy a few necessities. Three Australians-Jim Bateman, Bill Bowden and Geoff Cohen were assigned to Course No.71N1 along with a number of New Zealanders and Canadians. The remainder of the Australians, including myself, were assigned to Course No.71N2.
Navigators Course No. 71N2
No. 2 Air Observers School - EDMONTON, Alberta, CANADA
On Tuesday 9th March 1943, one month after embarking in Sydney, we started on the above course for training as Air Navigators. It was a rather quiet day, with the issue of text books and some navigation instruments. Even had time to write my first long letter home.
The following day however saw the start of what was to become a regular routine of breakfast, parade, lectures, dinner (at midday), more lectures, tea (evening) and study at night, interrupted on occasions with sport’s afternoons and later on with daylight and night flying. All interspersed with visits to the canteen where we soon learned to enjoy waffles with maple syrup, coke and ice-cream. On Friday at the end of the first week we experienced a very heavy snowfall, got issued with our navigation watches and had our first ‘Dry Swim’ as navigation exercises in the classroom are called. Leave was granted over most week-ends.
On Saturday morning we had another ‘dry swim’ to prepare us for our first flight and then it was stand-down until Monday morning. Church parades were always held on Sunday mornings. Went shopping on Saturday afternoon with Bub Sargent and to a show “Journey for Margaret”. Had a sleep-in on Sunday morning to 1100 Hrs, then shaved and showered and had a big dinner before settling down to write a few letters. Bub Sargent was doing the same and Keith Mills came by to try to get us to go out for tea.
On Monday 15th March we had the usual lecture periods, a pay parade at which the Red Cross managed to get a donation of $5- from us; study at night to keep up with the course. Between lectures the next day we were paraded for issue of battle dress, during which there was more snow fighting. For some reason Bub Sargent and I missed out on the issue that morning-they had probably run out of RAAF-Blue battle dresses in our size. Went to the pictures that night to see “In Which We Serve”. Bruce McGiffin came over from the Manning Depot while we were at lectures on Wednesday just to see how we were going. He was still awaiting a posting on to flying training. He was one of the “Bum Nut Club” on the troopship coming over. Got a letter from cousin Danny, in the Army in New Guinea, and answered it that day as well as writing home again. Lectures on Thursday included one on the camera which was very good. Made a visit to the barber before tea. On Friday we had more ‘dry swim’ exercises and at 1500 Hrs had a Wing’s parade for passing-out of earlier courses of Navigators and Bomb Aimers. Bub and I were issued with our battle dress, had a ‘signals’ lecture and I was put on my first duty on “Watch parade”. Cannot remember for sure now, just what that involved, but I think it meant you were not granted leave over the week-end. Had our usual lectures on Saturday morning, during which there was some excitement when a Boston crashed on the ‘drome. There was a false fire alarm in the barracks that night, probably something to do with Ben Smith smoking in bed. Was not feeling 100% and could feel the flu coming on. Still not feeling well of Sunday, just mooched around and went to bed early.
I Have a Spell in Hospital
On Monday 22nd March I was quite sick and stayed in bed, and was admitted to the Station Hospital with a severe attack of ‘flu. Bub Sargent and Ben Smith visited me after tea. The next day in hospital gave me something to write home about, particularly to Jean Hall who was a nurse in the Ipswich General Hospital. A nurse came and stripped me to the waist to wash me down, as she said, as far a possible. Then does likewise from the other end to wash me up as far as possible. Finally says “I now have to wash possible”. Slept most of Wednesday. Keith Mills and Ron Etherton dropped in with some mail that had arrived and on Thursday. Scotty Gall dropped in with some writing gear so that I could write a letter or two. Got discharged on Friday morning-missed the C.O’s parade. A couple of lectures in the afternoon and early to bed. Recuperated a bit on Saturday morning by sleeping in (no lectures) and then went into town after dinner with Bub Sargent. Met Ben Smith at the YMCA and went to a show at night. On Sunday morning did some study to catch up and after dinner went for a walk with Keith Mills and Ron Etherton, playing with some kids ice-skating in the frozen over gutters on the way.
Woke on Monday 29th March, (sister Margaret’s 18th birthday) to a great blanket of snow. 9 inches had fallen overnight, so the snow fights were alive again. This was when we experimented and discovered that an orange left on top of the ground froze solid in a very short time, but if buried in the snow took a long time to freeze We were due to have our ‘orientation’ flight the next day after muster and pay parade. The weather was dirty however, and this was scrubbed. Instead, we were given lectures on the layout of the Avro Anson, (the “Aggie”), and the 2nd navigator’s job of winding up the undercarriage after take-off, some 130 odd turns of the handle. For our training flights we were paired, the 1st Navigator did the log and plot charts and the 2nd Nav practiced map reading. I was paired with Scotty Gall, aged 30. After tea Keith Mills, Ron Etherton and I went to see “Random Harvest”.
Airborne at Last
Wednesday 31st March 1943 Whooppee!!! Airborne, Took off at 0907 Hrs in ‘Aggie’ No.6074 with bush pilot Mr Anderson on a flight plan: XD (Edmonton)-Wetaskiwin-Camrose-XD. Landed 1034 Hrs. What a familiarisation flight!!. Got a bit airsick and no wonder. The pilot thought the ‘Aggie’ was a fighter plane and shot up the school house at Looma where his girl friend was a teacher. Circled it a few times and could see through the windows as we flashed by.
Next day was April Fools Day but avoided being caught out as we had a packed day of more lectures. Then on Friday we had a few lectures and reported to the Records Office to have our fingerprints taken. Then in the afternoon we had our first photo flight taking hand held obliques. We were given a number of landmarks to photo and the pilot just went from one target to the next which was always in view because of the good visibility and the pilots local knowledge. No directions from the navigator were needed. In spite of the many banks & turns involved I did not get airsick, but others did suffer effects.
It was back in the air again on Saturday morning for another photo flight. This time it was taking vertical cross-country line overlaps from the school house at Namao to a bridge 2 miles S-W of there. Good fun-watch the drift. On these flights the duties of 1st and 2nd navigator were shared. Under strict instructions of course, not to let go of the camera when taking obliques out of the rear window. In the afternoon we relaxed—Ron Etherton, Keith Mills, Russ Martin, Lou Brimblecombe and I went into town, had two games of ten-pin bowling at the YMCA (Won the 2nd game), had tea at “Tony’s” and went to the pictures to see “One of Our Aircraft is Missing”. Back to barracks on the 2140 Hrs bus. As the weather conditions earlier in the week had set back the flying programme, some time was made up on Sunday. Church parade was held in the morning, and after dinner we were briefed for our first navigation exercise which was a flight of about 3 hours with 1st and 2nd Nav duties shared. Route was: XD–Fort Saskatchewan–Camrose-Lougheed-Mannville-Lake Yekau-XD. Took off at 1400 Hrs with Mr Ireland as pilot.
Training Continues
Included in lectures on Monday 5th April was a special talk from a Squadron Leader on the conditions prevailing in Britain. A signals lecture was held after tea, but I did not attend. On Tuesday morning, more lectures {classes on various subjects}, and after dinner we were transferred from “D” Barracks to a new barracks building across the road. Real ‘5 star’ accommodation, with central heating and bathroom/toilet facilities incorporated as well as the sleeping quarters. We still preferred to have some windows open and a bit of fresh air coming in, and Ben Smith still smoked in bed. It was quite a change, as before we had to run from the bath/toilet block back to your hut in temperatures that were unfit for brass monkeys. It was supposed to be a sports afternoon, but that had to be scrubbed.
On Wednesday morning we had another photo flight, this time with a female passenger, probably a friend of the pilot, Mr Lawrie. Then on Thursday we had a review and discussions on our first photo flight, as all the films had been developed and printed. This was followed by practice on the drift recorder. Leave was granted after dinner, from 1400 Hrs, but most of the class stayed in camp to catch up on studies and letter writing. After lectures etc on Friday I was rostered on Duty Watch parade, strolling around that night in rain & mud. More lectures on Saturday morning and more studies in the afternoon as we prepared for “Maps and Charts” exam. Duty Watch Parade before tea. Sunday was still wet and miserable and we studied most of the day, with Duty Watch Parades at 1000 Hrs and 1800 Hrs. A football appeared from somewhere, so a few fellows managed a game in the mud.
Got mail from home on Monday 12th April, with the photos that were taken when I was home on pre-embarkation leave. As the weather was still unsuitable for flying on Tuesday and Wednesday we were occupied with more studies and lectures as well as a game or two of football in the mud. I had to go over to the Manning Depot to have a photo taken and more fingerprinting. Got back in the air on Thursday for a photo exercise with the Ft. Saskatchewan bridge as our target. It was a very bumpy flight. On Friday it was back in the air again on Nav. Exercise No.2: XD- Bremner-Willow Creek-Beynon-Millet-Yekau Lake-XD. A very good trip. Got a telegram from home, and as it was the end of Duty Watch was granted 48 Hrs leave.
So on Saturday morning it was into town to do a bit of shopping, and while browsing through the book department of the Hudson Bay Company store I met a Mrs Gillespie who had some association with Australia, and she invited me out to tea that night, which I gratefully accepted. Went back to camp for dinner, and catch up on a bit of washing etc. Then went to Mrs Gillespie’s place, met her daughter Marsh who showed me over the nearby University after tea. Walked back to camp-about 6 miles. Caught up with studies on Sunday morning, and after dinner a few of us went on a long walk out past the riding ranch. It was about this time that John Stopp was posted from the course to another A.O.S. to complete his nav. course. (He went on to No.166 Squadron, and was shot down and killed on 13th June 1944 on a raid on Gelsenkirken-would have been very early in his tour)
On Monday 19th April we had our first exam in the morning on “Maps & Charts”. Got some mail, including Don Grant’s circular to the Bank staff in the services. Lectures that night on the stars-introduction to astro-navigation. More lectures on Tuesday morning and study in the afternoon to make up for the Easter Friday holiday at the end of the week. Collected my RCAF ID Card. Into the air again on Wednesday on Air Exercise No. 3 Took off at 0830 Hrs on route: XD-Bremner-Lloydminster-Marwayne-Bremner-XD. Almost went without my parachute harness, but it was a good trip. Went with Keith Mills to the pictures at night to see “Reunion in France”. Lectures all day on Thursday, and preparation for Air Exercise No. 4 which we were to fly next Sunday (Anzac Day). Stand-down on Good Friday so went out to tea with Mrs Gillespie & Marsh and met Lin Gilmore, a friend of Marsh’s and a brother of a Mrs Cairns who lived in Ipswich. Lectures again on Saturday morning and went into town shopping in the afternoon, met Lin and Marsh. Had tea with them and came back to camp to study. On Sunday (Anzac Day) we flew Exercise No.4 which was the first time we did an air-plot-previous flights were mainly map-reading. Route was: XD-Ft.Saskatchewan-Hughenden-Czar(Recce)-Wainwright-Ellerslie-XD. In the afternoon the Australians and New Zealanders held a remembrance service at the Cenotaph.
On Easter Monday, 26th April we had lectures in the morning and a photo flight in the afternoon. Then on Tuesday we had lectures all day. In the mail I got a letter from Don Grant with news about the bank employees who were in the services. On Wednesday we had an exam on “Magnets & Compasses” and flew Air Exercise No.5 in the afternoon. To Trochu & Torrington with a ‘recce’ of Three Hills. A very rough flight and most of us got air-sick. On Thursday we started studies on Astro Navigation and had a good lecture on Radio D/F Navigation which was very interesting. On Friday morning we had an exam on “Meteorology”, pay parade and an informative talk on the war in the Middle East. Late in the afternoon we took part in a Victory Loan parade through the streets of Edmonton with a pipe band leading the parade, and all the services involved.
Then on Saturday morning we flew Air Exercise No. 6 which was quite an experience. Mr Lightheart was the pilot and the route was: XD-Bremner-Scapa-Coronation-Bremner-XD. We climbed on track through cloud and heavy rain. Good experience in D.R.Navigation and instrument flying for the pilot. Most of the aircraft turned back but we soldiered on. At E.T.A Coronation came down through broken cloud and there under us was a small town and railway station that the pilot thought was Coronation, but he wanted to make sure and made a low level run past the station to see if we could read the station name. Too close the first time, so around again and stood off a bit further, when we were able to confirm that it was Coronation. So back into the cloud and D.R. Navigation back to Bremner and Base. I think at the end he may have homed in on a radio beam, but anyway I was pleased with the navigation exercise, and earned some brownie points for it.
The rain kept up in the afternoon so I went into town with Noel Hooper where we met Russ Martin and Bub Sargeant, and went to a dance with ‘Ivy” and a few of her friends that Russ and Bub had chatted up. On Sunday morning wrote letters home before dinner and in the afternoon went with Scotty Gall and Alex Taylor on a hike with the 20th Century Club. Here we met Alice Grosco, Mary, Isobel, Helen, Joe and a few others. Had a great time making a fire to toast marshmallows, and spin a few yarns about the ‘hoop ’snakes, and ‘wampoo’ pigeons in Australia. Alice became quite a good friend and kept up correspondence with me until I returned to Australia. On later hikes with Aussies on later courses she met Jim Cossart, who was on a Bomb Aimers Course, and was a friend of mine at Ipswich Grammar School in 1938-39. Jim lost his life on 14th March 1945 flying with 106 Sqdn on a rai to the oil plant at Luitzkendorf.
On Monday 3rd May it was lectures as usual and a crack at a D.R. Test in preparation for a mid-term exam on Friday. More lectures on Tuesday morning and two sports periods in the afternoon, when I would go out to the university track for athletics with a Canadian middle-distance runner, who was a good coach and gave me some good advice on the tactics of 440 and 880 Yard running. Brought my times in the 440 down to about 51 secs and the 880 to just on 2 mins. Called into town on the way back to camp and did some shopping. After tea did study on subject of ‘Photography’. Had our photography exam the next morning, it was an easy paper. In the afternoon we did another D.R. Test - ‘dry-swim’ for a bombing raid on Duisberg. Little did I realise then that I would bomb this target twice in one day seventeen months later. After that, prepared for a flight scheduled for the next morning. But the weather conditions worsened on Thursday and flying was scrubbed for the day.
In terms of arrangements made with Alice last week-end I phoned her (No.83882) to make a date for Saturday night. On Friday morning we had a C/O’s parade and our mid-term D.R. exam. Weather remained bad and flight scheduled for that night was scrubbed. Saturday morning was filled with lectures and after dinner it was flying again on Air Exercise No.6 that so many did not complete on the first attempt (to Scapa & Coronation). I had the job of 1st Nav. again, leaving Scotty to wind up the undercarriage and get a bit of map reading practice this time. It was a rough trip. Then, as arranged, I took Alice to a dance at the YMCA that night. Walked home in the rain.
A ‘phone call diversion during the week. Early in the week during a lecture the ‘phone rang and it turned out to be a girl wanting to speak Eric Sutton, or one of his pals. Somehow, I got the job, probably because I was nearest the phone and Eric saying that she would be referring to either Bob Smith or Keith Mills as he had mentioned those names to her when he met her last week-end. Three of us were regarded as the 3 musketeers, Keith & I were the two youngest on the course, and Eric was only a few months older. We had all enlisted on the same day as Aircrew Guards, been on separate postings for a few months, and then re-united at No. 2 Initial Training School at Bradfield Park to commence training as aircrew and mustered together to train as Navigators. To come on this course we were required to be age 19 by 10th January 1943, which was my nineteenth birthday, so I just made it as the baby of the course.
So to the phone I go - “All for one and one for all”. She explained that she had two very good friends and wanted to know if Eric and his two mates would like to join them one evening and go ‘shagging’. With a bit of quick thinking and with survival uppermost in mind I asked her to hang for a moment while I checked. It called for some reference to our Canadian Instructor which caused a bit of hilarity among the class and a few remarks about how you can be so lucky etc until he explained that in Canada the term meant ‘dancing’. With that bit of clarification and referral to Eric & Keith, I told her that we would be happy to meet them on Sunday afternoon. Had the usual church parade on Sunday morning and after dinner set off with Keith and Eric as leader to meet Mildred, Charlotte and Maureen. Spent some time with them at the YMCA and came back to camp in time for our first night flying exercise. It turned out the three girls became very good friends, I partnered Maureen O’Connor who was a primary school teacher. Took off at almost midnight on what was called exercise No. 21 for a 2 Hrs 45 mins flight, sharing 1st and 2nd Nav duties with Scotty Gall.
Monday 10th May saw us sleeping in until dinner time as we didn’t land from our night exercise the night before until after 0300 Hrs. Had lectures after dinner. Did very well with mail from home over the next two days. On Tuesday morning we flew exercise No.7, as 2nd Nav this time, and in the afternoon got the results of our mid-term D.R. exam. I got a mark of 87%, with which I was pleased. Had lectures all day Wednesday and a late night studying. On Thursday morning flew Exercise No. 8 “navigation by track error”, as 1st Nav. After dinner we were given leave. Went out with Maureen to the Capitol cinema and walked home with Keith who had taken Charlotte out, after we had seen the girls home. Made it a late night as it was an hour walk back to camp. Got more mail from home on Friday morning and had lectures all day. Detailed on Duty Watch Parade that night. Spent Saturday (15 May) in camp as I was on Duty Watch Parade, studied in the afternoon and prepared for night flying Exercise No.22. Took-off at 2305 Hrs, but had to return to Base with trouble in the starboard engine. Changed over to a ‘photo’ plane and took off again at 0045 Hrs (Sunday) for a 3 hours solo night flight. Didn’t get to bed until 0500 Hrs, but up again at 1030 Hrs to prepare for Air Exercise No.9, as 2nd Nav, that afternoon. Took of at 1335 Hrs, with Mr Barnard as pilot for a fight of 2 hrs 55 mins.
Had lectures all day on Monday 17th May and wrote 7 letters to friends at home to catch up on some of my mail. Also had to prepare for Air Exercise No.10 scheduled for the next day. It was lectures in the morning on Tuesday, and Air Exercise No.10 in the afternoon. Took off at 1355 Hrs with Mr Luyckfassel as pilot for a flight of 3hrs 15 mins as 1st Nav. It was a bumpy trip but a good navigation exercise as the pilot flew the courses given and didn’t tend to track crawl.
Wrote more letters and cards that night. Had lectures all day on Wednesday, and after tea prepared for Night Flying Exercise No.23. Took off at 2300 Hrs with Mr Rathbone as pilot on a trip that took 3Hrs 15 mins down to Little Fish Lake. It was time off in the morning so we slept in. Had 2 lectures after dinner and went swimming at West End before tea. It was then more evening lectures and preparation for Air Exercise No. 11 the next morning. This consisted mainly of preliminary work on the flight plan. On Friday morning took off at 0855 Hrs for a 3 Hrs trip as 2nd Nav, enjoying the scenery and pretending to be map reading with the pilot Mr Neale keeping an eye on your performance, as the pilots had to file a report after each flight. Had two lectures after dinner, and as it was the end of my stint on ‘Duty Watch’ I went out with Maureen to the Capitol cinema and saw “Hitler’s Children”.
On Saturday and Sunday had 48 Hrs leave pass after duty watch. Went into town and banked $40 in to an account I had established with the Royal Bank, to bring my balance up to $80-. It was Red Cross day in town so I bought a fountain pen, then called on Maureen to say I could not go out with her that night as I had accepted an invitation out to tea with Mrs Gillespie. After tea went for a walk with Marsh while Mrs Gillespie went to the pictures with a friend. Slept in as usual on Sunday morning and did some preparatory flight plan work for a flight scheduled the next day. In the afternoon went hiking with the 20th Century Club and we were joined by several Aussie Sergeants from RAAF No.30 course who had their wings and were in transit through Edmonton.
On Monday morning 24th May 1943 we took off at 0830 Hrs On Air Exercise No.12 with Mr O’Hanlon as pilot. I was 1st Nav and was satisfied with good results. It was a 4 hour flight and we had to plot a square search and leading line search patterns. Study after dinner, and then after tea I did my laundry that had been soaking for a few days and wrote a few letters home. Lectures on Tuesday morning and sports in the afternoon when we played softball and got beaten by one run. After tea we were up till late doing Aircraft Recognition. Had lectures all day Wednesday and prepared for flight that night. Took off at 2355 Hrs with Mr Craig as pilot on a 3 Hr 15 min flight navigating by D/F. Not a very satisfactory result as the pilot was obviously track crawling. After the night flight slept in until dinner time and then had a couple of lectures in the afternoon. Before tea went round to the University for athletics training (running & high jump). Got a telegram from home and at night it was practice with the sextant shooting a few stars. Called on to C/O’s parade on Friday morning and a passing out parade for Bomb Aimers. Sent a telegram home in the afternoon and as I was feeling a few sore muscles after yesterday’s athletic training I had a rub down and went to bed early. Had lectures on Saturday morning and moved to new classroom in new G.I.S. Buildings. Attended a Highlands Games in the afternoon where I represented the station in both High and Long Jumping. With not much success, but our team managed to come second overall. Met Marsh Gillespie at the games, who was there with two friends Pat and Betty. Flying was scheduled for that night, but had to be scrubbed owing to bad weather. Usual sleep-in on Sunday morning, and after dinner Keith Mills & I went out to Maureen’s home. Walked home in the rain.
On Monday 31st May it rained all day, but did not interfere with a full programme of lectures, but did cause night flying to be scrubbed again. Wrote home, and at night went out with Keith and Charlotte; Maureen was unable to come. The girls were going to Vancouver the next day. Bad weather continued all day Tuesday, so it was lectures all day and study at night. Got a card from Maureen on Wednesday to say the girls had arrived in Vancouver, and also got a letter from my old boss, Mr Lindsay Hall. We were supposed to have an Army Co-op exercise but that was washed out. Aldis Lamp tests in the afternoon and study at night. Put my forage cap in for dry cleaning. On Thursday (3rd June) had P.T. first thing in the morning and the “Synthetics on Astrograph”. Cannot remember what that entailed, probably an astro navigation dry swim. A morse test in the afternoon and two letters from home, one form Jean Hall and the Bank’s ‘Nautilus’ magazine. Answered Jean’s letter and also wrote one to Merle Green. It was usual C/O’s parade on Friday morning and our 13th week Navigation Test in the afternoon. Got a letter from Maureen, and after tea went in to town, went to a show, came back to camp and wrote a few letters. On Saturday morning we had more lectures, and after dinner wrote a couple of letters and did my washing. Went out to tea at Mrs Gillespie and went in to town with Marsh, bought progress numbers of Journal and Bulletin to send home. Usual sleep-in on Sunday and wrote more letters in the afternoon. Study after tea and preparation for a flight schedule for tommorrow.
On Monday 7th June we had lectures in the morning and flew Exercise No. 13 in the afternoon, as a 2nd Nav. Took off at 1425 Hrs and were airborne for 3Hrs 15 mins. More study after tea. Lectures most of the day on Tuesday with sports in the latter half of the afternoon. After tea went for athletics training at the university and came back to camp to prepare for tomorrow’s scheduled flight. Took off at 0855 Hrs on Wednesday on Air Exercise No.19 with Mr Williams as pilot on a low flying exercise of 3 Hrs 20 mins. It was great-best trip yet. After dinner got a letter from Maureen which I answered and also wrote some letters home. Had lectures all day Thursday as it rained all day. More running around in the mud, and athletics training at the university was cancelled. Friday saw lectures again all day, and start of another duty watch which I hoped would be my last time. The weather cleared up in the late afternoon and we were able to fly night exercise that night. Took off at 25 mins after midnight (Sat morn) with Mr Real as pilot. Usual 3 Hr trip as 1st Nav, being a night exercise. It was an interesting one on which a few got lost. Didn’t get into bed until 0430 Hrs so slept in until dinner time. Studied all afternoon as the study load was getting heavier, and it was early to bed as we had a flight scheduled for Sunday morning. Took off at 0855 Hrs with Mr Real as pilot, as 1st Nav on a flight of 2 Hrs 50 mins. Had dinner when we landed and slept all afternoon. Wrote a long letter home after tea.
For the week starting Monday 14th June we had a heavy programme of lectures and study as the weather continued to be poor, scrubbing all flying. I was on Duty Watch until Friday. It was still drizzling rain at the end of the week and on Saturday morning we had more lectures. After dinner Keith Mills and I went to a show, and then after tea we went to another show with Charlotte and Maureen, who were now back from Vancouver. Walked home from Charlotte’s home through large pools of water and mud. Was able to tell Maureen that I had received her card that morning that she had posted the day before in Calgary on the way home. Usual sleep-in on Sunday morning and study in the afternoon. Went to tea at Mrs Gillespie’s with Ian Pender and Don Plumb. Ian was on another course, and I cannot remember how Don came to be invited. A night flying exercise was scheduled, but had to be scrubbed.
On Monday 21st June it was still raining, so we had another full day of lectures and study. Got 2 letters from home. After tea managed to go to the university track for athletics training as the weather cleared during the afternoon. This enabled us to get airborne on Tuesday morning on Air Exercise No.15. Took off at 0855 Hrs, as 2nd Nav, with Mr Stewart as pilot on a flight of 3 Hrs 05 mins and managed to get some practice with the bubble sextant by taking a few shots on the sun. Rain came on again in the afternoon, so went to a film on the station “Road to Tokio”. It was still raining lightly on Wednesday, so it was lectures and study during the day, and after tea met Maureen in town and went to see “China”. Lectures all day on Thursday and training at the university track after tea. Saw Maureen and Charlotte on the way home. Weather cleared on Friday and was good enough to fly, so at 1435 Hrs took off with Mr Rungel as pilot on Air Exercise No.16 which was for only 2 hours.
On Saturday we got called for 2 lectures in the afternoon. Got letters from both of my sisters. Just after tea Maureen and Charlotte came riding bikes past the barracks so we had a bit of a yarn with them, but could not go out with them that evening as we had a flight scheduled for early the next morning. Immediately after breakfast on Sunday morning took off at 0910 Hrs with Mr Tibbets as pilot on Air Exercise No.17 as 1st Nav on a trip of 3 Hrs 25 mins to Cremona and a look at the Rockies. A very good flight. More athletics training at the university in the afternoon and then over to a sports ground where Keith Mills and Eric Sutton were playing cricket. Maureen, Charlotte and Mildred were there watching them. Took photos.
On Monday morning 28th June, we had ‘magnetism & compass’ exam and after dinner two periods of instruction/educational films. Two letters from Aussie in the mail. More training at the university after tea. On Tuesday morning another exam on Instruments and D/F. Went to the pictures after tea with Maureen, Keith and Charlotte to see “Happy go Lucky”. Was supposed to do Aircraft Recognition that night but missed it. Lectures all day on Wednesday and at 2355 Hrs took off on Air Exercise No.26. This exercise had been scrubbed about 6 times owing to bad weather. It was a 3 hour flight, which meant we didn’t get to bed until about 0400 Hrs on Thursday morning. So it was a sleep-in until 1045 Hrs.
Thursday 1st July was “Dominion Day” After dinner went to a sports meeting conducted by the Southside Business Ass’n, at the Southside Sports grounds which had a straight 220 yard track and a lap of about 880 yards. Ran in the 440 yards race and won it, for which I received the grand sum of $80-00. Soon after competed in the high jump, but could only manage 4th, which paid nothing. This was my first experience of a professional sports meeting that also included cycling. Athletes were not permitted to wear ‘spikes’. The dirty tricks played by the cyclists in team events really opened my eyes. Maureen and Keith and Charlotte came to the event and we celebrated afterwards by going out to tea at the Royal George on my winnings. At the meet 3 parachute jumpers put on a very interesting display.
Friday saw us with lectures all day and flying Air Exercise No.27 at night. Took off at 2355 Hrs with Mr Lannon as pilot on a good flight of 3 Hrs 20 mins. At this time of the year in Edmonton it is nearly midnight before it gets dark, so night flying is fairly restricted. Usual sleep-in on Saturday morning after night flying. Saturday afternoon and Sunday saw the usual week-end chores, study and letter writing.
Monday 5th July saw the start of 2 weeks of intensive lectures, study, flying and exams to complete our course on time. In peace time the course would take over 12 months but in the urgency of the war situation had to be concentrated and focus on the essentials. Flew Air Exercise No.18 that morning. Took off at 0900 Hrs with Mr Real as pilot on a trip of 3 hours. Then on Tuesday afternoon we flew Air Exercise No.20. This was blindfold exercise that took us all over the map for almost 3 ½ hours. We took off at 0900 Hrs with Mr Filby as pilot. Air Exercise designated No.19 must have been cancelled. Bad weather prevented any flying from Wednesday to Friday. Got a long letter from my brother Alex on Wednesday and then one from Miss McPherson in Sydney on Saturday. Lectures all day on Saturday and study at night before flying Air Exercise No.28 which was a night navigation on the same course of daylight exercise No.10. Took off at 2300 Hrs with Mr Barnard as pilot. Flew through storms and cloud out to Frog Lake. Slept in on Sunday morning-you were excused from Church Parade if you were flying the night before. After dinner studied meteorology for an hour or so and then went to watch Keith and Eric playing cricket and then we all met Maureen, Charlotte and Mildred at the corner of 109th and Jasper later in the afternoon.
On Monday 12th July we had our final D.R. (Navigation) test. Wrote home and did preparation for more flying tomorrow. A large bag of mail from Australia came in but I did not score a thing. Maureen phoned just after tea. On Tuesday(13th July) took off at 0835 Hrs with Mr Luyckfassel as pilot on Air Exercise No.21, which was a special, incorporating evasive action, designed to prepare us for active service conditions. More lectures in the afternoon and studied meteorology at night. Supposed to fly on Wednesday morning, but this was scrubbed-raining again. So we had our final meteorology exam. The rain kept up through Thursday and Friday so time was passed with sessions of lectures and study more lectures on Saturday morning, usual laundry chores and letter writing after dinner and as the weather had cleared prepared for flying that night after tea. This was night flight over the route of Exercise No.9 that we had flown in daylight two months ago. Took off at 2355 Hrs with Mr Kellough as pilot and as 2nd Nav. I had to practice astro shots with the bubble sextant. That meant a sleep-in on Sunday morning and as we had some catch-up to do in order to finish the course on time another night flight was scheduled that evening. Took off at 2325 Hrs with Mr McCall as pilot on the route of Exercise No.11 that had previously been flown in daytime.
It was the usual sleep-in after night flying on Monday morning 19th July. In the afternoon and on Tuesday & Wednesday we had a few final written tests. On Wednesday night our final night flying test was scheduled. Took off at 2300 Hrs with Mr Cusater as pilot on the route of Exercise No.12 flown in daytime. This flight of 3 Hrs 05 mins was the final air exercise on which we were assessed. On Thursday 22nd July after dinner we were advised that all had passed the course, and got instructions to attend to clearances for medical and dental and to hand in any equipment that had been issued to us. ‘Wings’ passing out parade would be held on Friday 23rd July 1943.
On Thursday night Keith, Eric and I took the girls out to The Barn and then went walked them home. We invited them to the ‘Wings’ parade, but they could not attend. Friday was a big day with the presentation of our ‘wings’ and the sewing of Sergeant’s stripes on our sleeves. At the pay parade after ‘wings’ presentation I was given a slip of paper with the instructions “Here is your Commission, it is now up to you to arrange for the issue of Officer’s Uniforms etc”. Also commissioned off course were Ivan Biddle and “Inky’ Keena who were posted to other Air Observer Schools as instructors, Ken Todd, Ted Hall, John Honeyman, Noel Hooper and Les Sabine. Ben Smith was on line-ball about passing and had to go to a review committee as at this stage he had admitted he had put his age back to enlist, and he was in fact aged 35 Yrs-not 30 years according to the records. Ben did eventually go on the fly in Bomber Command and lost his life on night of 24/25 Dec. 1944 on a raid on Cologne with 166 Squadron.
With kit bags packed and left at ‘despatch’ as instructed, I went to Maureen’s for tea. Her father drove me to the station where we left Edmonton by Canadian National Railway at 2130 Hrs for Toronto.
Reflections on leaving Edmonton
Thoughts that would be shared by all now on their way to the European Theatre of WW11.
All shared a sense of satisfaction and relief that we had earned our ‘wings’ as Air Navigators after a very intensive course of 4 ½ months that involved a total of 75 Hrs 55 mins of daylight flying and 34 Hrs 45 mins of night flying for the average member, and instruction and exams in 12 subjects such as Navigation, Maps & Charts, Magnetism & Compasses, Instruments, D.F/Wireless Telegraphy, Meteorology, Aerial Photography, Signals, Reconnaissance, Armament and Aircraft Recognition. In all I managed an overall pass of 82.4%. A few found the going hard towards the end of the course, as it was not easy and acknowledged the support, encouragement and assistance given by the chief instructor F/O. Brown (RCAF). He did encourage a few to hang in and was rewarded with their dedication and success. All realised though that there was still a long way to go with further training after our arrival in the UK before we were fully trained to assume the roll of a navigator in a crew on Bomber Command.
The main memories most of shared:-
• The extreme cold and snow covered prairies when we first
started flying, which made it difficult to judge height from
the air.
• The mud and slush when the snow did melt, and the river
thawed, and the great swarms of mosquitoes-large scotch
greys.
• The fields turning to green when wheat was planted and to
yellow as the dandelions came into bloom.
• The brown bears coming in close to town in search of food in
the late winter and playing with their cubs who often got a
disciplinary clout.
• Gophers popping in and out of their holes in the field beside
our barracks.
• Young children ice skating on the frozen gutters in the streets’
• Our own first try at ice skating on a frozen flooded tennis
court and being conned into playing ice hockey, which was
good because it gave you a hockey stick for support.
• The pain that a few suffered from frost bitten ears- in spite of
warnings.
• The Indian quarters that we passed through when walking to
town.
• The hospitality of the people.
• On a few reported occasions being mistaken for “Austrians’.
• The beauty of snow laden trees early in the morning.
• For Queenslanders—the 4 distinct seasons.
• Saluting the flag in front of HQ. The furore caused when an
item of female underwear was hoisted thereon one night and
the Aussies had no objection to saluting that particular
standard.
• The skill of the ‘Bush Pilots’ They were all civilians who had
good permanent work because of the Empire Training Scheme, but they were very competent at their job. True Canadian Geese-born to flying.
• Waffles and Maple Syrup and Coke and Ice Cream in the
Station canteen.
• Strictly taboo. But some made it** Flying under the high level
bridge.
• The sports facilities at the YMCA.
• Ben Smith’s accidents from smoking in bed.
Personally, there was the joy of wonderful friends made. The gang of the 20th Century Club and at the YMCA where I met Alice Grosco who kept up correspondence with me for two years after the war, until I told her I was going back to Scotland to marry Alma. Alice did have a special reason to keep in touch, as from a later Bomb Aimer course she met Jimmy Cossart on one of the Club’s regular hikes. He came from Boonah and was a boarder with me at Ipswich Grammar School 1938-39 and she was quite surprised when Jim told her he knew me. Later I was to meet Jim at the Boomerang Club in London on a few occasions until in the last months of the war he lost his life in a raid over Germany.
Perhaps the most cherished memory was the wonderful friendship that Keith and Eric and I enjoyed with Charlotte, Mildred and Maureen. They really treated us more like brothers and I would say did not put any pressure on us for a lasting relationship. We were welcomed into their homes. They truly were three girls who enjoyed the simple pleasures, and were good companions to each other. What you saw was what they were.
As we left Edmonton we were all aware that we were now on the way to the big adventure with its inevitable risks. Also we would soon be split up to go various ways. In fact when we got to Embarkation Depot at Halifax, after leave, a few of us would move into the Officers Mess, whilst the rest would be in the Sergeant’s Mess. But for the period of leave, and until we got to Halifax, those who were commissioned would continue with Sergeant’s stripes on our uniforms and stay as a group. Most important in our minds was to enjoy leave as we journeyed to Halifax across Canada with a break to visit New York. We had completed a course of flying training, all with over a 100Hrs up, and without an accident and with no loss of life.
These Were Fellow Course Participants
Following is a summary of the participants on the course and a brief detail of the operational experience of most, with pertinent information on those who lost their lives in training and on operations over Europe as well as those who were shot down and were taken Prisoner of War, or, in one case evaded capture.
After the war I kept in regular touch with Keith Mills, and since the late 1980’s with Lou Brimblecombe. We were the three youngest on the course. Eric Sutton did his tour with 622 Sqdn which was also based at Mildenhall where I served in XV/15 Squadron. And I did not get in contact with him again until December 2002, when he was traced living in Victoria. Roy Olsen moved to Tasmania after he retired as a school teacher and we had contact each Christmas. Noel Hooper, who came from the Nambour district died a few years after the war. Scotty Gall returned to work with the Bank of NSW and on retirement moved to Cooroy in Queensland, where I resumed contact in the early 1990’s. After his wife died he sold his property and moved to a retirement village in Brisbane, where he also died in 1999/2000. In one of those co-incidences in life, Scotty (or Vernon as he was known to his family) turned out to a brother of a friend we have known in the church at Alexandra Headland for many years.
It is interesting to note the service history of the ‘Todd’ Brothers, Ernie and Ken. They were both schoolteachers from the Newcastle area (both born in Canada). They enlisted together and went through initial training and operational training together and served on the same squadron flying in Wellingtons out of Foggia in Italy. They returned to their pre-service vocation. Ken, who was shot down and taken POW, died is 1986 at the age of 71 and Ernie died in 2002 at the age of 89.
Don Plumb “Bluey” did a tour in Halifaxes and died of acute leukaemia about 1987.
Course No.71N2-EATS-at No2. A.O.S EDMONTON, Canada. All members of RAAF
Duration 10/3/1943 to 23/7/1943,
Instructors:- F/O.W.H.Brown & P/O. Pogue ??? (both R.C.A.F)
NAME Number Birth Enlisted Discharged D.O.Death Posting on Rank Awards SeeNotes
Discharge ***
BIDDLE Ivan R. 424905 13/10/1913 09/10/1942 09/10/1945 8 O.T.U F/Lt Instructor in Canada
Goulburn Sydney
BRIMBLECOMBE C.L. 425592 23/12/1923 25/04/1942 07/12/1945 9 A.H.U F/O (218/514 Sqdn)
(Louis) Brisbane Brisbane
ETHERTON Ronald H. 423088 02/11/1921 20/06/1942 13/08/1944 76 Sqdn F/Sgt ***No.1
Sydney Sydney
GALL V. Scott 424915 08/08/1912 09/10/1942 16/04/1946 1315 Flight F/O (467Sqdn)
Mosman NSW Sydney
HALL Ernest T 406976 17/02/1914 26/05/1941 25/02/1946 9 A.H.U F/Lt Instructor in Canada
Perth Perth
HONEYMAN John 429498 23/05/1923 08/10/1942 15/02/1946 1656 C.U F/Lt D.F.C.
Deepwater Brisbane
HOOPER R. Noel 425851 16/12/1923 21/05/1942 21/08/1945 1 P.H.U F/Lt *** No.2
Nambour Brisbane
KEENA Ilford N. 424870 12/10/1912 09/08/1942 22/06/1945 9 A.O.S F/O Instructor in Canada
Ballengarra Sydney
LEWIS John H. 423142 27/01/1923 20/06/1942 08/11/1943 3 A.F.U. Sgt. ***No.3
Broken Hill Sydney
MARTIN H. Russell 418289 28/12/1922 15/05/1942 13/12/1945 21 O.T.U F/O D.F.C
Melbourne Melbourne
MILLS Keith C. 425954 02/01/1924 21/05/1942 27/10/1945 78 Sqdn W/O ***No.4
Mackay Brisbane P.O.W
MURTHA Harold H. 429473 30/05/1922 08/10/1942 05/09/1945 12 O.T.U F/O (463 Sqdn)
Brisbane Brisbane
OLSEN Roy P. 429479 10/07/1920 08/10/1942 15/11/1945 640 Sqdn W/O ***No.5
Bundaberg Brisbane
PALFERY Noel J. 424920 16/05/1914 09/10/1942 18/07/1945 467 Sqdn F/O (467 Sqdn)
Brisbane Sydney
PLUM Donald A. 424934 17/12/1919 09/10/1942 17/12/1945 96 Sqdn F/O (466/462 Sqdns)
Inverell Sydney
NAME Number Birth Enlisted Discharged D.O.Death Posting on Rank Awards SeeNotes
Discharge ***
SABINE C.W. Leslie 426165 08/12/1917 23/05/1942 01/07/1946 466 Sqdn F/Lt. D.F.C.
Brisbane Brisbane
SARGENT Allan J. 410098 19/10/1918 08/11/1941 22/01/1946 1 M.R.U W/O ***No.6
(Bulb) Williamstown Melbourne 44 Sqdn-P.O.W.
SMITH Benjaminn H. 424891 24/03/1914 09/10/1942 24/12/1944 166 Sqdn F/Sgt ***No.7
Merriwether Sydney
SMITH Ian H. 423913 20/10/1922 18/07/1942 18/06/1944 115 Sqdn F/Sgt ***No.8
Katoomba Sydney
SMITH Robert W. 425992 10/01/1924 21/05/1942 12/12/1945 32 Base F/Lt (XV/15 Sqdn)
Brisbane Brisbane No.3 Group RAF Bomber Command
SUTTON Eric C. 425910 04/081923 21/05/1942 17/09/1945 84 O.T.U F/O (622 Sqdn)
Gympie Brisbane
TAYLOR Alexander 424804 04/08/1920 09/10/1942 02/01/9/1946 R.A.F. F/O
Arncliffe Sydney Dumbeswell
TODD Ernest 424942 30/12/1913 09/101942 10/08/1945 3 A.O.S F/O (142 Sqdn)
Canada Sydney Italy
TODD W. Kenneth 424878 16/07/1915 09/10/1942 06/12/1945 142 Sqdn F/Lt ***No.9
Canada Sydney
General Comments
All participants in the above course were members of the RAAF, and many were recruited under the “Air Crew Guard” category in May 1942. They left Australia (Sydney) on the USS “Hermitage”, departing on Wednesday 10th February 1943, arriving via Pago Pago and Hololulu at San Francisco on Tuesday 2nd March 1943, where they disembarked and then entrained at Oakland to go by rail, via Vancouver, to Edmonton in Canada where they disembarked on Saturday morning 6th March 1943 when the temperature was reading –23 (Fahrenheit).
Course No.71N2 started on 10th March at No.2 A.O.S at the Edmonton airfield with Avro Anson aircraft flown by civilian “Bush” Pilots. Passing out parade and presentation of wings with promotion to Sergeant was held on Friday 23rd July. Eight members were commissioned off course to rank of Pilot Officer. No casualties were recorded on training.
All but 3 were posted to “Y” (Embarkation) Depot in Halifax Nova Scotia (spending some time on leave in Montreal & New York on the way) where they embarked on the R.M.S “Queen Mary” on Friday 28th August 1943 and sailed to the Clyde in Scotland where they disembarked at Gourock on Tuesday 31st August 1943 and entrained for overnight travel to the RAAF’s No.11 Personnel Despatch and Reception Depot at Brighton. From here most were posted to various advanced training units to be incorporated into a crew and fly in Lancasters & Halifaxes of Bomber Command.
Postings as listed in the above schedule are the postings as recorded at the time the airman was recalled to No.11 P.D.R.C at Brighton for repatriationto Australia, or upon date of death, or at time of loss on operation and taken POW. Sqdn reference under notes is one they did tour with (where known).
Course 71N2- Details of Casualties, either loss of life or shot down and taken P.O.W, or Evaded Capture
No.1. Ronald Henry ETHERTON No.76 Squadron. In Halifax 111 LL578 MP-H Bar on night of 12/13 August 1944 took off from Holme-on-
Spalding At 2129 Hrs to bomb the Opel Motor factory at Russelsheim. Crashed 2Km N.E. of Hamm (Germany)
and all crew were killed. They rest in France in the Choloy War Cemetery, which suggests their graves were
investigated by an American Unit. Of the 297 aircraft (191 Lancasters, 96 Halifaxes 7 10 Mosquitoes) that took part
in the raid 7 Halifax & 13 Lancasters were lost. 6.7% of the force. Local reports stated the factory was only slightly
damaged.
No.2. Rupert Noel HOOPER No.463 Squadron. In Lancaster 111 LM597 JO-W on night of 24/25 June 1944 took off from Waddington at 2229
Hrs on their first ‘op’ to bomb flying bomb base at Prouville. Crew, with exception of the F/Eng, were all
RAAF; believed shot down by night fighter. B/A, W/O/P and both gunners were captured and taken POW
Pilot, F/Eng & Nav (Noel) evaded capture Pilot W/Cdr D.R.Donaldson RAAF was among the most senior officers
to evade capture in 1944.
.No.3 John Hedgley LEWIS The Course’s first casualty, in training, on 8th November 1943 at No.3 Advanced Flying Unit, Halfpenny Green.
Buried in Chester (Blacon) Cemetery, Cheshire, England. Section A Grave No154
.
No.4 Keith Cyril MILLS POW. No.78 Squadron. In Halifax 111 MZ692 EY-P on night of 22/23 June 1944 took off from Breighton at 2230 Hrs to
bomb railway yards at Laon. First operation for most of the crew. Shot down by enemy fire and baled out. 5 were
taken POW and 2 evaded capture. All the crew, with exception of the F/Eng, were RAAF. Keith was arrested in
France and taken into custody by the Gestapo, being held with other members of his crew for about 3 months in
Buchenwald Concentration Camp until ‘rescued’ by the Luftwaffe and transferred to Stalag Luft L3 Sagan and
Balaria. POW No.8018. 4 Halifaxes were lost on this Laon raid.
No.5 Roy Peter OLSEN POW. No.640 Sqdn. In Halifax 111 LK865 C8-Q on night of 27/28th May 1944 took off from Leconfield at 2356 Hrs to
bomb Military Camp at Bourg-Leopold. Shot down by night fighter and crashed 0228 hrs near Antwerp. Pilot,
F/Eng & M/U/G were killed. Roy was taken POW and held in L7 Stalag Luft, Bankau-Kruelberg. POW No.95.
No.6 Allan Joseph SARGENT POW. No44 Sqdn. In Lancaster 1 LL938 KM-S on night of 21/22nd June 1944 took off from Dunholme Lodge at 2325
Hrs to bomb synthetis oil plant at Wesseling. Shot down by night fighter Pilot, B/A, W/O/P and R/G were killed
and are buried in Nederweert War Cemetery. Bub was taken POW and held in L7 Stalag Luft, Bankau-Kreulberg.
POW No.236. Of the 133 Lancasters & 6 Mosquitoes that took part on this raid, 37 Lancasters were lost—27.8%
of the force. 10/10 cloud was encountered and planned 5 Group’s Low-Level marking of the target was not
possible so H2S was used with only moderate success. 44, 49 & 619 Sqns lost 6 aircraft each. This was the last
occasion on which Bomber Command would suffer such a severe loss in operations to the Ruhr.
It is believed that above crew was the only Bomber Command crew lost in the war that comprised airmen from the 3 Commonwealth & Dominion air forces, plus a USAAF representative.
No.7 Benjamin Hartley SMITH No.166 Sqdn. In Lancaster 1 NG297 AS-K2 on night of 24/25 December 1944 (Christmas Eve) took off from
Kirmington at 1515 Hrs to bomb railway communications at KOLN-Nippes (COLOGNE). Crashed in the target area. All the crew were killed and buried locally, since when their bodies have been interred in the Rheinsberg
War Cemetery.
97 Lancaster & 5 Mosquitoes took part—5 Lancasters were lost over the target area and 2 more on return to
England owing to bad weather. Oboe marking was used with very accurate results. Local reports showed that
railway tracks were severely damaged & an ammunition train blew up. Nearby airfield,(Butzweilerhof) also
damaged.
No.8 Ian Harrison SMITH No.115 Sqdn. In Lancaster 1 HK559 A4-H on night of 17/18th June 1944 took off from Witchford at 0102 Hrs to
bomb oil installations at Montdidier. Dived into the ground and exploded with great force at Gannes (Oise), 5 Km N of St-Just-en-Chausse. All lie buried in the Gannes Communal Cemetery.
317 aircraft (196 Lancasters, 90 Halifaxes, 19 Mosquitoes & 12 Stirlings) took part in this and a similar targets at
Aubnoye and St Martin-l’Hortier. Targets were covered by cloud. Master bomber called off raid at Montdidier after
Only a few aircraft had bombed. Above was only aircraft lost on this operation.
No.9 William Kenneth TODD POW No.142 Sqdn. In Wellington Bomber took off from Foggia in Italy to bomb airfield on outskirts of Vienna. On 10th
May1944. It was crews 10th “Op”. Shot down by fighter in target area. In hospital in Vienna for short period before
going to Frankfurt for interrogation and to Stalagluft 3 at Sagan. And later to Luckenwald from where they were
repatriated to England..
NOTE
About 4/5 weeks after the course started John Henry STOPP, No.419738, born 3/7/1915 in Cairns Qld, Enlisted 10/10/1942 in Sydney was posted to another A.O.S to complete a Nav Course from which he was commissioned off course. On the night of 12/13 June 1944, flying with 166 Squadron on a raid on GELSENKIRKEN their Lancaster crashed in Holland and all on board were killed They were buried on 16th June 1944 in the ZELHEM General Cemetery It would appear that would have been very early in their tour of operations. .John Stopp was transferred when his flying Training-partner was hospitalised. I think it was Doug Rogers No.424609 who was commissioned off a later course and served in No4 Group RAF Bomber Command in Yorkshire - he was attached to 41 Base before returning to Australia.
Three other trainee navigators who sailed to Canada in the same draft were assigned to Course No.71N1. They were Jim Bateman No.423042 (149 Sqdn- awarded D.F.C), Bill Bowden No.424728 (261 Sqdn) and Geoff Cohen No.424725 who was commissioned off course and remained in Canada as an instructor at No.3 A.O.S.
Course 71N2 - Empire Training Scheme
No. 2 A.D.S. Edmonton – Alberta – Canada
10 March 1943 to 23 July 1943
Back Row: Keith Mills, Bob Sargent, Lou Brimblecombe, Noel Hooper, Eric Sutton, Alex Taylor
Middle Row: Ken Todd, Ernie Todd, Don Plumb, Noel Palfrey, Ron Etherton, Roy Olsen, Les Sabine,
Bob Smith, John Honeyman, Harold (Roy) Murtha
Front Row: Russ Martin, Ted Hall, Scotty Gall, Ian Biddle, W.H. Brown, ? , Ben Smith,
John Lewis, I.N. Keena, Ian Smith
We’ve Got Our Wings – Rookie Sergeants
The “Three Musketeers”
Eric Sutton, Bob Smith, Keith Mills
23rd.July 1943
As an L.A.C. in Edmonton
In Front of Wilsons Stationery Shop in Jasper Avenue
24 April 1943
Air Photography Exercises “Spring”
Bridge Over North Saskatchewan River about 1 ½ miles S.W. of Fort Saskatchewan
Looking S.W. in Direction of Edmonton Which is Visible in Distant Background
Notification of Selection for Appointment to Commissioned Rank
Effective 23rd July, 1943
1st July 1943
Dominion Day Sports – Winning the 440 yds
Eric Sutton, Keith Mills, Bob Smith
- at University Sports Ground
Keith said the Wrong Thing!
Have Wings *** Will Travel
From Edmonton, Canada to Brighton, England
We left Edmonton, with “N” Navigator wings and Sergeant’s stripes sewn on to our tunics, by train, at 2130 Hrs on Friday 23 July 1943. After the busy day of Wings Passing-out Parade and getting clearances we soon settled down to a good night’s sleep. Woke up in the early hours of Saturday at Saskatoon and travelled all day across the prairies through what seemed like endless fields of wheat and grazing country. It was almost express through Watrons, Rivers, Portage, La Prairie and arrived at Winnipeg at 1845 Hrs. Had a stop-over there and left again at 2000 Hrs. Into the bunk at 2230 Hrs for another good sleep. The scenery was different on Sunday as we moved into Ontario with mostly coniferous trees and a few Indian settlements. Arrived in Toronto at 0830 Hrs on Monday morning where those of us going to New York detrained and wandered around to have a look through a few shops before catching a train leaving at 1330 Hrs for Niagara. Had a few hours there to look over the Niagara Falls and then catch a train that left an hour late at 2230 Hrs down the Lee-High valley for New York. This was another train trip in the U.S. that went too fast to even count the telephone poles as they flashed by, and with the best of service from the Afro-American waiters on board.
New York and Sightseeing
Arrived in New York at 0900 Hrs on Tuesday 27th July and most of us including Keith Mills, Noel Hooper, Roy Olsen, Lou Brimblecombe, Russ Martin, Ian Smith, and Eric Sutton and myself made our way to the Anzac Club (somebody had the directions) where accommodation was arranged at the Wentworth Hotel-on the ground floor. Settled in to our rooms and had something to eat somewhere before we went to Madison Square Gardens where a circus was performing. After that we went to the Stage Door Canteen for tea, where we received a hospitable welcome and were given complimentary tickets for a few tours and shows the next day. Met the actress Connie Hayes there. On Wednesday morning we went on a sight-seeing tour during which we called into a few shops and I purchased a 2 ¼ X 2 ¼ Voigtlander camera which gave me good service for many years. After that we went to the Empire State Building and rode the elevator to the top. What a ride that was and what a view from the observation deck at the top. Keith, Roy, Lou, Noel, Russ and I then went for a stroll around Central Park where I took the first photos with the Voigtlander and on to the Stage Door Canteen for tea and more free tickets. The show that evening featured Xavier Cougat and his orchestra, the Andrew Sisters and other acts. We then went to a broadcast at the CBS studios before going back to the hotel.
Stayed in the hotel until midday on Thursday and then went to the Rialto on free tickets and on to the Rochefeller Centre to view an exhibition. Had tea and came back to the hotel to write a few letters. We were on the ground floor and it was hard to get a good sleep, the street outside was as busy at 0300 Hrs as it was at 1500 Hrs.
We Return to Canada
Noel Hooper and I decided that we had better do something about our Officers gear in Montreal and to leave New York a couple of days before the others. So on Friday morning we went to the station to enquire about trains. Met two girls going to the Statue of Liberty so went along for the ferry ride, back to the Anzac Club and a show at the Roxy. Caught a train by the skin of our teeth at 1850 Hrs. Had to change trains at Depew at 0500 Hrs on Saturday morning to go on to Toronto where we arrived at 0915 Hrs and left 30 minutes later for Montreal where we arrived at 1910 Hrs, running about 30 mins late as the train had hit a woman walking on the track about an hour out of the city. When we arrived we went to the YMCA where they arranged accommodation for us at 1491 Bishop Street.
On Sunday morning, 1st August, we went for a circular tour of the city by tram, jumping off at places of interest. Noel was bit non-plussed by the priests stopping on each step of a long climb up the hill to a large cathedral at the top. They appeared to pause briefly on each step in prayer. So, he taps one on the shoulder and recommended they install an escalator-a suggestion that was ignored. Asking directions on the tram was almost useless as the conductors gave the impression that they only conversed in French. We had tea at the YMCA and then went for a walk through the heart of the town. We must have given the impression of two lost souls as two girls approached us and started a conversation. Their names were Dorothy and Kay. They were students at the McGill University in Montreal and invited us to meet them the next afternoon and they would take us up Mont Royal to view the town by night.
We did our shopping on Monday morning where RAAF uniforms etc were available. Got issued with P/O’s braid, badges and cap, but decided to leave issue of quality uniforms and overcoat until we arrived in England. Met Dorothy and Kay as arranged in the afternoon and went up the mountain. As we had to meet up with the rest of our course on a train leaving Montreal at 1930 Hrs the next day the girls agreed to have dinner with us and then meet us again the next day at 1730 Hrs to show us over the University where they resided in one of the colleges on the campus. This we did on Tuesday after more sight seeing around the town and checking out of our accommodation. After our visit to the University it was a quick trip to the station with the girls to see us off and to catch up with the rest and board the train departing at 1930 Hrs. On the way to No.3 ‘Y’ Depot at Halifax. That was the Canadian designation for an embarkation depot.
Wednesday 4th August saw us travelling all day along the St.Lawrence River with its lumber mills, log jams and fishing villages and arrive in Halifax close to midnight raining cats and dogs. We were settled into barracks. Those who were commissioned off course were directed to the Officers Mess and Quarters and all others to the Sergeants Mess.
Halifax
Our late arrival did not prevent us being paraded at 0830 Hrs on Thursday and then attend to usual clearances etc. It seemed that there were still clearances whether you were arriving or departing. After dinner we were put through decompression chamber tests to assess our reactions to lack of oxygen. It was quite an experience as the chamber was decompressed to a height equivalent of about 18,000 feet. We were equipped with oxygen masks. At this height we were instructed to take off our oxygen masks under the supervision of trained personnel and to see how many times we could write the alphabet on the paper that had been issued. Supervisors kept an eye on each individual. I can remember being very pleased with myself as I visualised the alphabet written about six times on my piece of paper before I was told to put my oxygen mask back on again. Then I couldn’t believe my eyes-there was the alphabet written once and then down to about ‘m’ or ‘n’ before the pencil trailed away into a real scribble. Your mind had been telling you that all was well, so the danger of losing oxygen at heights over 10,000 feet was impressed on us. Most of us were non-smokers and had very similar results, but the smokers capacity to cope was really restricted and a couple had to be put back on oxygen very quickly.
On Friday we had a C.O.’s parade at 0800 Hrs and then it was back into the decompression chamber again for 2 hours, with oxygen masks kept on and listen to the supervisor giving more information on what we could expect flying for more than two hours at heights of over 20,000 feet. During this exercise the chamber was decompressed to a height equivalent of over 25,000 feet. After dinner it was P.T. exercise and games. Wrote a letter home and attended to a pile of washing that had accumulated.
Games of tennis and softball filled in most of Saturday morning. After dinner went into town with Ken and Ernie Todd (Ken had been commissioned off course but his brother Ernie was not) to the Anzac Club to give it the once over, and see what services and freebies were available there. Back to camp for a wash and change into clean clothes and after tea went back to a dance at the Anzac Club for a couple of hours. Slept in late on Sunday and spent all afternoon writing letters.
On Monday, 9th August, we were called on parade at 0800 Hrs for P.T. exercises and games. After dinner we underwent night vision tests, which I had trouble in passing and then back to more letter writing to catch up with my correspondence. Got a letter in the mail that day from Maureen. What seemed to be the established routine of parade, P.T. and games was the dose on Tuesday morning. For games, a rugby league match was organised for the Aussies and Kiwis between the Officers and the N.C.O.’s. It was a match that Keith Mills has not forgotten. I was playing on the wing for the Officers and going flat out for a certain try. I heard Keith behind me call out, “here Bob” when he had no chance of catching me. Not thinking I passed the ball back to Keith, who promptly propped, turned and set off back in the other direction. Unfortunately for him however, I was being supported by Kiwi P/O. Simon Snowden, of Maori descent and well built, and who was in the right position to effect a heavy tackle. Simon and I became good friends after that. Keith, I am sure learnt a lesson and did not appreciate the obstacle course we were put through after dinner.
On Wednesday morning, to keep us fit, we were employed on trench digging, and after dinner some of us were put through another night vision test. With a bit of assistance from a mate I did better than the test on Monday. Night vision was for gunners and not for navigators. Did my ironing after tea as we did not have the luxury of a batman yet.
Did well with mail on Thursday - 6 letters from home. After dinner went on a harbour cruise. I was on duty as Reception Officer that night and didn’t get to bed until 0430 Hrs on Friday. Received a telegram from home on Friday morning and another letter from Maureen. We had pay parade after which I went into town to buy a suit case, and did some ironing at night. On Saturday morning we had a lecture on ‘Rehabilition’ and I spent the afternoon writing letters to reply to those I had received during the week. Sunday was a very quiet day and a few of us went to a concert in the evening at the Anzac Club.
Monday 16th August was another good day for mail with 7 letters in the morning and 1 in the afternoon. So my correspondence was not up-to-date for too long. Pictures in the Officers Mess at night, “Desert Victory” and “The More the Merrier”. Usual parade and P.T. on Tuesday morning and into town after dinner for shopping and on to the Anzac Club for tea and a dance at night. More P.T. on Wednesday morning as we were waiting for a draft to embark. Went to see “Stage Door Canteen” at night with Simon Snowden. Since our football match we had spent a few times together looking around the sights of Halifax. Although he was of Maori blood, because of his surname he had become known as “Snowy”. Thursday afternoon was set aside for more sports and in the late afternoon we marched through town with a brass band at the head of the procession. It was into town again on Friday to buy a dressing gown and then to pictures at night to see “Jungle Book” Football practice occupied some time on Saturday morning. The bush telegraph was passing on a rumour that the “Queen Mary” was on the way from New York and would be calling within a few days, so I packed one of my kit bags in the afternoon. Slept in late on Sunday morning and after dinner went for a walk with Les Sabine around Mt Pleasant Park, and to the pictures in the Officers Mess after tea.
After mandatory parade at 0800 Hrs on Monday 23rd August we had lectures and a test on Aircraft Recognition. Managed to pass the test, but only just. After dinner went into town with ‘Snow’, met one of his mates and went to the Anzac Club for tea and a show afterwards. It was P.T. on Tuesday morning and we were given notice to be on parade again after dinner. That was a fair indication that a draft had been issued for embarkation. The draft was read out and as far as I can remember all the navigators from Course 72N2, except for a couple who did not come on to Halifax, were on it. We would be embarking within 48 hours. Broke off parade to have medical examinations, and then it was into town with ‘Snow’ again, who was also on the draft, for tea and the pictures to see “Song of the Islands”. On Wednesday morning we had to take our ‘Not wanted on Voyage’ baggage on parade and complete clearances. A few of us went to the Anzac Club that evening just to say good-bye to the place.
On Thursday 26th August 1943, we had pay parade in the morning, dinner and then our final parade with our ‘Wanted on Voyage’ baggage. We were then transported to the harbour and embarked on the “Queen Mary”. I was billeted in Cabin A24 with 14 others.
We Sail to the UK
Sailed early on Friday morning into good seas. It was back to two meals again while ‘in transit’. The ship had taken on a large contingent of American Servicemen in New York and it was very crowded. With such a large number on board, all were assigned to particular areas with coloured lines to follow to different venues to which they were allowed, such as sleeping quarters, bathroom facilities and Recreation and Entertainment areas. We had a limited deck space allotted to us and yellow lines to follow to the dining room and other colours to the toilets etc. On the lower decks the ‘other ranks’, mainly American troops, were assigned to sleeping areas on a shift basis.
The “Queen Mary” proceeded at full speed of over 30 knots on a zig-zag course and was unescorted. If you were walking down a passage-way when ‘she’ changed course by about 30 degrees you were pinned against the wall until ‘she’ got on a steady course again for another 15/20 minutes or thereabouts. You certainly had the feeling that a submarine would have very little chance of a torpedo attack. Time was passed playing cards, listening to music, reading the daily newspaper that was printed on board, writing letters and attending entertainment provided on board, which mainly favoured Officers. The seas stayed good all day on Saturday and at night most of us in Cabin A24 followed the relative coloured line to the large theatre on board to see a movie. Church Parade was held on Sunday, and another show in the theatre at night.
We continued to zig-zag through good seas at full speed all day Monday and enjoyed a concert in the lounge at night. On Tuesday we came around the north of Ireland and were greeted by friendly aircraft overhead and land in sight by mid-morning. This first sight of ‘the Old Country’ will remain in the memories of most on board for the rest of their life. There was a band of The Royal Marines on board and as we sailed up the Clyde past Arran with the Scottish coast of Ayrshire on our starboard the band played “Land of Hope and Glory”. As indeed it was at that time in history. There were not too many dry eyes on the decks, even among the American troops. We weighed anchor off Greenock and at 1900 Hrs were disembarked onto barges to be entrained at Greenock to travel to Brighton by rail.
Brighton, England
Travelled overnight and got our first encounter with a country at war with the blackout. Early in the morning the train steamed into the large railway yards at Crewe, then on to Rugby and the outskirts of London where we witnessed bomb damage for the first time. Arrived in Brighton at midday and were transported to No. 11 Personnel Despatch & Receipt Centre. Have never been able to work out how the despatch came before the receipt. We were assigned to billets. The N.C.O.’s to either the ‘Metropole’ or ‘Grande’ on the esplanade near the famous West Pavilion and the Officers to the Lions Head a bit further along to the east. Those establishments had been commandeered by the War Department and allotted to the RAAF’s No. 11 P.D.R.C, which had been transferred to Brighton from Bournemouth. So, on the 1st September 1943 we were officially disembarked in the United Kingdom. We spent the next two days attending to the requirements of reception, records, leave passes etc, and writing letters home as we awaited delivery of our ‘Not wanted on Voyage’ baggage.
In Central Park, New York
Roy Olsen, Keith Mills, Lou Brimblecombe, Bob Smith
Along the St Lawrence River - Part of the Aussie Contingent
Ross Martin and Ian Smith at the ‘Door’ in Tropical Uniform
In the Gardens – Halifax
P/O Bob Smith
Advanced Training-United Kingdom
Brighton, Sidmouth (Devon), West Freugh (Scotland)
Settling into No. 11 P.D.R.C. at Brighton, by midday on Saturday 4th September 1943 I had completed most of the requirements for reception and after lunch (now back to the system of calling the midday meal lunch and the evening meal dinner) I was rostered on my first duty as O.I.C. of one of the light ack-ack batteries on the esplanade, from 1400 Hrs to 1800 Hrs. Almost got court-marshalled when I gave permission to the two N.C.O.’s on the guns to fire a couple of rounds to test them. An English Army Major was soon on the scene to check on ‘the emergency’. After a bit of discussion he accepted my explanation and didn’t take the matter any further. After dinner I met ‘Snow’ who had also come over with the R.N.Z.A.F. contingent on the Queen Mary and who were also billeted with us in Brighton. We went to a dance at ‘The Palais’ that night. Had a very interesting conversation with a girl aged in her early twenties who came from Israel and was working her way through to a degree at an English University, as well as a couple of other girls who were more interested in ‘Snow’. They seemed to think he was a real heart throb. He was a good looking and good natured bloke.
This duty on the gun positions got me out of an awkward position on Sunday. We had Church Parade in the morning, usual roll-up, with quite a few Roman Catholics joining the Presbyterians. After lunch, by chance or design, Snow had met one of the girls we were talking to at the dance on Saturday night, and she suggested that he bring his friend along (that was me) as she had a friend to come with her and we could go to the pictures at night. Being a good friend I went along with him to the cinema on this blind date. Her friend turned out to be about 40 and did not appeal. There was no way I was going to be involved so I called Snow aside and explained the position. He saw my point of view and then backed me up with the explanation that I could not stay as I was rostered to go on Gun Duty in less than two hours. So I made a diplomatic departure and beat it post haste, feeling rather satisfied. Saw Snow the next morning and he told me I had made a wise decision.
On Monday morning I had more matters to attend to at reception. Mostly this was to deal with the issue of Officers uniforms etc. Got measured for my great-coat which was to be made by a tailor on Saville Row and issued with headgear-Officers for the use of.
Up to this point I had kept a small pocket diary since leaving Australia but discontinued the practice forthwith when it was brought to our attention in lectures and sessions held in connection with our reception at Brighton that diaries were not to be kept. This would be particularly enforced once we got on to operational squadrons. As a result from hereon I have to rely on memory and reflections with mates as we recalled our experiences in later years. For the next few weeks it was a daily routine of morning parade to hear who had been drafted to advanced flying schools etc, rostered on to duties such as the gun positions, or orders to attend lectures on the Brighton Pavilion. The beaches were heavily mined and this kept us on our guard when we were on gun duties, particularly when a stray dog wandered on to the beach. The Pavilion was also booby-trapped and was accessible only by walking a plank from the Esplanade.
When not on duties and on stand down we made regular trips to London on the train to get acquainted with the Boomerang Club in Australia House, and enjoy some food that was not available elsewhere. It also gave us an opportunity to explore that area of central London that was within walking distance and included many of the well known and historic buildings and landmarks. Here also, I was introduced to the Overseas Club whose members hosted Commonwealth servicemen on leave. I also had to go to London to be fitted and issued with my Officers Uniforms and Greatcoat. We were also introduced to sirens signalling an air-raid alert and ‘all-clear’, and the lives of Londoners who slept in the underground stations platforms. At Brighton the only enemy action I saw was one day when a German twin-engined bomber came in low over the channel, climbed to about 1000 feet over the town and as it circled around the outskirts dropped a stick of bombs and headed out to sea again. It was all over in less that two minutes and the gun batteries on the esplanade did not get a chance to fire at it.
I Go to Scotland On Leave
On 11th September 1943 I was given 7 days leave (authority POR 174/43) and headed off to Aberdeen to stay with Jim and Nan Joss to whom I had been referred by the Overseas League at the Boomerang Club. I wished to go to Aberdeen to have the chance to visit Kintore where by father and uncles spent leave during WW1. It was a wonderful introduction to Scotland, and the fore-runner of a few more happy times there when on leave which eventually led to meeting a lass who stole my heart, but more about that later. That’s in the future still. Got back from leave to learn that some of the course had been posted to Advanced Flying Units. Keith Mills and Eric Sutton and a few others had been posted to No. 4 Observer A.F.U. West Freugh, Scotland and John Lewis and Lou Brimblecombe had been posted to No. 3 A.F.U. at Halfpenny Green. A few weeks later John was to be our first loss of life when he was killed in an accident flying over Wales on a training exercise. A few days after I got back Noel Hooper, John Honeyman and myself were instructed to attend Course No.14 Aircrew Officers Training School at Sidmouth in Devon.
With necessary travel warrants and instructions we arrived in Sidmouth on Sunday 26th September. The three of us were impressed with the beauty of the English country side as we travelled through Hampshire and Dorset to Devon. It was hard to realise that the country was at war, until you passed an airfield or a large military establishment. We were met at the station and transported to the Training School that was situated in a stately mansion that was probably an up-market holiday resort in peace time.
More Training in Devon
The course was an intense period of lectures on Air Force Rules and Regulations, Physical Exercises, Field exercises with live ammunition, escape procedures and parade ground drills under an iron-fisted disciplinarian R.S.M. from one of the Guards Regiments, whom we referred to as the ‘screaming skull’, but not to his face. None of us was that brave. We were put over an obstacle course on the second day there and only a few of us managed to complete it in the approved time. I was still reasonably fit from athletics training and managed to go over all the obstacles except one, but within the time allowed. After 23 days we were put over the same course again and everyone passed, all the fittest they had ever been.
Field exercises included live ammunition with shots fired at medium range, hand grenades, firework crackers etc and it was our observation to identify the type and direction from which the detonation was heard and make quick decisions on evasion tactics. We were also given exercises in techniques of camouflage and the use of the terrain to move and avoid detection. In the event of being shot down over enemy territory it was your first duty to avoid capture. Parades and Parade-ground drills were real masterpieces with the R.S.M. in charge. The short straw must have had my name on it when it came to parade-ground drills. When we were given duties for colour parades and reviews. I landed the duties of S/M of Parade, Adjutant of Parade, C/O of Parade and Reviewing Officer of Parade. It is a mystery how I was not promoted immediately to rank of Air Commodore or above. Noel and John felt sorry for me-like b.hell they did!
On our first day we were fitted out and issued with khaki battle dress, army boots etc, and this was our standard dress for the course, except for evening meals when the traditions of dining in the Officers Mess were observed. A few got postings from the course either to A.F.U. or back to their unit. I remember one Aussie pilot who was sent to the course as a disciplinary measure after he pranged a ‘Wimpy’ on take-off at an O.T.U, apparently without injury to any of the crew. After about ten days he was posted back to his unit to take up further training with the crew. Nine Aussies started the course but there were only five of us there at the end. Leave was granted most nights and at week-ends, so we were able to spend some time in town and go to the pictures or a dance. Met a girl, Irene Collins, at a dance one night who asked me to escort her home-what a walk; I think it must have been to the next village. She worked in a shoe shop in town, and I did see her a couple of times after that when I went down town.
Most vivid memories of the course relate to small arms firing practice, throwing live hand grenades, and the cross country exercises when we somehow managed to make tracks through an apple orchard, stuff a few into our jackets and get back to discover that we had a sort of crab apple used for making cider. Also tried our hand at toasting chestnuts, but not much satisfaction there either. Drilling the squad when under the instruction of the ‘screaming skull’ provided a bit of entertainment, particularly when he decided to take over and show us how to do it. He would give the order ‘Quick March’ at the top of his voice and let the squad get down the road about 70/100 yards before giving the order ‘About Turn’. By the 50/60 yard mark the squad had agreed that from a certain person forward they would disregard the order, the ones at the crucial point would hesitate, and behind them they would do the about turn. That really curled the ‘mo’ and sent a string of invective over the countryside, when the ones in front said they did not hear him. He didn’t fall for it-had been through that mill many times before. We got the feeling that he would liked to blame the Aussies and give them a bit of extra drill, but as they were of higher rank he had to play it cool.
At week-ends we were given leave, although the whole course was de-facto stand-in for the local Home Guard Unit, we were given details of the mined areas on the beaches, most of which were at the base of high cliffs and difficult to reach. Generally it was the area immediately below these cliffs that were not mined. On our first Sunday Noel and John and I headed off west close to the coastline along the tops of the cliffs, almost to Exmouth from where we could see Torquay in the distance. As we had been walking for a bit over 2 hours, we decided to veer north to a village that had golf links nearby where we found a café and had lunch. We crossed a railway line, into a village called Otterton and followed country roads and lanes back to Sidmouth. The next Sunday we headed north towards Honinton and got as far as Aflington. On this walk, following roads and lanes off the main road we stopped to talk to some villagers to enquire if a village about 2 miles further north had a café that was opened on Sundays. They did not know, had lived there all their lives and had never been to that other village.
We would have walked about 20 miles on each of those Sunday hikes, and that kept us in good physical condition. Knowledge gained on the Sunday hikes proved very valuable later on and was put to good use. On the Tuesday of the last week we had our final test on the obstacle course. No problems for any of us, even up and over the poles that were fixed horizontally at varying heights between the trunks of two pine trees to a height of about 30 feet, the only obstacle that stumped me on our run over the course on our first day. I did not go over the top then, but under it. The next day we were given our final test of escape techniques. We were despatched at 0830 Hrs to go to a spot near the village of Axmouth which lay just south of the road to Lyme Regis and north of the seaside town of Seaton. It was up to us whether we went singly, or in small groups like a crew from an aircraft that had been shot down. But we had to get to the destination without being observed by the instructors who would be in positions at a couple of points along the way. The sergeant in charge of the exercise, when informed that Noel and John and I would stick together and go as a team for the exercise said that was a good idea and even recommended to the others to learn from these Aussies who often did well in this exercise. We did well, but it involved a bit of cunning.
Our plan was to let the field get away and ahead of us while we went to a café for morning tea to formulate our tactics. We had to be at the ‘target’ by 1600 Hrs. That gave us a bit over 7 hours to do about 9 or 10 miles measured in a straight line. We had prepared a bit beforehand, and by fair means or foul John had obtained a woman’s hat and shawl. After morning tea we set off walking to the village of Sidford less than 2 miles north of Sidmouth where we knew we could get a taxi and were sure that no scouts would be stationed along that route. I have a suspicion that John had had a discussion with a taxi driver in this village on one of our Sunday walks because we found him very co-operative and willing to help, although he was going to use up a bit of his petrol ration. Sometimes crosses my mind if he got a voucher from John to say his taxi had been commandeered for defence purposes. For him it was going to be a round trip of about 20 miles. I cannot remember what the fare was, but probably in the 5/10 Pounds range, and that was probably the best fare he had made on a Wednesday in war time. In the taxi we set off on the main road towards Lyme Regis and after about 5 miles turned right along a road that went past a quarry and then north-east to Colyford our destination for the taxi. On this last stretch we had a fair idea that scouts would be stationed, so John donned the hat with the shawl over his shoulders and sat up and surveyed the scene while Noel and I crouched down so as we could not be observed. With a bit of luck John spotted our friendly Sergeant sitting under a tree about 15 yards inside a field with a ditch between him and the road. No other scouts were seen. We left the taxi at Colyfield and walked the last mile or so to Axmouth and the designated meeting place. No one was expecting escapees to come in from a northerly direction so we arrived without being spotted to the amazement of the team that had congregated there. We timed things so that we did not arrive until just after 1530 Hrs. A few had already arrived carrying flags to indicate they had been spotted by one or more look-out scouts. Not long before 1600 Hrs the Sergeant, and other spotters arrived and were about to announce that no one had spotted the 3 Aussies, when he looked around to spot us and cried “How the hell did you three get here??” We told him we did not spot any other look-outs, but we did see him under a tree and where he was.
We had our story ready that we were coming up a ditch beside the road when we spotted him and realised we could not pass along that ditch without him seeing us, so we back-pedalled a bit using trees along the road as cover, and then crossed the road and away a bit to the north, which brought us in from that direction. We told him we were within the length of 2 cricket pitches from him, and that really had him flabbergasted. Somehow or another he got the correct information by Friday morning, and told us he was not very impressed, but couldn’t decide whether to admonish us for not entering into the true spirit of the exercise or just acknowledge that we had exercised initiative that we had so often been instructed to do.
Sunday 24th October saw the completion of our Air Crew Officers Training School, and on Monday morning we set off by train back to Brighton. We went via Salisbury where we had a stop over to have a look around the town and visit the famous cathedral. During WW1 my father had been billeted on Salisbury Plains with 41st Battalion A.I.F. and used to talk about the Cathedral and his visits around the area. I did not know it then, not even until the 1980’s, that my paternal great grandparents had come from East Hagbourne in Berkshire about 20 miles from Reading in the area that we were to-day travelling through.
Back at Brighton on Tuesday it was a return to the usual routine of morning parade, lectures and stand-downs as we waited for a posting to an Advanced Flying Unit. During this time we were attending a lecture in the old ball room on the Pavilion when the whole pier was rocked by an enormous blast. Someone had detonated one of the booby-trap mines on the end of the pier and really started some activity. We were evacuated very quickly. Never heard any more reports and whether there were any casualties apart from a few sea gulls. At Brighton a new contingent of EAT’s N.C.O.’s and Officers had arrived and the duties on the ack-ack guns had been assigned to them which gave us more time to take visits up to London.
My Posting Comes Through - Scotland
On Parade about 6th November my posting came through to No. 4 (Observers) Advanced Flying Unit at West Freugh, near Stranraer in Scotland. There were other navigators on the same posting that were on a course after No. 71 and arrived in Brighton about a month or so after I did. These included Keith Nunn, Hector Craig and Soapy Campbell. Noel Hooper and John Honeyman were posted to an A.F.U. affiliated with No 5 Group Bomber Command. I seemed assured to going into No. 3 Group which operated in East Anglia.
Those going to West Freugh left Brighton by train on Monday 8th November, travelled overnight, changing trains probably at Carlisle, and arrived in Stranraer and on to West Freugh by RAF transport on Tuesday to attend to the usual requirements of reception for a course that was due to start the next day. Keith, Hector, Soapy and I were all billeted in the same Nissen hut in the Officers quarters.
We certainly got our introduction to the Scottish weather coming into their winter. The famous Scotch Mist just hung on and on, in fact for the first six weeks we were there we never saw the sun from the ground, but at 2,500 feet you were above cloud and in clear sky. For the first few days we were kept in the lecture rooms for revision in most of the subjects we had studied at Edmonton and talks on what to expect as we moved on to become acquainted with new navigation aids etc that were coming into use in Bomber Command. Our air exercises at West Freugh over the 8 weeks we were there comprised 30 Hrs 35 mins of daylight flying and 18 Hrs of night flying atSS heights between 1500 feet and 5000 feet. The air exercises over routes as detailed in my log book were mostly over the Irish Sea area to landmarks in Northern Ireland, Wales and the Carlisle area to the East. In most cases the exercise started from Ailsa Craig, a landmark island in the Clyde Estuary. You had to be wary of your height and track to ensure you did not come to grief on the Isle of Man.
A great advantage of flying with RAF Staff Pilots was they flew the course given to them. They couldn’t see the ground anyway most of the time. This gave good experience in D.R. navigation and was a great help in charting an air plot. They were mostly very experienced pilots who had served with the RAF in India as well as on operations at home and were very experienced in flying Ansons and Oxfords.
Some Flying “Incidents”
The starting point of Ailsa Craig nearly caused an accident on one of our exercises. We had climbed through cloud and on course etc, when I said to the pilot we would proceed on our first course of the exercise from E.T.A. Ailsa Craig, which would have been not far out because of the short distance we had flown. He insisted on going below the cloud to get an accurate fix from which to start our exercise. Our course was nearly too accurate, as when we broke cloud at about 800 feet Ailsa Craig was almost dead ahead, and the faithful “Old Aggie” as we called the Anson flew past the cliff face too close for comfort. The pilot circled the island, flew a bit north of it and then came back on the course we were to fly on the first leg and climbed back into the cloud over the island with a satisfied look on his face.
On another exercise the first course was eastwards to Wigtown, and then on to Silloth, past a mountain that was about 1500 feet high near Gatehouse-on Fleet I think it was called ‘Crefell’ and it had claimed a few aircraft crashing into it, so we had to make sure we were at least at 2000 feet. For the exercise we had been given ‘met’ winds of 30/49 Knots from the west. By the time we got near Gatehouse-on Fleet it was obvious that the true wind was over 70 knots and in response to radio message we were recalled.
A flight of less than 30 minutes out took over 2 hours on the return with the Aggie at maximum air speed. Coming over the top of one of those high mountains you had the feeling you could just have jumped off like from a moving tram. A night exercise was scheduled to fly to Newcastle to give us navigation experience and the air defences there some dry-swim practice. Before we got as far as Silloth we were recalled as Newcastle was in fact being raided by the Luftwaffe. Sometimes I have wondered about the co-incidence. It was on one of those exercises that I had a bout of air sickness and on landing the pilot put it in his report. The O.C. Training ordered me to report to the M.O. for an assessment. I cannot remember what his examination involved but I was not scrubbed from flying.
On 30th December we were detailed on navigation exercises flying at 5000 ft. Two navigators were assigned to an exercise flying over the Irish Sea due south to Holyhead in Wales and then north west to Ballyquinton Point in Northern Island. This had the Isle of Man along this path. The two navigators on this route were Keith Nunn and Harold ‘Hal’ Peters, both graduates of No. 74N course. Most of the route was covered in cloud with base at about 1000 feet. It turned out to be a tragic day. The aircraft in which Hal Peters was flying must have descended through the cloud too soon and crashed into a mountain on the island. Hal was 33 years of age and came from Bentleigh in Victoria. He was buried in Andreas (St Andrew) Churchyard on the Isle of Man. My last navigation exercise at West Freugh, a week later, was over this same route.
Another flying incident at West Freugh that remains in my memory concerns the crash of a Hampden twin-engined bomber. A few of the RAF pilots were discussing the flying capabilities of this aircraft, a few of which were stationed at West Freugh for coastal surveillance work. A F/Sgt. pilot was arguing that the aircraft would not pull out of a spin. One of the ex-India RAF Officer pilots disagreed and said when the weather was clear enough he would take one up to about 5,000 feet, put it into a spin and pull out. He did this a few days later in sight of a few onlookers - but unfortunately the aircraft did not pull out of the spin and went down to crash into the sea. One of the ex-India pilots was heard to remark “That is only four of us left now”.
Leave in Oldhall – I meet Alma
As I had advised Jim and Nan Joss in Aberdeen that I had been posted to West Freugh, Nan wrote back to say that she had been in touch with a Friend/Cousin in Paisley and she and her husband would be happy to host me if I went to Glasgow. We were given 48 leave pass one week-end so I took the opportunity to go by bus, getting off at Oldhall between Paisley and Glasgow to visit Ronnie and Molly Whyte and their daughter Alma who lived at 39 Tylney Rd, Oldhall. This led to many enjoyable leaves in Aberdeen and Paisley when I came to be accepted freely by both families over the times ahead and which was eventually to see Alma and I marry. I think that we would both agree however that it was not love at first sight.
Hector Craig, who had some relatives in Glasgow came with me on the bus on our two week-end leaves. We were not happy with the smoke filled busses filled with farm workers in heavy sweaty smelling clothes, and not a window opened. It was winter, damp and cold, but some fresh air was desirable, so we would open the window a bit near our seat to get a look that only a Ranger’s fan would give a Celtic fan. Ronnie Whyte was a staunch Ranger’s follower and I was soon to learn of the rivalry between those two sides. The passion for football, what we called soccer, was new to us.
Our course at West Freugh was completed on 7th January 1944. Our posting came through the next day and we were given a few days to complete clearances-the usual medical, dental etc and pack our Officer issue steel trunk for despatch to our new station. Keith Nunn and Hector Craig and I were posted to No. 84 Operational Training Unit at Desborough in Northamptonshire. We realised then that we were destined for No. 3 group Bomber Command that was equipped with Lancasters. We were given 7days leave and travelling time and had to report to Desborough by 24th January (Auth POR 2/44). Travelling warrants were issued at the Adjutant’s office on 11th January, a day after my 20th birthday anniversary, and I went on leave to Aberdeen for a week and then to London for a few days to catch up with mates at the Boomerang Club.
Now it was on to joining a crew, further training as a crew with more advanced aircraft and at heights above 10,000 feet. As it turned out it was to bigger and better things and experiences that made men of us. ......
West Freugh – Laundry Hung Out to Dry In Our “Heated” Quarters
At Aircrew Officers Training School
Sidmouth, Devon
Noel Hooper, Bob Smith
Bob Smith, John Honeyman
Training as a Crew
Crew Formation at No. 84 O.T.U. (Operational Training Unit)
Desborough, Northamptonshire
For operational training I was posted to No. 84 O.T.U at Desborough in Northamptonshire, an Operational Training Unit under the control of No.3 Group, (RAF Bomber Command) as from 25th January 1944. This Unit was flying ex-operational Vickers Wellington X’s, with unit identification “IF”. This was our introduction to flying above 10,000 feet in aircraft equipped with oxygen. Radio I/D was “Foodramp”.
Along with Keith Nunn and Hector Craig I was accommodated in the Officer’s Quarters and went through the usual reception procedure. A programme of lectures and ‘dry-swim’ exercises started immediately and went on for two weeks. Flying exercises started on 15th Feb, crewed with a staff pilot and flying as a 2nd navigator under supervision, to gain experience on new special navigation equipment and flying at heights of 10,000 to 15,000 feet, wearing oxygen masks. Instructors, mostly with operational experience, assessed our work and passed us as satisfactory to proceed further into the formation of a crew and on to further training towards posting to an operational squadron. Over that first month lectures and tests occupied a lot of time, and were most interesting as we were instructed in new equipment coming into use, some of it still on the secret list. During that second fortnight we flew 2 daylight flying exercises and 1 night exercise of between 4 and 5 hours each. On 28th February after flying a special daylight exercise of 4 ½ hours at 15,000 feet all the aircrew under operational training were assembled at 1700 Hrs and told to sort themselves into crews by the next afternoon.
On 1st March 1944 our crew was formed. In the morning pilot F/Sgt. Ron Hastings approached me to see if I had been claimed yet and when he said he had obtained another Aussie as a Bomb Aimer and two RAF fellows who had come through a gunners course together and wanted to be together in a crew, I agreed to join them. Soon afterwards we approached a Wireless Operator who had many flying hours to his credit and had come from a unit where he was an instructor. So, for the time being we had a crew, with a Flight Engineer to be added when we went on to conversion to four engined bombers:-
The Crew:
Pilot F/Sgt Ronald William Hastings RAAF No.423112 Born 11 Nov 1922
Nav. F/O Robert Wylie Smith RAAF No.425992 Born 10 Jan 1924
B/A F/Sgt Harold Edward Burns RAAF No.422144 Born 5 Nov 1915
W/Op.F/Sgt Victor Frederick Pearce RAF No.1196145 Born 17 Jul 1920
M/U/G Sgt George Henry James Malyon RAF No.1432616 Born 7 Jan 1923
R/G SgtDonald George McFadden RAF No.1387716 Born 26 Feb 1923
All aircrew were volunteers, so the RAF fellows were in the RAF Volunteer Reserve. Between ourselves we were called respectively, Ron, Smithy, Bobby, Vic, Mike and Mac.
On 2nd March most of the newly formed crews, including us, were sent to the satellite ‘drome at Harrington, about 4/5 miles away, to fly a high level bombing exercise in daylight and then about 6 hours on circuits and bumps (which gave the navigator nothing to do) over 2 consecutive nights, and on the next night 2 ½ hours on high level bombing. Having completed these exercises it was back to the main ‘drome on 8th March to start a very intense month of flying training in daylight and at night. These exercises were always over approved set routes, sometimes with an experienced pilot as we went on long night flights, fighter affiliation exercises and high level bombing. Lectures still continued at times during the day and there were breaks for sports and evening/week-end leave.
Dealing With an Emergency
On 13th March, flying in an older Wellington 111 No. X3995 and letter coded “U” for Uncle we had an emergency forced upon us on take-off after lunch. Just as the aircraft started to lift off the runway the flap over the port wing fuel tank inlet sprung open, causing that wing to stall. As that wing started to drop it was only the quick corrective action by Ron that saved us from disaster. It took the combined effort of him and the Bomb Aimer who was standing beside him to hold the joy-stick hard over to starboard to keep the plane on level flight. The control tower had noticed our wild take-off, and before we could gather our wits they contacted us with a call “Foodramp Uncle-are you in trouble”. Ron replied with a brief description of the problem and immediately got a message back to circle if possible and come into land immediately as they would have emergency vehicles standing by. An experienced pilot was put in direct contact from the control tower to assist Ron. Although we did not know it at the time, sirens were sounded on the ‘drome and a fire tender, ambulance and crash wagon were rushed on to the tarmac. Ron instructed me to keep the runway on our starboard wing in sight and guide him around to the downwind end. Then, as he lined the aircraft up on the runway and started a landing approach he ordered all except “Bobby” Burns, the B/A, to take up crash positions, leaving the intercom to all positions open. With the two gunners I took up the crash position. Vic, the wireless operator, was tuned into a BBC radio broadcast and was not aware of the emergency, although he admitted later he thought the flying was a bit rough. I learned a lesson from this as I should have tapped Vic on the shoulder as I went past him to the crash position and beckoned him to join me.
Ron and Bobby managed to control the aircraft sufficiently to make a reasonable landing although it gave a severe lurch to port as we touched down, causing Mac, who was next to me in the crash position and had started to get to his feet as soon as the wheels touched the ground, to fall against me and force my head on to the side of the fuselage resulting in a bit of a lump on my right temple. Mac thought for a minute that he had severely hurt me as we both ended up lying on the floor. This lurch caused Vic to look around and see Mike, Mac and myself in the crash position and to wonder what was going on. So we had a bit of explaining to do. We were all O.K, and saw a certain humour in what happened next. As soon as we came to rest Ron contacted the control tower with their sign and the message “Foodramp Uncle here—we have pancaked”, only to get the immediate response “Foodramp Uncle, if you have pancaked you have not pancaked here”. A quick look around and we recognised the surroundings—we had landed at Harrington, the satellite strip. As they say, all is well that ends well, (in spite of Murphy’s Law). Transport was immediately sent out to the aircraft to take us back to the base ‘drome for a quick medical assessment, but we said we were O.K. The M.O told me I would probably get a black eye if any bruising came out and that my flying helmet had probably saved me from more serious injury. In reflection, it is possible that if Ron had attempted a full 360 degree turn back to the runway we had just taken off from, the outcome could have been much worse.
The M.O did not say anything about not flying for a day or two. The experience certainly strengthened our confidence in and respect for Ron, and taught us valuable lessons. We did not hear what happened to the ground crew responsible for fuelling the aircraft and ensuring that the wing flaps were properly secured. Probably went on a charge and received some form of punishment. The aircraft was given a thorough inspection, before it was moved and flown back to the base ‘drome. The undercarriage must have experienced some stress when we touched down. We flew again in the same aircraft four days later on a high level bombing exercise and had no problems.
By 8th April we had completed all the requirements of the course at O.T.U and were passed as fit material to proceed to conversion to four engine aircraft. We were given about 11 days leave (Auth POR 15/44) and instructed to report to No. 1653 H.C.U (Heavy Conversion Unit) at Chedburgh in Suffolk on 21st April. A signal had come through that a crew was required for an Australian Squadron in No.5 Group with a condition that it must comprise at least 4 Aussies in the crew. The only one to qualify on our course was P/O. George Edwards (Pilot) who had crewed with Keith Nunn as his navigator. Both had known Ron Hastings prior to this time. Keith had known Ron and his father before the war. Both Ron’s father and Keith were employed in the then Union Bank of Aust- later to become the ANZ Bank. Ron & George had trained together as pilots. That crew eventually went on to No.467 (RAAF) Squadron at Waddington in Lincoln and were shot down on their second ‘Op’ on 29th June 1944, bombing the flying bomb base at Beauvoir in France. George was killed and Keith was captured and taken POW. After the war Keith resumed his career with the Union Bank. I have no recollection of where Hector Craig and crew were posted to.
Previous Service history of our Crew members
Pilot “Ron”
When he was born in 1922 his family surname was ‘Heuzenroeder”. His father was employed in the Union Bank and in the mid-1930’s with the world scene focussing on the Nazi regime in Germany, and the bank considering his transfer to Manager of a country town, they requested him to change his surname. Ron was in secondary schooling at the time and chose the name ‘Hastings’.
Ron enlisted in Sydney on 20th June 1942 and was posted to No.2 I.T.S. at Bradfield Park. On 15th Oct 1942 he went to No.5 E.F.T.S at Narramine in N.S.W and on 17 Jan 1943 to No.8 S.F.T.S at Bundaberg in Queensland. On 7th May 1943 he graduated with his pilot’s wings and posted to No.2 Embarkation Depot with rank of Sergeant. Embarked in Sydney on 25th May 1943, travelling via the USA and arrived in the U.K. on 7th July 1943 at No.11 P.D.R.C at Brighton. On 7th Sep 1943 posted to No.15 (Pilot) A.F.U at Andover before posting to 84 O.T.U at Desborough on 25th January 1944.
Nav. “Smithy”
Enlisted 21st May 1942 at No.3 Recruit Centre, Eagle St, Brisbane in an intake of ‘Aircrew Guards’ and posted same day to No.3 Recruit Depot Maryborough Qld. On 13th June 1942 posted as ‘Air Crew Guard to No.1 A.O.S. Cootamundra N.S.W. where on 16th Sep 1942 was posted into No.73 Reserve Squadron. On 11th Oct 1942 posted to No.2 I.T.S. Bradfield Park , Sydney and on 2nd Jan 1943 to No.2 Embarkation Depot, Bradfield Park. Embarked Sydney on 8th Feb 1943 on troopship “U.S.S. Hermitage” to San Francisco and then by train to Edmonton, Alberta, Canada. On 7th March 1943 posted to No.2 Air Observers School at Edmonton. Graduated with wings as a Navigator and granted a commission on 23rd July 1943. On 4th Aug 1943 posted to No. 1 “Y” (Embarkation) Depot at Halifax, Nova Scotia. On 26 Aug 1943 embarked on the “Queen Mary” to the UK. Disembarked on 1st Sep 1943 at Gourock, Scotland, and then by train to Brighton, England and posted to No.11 P.D.R.C. on 2nd Sep 1943. On 27th Sep 1943 attended Air Crew Officers Training School at Sidmouth, Devon, for a 4 week course. Posted 0n 9th Nov 1943 to No.4 (Observers) A.F.U at West Freugh, Scotland and on 25 Jan 1944 posted to No.84 O.T.U, Desborough,England.
B/Aimer ‘Bobbie’ or ‘Rabbie’
Enlisted on 25th April 1942 at No 2 Recruit Centre in Sydney and on same day posted to No.2 I.T.S at Bradfield Park. On 15 Aug 1942 posted to No.2 Embarkation Depot at Bradfield Park. And on 21st Aug 1942 posted to No.1 E.D. at Ascot Vale, Victoria. Embarked in Melbourne on 7th Sep 1942 and ‘disembarked’ No.3 Manning Depot, Edmonton Canada on 2nd October 1942. On 11th Oct 1942 posted to No.5 A.O.S at Winnipeg and on 29th Dec1942 posted to RCAF station at Trenton, then on 21st Feb 1943 posted to No.4 Bombing & Gunnery School at Fingal and on 16th May 1943 to No.4 A.O.S at London Ontario. On 13th Oct 1943 posted to No.1 ‘Y’ Depot at Halifax, Nova Scotia. Embarked at Halifax on 22nd Oct 1943 and ‘disembarked’ 31st Oct 1943 at No.11 P.D.R.C. Brighton, England. Posted to No.4 A.F.U. West Freugh, Scotland on 23rd Nov 1943 and on 25 Jan 1944 to No.84 O.T.U. at Desborough, England.
W/Op. Vic.
Enlisted in the RAF 2nd Dec 1941. Commenced flying training in August 1942 after transfer to the RAF V.R. After completion of Wireless Operator’s course was posted to Bobbington as an instructor prior to posting to No.84 O.T.U. Desborough on 25th Jan 1944
M/U/G. ‘Mike’
Enlisted in the RAF on 5th May 1941, in the RAF Regiment. Initial Training at Cardington, and on 30th June 1941 posted to White Waltham and Cranwell for a ground observers course before posting to the Outer Hebrides and Orkney Islands. In June 1943 volunteered for flying duty (R.A.F.V.R) I.T.W Bridlington ,Yorkshire and Air Gunnery Schools in Shropshire and Bishopscourt, Northern Ireland. Graduated with wings in Dec 1943 and posted to No.84 O.T.U, Desborough on 25th Jan 1944.
R/G. ‘Mac’.
Enlisted in the RAF on 5th Feb 1942 and served in the RAF Regiment until June 1943. when he volunteered for flying duties and had the same postings in flying training as ‘Mike’, which is why both wanted to stay together in the same crew. Both came from London.
The Crew in front of a ‘Wellington X’
Ground Staff
Mac, Vic, Mike, Bobbie, Ron Smithy
Hours flown at No.84 O.T.U.
Daylight – 34 Hrs 30 mins Night – 30 Hrs 30 mins
No. 1653 H.C.U. (Heavy Conversion Unit)
Chedburgh, Suffolk
This unit was equipped with ex-operational Stirlings 1 & 111. Unit I/D. H4.
On 21st April we were posted to No. 31 Base (No.3 Group R.A.F.Bomber Command), Stradishall, Suffolk, under whose administration were No.1653 H.C.U. and No.3 L.F.S. Feltwell for training in 4 engined heavy bombers. A Flight Engineer, straight from training at a Rolls Royce training school, was appointed to the crew. As a general rule this was a Flight Engineer’s introduction to flying. Sgt. Ron Partridge was added to the crew, and immediately earned the nick-name ‘Pheasant’ by Ron. His training in the Merlin engine at the Rolls Royce establishment was not put to use while we were flying Stirlings with radial engines, but was going to be valuable when we graduated on to the Lancaster Bomber. Ron was destined to stay with our crew only for our first 6 operational sorties.
After 3 weeks of extensive lectures, introductions to and instructions on the special equipment that we would be using on a squadron, most of it specialist to a particular crew member, and general information that applied to all given by experienced personnel on what to expect on operations over Europe as well as survival and escape techniques it was back to practical flying exercises. At first these were with an experienced pilot for dual familiarisation flights of circuits and bumps and then on to a high level navigation and bombing exercise before Ron was allowed to go solo with his crew.
We did not escape the now accepted ‘emergency’ that can crop up on training flights. On our last ‘dual’ flight on the morning of 18th May we had a F/O. Gill as Captain. On take-off he cut one engine to give Ron the necessary experience in that situation. It almost backfired as the aircraft we were in, R9287 H4-Y (Yoke) was rather sick on 3 engines and refused to climb while the under carriage was still down. Fortunately Chedburgh was on a plateau and the ground fell away from us. The under carriage was retracted and we did manage to gather a bit of speed to give us a safety margin above stalling. The ‘killed’ engine refused to re-start, so Ron also had experience with landing on 3 engines. An eventful 25 minutes. After lunch we were transferred to another aircraft and Ron was allowed to go solo with the crew for 2 hours of circuits and bumps.
Involved in a Diversionary Flight at Time of Normandy Landing
Over the next 18 days and nights we did a number of special cross country navigation and bombing exercises and then flew what was an ‘Op’, but it was not credited as such. It was on the night of 5/6th June 1944, the eve of “D.Day”. We took off at 2310 Hrs on a special exercise flying at 12000 feet which took us out over the North Sea, approaching the Belgian coast near Ostend and at about 20 miles from the coast altered course to roughly Nor-East for 15 mins, before turning to port and then heading back to base crossing the English Coast near Orfordness. We had been on a diversion raid to draw attention away from the landings on the Normanby Coast of France. When we got back over Suffolk we were given a triangular course to fly, still at 12,000 feet, until it was all clear for us to descend and land. Below was an extensive procession of aircraft heading towards France, so we soon realised that the invasion of German occupied Europe was under way. We landed about 0130 Hrs on 6th June, “D.Day”, and were informed that General Dwight Eisenhower would be broadcasting a special announcement later in the morning.
A day or two later we were paraded and given the duty of scouting through a near-by ‘wood’, as there had been a report that a parachutist had been seen to jump out of a German aircraft that had flown over. About 30 to 40 airmen hiked through that wood and surrounding fields, but found nothing. Later in the afternoon two farmers walked up to the guards at the station’s main gate with a suspect in tow. One was carrying a hay fork in a menacing manner. They found him on the edge of the wood, probably waiting for night to fall before moving on. Never did hear what the sequel to that was.
On 12th June, in the afternoon, we were detailed to take an aircraft on a flight test. On arrival at the aircraft we were met by a senior officer who informed us that an important passenger was on board who we had to deliver to Tempsford, the base of No.161 Special Duty squadron, and to fly below 500 feet all the way there and back. So I had to prepare a quick flight plan to Tempsford. When we got on board we discovered that our passenger was a very attractive young French lady, probably in her early 20’s, who was to be parachuted out over France that night on a special mission. What a girl?
No. 1653 Chedburgh – Suffolk
F/E Sgt Ron Partridge Added to The Crew That Went to “Ops”
Smithy, Bobbie, Ron, Pheasant?,
Mac, Mike, Vic
Two days later we completed out training at Chedburgh with a high level bombing and fighter affiliation exercise which involved corkscrews for which the Stirling was not particularly suited, and neither was my stomach. I have to admit that I did suffer some air-sickness on such occasions. On 14th June we were advised of our positing to No. 3 Lancaster Finishing School at Feltwell in Norfolk and to attend to our clearances from Chedburgh.
Hours flown at No.1653 H.C.U.
- Daylight 27 Hrs 25 mins, Night 20 Hrs 25 mins
No. 3 L.F.S. (Lancaster Finishing School)
Feltwell, Norfolk
Still under our posting to No.31 Base, Stradishall we were attached to No.3 L.F.S from 18th June 1944 for a concentrated 10 day course of lectures and instructions and our introduction to the “Lancaster 1”. The squadrons of 3 Group were equipped with the Lancaster 1 and Lancaster 111. The course was mainly for the pilot. Instructors were pilots who had completed tours on the ‘Lanc’.
P.O. Treasure was assigned to our crew for 3 hours of dual and solo circuits and bumps in daylight on 23rd June and for the same at night the following day. The next day we were on our own for a test flying a triangle over Norfolk for over an hour and 2 days later flew a cross country navigation test of over 3 hours.
It was a great thrill to eventually get on to Lancasters. A vast improvement on the Wellington and Stirling and truly the most successful heavy bomber of WW11. It was a ‘plane that gave the crews a feeling of confidence. Its power and manoeuvrability and load carrying capacity exceeded all others at that time. As far as I was concerned I had reached my goal. After some operational experience, you wee convinced that every one who operated in the light and medium bombers in the early years of the war deserved a ‘gong’.
On 27th June 1944 we were advised that we were posted to No.XV/15 Squadron at Mildenhall, Suffolk, a permanent RAF Base and one of the jewels of Bomber Command.
Hours flown at No. 3 L.F.S.
- Daylight 4 Hrs 20 mins, Night 6 Hrs 20 mins
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
Bob Smith's Memoirs
Creator
An entity primarily responsible for making the resource
Bob Smith
Date
A point or period of time associated with an event in the lifecycle of the resource
2003-03
Spatial Coverage
Spatial characteristics of the resource.
Turkey
Turkey--Gallipoli
Australia
Queensland--Brisbane
Queensland--Ipswich
Queensland--Maryborough
New South Wales--Cootamundra
New South Wales--Sydney
New South Wales--Wagga Wagga
New South Wales--Lindfield
New South Wales--Blue Mountains
New South Wales--Neutral Bay
American Samoa
American Samoa--Pago Pago
United States
Hawaii--Honolulu
California--San Francisco
California--Alcatraz Island
California--Oakland
Canada
British Columbia--Vancouver
Oregon
Washington (State)--Seattle
British Columbia--Vancouver
Alberta--Edmonton
Alberta--Jasper
Alberta--Fort Saskatchewan
Germany
Germany--Gelsenkirchen
Alberta--Calgary
Germany--Cologne
Tasmania
Italy
Italy--Foggia
Great Britain
Scotland--Gourock
England--Brighton
Germany--Hamm (North Rhine-Westphalia)
France
France--Laon
Belgium
Belgium--Antwerp
Germany--Wesseling
France--Montdidier (Picardy)
Austria
Austria--Vienna
Germany--Frankfurt am Main
Queensland--Cairns
Saskatchewan--Saskatoon
Manitoba--Winnipeg
Ontario--Toronto
North America--Niagara Falls
New York (State)--New York
Québec--Montréal
Nova Scotia--Halifax
Scotland--Greenock
Scotland--Aberdeen
England--Sidmouth
England--Salisbury
Scotland--Ailsa Craig
Great Britain Miscellaneous Island Dependencies--Isle of Man
Scotland--Gatehouse of Fleet
England--Newcastle upon Tyne
Wales--Holyhead
Scotland--Paisley
France
France--Beauvoir-sur-Mer
Queensland--Bundaberg
Victoria--Melbourne
Ontario--Trenton
Ontario--London
Saskatchewan
Québec
Nova Scotia
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 Australian Air Force
Royal Canadian Air Force
Royal New Zealand Air Force
Description
An account of the resource
Bob's memoirs from his early training until he became operational.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
107 printed sheets
Identifier
An unambiguous reference to the resource within a given context
MSmithRW425992-230825-03 copy
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
106 Squadron
115 Squadron
142 Squadron
15 Squadron
1653 HCU
166 Squadron
3 Group
4 Group
44 Squadron
467 Squadron
49 Squadron
5 Group
619 Squadron
622 Squadron
640 Squadron
76 Squadron
78 Squadron
84 OTU
Advanced Flying Unit
aerial photograph
air gunner
aircrew
Anson
anti-aircraft fire
bale out
Beaufighter
bomb aimer
bombing
Boston
crash
crewing up
Distinguished Flying Cross
entertainment
flight engineer
H2S
Halifax
Hampden
killed in action
Lancaster
Lancaster Finishing School
Master Bomber
mess
Morse-keyed wireless telegraphy
Mosquito
navigator
Nissen hut
Oboe
observer
Operational Training Unit
Oxford
pilot
prisoner of war
RAF Bishops Court
RAF Breighton
RAF Bridlington
RAF Cardington
RAF Chedburgh
RAF Cranwell
RAF Desborough
RAF Dunholme Lodge
RAF Feltwell
RAF Halfpenny Green
RAF Harrington
RAF Kirmington
RAF Leconfield
RAF Mildenhall
RAF Silloth
RAF Stradishall
RAF Tempsford
RAF Waddington
RAF West Freugh
RAF White Waltham
RAF Wigtown
RAF Witchford
Red Cross
sport
Stalag Luft 3
Stalag Luft 7
Stirling
training
V-1
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1475/44270/MSiddleWE1038438-151208-030001.2.jpg
5a53476a014fe0f7a8b6ecd993d39abd
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1475/44270/MSiddleWE1038438-151208-030002.2.jpg
05cbd428fe4110d86f91c8389c4c5a62
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1475/44270/MSiddleWE1038438-151208-030003.2.jpg
a9f8f754b92fd384d0a4f5d482811565
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1475/44270/MSiddleWE1038438-151208-030004.2.jpg
975457730c4eaead67cc7ae2f785d441
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
Siddle, William Elliot
W E Siddle
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
2015-12-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Siddle, WE
Description
An account of the resource
Two items. The collection concerns Sergeant William Elliot Siddle (1038438 Royal Air Force) and contains documents and research. He flew operations as a pilot with 9, 83 and 97 Squadrons.
The collection has been donated to the IBCC Digital Archive by Chris Wilson and catalogued by Trevor Hardcastle.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WILLIAM ELLIOTT SIDDLE
1038438 FLT Sgt
Information below is from:
a) A book called Lancaster Valour, The Valour and the Truth by Clayton Moore published by Compaid Graphics 1995 in co-operation with Yorkshire Air Museum ISBN no 09517965 6 9
[Clayton Moore was a Canadian (and not to be confused with the actor who played the “Lone Ranger”) and he was the tail gunner in “Bill Siddles” Lancaster crew}
b) Flying certificate for Instrument Flying issued to Embryo Pilot William E. Siddle by the Army Air Forces Advanced Flying School, Moody Field, Georgia on the 28 Day of September, 1942
c) Flying certificate issued to W.E Siddle by the United States Army Forces Advanced Flying School Moody field Georgia U.S.A on the 9th Day of October, 1942
d) Obituary from the Cumberland and Westmoreland Herald 1970
e) Royal Air Force Service and Release Book for Flight Lieutenant 149619 W.E. Siddle.
f) book called Lincolnshire Airfields in the Second World War by Patrick Otter
[underlined] Information [/underlined]
William E. Siddle, otherwise known as “Bill” joined the RAF in or around 1942 aged 22 and was trained to fly by the United States Army at their Flying School at Moody Field, Georgia in September/October 1942
He was a Sergeant when he attended operational flying training at Upper Heyford and he formed his crew in June 1943.
Navigator- Dick Lodge
Flight Engineer- Reg Mosely
Mid Upper Gunner- Dick Jones
Wireless Operator- Clem Culley
Bomb Aimer- Ken Mills
Tail Gunner- Clayton Moore (Canadian)
21 July, 1943 The crew’s first posting was with 9 Squadron of 5 Group Bomber Command at Bardney Lincolnshire. Bardney Airfield was opened in April 1943. Squadron Code was WS
27 July, 1943 Hamburg Lancaster DV-198 (WS/U) This was the crew’s first operational flight Then
[page break]
28 July, 1943 Hamburg Lancaster ED-666 (WS/G)
2 August, 1943 Hamburg Lancaster ED-654 (WS/W)
9 August, 1943 Mannheim Lancaster DV-198 (WS/U)
27 August, 1943 Nurenburg Lancaster ED-975 (WS/Y)
30 August, 1943 Munchen Gladbach Lancaster ED-975 (WS/Y)
5 September, 1943 Mannheim Lancaster ED-975 (WS/Y)
6 September, 1943 Munich Lancaster ED-975 (WS/Y)
On this Munich trip the plane was badly hit by flak. Bill was given priority landing as they were losing fuel and they nearly made it back to Bardney but Bill had to put the plane down in a field in Minting as all engines failed. Everyone survived although Bill lost teeth from being flung through the windscreen; Mosely, Hill and Jones had back injuries; Lodge broke his arm getting off the downed plane. Moore was found still in his rear turret under a hedge and he suffered concussion. There is a picture of the crashed ED-975 in Moore’s book.
26 September, 1943 new crew with Jock Wilson, Mick Machin and Gerry Parker (American) replacing Mosely, Hill and Jones respectively took ED-499 (WS/X) on a night flying test. Bill found he could not land and took 9 attempts. Bill then kicked everyone else out expect the flight engineer and after checking the landing gear went straight back up and made a number of landings to get his nerve back. Bill only got a telling off.
22 October, 1943 Kassell Lancaster CV-340 (WS/Q)
2 November, 1943 Crew allocated “Spirit of Russia” Lancaster EE-136 (WS/R)
10 November, 1943 Modane Lancaster EE-136 (WS/R) short on fuel Bill landed in Cambridgeshire and the field forgot to tell Bardney and so all reported missing!
General shortages of crews and crew members stopped Bill and his crew flying together. Jones (who had returned to the crew after recovering from the Minting crash) flew 2 Dec as spare mid upper gunner with WS/C and did not return/shot down. Parker, the American was then made the permanent mid upper gunner. Lodge the Navigator returned to the crew 20 December, 1943.
23 December, 1943 Berlin EE-136
29 December, 1943 Berlin EE-136
5 January, 1944 Stettin EE-136
January, 1944 Braunschweig EE-136
Entire Crew applied to join the Pathfinders
Crew went to PFF Navigation Training Unit at RAF Station Upwood, Cambs
[page break]
3 February, 1944 Crew Posted to 83 Squadron based at Wyton, Cambridgeshire.
15 February, 1944 Berlin Lancaster JB-309 (OL/N)
20 February, 1944 Leipzig Lancaster ND-494 (OL/G) (plane badly hit by flak)
Crew allocated ND-464 (OL/S)
15 March, 1944 end of 2 week training
18 March, 1944 Frankfurt Lancaster ND-390 (OL/V)
24 March, 1944 Berlin Lancaster ND-400 (OL/Q) (72 bombers lost on that raid as met office’s projected wind speeds all wrong- Bill’s navigator Lodge realised something wrong and set new course to adjust to actual very high wind speeds but others did not)
26 March, 1944 Essen Lancaster ND-402 (OL/R)
Bill made Flying Officer and received a DFC at the age of 23
March 1944 83 Squadron transferred from Eight Group to Five
Group’s 97 Squadron- Groups Special Marker Force based in Coningsby, Lincolnshire
March/April 1944? La-Chapelle Paris Lancaster ND-400 (OL/Q)
26 April, 1944 Schweinfurt Lancaster ND-464 (OL/S)
28 April, 1944 St Medard en Jalles nr Bordeax
1 May, 1944 St Martin Du Touch (OL/S)
8 May, 1944 Lanveoc Lancaster ND-551 (OL/V) (German airfield in France)
11 May, 1944 Bourg-Leopold Belgium Lancaster ND-464 (OL/S)
1 June, 1944 Saumur Lancaster ND-464 (OL/S)
6 June, 1944 La Parnelle Lancaster ND-464 (OL/S)
Invasion of Europe- Bill volunteered for a second tour- crew did too.
7 June, 1944 Caen Lancaster ND-464 (OL/S)
10 June, 1944 Orleans Lancaster ND-933
Daylight Raid formation training
21 June, 1944 Wesselling, Cologne Lancaster ND-464 (OL/S)
Crew Changes- Gerry Parker (American) transferred and replaced by Paddy Blanche who after 1 trip transferred to 617 Squadron and replaced by Hine as mid upper gunner.
23 July, 1944 St Vitry le Francoise Lancaster
[page break]
Bill was awarded a bar to his DFC and promoted to Flight Lieutenant due to his actions during this raid as “by skilful and evasive tactics, Flight Lieutenant Siddle manoeuvred his aircraft and continued to make a steady run, although his aircraft was plainly visible in the light of flares around the target” (Obituary says June 1944)
No date Wizerne
23 July, 1944 Keil (from Wyton base) Lancaster ND-400 (OL/Q)
24 July, 1944 Stuttgart (from Wyton base) Lancaster ND-400 (OL/Q)
Crew changes- Hine and Culley (wireless op) left- Alan McDonald (Canadian) new wireless op but no mid upper gunner as shortage.
26 July, 1944 Givors Lancaster PB-230 (OL/V)
July/August 1944- crew shortages meant enforced inactivity
September 1944- crew allocated new plane PB-368 (new OL/S)
10 September, 1944 Munchen Gladbach Lancaster PB-368 (OL/S)
11 September, 1944 Darmstadt Lancaster PB-368 (OL/S)
12 September, 1944 Stuttgart Lancaster PB-368 (OL/S)
Crew Change- Bill Trotter joins as mid upper gunner
19 September, 1944 Stuttgart Lancaster PB-368 (OL/S)
23 September, 1944 Munster Lancaster PB-368 (OL/S)
27 September, 1944 Kaiserslaughtern Lancaster PB-368 (OL/S)
October was spent training in OL/S
This is the end of the information found in the tail gunners book (Clayton Moore). Clayton had done 45 runs and head injuries in the Minting crash were catching up on him with increasing headaches and sight problems. Clayton went back to Canada. At this time only 3 of the original crew remained. Siddle (pilot), Lodge (navigator) and Moore (tail gunner).
Bill Siddle remained on active service until the cessation of hostilities having completed more than 60 operational sorties.
His last day of service was 1 April, 1946.
He died in 1970 aged 48.
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
William Elliot Siddle
Description
An account of the resource
Bill Siddle's time in the RAF pieced together by research. He was a pilot who flew the Lancaster with 9 and 83 Squadrons. He was commissioned in 1944, was awarded the DFC and Bar and completed more than 60 operations. He left the service in 1946 and died in 1970.
Temporal Coverage
Temporal characteristics of the resource.
1943-07-21
1943-07-27
1943-07-28
1943-08-02
1943-08-09
1943-08-27
1943-08-30
1943-09-05
1943-09-06
1943-10-22
1943-11-02
1943-11-10
1943-12-23
1943-12-29
1943-12-29
1944-01-05
1944-02-03
1944-02-15
1944-02-20
1944-03-15
1944-03-18
1944-03-24
1944-03-26
1944-04-26
1944-04-28
1944-05-01
1944-05-08
1944-05-11
1944-06-01
1944-06-06
1944-06-07
1944-06-10
1944-06-21
1944-07-23
1944-07-23
1944-07-24
1944-09-10
1944-09-11
1944-09-12
1944-09-19
1944-09-23
1944-09-27
1946-04-01
Spatial Coverage
Spatial characteristics of the resource.
United States
Georgia--Moody Air Force Base
Great Britain
England--Oxfordshire
Germany
Germany--Hamburg
Germany--Mannheim
Germany--Nuremberg
Germany--Mönchengladbach
Germany--Munich
Germany--Kassel
Germany--Berlin
England--Cambridgeshire
France
France--Modane
Germany--Leipzig
Germany--Ruhr (Region)
Germany--Frankfurt am Main
Poland--Szczecin
Germany--Braunschweig
Germany--Essen
France--Paris
Germany--Schweinfurt
Germany--Wesseling
France--Bordeaux (Nouvelle-Aquitaine)
France--Lanvéoc
France--Saumur
France--Orléans
France--Caen
France--Saint-Omer (Pas-de-Calais)
France--Givors
Germany--Kiel
Germany--Darmstadt
Germany--Münster in Westfalen
Germany--Kaiserslautern
Belgium--Leopoldsburg
Belgium
Poland
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Four typewritten pages
Identifier
An unambiguous reference to the resource within a given context
MSiddleWE1038438-151208-030001, MSiddleWE1038438-151208-030002, MSiddleWE1038438-151208-030003, MSiddleWE1038438-151208-030004
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.
Conforms To
An established standard to which the described resource conforms.
Pending review
Contributor
An entity responsible for making contributions to the resource
William Cragg
83 Squadron
9 Squadron
aircrew
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
bombing of the Normandy coastal batteries (5/6 June 1944)
Distinguished Flying Cross
Lancaster
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
pilot
RAF Bardney
RAF Coningsby
RAF Upper Heyford
RAF Upwood
RAF Wyton
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1209/42998/LWyldeHJ1565564v2.1.pdf
16051c7bbc912734cc0ef3524767d975
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
Wylde, Herbert James
H J Wylde
Description
An account of the resource
49 items. An oral history interview with Flight Lieutenant Herbert James Wylde (1922 - 2021, Royal Air Force) his log books, maps, documents and photographs. He flew operations as a bomb aimer with 90 Squadron.
The collection was catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-12-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wylde, HJ
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 J Wylde's flying log book for aircrew other than pilot. Two
Identifier
An unambiguous reference to the resource within a given context
LWyldeHJ1565564v2
Type
The nature or genre of the resource
Text
Text. Log book and record book
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
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
Format
The file format, physical medium, or dimensions of the resource
One booklet
Description
An account of the resource
Flying log book for aircrew other than pilot for H J Wylde, bomb aimer, covering the period from 12 May 1943 to 12 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at No. 5 Bombing and Gunnery School RCAF Dafoe, No. 1 Central Navigation School RCAF Rivers, No. 1 Bombing and Gunnery School RCAF Jarvis, No. 2 Advanced Flying School RAF Millom, No. 11 Operational Training Unit RAF Wescott and RAF Oakley, 1653 Heavy Conversion Unit RAF Chedburgh, 3 Lancaster Finishing School RAF Feltwell, 90 Squadron RAF Tuddenham and 26 Operational Training Unit RAF Wing and RAF Little Horwood. Aircraft flown in were Anson, Bolingbroke, Wellington, Stirling, and Lancaster. He flew a total of 38 operations with 90 Squadron, 27 daylight and 11 night operations. Targets were Walcheren, Saarbrucken, Dortmund, Wilhelmshaven, Cologne, Wesseling, Bottrop, Homburg, Solingen, Heinsberg, Oberhausen, Siegen, Sweden, Rheydt, Vohwinkel, Nurnberg, Ludwigshafen, Munich, Krefeld, Wanne Eickel, Dresden, Chemnitz and Wesel.
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Netherlands
Sweden
Atlantic Ocean--North Sea
England--Buckinghamshire
England--Cumbria
England--Norfolk
England--Suffolk
Germany--Bottrop
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dresden
Germany--Homberg (Kassel)
Germany--Krefeld
Germany--Ludwigshafen am Rhein
Germany--Munich
Germany--Nuremberg
Germany--Oberhausen (Düsseldorf)
Germany--Rheydt
Germany--Saarbrücken
Germany--Solingen
Germany--Siegen
Germany--Wanne-Eickel
Germany--Wesel (North Rhine-Westphalia)
Germany--Wesseling
Germany--Wilhelmshaven
Germany--Wuppertal
Manitoba
Netherlands--Walcheren
Ontario--Jarvis
Saskatchewan
Saskatchewan--Dafoe
Germany--Heinsberg (Heinsberg)
Germany--Ruhr (Region)
Manitoba--Rivers
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-10-04
1944-10-05
1944-10-06
1944-10-07
1944-10-15
1944-10-16
1944-10-28
1944-10-30
1944-10-31
1944-11-02
1944-11-04
1944-11-05
1944-11-08
1944-11-15
1944-11-16
1944-11-21
1944-11-27
1944-11-30
1944-12-02
1944-12-04
1944-12-15
1944-12-19
1944-12-20
1944-12-27
1944-12-28
1944-12-31
1945-01-01
1945-01-02
1945-01-03
1945-01-05
1945-01-07
1945-01-08
1945-01-11
1945-01-13
1945-01-14
1945-01-28
1945-01-29
1945-02-03
1945-02-04
1945-02-06
1945-02-13
1945-02-14
1945-02-15
1945-02-16
1945-02-18
1945-02-20
1945-02-21
Contributor
An entity responsible for making contributions to the resource
Mike Connock
11 OTU
1653 HCU
26 OTU
90 Squadron
Advanced Flying Unit
aircrew
Anson
Bolingbroke
bomb aimer
Bombing and Gunnery School
bombing of Dresden (13 - 15 February 1945)
Cook’s tour
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operational Training Unit
RAF Chedburgh
RAF Feltwell
RAF Little Horwood
RAF Millom
RAF Oakley
RAF Tuddenham
RAF Westcott
RAF Wing
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2282/41926/LForthHO19200321v2.2.pdf
5a65c4584a1768bf4ecaa5bad92d6107
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
Forth, Hugh Ogilvie
Description
An account of the resource
Eight items. The collection concerns Hugh Ogilvie Forth (b. 1920, Royal Air Force) and contains his log books, maps and a photograph. He flew operations as a pilot with 218, 58, and 77 Squadrons.
The collection has been donated to the IBCC Digital Archive for digitisation by Ian Forth and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-12-18
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.
Identifier
An unambiguous reference to the resource within a given context
Forth, HO
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 Forth’s pilots flying log book. Two
Identifier
An unambiguous reference to the resource within a given context
LForthHO19200321v2
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
Pilots flying log book two, for H O Forth, covering the period from 2 September 1940 to 31 December 1942. Detailing his operations flown, flying training and instructor duties. He was stationed at RAF Linton-on-Ouse, RAF Upavon, RAF Brough and RAF Godsall. Aircraft flown in were Whitley, Hart, Oxford, Tutor and Tiger Moth. He flew a total of 17 night operations with 58 Squadron. Targets were Frankfurt, Regensburg, Bremen, Ostend, Zeebrugge, Flushing, Berlin, Le Havre, Magdeburg, Amsterdam, Stettin, Pilsen, Wesseling, 'Ruhrland (Dresden [sic]) and Hamburg.
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
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Temporal Coverage
Temporal characteristics of the resource.
1940-09-02
1940-09-03
1940-09-05
1940-09-06
1940-09-08
1940-09-09
1940-09-15
1940-09-16
1940-09-18
1940-09-19
1940-09-20
1940-09-21
1940-09-24
1940-09-25
1940-09-26
1940-09-27
1940-09-29
1940-09-30
1940-10-02
1940-10-03
1940-10-08
1940-10-09
1940-10-14
1940-10-15
1940-10-20
1940-10-21
1940-10-24
1940-10-25
1940-11-07
1940-11-08
1940-11-10
1940-11-11
1940-11-14
1940-11-15
1940-11-16
1940-11-17
1941
1942
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Czech Republic
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
Belgium--Ostend
Belgium--Zeebrugge
Czech Republic--Plzeň
England--Staffordshire
England--Yorkshire
England--Wiltshire
France--Le Havre
Germany--Berlin
Germany--Bremen
Germany--Dresden
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Magdeburg
Germany--Regensburg
Germany--Wesseling
Netherlands--Amsterdam
Netherlands--Vlissingen
Poland--Szczecin
10 OTU
12 OTU
58 Squadron
aircrew
bombing
Flying Training School
navigator
Operational Training Unit
Oxford
pilot
RAF Brough
RAF Linton on Ouse
RAF Upavon
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2283/41896/SCarterR1620578v10004-0001.1.jpg
d34160e0479249edd09c1bd57ef325c0
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
Carter, Ronald
Description
An account of the resource
32 items. The collection concerns Sergeant Ronald Carter (1924 - 2014, 1620578 Royal Air Force) and contains his biography, research, documents and photographs. He flew operations as a rear gunner with 44 Squadron before becoming a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susan Margaret Perrow and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-12-06
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
Carter, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ron Carter's List of Operations
Description
An account of the resource
25 operations completed by Ron Carter.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Nuremberg
France
France--Toulouse
France--Tours
Germany--Braunschweig
Germany--Munich
Germany--Schweinfurt
Norway
Norway--Oslo
France--Mailly-le-Camp
France--Orléans
France--Gennevilliers
Belgium
Belgium--Leopoldsburg
France--Amiens
Germany--Kiel
France--Caen
France--Normandy
France--Beauvoir-sur-Mer
Germany--Wesseling
France--Marquise Region
France--Creil
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 printed sheet
Identifier
An unambiguous reference to the resource within a given context
SCarterR1620578v10004-0001
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1944-03
1944-04
1944-05
1944-06
1944-07
44 Squadron
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of Toulouse (5/6 April 1944)
Lancaster
Normandy campaign (6 June – 21 August 1944)
shot down
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1739/35199/LHawesS1504897v1.1.pdf
60dd7d2581d8298db381302613f3d6b2
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
Hawes, Stanley
S Hawes
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
2017-05-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hawes, S
Description
An account of the resource
Six items. The collection concerns Flight Sergeant Stanley Hawes (1504897 Royal Air Force) and contains his log book, diary and photographs. He flew operations as a wireless operator with 49 Squadron until he was killed in action 21/22 June 1944. <br /><br />The collection has been donated to the IBCC Digital Archive by Heather Cowen and catalogued by Barry Hunter. <br /><br />Additional information on Stanley Hawes is available via the <a href="https://losses.internationalbcc.co.uk/loss/110240/">IBCC Losses Database</a>.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Stan Hawes' Log Book
Description
An account of the resource
Observer's and Air Gunner's Flying log book for Stanley Hawes, wireless operator. Covers the period from 18 May 1943 to 16 June 1944, when he was killed. It details his training and operations. He was based at RAF Yatesbury, RAF Mona, RAF Cottesmore, RAF Wigsley, RAF Skellingthorpe and RAF Fiskerton. Aircraft flown were Dominie, Proctor, Botha, Wellington, Halifax and Lancaster. After a brief spell in 50 Squadron he moved to 49 Squadron and flew 12 night operations. Targets were Hannover, Hagen, Berlin, Stettin, Stuttgart, Frankfurt, Aachen and Beauvoir. His pilots on operations were Wing Commander Adams, Pilot Officer Barnes, Flight Lieutenant Tancred, Squadron Leader Miller, Pilot Officer J Jones and Pilot Officer Shinn. His log book is stampled 'death presumed' over the last entry.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Poland
Atlantic Ocean--Baltic Sea
England--Herefordshire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
Germany--Aachen
Germany--Berlin
Germany--Frankfurt am Main
Germany--Hagen (Arnsberg)
Germany--Hannover
Germany--Stuttgart
Germany--Wesseling
Poland--Szczecin
Wales--Anglesey
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
LHawesS1504897v1
Temporal Coverage
Temporal characteristics of the resource.
1943-09-27
1943-09-28
1943-10-01
1943-10-02
1943-11-18
1943-11-19
1943-11-23
1943-11-24
1943-12-16
1943-12-17
1944-01-05
1944-01-06
1944-02-20
1944-02-21
1944-03-01
1944-03-02
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-04-11
1944-04-12
1944-06-16
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Terry Hancock
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
14 OTU
1654 HCU
49 Squadron
50 Squadron
Air Gunnery School
aircrew
Anson
Botha
Dominie
Halifax
Heavy Conversion Unit
killed in action
Lancaster
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Proctor
RAF Cottesmore
RAF Fiskerton
RAF Mona
RAF Skellingthorpe
RAF Wigsley
RAF Yatesbury
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2044/33127/PProbynEA17010016.2.jpg
142674867bb54df6bb4a68666d985c9f
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. Scrapbook
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-23
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Probyn, EA
Description
An account of the resource
42 items. Scrapbook containing photographs and clippings.
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
Ernest Probyn's Log book Extract
Description
An account of the resource
A page from Ernest's logbook, dated June 1944. His pilot on operations was Flight Lieutenant Boon.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06
Format
The file format, physical medium, or dimensions of the resource
One photocopied sheet on an album page
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
PProbynEA17010016
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France--Saumur
France--Pas-de-Calais
France--Normandy
France--Merville (Nord)
France--Le Havre
Germany--Wesseling
France--Limoges
France
Germany
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1944-06
61 Squadron
bombing
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
forced landing
Ju 88
Me 110
Normandy campaign (6 June – 21 August 1944)
RAF Skellingthorpe
RAF Wainfleet
RAF Woodbridge
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1504/28845/LRoutledgeRS1520060v1.1.pdf
8559a31d713c7207633ae17d47ff79b7
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
Routledge, R
Routledge, Bob
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wainwright, M
Description
An account of the resource
One item. The collection concerns Sergeant R Routledge (1520060 Royal Air Force) and contains his log book. He flew a tour of operations as an air gunner with 44 Squadron.
The collection has been donated to the IBCC Digital Archive by Janet Spencer and catalogued by IBCC Digital Archive staff.
Dublin Core
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
R S Routledge’s navigator’s, air bomber’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LRoutledgeRS1520060v1
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for R S Routledge, air gunner, covering the period from 18 July 1943 to 14 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Morpeth, RAF Ossington, RAF Bircotes, RAF Stradishall, RAF Syerston, RAF Dunholme Lodge, RAF Andreas and RAF Manby. Aircraft flown in were Botha, Wellington, Stirling and Lancaster. He flew a total of 34 operations with 44 Squadron, 7 Daylight and 27 Night. Targets were Nuremberg, Toulouse, Tours, Aachen, Paris, Mailly le Camp, Salbris, Bourg Leopold, Amiens, Kiel, Brunswick, Morsalines, Maisy, Wimereaux, Beauvoir, Wesserling, Pommereval, Marquise, Givors, Stuttgart, Normandy, Joigny, Siracourt, Trossy, L’Isle Adam, Bois de Cassan, Secquiville, Bordeaux and Brest. His pilots on operations were Pilot Officer Young, Flying officer Boswell and Flying Officer Davey. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Belgium--Leopoldsburg
England--Nottinghamshire
England--Suffolk
England--Tyne and Wear
England--Yorkshire
France--Abbeville Region
France--Bordeaux (Nouvelle-Aquitaine)
France--Brest
France--Cherbourg Region
France--Amiens
France--Beauvoir-sur-Mer
France--Caen Region
France--Givors
France--Joigny
France--L'Isle-Adam
France--Mailly-le-Camp
France--Marquise
France--Normandy
France--Paris
France--Pommeréval
France--Toulouse
France--Tours
France--Vierzon
France--Wimereux
Germany--Aachen
Germany--Braunschweig
Germany--Kiel
Germany--Nuremberg
Germany--Stuttgart
Germany--Wesseling
Great Britain Miscellaneous Island Dependencies--Isle of Man
France--Creil
Germany--Ruhr (Region)
France--Morsalines
France--Salbris
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-02
1944-06-03
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-07-05
1944-07-26
1944-07-27
1944-07-28
1944-07-29
1944-07-30
1944-07-31
1944-08-01
1944-08-02
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1657 HCU
44 Squadron
82 OTU
air gunner
Air Gunnery School
aircrew
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of Toulouse (5/6 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
Botha
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Andreas
RAF Dunholme Lodge
RAF Manby
RAF Morpeth
RAF Ossington
RAF Stradishall
RAF Syerston
Stirling
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/774/25557/LWoolfAS157533v1.1.pdf
1252f0d113c96656f62721c733235653
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
Woolf, Arthur Sidney
A S Woolf
Description
An account of the resource
23 items. An oral history interview with Flying Officer Arthur Woolf (1922 - 2021, 1579552, 157533 Royal Air Force) his log book, a memoir, correspondence, documents, a newspaper cutting and photographs. He flew operations as a wireless operator with 630 Squadron and became a member of the Guinea Pig Club.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Woolf 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
2017-06-29
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
Woolf, AS
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur Woolf’s flying log book for navigator’s, air bomber’s and air gunner’s
Description
An account of the resource
Flying Officer Arthur Woolf’s RAF Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book, from 22nd June 1943 to 24th July 1944, detailing his training and operations as a wireless operator. He was stationed at RAF Yatesbury (No.2 Radio School), RAF Dumfries (10 AFU), RAF Barford St John and RAF Upper Heywood (16 OTU), RAF Wigsley (1654 HCU), RAF Syerston (5 Lancaster Finishing School) and RAF East Kirkby (630 Squadron). Aircraft in which flown: Dominie, Proctor, Anson, Wellington, Stirling, Lancaster.
He flew a total of 16 operations (14 night, 2 day), the final operation is recorded as “SHOT DOWN - FAILED TO RETURN”, but he survived and became a prisoner of war. Targets in Belgium, France and Germany were: Aunay, Beauvoir, Caen, Calmont, Chalindrey, Courtrai, Creil, Etampes, Forêt de Cerisy, La Pernelle, Maizy, Nevers, Saumur, Stuttgart, Stuttgart, Thiverney and Wesseling. His pilot on operations was Flight Lieutenant Adams.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
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
LWoolfAS157533v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--North Sea
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Wiltshire
Scotland--Dumfries and Galloway
Belgium--Kortrijk
France--Aisne
France--Caen
France--Calmont
France--Chalindrey
France--Creil
France--Étampes (Essonne)
France--La Pernelle
France--Nevers
France--Saumur
Germany--Stuttgart
Germany--Wesseling
France--Manche
France--Calvados
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-06-01
1944-06-02
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-07-04
1944-07-05
1944-07-12
1944-07-13
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-24
1944-07-25
16 OTU
1654 HCU
630 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
prisoner of war
Proctor
RAF Barford St John
RAF Dumfries
RAF East Kirkby
RAF Syerston
RAF Upper Heyford
RAF Wigsley
RAF Yatesbury
shot down
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/865/20721/MHazeldenePV553414-170307-010001.2.jpg
53799f811420375e4cb09449eaaa9312
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/865/20721/MHazeldenePV553414-170307-010002.2.jpg
21d2a31121aaec04dbae7f2d77274d19
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
Hazeldene, Peter
Peter Vere Hazeldene
P V Hazeldene
Description
An account of the resource
19 items. An oral history interview with Rachel and John Gill about their father, Peter Hazeldene DFC (b. 1922, 553414 Royal Air Force) and 16 other items including log book, memoirs, medals and photographs. He flew operations as an air gunner with 106 and 57 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rachel and John Gill and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hazeldene, PV
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined][Deleted][/underlined]
149
[Underlined] RECOMMENDATION FOR HONOURS AND AWARDS. (NON-IMMEDIATE) [/Underlined]
CHRISTIAN NAMES: PETER VERE. SURNAME: HAZELDENE.
RANK: WARRANT OFFICER. OFFICIAL NUMBER: 553414.
COMMAND & GROUP: BOMBER. FIVE. UNIT: NO. 57 SQUADRON.
TOTAL HOURS FLOWN ON OPERATIONS: 1st Tour 198.25 hours. 2nd Tour 105.15 hours.
TOTAL NUMBER OF SORTIES: 1st Tour 35. 2nd Tour 20.
TOTAL HOURS FLOWN ON OPERATIONS SINCE RECEIPT OF PREVIOUS AWARD: N/A.
NUMBER OF SORTIES SINCE PREVIOUS AWARD: N/A.
RECOGNITION FOR WHICH RECOMMEND: DISTINGUISHED FLYING CROSS. (Non-Immediate)
APPOINTMENT HELD: WIRELESS OPERATOR (AIR).
[Underlined] PARTICULARS OF MERITORIOUS SERVICE FOR WHICH RECOMMENDATION IS MADE. [/Underlined]
This Warrant Officer has now completed 55 sorties, 20 of them in his second tour, which include numerous attacks on Berlin, Essen, Cologne, Brunswick and other heavily defended targets in Germany.
His keenness and enthusiasm for operational flying in general have been a stimulus to all his colleagues, while his outstanding ability as a wireless operator in particular has set a magnificent example to all operators in this Squadron.
He is strongly recommended for the non-immediate award of the Distinguished Flying Cross.
[Signature]
Group Captain Commanding,
[Underlined] R.A.F. Station, East Kirkby. [/Underlined]
Date: 16 JUL 1944
Remarks of Officer Commanding No.55 Base.
Strongly recommended
[Signature]
Air Commodore, Commanding,
[Underlined] No.55 Base, Royal Air Force. [/Underlined]
Date: 15. 7. 44
Remarks of Air Officer Commanding No. 5 Group.
Recommended for the award of the Distinguished Flying Cross
RA Cockrane.
Air Vice Marshal,
[Underlined] Headquarters No. 5 Group, R.A.F. [/Underlined]
Date: 7/8/44
[page break]
[underlined] BRIEF DETAILS OF SORTIES CARRIED OUT. (2nd TOUR) [underlined]
[underlined] DATE. HOURS. TARGET. REMARKS. [underlined]
22/23.4.44 5.45 Brunswick
29/30.4.44 7.15 Clermont Ferrand
1/2.5.44 5.20 Tours
3/4.5.44 6.00 Mailly
7/8.5.44 5.10 Tours
9/10.5.44 9.20 Annecy
21/22.5.44 6.25 Kiel Bay
22/23.5.444[sic] 6.30 Brunswick
24/25.5.44 3.25 Antwerp
27/28.5.44 4.05 St. Valery
31/1.6.44 7.30 Gardening
4/5.6.44 3.45 Maisy
6/7.6.44 4.15 Caen
7/8.6.44 4.35 Cerisy
9/10.6.44 4.30 Etampes
12/13.6.44 4.50 Caen
14/15.6.44 4.55 Aunay-Sur- Odon
16/17.6.44 3.15 Doullens
21/22.6.44 4.25 Wesseling
24/25.6.44 3.25 Pommereval
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
Recommendation for Honours and Awards
Description
An account of the resource
Form completing recommending Peter's DFC. Includes listing of all sorties made.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-07
Format
The file format, physical medium, or dimensions of the resource
Two typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MHazeldenePV553414-170307-010001,
MHazeldenePV553414-170307-010002
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
Belgium--Antwerp
France
France--Annecy
France--Caen
France--Clermont-Ferrand
France--Doullens
France--Étampes (Essonne)
France--Mailly-le-Camp
France--Pommeréval
France--Tours
Germany
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Essen
Germany--Kiel
Germany--Wesseling
Great Britain
England--Lincolnshire
France--Saint-Valery-en-Caux
Germany--Ruhr (Region)
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.
Temporal Coverage
Temporal characteristics of the resource.
1944-04
1944-05
1944-06
Contributor
An entity responsible for making contributions to the resource
Bradley Froggatt
5 Group
57 Squadron
aircrew
Bombing of Mailly-le-Camp (3/4 May 1944)
Distinguished Flying Cross
Normandy campaign (6 June – 21 August 1944)
RAF East Kirkby
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/865/20719/LHazeldenePV553414v1.2.pdf
e8a466fe44888b4d1d47b6caf85dda6c
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
Hazeldene, Peter
Peter Vere Hazeldene
P V Hazeldene
Description
An account of the resource
19 items. An oral history interview with Rachel and John Gill about their father, Peter Hazeldene DFC (b. 1922, 553414 Royal Air Force) and 16 other items including log book, memoirs, medals and photographs. He flew operations as an air gunner with 106 and 57 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rachel and John Gill and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hazeldene, PV
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Peter Hazeldene's Log book
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Peter Hazeldene's air gunner’s flying log book covering the period from 28 August 1940 to 13 May 1945. Detailing his flying training and operations flown as air gunner. He was stationed at RAF West Freugh (4 BGS), RAF Upper Heyford (16 OTU), RAF Finningley (106 Squadron), RAF Coningsby (106 Squadron), USAAF Polebrook (97 BG), RAF Husbands Bosworth (14 OTU), RAF Wigsley (1654 HCU), RAF Syerston (5 LFS), RAF East Kirkby (57 Squadron), RAF Syerston (5 LFS). Aircraft flown in were Battle, Anson, Hampden, Oxford, Lysander, Wellington, Fortress B-17E, Stirling and Lancaster. He flew a total of 34 operations with 106 Squadron, targets were Kiel, Brest (mining), Elbe (mining), North Sea (mining), Lorient, St Nazaire (mining), Koln, Hamburg, Bremen, Brest, Berlin, Mannheim, Dusseldorf, Duisburg, Soeston, Vegesach and Essen. He flew 25 operations with 57 Squadron, targets were Brunswick, Clermont Ferrand, Tours, Mailly, Kiel, Annecy, Antwerp, St Valery, Kattegat (mining), Maisy, Caen, Etampes, Bearoin, Wesseling, Pommereral, Chalindrey, Paris, Nevers and Thurney. <span>His pilots on operations were </span><span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}">Sergeant Galloway</span>, Sergeant Topping, Sergeant Osbourne, Pilot Officer Wareing, <span>Flying Officer </span>Altmann, Pilot Officer Robson, Squadron Leader Grylls and Flight Lieutenant Spencer.
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Format
The file format, physical medium, or dimensions of the resource
Log book, printed with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1945
1940-11-27
1940-11-29
1940-12-04
1940-12-10
1940-12-22
1940-12-29
1941-01-03
1941-01-05
1941-01-09
1941-01-12
1941-02-04
1941-02-05
1941-03-03
1941-03-04
1941-03-12
1941-03-18
1941-03-20
1941-03-21
1941-04-04
1941-04-05
1941-04-07
1941-04-08
1941-04-17
1941-04-18
1941-04-20
1941-04-23
1941-04-24
1941-04-27
1941-04-28
1941-04-29
1941-04-30
1941-05-04
1941-05-05
1941-05-15
1941-05-16
1941-05-18
1941-05-19
1941-05-23
1941-05-24
1941-05-26
1941-05-27
1941-06-02
1941-06-03
1941-06-11
1941-06-12
1941-06-13
1941-06-14
1941-06-15
1941-06-16
1941-06-17
1941-06-18
1941-06-21
1941-06-22
1941-06-27
1941-06-28
1941-07-24
1941-08-08
1942-05-30
1942-05-31
1942-06-01
1942-06-02
1944-04-22
1944-04-23
1944-04-29
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-08
1944-05-09
1944-05-10
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-05
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-07-12
1944-07-13
1944-07-14
1944-07-15
1944-07-16
1944-07-18
1944-07-19
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--North Sea
Atlantic Ocean--Kattegat (Baltic Sea)
Belgium--Antwerp
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Yorkshire
France--Annecy
France--Brest
France--Brest
France--Caen
France--Chalindrey
France--Clermont-Ferrand
France--Etaples
France--Lorient
France--Mailly-le-Camp
France--Nevers
France--Paris
France--Tours
Germany--Berlin
Germany--Braunschweig
Germany--Bremen
Germany--Cologne
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Hamburg
Germany--Kiel
Germany--Mannheim
Germany--Wesseling
Scotland--Dumfries and Galloway
Belgium
Germany--Ruhr (Region)
Europe--Elbe River
France--Saint-Nazaire
Identifier
An unambiguous reference to the resource within a given context
LHazeldenePV553414v1
106 Squadron
14 OTU
16 OTU
1654 HCU
57 Squadron
air gunner
aircrew
Anson
B-17
Battle
bombing
Bombing and Gunnery School
bombing of Cologne (30/31 May 1942)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Hampden
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lysander
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
RAF Coningsby
RAF East Kirkby
RAF Finningley
RAF Husbands Bosworth
RAF Polebrook
RAF Syerston
RAF Upper Heyford
RAF West Freugh
RAF Wigsley
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1334/20640/PSearleROJ17060007.1.jpg
706ac3a430dd32ac3025c4d810b48d19
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
Searle, Rex. Album 2
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
2017-07-25
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. 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
Searle, ROJ
Description
An account of the resource
24 items. The album contains photographs and papers relating to Rex Searle's wartime and postwar service.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[35 bombing raids over enemy territory 3.9.44 to 1.3.45]
1. DAYLIGHT ‘W’ D.C.O. DIV.
VOLKEL 3.9.44.
2. DAYLIGHT ‘V’ D.C.O. FORGOT CHUTE!
EMDEN 6.9.44.
3. DAYLIGHT ‘N’ D.C.O.
LE HAVRE 9.9.44.
4. DAYLIGHT ‘W’ D.C.O.
LE HAVRE 10.9.44.
5. DAYLIGHT ‘W’ D.C.O.
CASTROP RAUXEL 11.9.44.
6. DAYLIGHT ‘W’ D.C.O.
WANNE EIKAEL 12.9.44.
7. DAYLIGHT ‘O’ D.C.O.
OSNABRUCK 13.9.44.
8. NIGHT ‘W’ D.C.O. HYDRAULICS U/S
DORTMUND 6.10.44.
9. NIGHT ‘T’ D.C.O. 3 ENGINES
BOCUM 9.10.44.
10. DAYLIGHT ‘W’ D.C.O.
WANNE EIKAEL 12.10.44.
11. DAYLIGHT ‘W’ D.C.O.
DUISBURG 14.10.44.
12. NIGHT ‘J’ D.C.O.
WILHELMSHAVEN 15.10.44.
13. NIGHT ‘W’ RECALLED
HANOVER 21.10.44.
14. NIGHT ‘Y’ D.C.O. DIV. SHORT OF FUEL
ESSEN 23.10.44.
15. DAYLIGHT ‘W’ D.C.O.
HOMBERG 25.10.44.
16. DAYLIGHT ‘W’ D.C.O.
COLOGNE 25.10.44.
17. NIGHT ‘W’ D.C.O.
OBERHAUSEN 1.11.44.
18. NIGHT ‘W’ D.C.O.
DUSSELDORF 2.11.44.
19. NIGHT ‘W’ D.C.O.
BOCHUM 4.11.44.
20. DAYLIGHT ‘W’ D.C.O.
GELSENKIRCHEN 6.11.44.
21. NIGHT ‘W’ D.C.O.
CASTROP RAUXEL 22.11.44.
22. DAYLIGHT ‘J’ D.C.O. RETURNED S.I. U/S
DUISBURG 30.11.44.
23. NIGHT ‘W’ D.C.O.
TROIS DORF 29.12.44.
24. NIGHT ‘W’ D.C.O.
SAARBRUCKEN 13.1.45.
25. NIGHT ‘J’ D.C.O.
GREVENBROICH 14.1.45.
26. NIGHT ‘I’ D.C.O.
MAGDEBURG 16.1.45.
27. NIGHT ‘W’ D.C.O. HYD U/S
STUTTGART 28.1.45.
28. NIGHT ‘W’ D.C.O.
MEINZ 1.2.45.
29. NIGHT ‘W’ D.C.O.
WANNE EICKEL 2.2.45.
30. NIGHT ‘W’ D.C.O.
BONN 4.2.45.
31. NIGHT ‘Y’ D.C.O.
BOHLEN 13.2.45.
32. NIGHT ‘K’ D.C.O.
CHEMNITZ 14.2.45.
33. DAYLIGHT ‘W’ D.C.O. RETURNED WITH BOMBS INST OF M.B.
WESSEL 17.2.45.
34. DAYLIGHT ‘W’ D.C.O.
MEINZ 27.2.45.
35. DAYLIGHT ‘W’ D.C.O.
MANNHEIM 1.3.45.
1ST TOUR COMPLETED 1.3.45. [signature]
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
A list of 35 operations completed, with target, aircraft and date.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-03-01
Format
The file format, physical medium, or dimensions of the resource
One handwritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
PSearleROJ17060007
Spatial Coverage
Spatial characteristics of the resource.
Netherlands--Eindhoven
France--Le Havre
Germany--Castrop-Rauxel
Germany--Wanne-Eickel
Germany--Dortmund
Germany--Bochum
Germany--Wilhelmshaven
Germany--Hannover
Germany--Essen
Germany--Cologne
Germany--Gelsenkirchen
Germany--Troisdorf
Germany--Grevenbroich
Germany--Magdeburg
Germany--Stuttgart
Germany--Mainz (Rhineland-Palatinate)
Germany--Bonn
Germany--Leipzig
Germany--Chemnitz
Germany--Wesseling
Germany--Mannheim
Germany--Duisburg
Germany--Düsseldorf
Germany--Osnabrück
Germany--Saarbrücken
Germany--Oberhausen (Düsseldorf)
Germany--Emden (Lower Saxony)
Germany--Homburg (Saarland)
France
Germany
Netherlands
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.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
bombing
Halifax
-
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
Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Copies sent to:
Stns. 9
S Th 10
B 6.
[Indecipherable] 2
Base 1
[Stamp] Base Copy.
V GROUP NEWS V
JUNE * 1944 * [deleted] SECRET [/deleted] * NO * 23
FOREWORD by A.O.C.
June has proved to be a month of record achievements. For the first time in its history the Group despatched 3,000 sorties of which a very high percentage were successful. Much of this success is due to the flare and marking teams who are now getting into their stride, and there has been a similar improvement in bombing. For the first time the average crew bombing error from 20,000 feet for the whole Group is below 200 yards. If the reduction of 50 yards which was achieved during June can be repeated during July, the number of bombs falling on the average target will be increased by something in the order of 50. This can be seen by looking at any P.R.U. photograph and counting the number of craters which are shown in open fields on either side of the target.
I therefore ask all crews to continue with their efforts to reduce bombing errors in the knowledge that by doing so they will add to the striking power of the Group to an extent which could be achieved by no other means. The new orders for maintenance which have recently been issued should help the Instrument Section, upon whom so much depends, to improve the serviceability of the sight, and eliminate minor inaccuracies.
On two occasions during the month the Group came up against the main strength of the German Night Fighter Defences, and on both occasions suffered serious losses; although over the whole month the missing rate was below the average for previous months. Nevertheless these instances show the vital importance of gunnery and the need for improving results by every means in our power.
There is ample evidence that the combined power of the rear and mid-upper turrets will bring down enemy fighters if the aim is correct. As an example, there is the case of “M” of 207 Squadron whose crew on the night of June 9/8th destroyed two JU. 88 and one ME.110. Although results such as this will always remain exceptional, it should be possible to improve the accuracy of aim over the present general standard. Fighters are now available in 1690 Flight for affiliation exercises and every chance must be taken whenever the weather is suitable especially at night. The bombing team has shown how greatly it can improve its results by methodical training and analysis and I now look to the gunnery team to do likewise. I will do everything in my power to provide them with means and facilities for training, but much is a matter for each gunner. Night vision, methodical search, aircraft recognition, turret manipulation, clearing stoppages, can only be improved by hard individual work.
The effort which the Group has put in during the month had been made possible by the high standards of serviceability which have been achieved, and I congratulate all ranks who have helped to get aircraft and equipment into the air. The Armament sections have loaded a record tonnage of bombs while all other sections on each station have contributed their full share to the success achieved.
Finally, I congratulate No. 51 Base on completing more than 8,000 hours of training and passing out a record number of crews. In particular I would mention No. 5 L.F.S. who completed a month’s flying with no avoidable flying accidents.
[Page break]
GUNNERY
[Underlined] BASE GUNNERY LEADERS [/underlined]
June has seen the establishment of a S/Ldr Air Gunner at each Base, and a list of the officers concerned is appended at the foot of this paragraph. Whilst these officers will be concerned with all Gunnery matters, their main functions is to improve the standard of training throughout the Group, as it has long been realised that with long periods of operations the Squadron Gunnery Leaders are fully occupied and can find little time for all the other aspects of Gunnery. The Base Gunnery Leaders will, therefore, be able to devote their time to improve training facilities and equipment, and to ensure that the equipment is available in sufficient quantity to ensure the maximum benefit being obtained from it. They will also be able to supervise the preparation of Gunners for Gunnery Leader, A.G.I. and Specialist Sighting Courses, to enable the candidates to have the best possible chance of passing these courses, thus avoiding wastage of valuable vacancies. The appointment of these Officers to S/Ldr posts offers more advancement for Gunnery Leaders, and is an indication that the importance of air gunnery is receiving recognition. We wish the officers concerned good luck in their new appointments, and hope that very shortly dividends will be paid by this new establishment.
51 BASE – S/LDR HIPKIN
52 BASE – F/LT McCURDY
53 BASE – F/LT BEALE
54 BASE F/LT HOWARD
55 BASE – F/LT BREAKEY
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
An error appeared in the Movement’s column for May, regarding 467 and 44 Squadrons, and is corrected below.
F/Lt Clarke ex 1660 Con. Unit to 44 Sqdn.
F/Lt Cleary ex 27 O.T.U. to 467 Sqdn.
Other movements are:-
S/Ldr Undery ex 1690 B.D.T.F. to H.Q. No. 5 Group.
F/Lt Cass, ex L.F.S. to 630 Sqdn.
[Underlined] COMBAT REPORTS [/underlined]
Considerable time is wasted in returning incorrect combat reports to Squadrons, through claims being made which do not conform to the standards laid down by Bomber Command, as issued to all Units. The Gunnery Leaders must ensure that information entered is correct in every detail and that all claims are submitted under one of the headings, i.e. “Destroyed”, “Probably Destroyed” or “Damaged”. Numerous incidents occur when information regarding Tail Warning Devices is incomplete, and it is emphasised that this is most important and must be included in combat reports. Combat reports could be forwarded to Headquarters 5 Group more quickly than at present; the standard pro-forma is now in general use and should help in the preparation of reports. Units should check that only this amended pro-forma is used for this purpose.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn. A/C Letter Date Type of E/A
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. ME. 410 (c)
630 “Y” 9/10.6.44. JU. 88 (c)
44 “O” 9/10.6.44. ME. 109 (c)
97 “D” 9/10.6.44. DO. 217 (c)
50 “U” 15/16.6.44. JU. 88 (c)
207 “F 21/22.6.44. ME. 109
57 “G” 24/25.6.44. ME. 109
57 “G” 24/25.6.44. JU. 88
97 “Q” 24/25.6.44. JU. 88 (c)
207 “B” 24/25.6.44. ME 109
[Underlined] PROBABLY DESTROYED [/underlined]
106 “G” 6/7.6.44. ME. 110 (c)
467 “X” 21/22.6.44. T/E.
[Underlined] DAMAGED [/underlined]
207 “J” 1.6.44. T/E (c)
57 “P” 1.6.44. JU. 88
50 “D” 6.6.44. ME. 410
9 “O” 6/7.6.44. JU. 88 (c)
630 “O” 6/7.6.44. JU. 88 (c)
630 “V” 9/10.6.44. JU. 88 (c)
97 “Q” 9/10.6.44. JU. 88 (c)
106 “F” 14/15.6.44. FW. 190 (c)
207 “D” 24/25.6.44. ME. 109
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] ODD JOTTINGS [/underlined]
A new type of two-piece flying suit is on trial in 53 Base, and the results will, in due course, be made available.
Replies have been received from all Units in the use of the Pilot type parachute for rear gunners and recommendations forwarded to H.Q. Bomber Command. With slight modification to the turret, this idea seems feasible, but may call for a revision in the type of clothing to be worn.
Ampro projectors are appearing in operational units for assessing Cine Gyro films. The establishment is one per station.
Units are again reminded that filters suitable for the Shadowgraph and 16 m.m. projector for use in night vision training are available. When requesting an issue of these filters from H.Q. 5 Group, units are to confirm that they have a [underlined] fully [/underlined] blacked out room for night vision training.
CLAY PIGEON SHOOTING
Instructions have now been issued to all Stations to construct a sandbag traphouse for clay pigeon shooting, and full details given for the layout of the range. Severn P.F.O’s are attending the Instructor’s Course on the 7th July, and the remainder on the 23rd July; these instructors will pass on to Unit Gunnery Leaders instructions for these practices, to ensure that at least two officers are available for conducting the exercises. Gunnery Leaders should press for the construction of the traphouses and ensure that all equipment is overhauled and ready for use.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JUNE.
[Table of Fighter Affiliation and Air Firing Exercises by Squadron]
Fighter Affiliation Grand Total = 1493
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 2
[Page break]
AIR BOMBING
[Underlined] ATTACKS ON LIMOGES MARSHALLING YARDS [/underlined]
1,424 bombs were dropped. Of this total 844 craters have been counted on the P.R.U. photographs. We can therefore only consider 59% of the total number of bombs dropped.
The M.P.I. of all craters was established and a circle of radius 150 yards was drawn. Inside this circle the number of craters that could be counted totalled 152 and the remaining 692 craters were counted outside the circle. Therefore the Pilot and Air Bomber’s error for 692 bombs was greater than 150 yds.
With our 152 bombs inside the 150 yards circle we achieved 10 hits per acre and if we assume that of the bombs not counted, we obtained the same percentage inside 150 yards our hits per acre would increase to 17.
There were 211 bombs between the 150 yards and 250 yards circles. The maximum errors permissible for these bombs to get them into the 150 yards circle are:-
125 yards – average line error
160 yards – average range error
We all agree that these limits are reasonable and that crews should not have errors in excess.
Now, if the bombs had been contained in the limits of 125 yards line and 160 yds. range, our resultant average radial error about the M.P.I. would be 175 yards. This would mean that instead of sending the 96 aircraft to Limoges that we had to, we need only have sent 59 aircraft to achieve the same number of hits. We would then have had 37 aircraft free to attack the factory at ??? There were, of course, 330 bombs seen outside the 250 yards circle and great effort must be made to eliminate the errors that were responsible.
The Moral! – You must practice, practice and practice until you are a certain “A” category crew.
!!! [Underlined] CREW CATEGORISATION [/underlined] !!!
A+ Crews – 60 yards or less
A Crews – 100 yards or less
B Crews – 100 yds. to 150 yds.
C Crews – 150 yds. to 200 yds.
D Crews – Over 200 yards.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] EPPERSTONE: [/underlined] Plotted 1597 bombs aimed by 309 aircraft.
[Underlined] OWTHORPE: [/underlined] Plotted 1510 bombs aimed by 319 aircraft.
[Underlined] WAINFLEET: [/underlined] Plotted 2056 bombs aimed by 440 aircraft.
HIGH LEVEL BOMBING TRAINING
[Table of High Level Bombing Training Statistics by Squadron and Conversion Unit]
THE BEST RESULTS FOR JUNE
In the April “News” it was threatened that owing to the improvement in Crew Errors, it may be necessary to lower the qualifying figure for the inclusion of errors in this column. June has produced the largest number of below 100 yards errors yet, and in consequence only those crews who have obtained crew errors of 80 yards or less, converted to 20,000 ft. can receive publicity.
Squadron or Con. Unit. Pilot Air Bomber Navigator Error at 20,000 feet.
9 F/O Blackham F/O Elphick F/O Wenger 72 yards
44 F/L White Sgt Jenkins F/S Jones 66 yards
P/O Baxter W/O Young W/O Rutherford 50 yards
P/O Stewart Sgt Stubbs Sgt Wright 65 yards
49 P/O Appleyard F/S Jameson F/S Blumfield 78 yards
P/O Arnold F/O Dewar W/O Fleming 72 yards
57 F/S Clark Sgt Johnson Sgt Lugg 65 yards
83 P/O Meggeson W/O Franklin F/O Wicker 65 yards
F/O Kelly F/O Irwin Sgt Burleigh 58 & 64 yards
97 F/L Van Raalte F/O Arnold F/S Williams 52, 69 & 78 yards
S/L Ingham F/O Perkins F/L Chatten 69 yards
467 P/O Waugh F/S Southgate F/O Semple 67 yards
F/L Brine F/S Luton F/S Sutton 80 yards
617 P/O Duffy F/O Woods F/O Bell 42 yards
F/O Knights P/O Bell F/O Rhude 48 yards
P/O Jingles F/S Hazell F/O Beal 63 yards
619 P/O Johnson Sgt Vaughton F/S Tranter 79 yards
F/L Howes F/O Baker F/L Harrison 74 yards
1654 C.U. F/S Beharrie Sgt Dean Sgt Brownhall 74 yards
F/S McKechnie F/S Wallace Sgt Little 53 yards
1660 C.U. P/O Dyer F/S Howard F/S Lemaire 74 yards
F/S Millar F/O Banks W/O Wilday 70 yards
1661 C.U. F/O Franks F/O Orry Sgt Roe 78 yards
F/O Furber Sgt Le Marquand F/O Hassel 78 yards
5 L.F.S. S/L Smith Sgt Wallis Sgt Page 49 yards
F/O Edwards F/S Wallace F/O Nunn 54 yards
Congratulations to F/L Van Raalte and crew, 97 Squadron for the outstanding 3 exercises!!!
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 3
[Page break]
AIR BOMBING (CONTD.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] 50 Squadron (F/Lt Hearn, D.F.C) [/underlined] report that to try and reduce bombing errors to a minimum a system of practice bomb plotting on small perspex covered boards is being inaugurated. The errors will be plotted on this board and the reason explained verbally to the Air Bomber, Captain and Navigator. In case of suspected instrument error the Bombing Section will examine the results plotted with the Instrument Section.
[Underlined] 57 Squadron (F/L Keats) [/underlined] report that a modification to permit the emergency jettisoning of smaller H.E. bombs only when a mixed load of 4,000 H.C. and other H.E. bombs is carried has been suggested by an Air Bomber and submitted for approval. An isolation switch would be incorporated in the circuit between the Connell Pre-Selector and No. 13 Station. This switch would be permanently wired down except when the special load of 4,000 H.C. and other H.E. bombs is carried, in which case it would be left up for take-off and put down by the crew when a height of 4,000 feet is reached. In the event of engine failure at take-off, the pilot could jettison the smaller H.E. bombs safe with the jettison toggle instead of the normal jettisoning of containers by Type H Jettison.
[Underlined] 52 Base [/underlined] report that [underlined] 12 [/underlined] aircraft took off between [underlined] 08.30 hours and 09.30 hours [/underlined] on 4th July to carry out High Level Practice Bombing. Early morning details can be sure of the best bombing weather!!
[Underlined] 106 Squadron (F/L Morgan) [/underlined] report the following outstanding exercise:-
Pilot:- F/O Meredith
Air Bomber:- F/O Mitchell.
As the port outer engine had to be feathered before completion of the cross country, bombing was carried out on only three engines. As Gee was thus u/s and as petrol was running short, no wind was found, but the wind velocity found on the last leg of the cross country was used for bombing. This wind velocity was found at 18,000 feet, whereas the bombing was carried out at 14,000 feet owing to having only three engines. Thus a fairly large vector error of 214 yards (Converted to 20,000 feet) resulted, but the bomb aimer’s error was only 16 yards at 14,000 feet, which is an error of 19 yards when converted to 20,000 feet.
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
Bombing Leaders in 54 Base are:-
83 Squadron – F/L Bedell
97 Squadron – F/L Rogers, D.F.C.
627 Squadron – F/L Mitchell
[Underlined] F/L Harris, D.F.C. [/underlined] has arrived from H.Q. 6 Group to take over Bombing Leader duties at No. 5 L.F.S. Syerston.
[Underlined] F/L Honnibal [/underlined] (ex 92 Group) has succeeded F/L Keats as Bombing Leader to 57 Squadron.
[Underlined] F/L Keats [/underlined] (57 Squadron) has moved to H Q 92 Group.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Clegg (44 Squadron), F/S. Booth (619 Squadron) and F/O Linnett (207 Squadron) obtained “B” Categories on No. 84 Course and F/O Nugent (61 Squadron) obtained “B” Category on No. 85 Course.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
The month of June was notorious for bad weather, numerous operations and stand-by’s. Hence the competition entries were fewer in number than of late. It has been decided to include the Conversion Units in the Competition under the same rules as for the Squadrons. It is realised, however, that they have an advantage over Squadrons in so far as they have considerably more qualifying entries from which to make selection. However it is hoped that squadrons will make determined efforts to beat the Conversion Units in July. Out [sic] congratulations are extended to 51 Base for their high standard, and their commanding positions in this, their first entry!!
PILOT AND AIR BOMBER’S ERROR AT 20,000 FEET
1st 1654 C.U. – 60 yards
2nd 619 Squadron – 62 yards
3rd 1660 C.U. – 68 yards
4th 1661 C.U. – 69 yards
5th 44 Squadron – 70 yards
6th 467 Squadron – 78 yards
7th 5 L.F.S. – 83 yards
8th 49 Squadron – 85 yards
9th 83 Squadron – 90 yards
10th 9 Squadron – 92 yards
11th (630 Squadron- 96 yards
(106 Squadron 96 yards
13th 463 Squadron- 107 yards
14th 97 Squadron – 109 yards
15th 207 Squadron – 116 yards
16th 57 Squadron – 124 yards
Non-qualifying Squadrons:-
17th 50 Squadron (6 exercises)- 106 yards
18th 61 Squadron (3 exercises)- 91 yards
[Underlined] BOMBING LEADER COMPETITION [/underlined]
F/Lt Walmsley, D.F.C. – 52 Base – 76 yards
[Underlined] BIGCHIEF COMPETITION [/underlined]
G/Capt Johnson, D.F.C., A.F.C. – 88 yards
(R.A.F. Station, Syerston)
[Underlined] ? ? AIR BOMBERS’ QUIZ ? ? [/underlined]
1. What can cause an apparent Vector error in practice bombing?
2. List the possible causes of Large Random Errors.
3. What errors in practice bombing will be caused by low suction?
4. If you set the wrong T. V. what kind of error will you get?
[Underlined] MARK XIV BOMBSIGHT – DO’S AND DON’T’S [/underlined]
DO:- (i) set Bomb T.V. (the TV’s of all bombs likely to be dropped should be recorded on the levelling card on the top right-hand corner of the computor).
(ii) Set Target height against Q.F.E. ([underlined] SEA LEVEL PRESSURE [/underlined]).
(iii) Set [underlined] INDICATED [/underlined] Wind Speed because Bombsight Computor works on Indicated Air Speed and indicated height (indicated wind can be found from true wind by SUBTRACTING 1.5% per 1000 ft of height).
(iv) Synchronise bombsight compass with Pilot’s D.R. repeater (by pressing in and turning the synchronising knob on the side of the Computor box.)
(v) Check that sufficient suction is reaching the bombsight gyros.
(vi) Remember to turn on air supply to the bombsight by means of the Bombsight Cock.
(vii) Be sure that the Pilot puts main control cock of “George” to OUT when Bombsight is to be used, or no compressed air will be available.
(viii) Keep the bombsight clean and check all the loads are correctly attached.
(ix) Liaise with the Instrument Section who maintenance [sic] your bombsight.
DON’T (i) Use the Emergency Computor until you have checked the bombsight and tried to correct the fault.
(ii)Touch the reflector glass of the Sighting Head when the gyro is running (the gyro is always running when the engines are running).
(iii) Forget to adjust the levelling scales for the all-up weight. (The Flight Engineer will know the A.U.W.).
(iv) Put any pressure on the reflector glass – even the edge of a map may lead to the toppling of the gyro when the engines are running.
(v) Let anything, not even your oxygen mask, press on the Sighting Head. (The upper part is supported on anti-vibration mountings which prevent the bearings of the gyro being damaged – the least pressure can make the alignment inaccurate).
(vi) Stow parachute, window, etc. near any of the leads to the Computor Box or Sighting Head.
(vii) Forget to liaise with the bombsight maintenance staff.
[Underlined] OPERATIONS (Continued from back page) [/underlined]
were daylight attacks) with varying degrees of success. Notable among these attacks were the operations in daylight against WATTEN and SIRACOURT on the 19th and 25th respectively. In both cases direct hits are claimed on the launching ramps involving damage which, it is hoped, will put them out of -commission at least temporarily.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 4
[Page break]
NAVIGATION
No long range sorties have been carried out during the month; in fact almost all the targets have been in Gee range. No Navigational difficulties therefore have been experienced. Broadcast winds have not been attempted during the month because of shallow penetration.
One major navigational “boob” was, however made during the month by a Navigator of No. 106 Squadron. The aircraft was detailed to attack a Ruhr target, and reached the enemy coast on track and on time. The Navigator then gave the next course to the pilot who in error steered 100° different from that given him. The Navigator was at fault in not checking the course with the pilot. The aircraft continued on the wrong course for six minutes until a Gee fix was obtained. The sortie was eventually abandoned because of the time element. This is another example of what can happen if you do not carry out the correct drills. Immediately the pilot says “on course” make it your first duty to check the true course steered.
[Underlined] ANALYSIS OF WIND FINDING. [/underlined]
During the month an analysis of errors which may arise in windfinding has produced the following probable error:-
Probable Error
(i) Inability to read A.P.I. to nearest half minute of Lat. and Long. 1 mile
(ii) Inability to plot a position in Lat. and Long. accurately (e.g. Air Position and Gee fix) 1/2 mile (at least)
(iii) Inherent error in H2S fixes of at least half a mile. 1/2 mile
(iv) Inability to plot an H2S fix to within 1/2 mile because of mile scale limitations on chart 1/2 mile
(v) Probable error in synchronising of D.R. compass repeaters when airborne. 1 mile
(vi) Error in Compass swing of at least 1°. 1 mile
(vii) Probable error in measuring off length of wind vector, because of mile scale limitations, on chart. 1/2 mile
[Underlined] Total [/underlined] 5
Therefore if a wind was found over a period of 15 minutes it would be possible to obtain an error of 20 m.p.h!! Fortunately, of course, some of the errors will cancel out, but even then there will always be a residue which, multiplied by four, may still give a large error.
It will be noticed that careless errors in taking of Gee and H2S fixes, reading off A.P.I. co-ordinates, incorrect plotting etc. have not been mentioned.
The problem now is, how can we eliminate the above errors. Action has already been taken to eliminate points (iv) and (vii). Station and Squadron Navigation Officers are urged to discuss the above list with all Navigators on the Squadron, and submit any suggestions to Group Headquarters immediately.
Don’t be afraid to give us all your suggestions. Remember, the more accurate w/v’s we obtain, the more accurate the bombing, concentration and timing.
Referring back to careless errors, by far the largest of these are plotting and computing errors. A list of exercises to improve plotting and computation was forwarded to each S.N.O. some weeks ago. It is the responsibility of each S.N.O. to see that these exercises are completed at regular intervals. Short computation tests, lasting 15 – 20 minutes should be completed every morning if this is possible. There is always a spare half hour between assembly at the flights and commencing N.F.T’s. The plotting tests should be carried out at least once every fortnight, particular stress being laid on wind finding. Make it a point always that the tests are analysed immediately after completion, and the results made known as soon as possible.
Many Squadrons have adopted the above procedure, and are being well repaid. There are still one or two Squadron Navigation Officers, however, who say they are too busy to do such things. Don’t let this be your excuse – try it conscientiously and well for the next fortnight, and note the improvement in the work of your Navigator.
[Underlined] AIR POSITION INDICATOR [/underlined]
All Navigators will now be conversant with the resetting modification fitted during the past months. It is hoped that maximum use is being made of this device, which should considerably simplify resetting.
Yet another modification to simplify resetting has been suggested by the Navigation Staff at Syerston. It is the fitting of a “winder handle” to the resetting knob. Only one handle need be used when resetting and, much more important, the time taken to reset will be reduced by at least 2/3rds. The above modification has been submitted to Bomber Command for approval, and as soon as this is obtained, all aircraft will be modified.
Several Squadrons have been persevering with the graphical resetting procedure, but this has not proved very successful. When the modification suggested by Syerston has been fitted to all aircraft, all objections against resetting regularly will have been overcome, and it will be possible to adopt the standard procedure of resetting the A.P.I. regularly.
[Underlined] NAVIGATION TECHNIQUE [/underlined]
During the summer months it is hoped we may further the Navigation technique to such an extent that Navigation will be considerably simplified during the winter period. We must aim for simplification and standardisation in use of A.P.I., H2S and log and chart keeping. This will be of considerable benefit to the Conversion Units. At the present time a Navigator is taught one method at the Conversion Unit and another on the Squadron – consequently he is proficient at neither. Ideas are being collected from Squadrons and it is hoped to present to Squadrons and Conversion Units the ideal Navigation technique. Let us have your suggestions.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The results of the drive on practice bombing and wind finding have, on the whole, been satisfactory – but in certain cases they have been disappointing. The Conversion Unit Navigators have surpassed many operational Navigators. A vector error of less than 5 m.p.h. should be your aim.
Improvements have been made during the last 7 or 8 weeks, and the average vector error produced this month is 7 3/4 m.p.h. – a commendable effort on the whole but there is still room for improvement.
It was stated in last month’s News that a monthly Bombing Wind Finding Competition would be held. It was the intention to publish the best eight vector errors for the month, but so far there have been 14 instances where NIL vector error was obtained and a further 14 instances of vector errors of 2 m.p.h. and below! It has therefore been decided to issue the AVERAGE vector error obtained by each Squadron and Conversion Unit for the month. The order is as follows:-
[Table of Average Vector Error by Squadron]
[Underlined] Average Error: [/underlined] Squadrons – 7 m.p.h.
Con. Units – 8 m.p.h.
It will be noted that only one Squadron has achieved the ideal, i.e. a mean vector error of 5 m.p.h.
[Underlined] UNION NEWS [/underlined]
S/Ldr Day, D.F.C. Base Nav. Officer, Scampton to Ops.II H.Q. 5 Group.
S/Ldr Mould, D.F.C. S.N.O. Dunholme to Base Nav. Officer, Scampton.
F/Lt. Bray, D.F.C. 207 Sqdn. to S.N.O. Dunholme.
F/Lt. Woodhouse, D.F.M. 44 Squadron Nav. Officer reported missing.
F/Lt. Craven 50 Squadron Nav. Officer reported missing.
F/Lt. R. Adams, D.F.C. 630 Squadron Nav. Officer reported missing.
F/Lt. Lascelles, D.F.C. 1654 C.U. Navigation Leader to be Squadron Nav. Officer No. 50 Squadron.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 5
[Page break]
ARMAMENT
[Underlined] A RECORD MONTH [/underlined]
The month of June produced two new records when a total of 3000 sorties was flown, resulting in 11,708 tons of bombs dropped on enemy territory, an increase of 3,000 tons over our previous record in May. All armament personnel can be justifiably proud of their contribution, particularly as this phenomenal tonnage represents only a fraction of the tonnage actually handled during the month.
[Underlined] ELECTRICAL BOMBING GEAR [/underlined]
One drop of water in the wrong place may result in several thousands of pounds of high explosive failing to reach the target – a startling yet true statement. Bad weather has necessitated leaving aircraft bombed up for several consecutive days, and as no aircraft can be guaranteed waterproof, it is quite possible that some of our recent “summer weather” has seeped into the bombing circuit.
All Armament Officers are reminded if the correct procedure to be carried out when aircraft are left bombed up after the cancellation of operations, and a quick reference to Air Staff Instructions would not be amiss at this stage. Are your electrical circuits tested each day, and do you always remove pyrotechnics from the aircraft immediately after the cancellation? Check up on these and all other relevant points, and ensure that the [underlined] full [/underlined] load reaches its destination, and not just a small fraction of it.
[Underlined] ARMAMENT BULLETIN [/underlined]
The Bomber Command Armament Bulletin for June has now arrived and contains some very interesting and useful information, particularly the suggestions made for improving the condition of bomb dumps in general. Page 9 of the Bulletin refers to the difficulties encountered in the storage of cluster projectiles and introduces a new type of tracking which is intended form a temporary hard standing in bomb dumps which have no suitable storage space for this particular weapon. Supplies of this Summerville tracking have already arrived at some stations in the Group and although it is, as yet, too early to express an opinion as to the efficiency of this equipment, it is considered that it will prove to be a very great asset.
FAILURES TABLE
[Table of Armament Failures by Types and Squadron]
A= MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
[Underlined] GUN FREEZING [/underlined]
Although the immediate danger of gun failures due to freezing has now passed, the problem of preventing such failures is still being very carefully investigated, and to assist in this investigation samples of hydraulic fluids have been taken from gun turret systems of operational aircraft for analysis by the Ministry of Aircraft Production.
A [indecipherable] of water in suspension in hydraulic fluid is sufficient to cause the oil to freeze at a considerably higher temperature, and consequently the importance of ensuring that oil containers used to fill gun turret systems are free from water, cannot be too strongly stressed. Results of this analysis will be forwarded to all Bases and Stations when received. We hope that they will be negative.
[Underlined] AMMUNITION [/underlined]
The repeated changing of ammunition from night to daylight sequence results in all ammunition bolts being handled several times a week. If ammunition is transported in suitable containers and handled carefully when being loaded into the aircraft, no misalignment should occur.
The necessity for ensuring that only correctly aligned ammunition is loaded into gun turrets should be brought to the attention of all armourers and air gunners.
NAVIGATION TRAINING
The emphasis during the past month has been on wind finding for practice bombing, and we are pleased to say that Navigators on the Training Base have risen to the occasion and produced excellent results. The most notable performances have come from Winthorpe, where seven Navigators obtained a Nil vector error. This drive on wind finding has created a desire to find equally correct winds during Navigational exercises. The result has been a big improvement in track keeping and timing.
From time to time improvements on the A.P.I. are suggested. The latest suggestion comes from F/O Richardson of No.5 L.F.S., who has suggested a modification to facilitate re-setting. This modification, if adopted, will reduce the time taken to reset the A.P.I. by at least 2/3rds. Good work Syerston!
H2S training is getting into its stride at Wigsley, and 1/3rd of each course is now being trained. Only one trainer is available at Wigsley at the moment, but as soon as the second trainer arrives it is the intention to train 50% of all crews. Winthorpe and Swinderby Conversion Units are already training half their inputs. Pupils are receiving approximately 14 hours air training, and at least 20 hours ground training. When more aircraft are available it will be the policy to train more crews rather than increase the number of flying hours per pupil.
Bullseye exercises have been seriously interrupted by bad weather, but 10 and 12 Groups have co-operated to the maximum extent on every possible occasion, and several good exercises have been completed.
[Underlined] THIS MONTH’S “OVER KEENNESS” [/underlined]
A Navigator on a cross country flight who was endeavouring to work the Swinderby system of obtaining six minute fixes and winds, experienced Gee failure. He immediately instructed his W/Operator to obtain a M/F fix every six minutes. The W/Op. found the ether rather congested, so he attempted priority fixes – much to the concern of the M/F Section, R.O.C, 5 Group and No. 51 Base!
Public Relations
Public Relations work during June has been rather confused owing to the altered nature of the Command’s operations, and the uncertainty of many circumstances. Only a few reports were issued to the press at any length by the Air Ministry News Service.
Three war correspondents have flown in Group aircraft on operations: Mr. Ronald Walker, of the “News Chronicle” who went over Caen with S/Ldr. Fairburn of 57 Squadron on June 12/13; Mr. R.J. Kiek, of the Netherlands Press Agency, who flew over a French target with his countryman, F/O Overgaadu of No. 207 Squadron, on June 16/17; and Mr. Kent Stephenson, B.B.C. War Reporter, who unfortunately failed to return with W/Cdr. Crocker of No. 49 Squadron on June 21/22.
(Continued in Column 2)
(Continued from Column 3)
Three parties came to our stations: June 1st, Dunholme, Mrs. Billingham (Reuters), Miss Tredgold (South African Argus) and Mr. Fletcher (Sport and General Press Agency Photographer) for the visit of the Prime Minister of Southern Rhodesia: June 17th, Waddington, Mr. W. Farmer, of the “Melbourne Herald”; and June 22nd, Waddington, Mr. Wilkins and Miss Elizabeth Riddell (journalists) and Mr. J. Warburton (Sport and General photographer), for the visit of the Duke of Gloucester.
A party of employees of the Firma Chrome Plating Co., of Sheffield, visited the Sheffield Squadron (No.49) on June 3rd.
5 GROUP NEWS. NO.23. JUNE, 1944.
[Page break]
SIGNALS
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
June was quite a fair month from the aircraft signals point of view, but improvement can and must be made. It is hoped every endeavour will be made by Signals Leaders to raise the standard of Aircrew Signals operating to a high state of efficiency.
Have all Signals Leaders read and digested 5 Group Signals Instruction No. 13, and acquainted all their operators with its contents?
This instruction lays down the requirements for W/T Control Operators. Endeavour should be made to bring every Operator up to the standard required. Two Squadrons have already carried out air tests with quite satisfactory results. One important point – once an operator reaches the standard required, he must, by constant practice maintain that standard, and to ensure that he does, he may be required to do an air test with Group at any time, without previous warning.
[Underlined] DAILY INSPECTIONS. [/underlined]
Signals Leaders, do you ever take a quick run out to your aircraft and check over the “Daily” done by your W/Ops?
An aircraft of this Group took off on Ops one night, was only airborne a short time when the intercom. failed. Cause – faulty 2v 20 Acc! The W/Op did not carry out the correct drill for the use of emergency intercom. as laid down in 5 Group Aircraft Drill No.11, Appendix “A”. Result – one early return and one load of bombs the Hun did not receive. Was this the only dud 2v 20 Acc. airborne that night? Or was he the unfortunate W/Op. who, through his lack of knowledge or carelessness in carrying out his emergency drill, was found out? We wonder!! It would be worthwhile checking up on these accs. in the aircraft. Yes, there was a lot of truth in the film “BOOMERANG” !
The new Wireless Operators (Air) log has now gone to the printing press and should be available for issue very soon. We hope to see some very neat and fully detailed logs returned, just to show your appreciation.
[Underlined] GOOD SHOWS [/underlined]
This month’s Good Show comes from 57 Squadron, by an operator who showed coolness and initiative in fixing up his broken dinghy aerial (fixed) and operating his dinghy radio, thus enabling the rescue aircraft to “home” on his signal.
The aerial mast was broken while erecting, and the operator fixed his aerial lead into the aerial part while other members of the crew took turns at holding the aerial aloft, by the insulated part which separates the aerial from mast.
This is an excellent example of cool and intelligent thinking under very difficult circumstances.
[Underlined] EARLY WARNING DEVICES [/underlined]
The co-operation of W/Op. and Gunner reporting on unserviceability of Early Warning Devices is improving, but there are still the few cases of discrepancy appearing in these E.W.D. reports and Combat reports. Just a little more drive in this direction will eradicate this, so Signals Leaders and Radar Interrogators, do your stuff.
Manipulation failures are still occurring, mostly due to lack of experience, and every effort must be made to eliminate them. Efforts are being made for every Squadron to have one Early Warning Device Instructor, and quite a few Squadrons have them already. Signals Leaders, get your W/Ops over to them for that little extra instruction which means all the difference between failure and serviceability of your E.W.D. and sends your Squadron percentage of serviceability soaring.
The cards, depicting combats on Monica, sent from this Group to Headquarters Bomber Command, are now in the process of being reproduced and will soon be available for issue to Squadrons and Conversion Units.
[Underlined] GROUP W/T EXERCISE [/underlined]
The alteration to the time of the Group W/T exercise has met with universal approval from all Squadrons, and there has been some good operating. The reallocation of Squadrons to Sections 1 and 2 should also help to make the exercise more interesting by eliminating the possibility of any two transmitters “blotting out” each other due to their close proximity.
[Underlined] VALETE ET SALVETE [/underlined]
Our heartiest congratulations to W/Cdr. Skinner on his promotion and his appointment as Officer Commanding No. 14 Radio School. We wish him every success in his new sphere.
Our congratulations also go to S/Ldr. Andrews on his appointment as Signals Leader, 92 Group.
Five Group are poorer by two very popular officers.
44 Squadron will welcome F/O Hughes (a former 44 Sqdn. W/Op) as Signals Leader.
[Underlined] W/T FAILURES [/underlined]
The W/T failures percentage against total operational sorties has shown a great decrease during the month. There were 27 failures reported out of 3,000 sorties – the percentage being 0.9, the lowest figure for many months. The maintenance personnel are to be commended for repeating last month’s record of zero maintenance failures. Out of this enormous number of sorties, only two aircraft returned early as a result of signals defects. The number of component failures (equipment) was 14. Surprisingly enough, not one condenser or resistor defect was reported; R. 1155 output valves again proved troublesome.
[Underlined] V.H.F. FITTING [/underlined]
At the time of going to press, 200 aircraft are fitted with V.H.F. equipment. The speed of fitting has placed us well ahead of schedule. Units are reporting that they are receiving a considerable number of crystals which on test have been found inactive. R.A.E., Farnborough, have evolved a modification (R.T.I.M. No.629) employing a choke unit type 45, which, in A. D. G. B. aircraft has proved quite successful. When the choke units become available, units will be notified.
[Underlined] MANDREL [/underlined]
There are two main reasons why the total number of Mandrel fitted aircraft in this Group has fallen. They are (a) supplies of Col.9 not forthcoming, and (b) large scale V.H.F. fitting drive, which has absorbed all available Signals manpower in the squadrons. It is emphasised, however, that squadrons must ensure that all their complete Mandrels are fitted as soon as possible. The Countermeasure Party is still available at Group Headquarters in readiness to offer assistance.
[Underlined] CARPET II [/underlined]
Contrary to many beliefs, Carpet II is in no way connected with Persian Markets. It is, however, a new radio countermeasure device fitted to the Illuminating Force aircraft of this Group. It is quite popular with the C.S.O!
[Underlined] RADAR [/underlined]
Base Signals and Radar Officers attended a conference at Group Headquarters on 16th June, to discuss the Bomber Command proposed establishment of Radar personnel. After considerable discussion and divergence of opinion the proposals were accepted. Some alterations were suggested in connection with accommodation and holdings of spare equipment, and these were forwarded to Bomber Command. It is understood that the proposals are now being considered by the Establishment Branch at Bomber Command.
[Underlined] BOOZER [/underlined]
Sufficient Boozer equipment became available during the month to enable fitting to proceed in our two Boozer squadrons. As this equipment is in very short supply, every effort must be made to make immediate use of all that is available. Test equipment is at the moment, difficult to obtain, but a proposed re-distribution of the total Command holdings should ease this situation.
[Underlined] REPEATER INDICATORS [/underlined]
It has become increasingly obvious from scrutiny of combat reports that Tail Warning Devices are not being watched continuously by the Wireless Operator. Originally it had been hoped that with training and experience a W/Op would be able to carry out his W/T work whilst, at the same time keeping one eye on the Tail Warning Device, but this has been found to be very difficult. The possibility of repositioning the Tail Warning Indicator so that two of the crew can watch it, has been thoroughly investigated, and found impracticable. Experiments have been made to ascertain the possibility of using a second indicator. This repeater indicator is located adjacent to the Gee indicator. An indicator standard for both Monica IIIA and V, has been designed and tested by the Group Trouble Shooting Party. It has proved quite satisfactory and Bomber Command have been asked to arrange for its early introduction. The design of a simple Fishpond repeater indicator proved too great a problem, and it is now expected that a second standard Fishpond indicator will be the only answer.
[Underlined] GEE [/underlined]
Gee was once again the leader in serviceability, showing a new high percentage of 97.77 out of 2,639 sorties. This was obtained in spite of the decrease in new equipment available, and a consequent reduction in the spare sets which squadrons were able to hold.
(Continued on Page 8 Column 1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 7
[Page break]
SIGNALS (CONT.)
[Underlined] H 2 S [/underlined]
A total of 1249 sorties was completed by aircraft equipped with H 2 S Mark II, and of these 103 experienced difficulty; the remaining 91.76% were serviceable throughout the sorties. The fitting of this equipment to 619 Squadron has not yet been completed, but it is proceeding as fast as circumstances will allow. The movement of the Bomber Command Fitting Party to Dunholme will ease considerably the strain of fitting now being carried out by squadron personnel. The supply of fitted aircraft is keeping pace with the number of trained crews.
Mark III H 2 S has shown a decided improvement and the 76 sorties completed resulted in a serviceability of 92.11%. Supply of this equipment is still very grim, but does show signs of improving.
[Underlined] FISHPOND [/underlined]
As is to be expected, this equipment followed in step with H2 S, 92.72% of the 1236 sorties being free of difficulty. Training has shown very decided improvement and the operational reports indicate that W/Ops. are having increased success with this equipment.
[Underlined] MONICA [/underlined]
Monica IIIA remained at almost the same level as May. 830 sorties were completed, and there were 39 difficulties reported. The remaining 95.31% gave completely satisfactory results. Monica V came closer than ever to overtaking its predecessor with a percentage serviceability of 93.91. The more prevalent causes of unserviceability have been almost eliminated, and the lesser difficulties will no doubt diminish as further experience is gained by Radar personnel. The supply position of both types of Monica becomes increasingly difficult, so squadrons must do their utmost to conserve their existing equipment, and to keep all sets serviceable. The delivery of a Monica Trainer to the Aircrew School at Scampton should help squadrons considerably in their training programme.
The serviceability figures for the month are very gratifying. They indicate a decided increase in the standard of training and workmanship of Radar personnel. In these days of intensive operations, it requires hard work to keep all our equipment serviceable, but the bombing results are more than worth the effort. With the introduction of the proposed establishment, and an adequate number of Radar vans, we should be able to meet the rain and altitude trials of winter on better than equal terms.
[Underlined] TELEPHONE EXCHANGES [/underlined]
Last month’s issue of the News contained a cartoon for which we, in Signals, accept no responsibility. We are delighted, however, to be given the opportunity to refute the allegation of inefficiency which was inferred by publishing the following bouquet.
Skellingthorpe has produced some surprising figures showing the number of calls handled by the Admin PBK during a 24-hour non-operational period. A total of 3,725 calls was handled during this period, and of these 3,143 were extensions – to – extension calls. The Station Commander comments – “My opinion of our operators, always high, has gone up still further”, and – “at Skellingthorpe we have an exchange staff second to none”. We hope that this latter remark will be accepted as a challenge by other exchanges within the Group.
[Underlined] TELEPRINTER TRAFFIC [/underlined]
In April of this year, this Headquarters Signals Office was handling about 9,000 teleprinter messages per week. A drive was then inaugurated to divert traffic to less congested channels, such as D.R.L.S., and our weekly total fell in five weeks by 4,000 messages!
Now that “D” Day has passed, however, the total is commencing to rise. This must be checked, since as the Western Front develops, our commitments increase – It’s often quicker by postagram – at any rate for Admin messages.
EQUIPMENT
[Underlined] LANCASTER SPARES [/underlined]
This month sees a changeover in our method of demanding spares for Lancasters. Instead of demanding straight on to the M.P.O. demands are now placed on No.207 M.U. who are in a position to supply.
Equipment Officers will help No. 207 M.U. provisioning to a great extent by keeping a close watch upon demands for Lancaster spares, and ensuring that demands are going to No.207 M.U. and not to the M.F.O.
[Underlined] MECHANICAL SWEEPERS [/underlined]
A point to watch is the serviceability of mechanical sweepers. If these machines go u/s it means that runways cannot be kept clear of flints and stones, which means a rise in consumption of tyres. The aircraft tyre situation is still acute, and every care must be taken to get the maximum amount of life out of every tyre.
Equipment officers should therefore look into the holdings of spares for mechanical sweepers, and in conjunction with the M.T. Officers provision wisely on those parts which have a habit of going u/s. This will keep the sweepers serviceable and the consumption of tyres down.
[Underlined] WINTER CLOTHING [/underlined]
Now the English summer is upon us it would be wise to overhaul items of winter clothing such as overcoats, waterproof overalls, leather jerkins etc., and get them into good trim for the forthcoming winter.
It would be better to do it now instead of waiting for the winter when these items will be in great demand.
[Underlined] BLANKETS [/underlined]
Instances have occurred where it has been found that Stations have been holding blankets far in excess of their entitlement as laid down in A.M.O. A. 700/43. A quick check of stocks may mean the release of many blankets with a subsequent saving of man-hours at the factory which manufactures them.
[Underlined] EQUIPMENT (Continued from column 2) [/underlined]
[Underlined] OXYGEN TRANSPORT CYLINDERS [/underlined]
Attention is drawn to Headquarters Bomber Command letter BC/S.21459/E.6, dated 30th June, 1944.
The scale of issue of these items is 32 per squadron. Equipment Officers should make every effort to reduce any surplus holdings and return these cylinders to the M.U.
GARDENING
5 Group’s gardening this month amounted to two small but useful operations by No.44 Squadron against two of the Biscay U-Boat lairs, on the nights of 6/7th and 8/9th. Planting was done in H 2 S from high altitude and some excellent P. P. I. photographs were obtained. A total of 30 vegetables was planted.
Although the record breaking figures of April and May were not reached, the Command planted the considerable total of 1772 vegetables, in some 20 gardens. Over 1,000 were directed against the U-Boats – off their bases and in their approach routes to the Western end of the English Channel. This, combined with vigorous and successful action by air and surface striking forces has brought almost to nothing the threat to our Invasion supply lines, in spite of the massing of the U-Boats to the West of the Channel in the first few days. Nearly 600 vegetables were laid in the Channel itself, to impede enemy surface craft – principally E-Boats – in their anti-invasion operations. (Here, we gratefully admit, we were helped more than a little by the wholesale slaughter of these vermin in their harbours by the bombers). Certain North Sea gardens received some 150 vegetables, and Mosquitos of 8 Group planted a small number in the Kettegat.
During the three months preceding “D” Day well over 7,000 vegetables were planted by the Command, 5 Group being responsible for 908. These figures show that in actual quantity we distributed about one eighth of the Command total. What they do not show is that nearly all our operations were special ones, involving either exceptionally long distances (DANZIG); exceptional accuracy from very low level (KONIGSBURG CANAL); exceptional weight of attack in one night (KEIL BAY) or gardening in daylight (KATTEGAT). We do little routine gardening, and so do not get regular practice, but our recent successes show the value of keeping up to date in slack periods.
Results are beginning to come through, but details of casualties still refer to at latest three months ago; in fact, in the latest list we discover that 5 Group sank a U-Boat in April [underlined] 1943! [/underlined] Fortunately some reports get through more quickly than that, and news of the tremendous indirect effects of the pre-invasion gardening is plentiful. We hear of the route from TRELLEBORG to KIEL (150 miles) being marked with a [underlined] WRECK [/underlined] buoy every 1 – 2 miles; of Swedes and Finns laying up their ships rather than risk out mines, and the Ministry of Economic Warfare states that the mining of the Kiel Canal, backed up by the mining which preceded and followed it in the Baltic and North Sea approaches to the Canal, caused an [underlined] IRRECOVERABLE [/underlined] loss of 3 million tons of overall imports/exports to the German War Machine.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 8
[Page break]
AIR SEA RESCUE
June brought a record number of operational sorties and, at the same time, an increase in the known number of incidents involving Safety Drills.
A squadron aircraft disappeared over the Irish Sea on a navigational exercise with the loss of the entire crew. Four crews had occasion to use the Parachute Drill, two were successful; in the third, four members who baled out were lost in the sea; in the fourth the rear gunner had a cannon shell through his parachute, and a gallant attempt by the Air Bomber to share his own parachute was un successful.
[Underlined] 9/10th June. [/underlined] S/44 Squadron returning from operations, got out of control in bad weather. Its position was uncertain, and the captain ordered the crew to abandon the aircraft. Four members had jumped when the pilot regained control. They fell into the Thames Estuary and were drowned. The aircraft landed at base. None of those lost attached their K-type dinghies before jumping. [Underlined] MORAL [/underlined] – If in doubt about your position always take your dinghy with you.
[Underlined] 21/22nd June. [/underlined] Z/44 Squadron was hit in the starboard elevator from extreme range by a night fighter over enemy territory. The aircraft dived sharply with the elevators jammed, and when over the vertical the pilot considered he had no hope of recovery and ordered the crew to abandon. The Air Bomber was jammed against the rear of his compartment. The Rear Gunner was caught in his turret and trapped by piles of ammunition on his lap, caused by a runaway servo feed. Four members baled out and their parachutes were seen to open. The captain eventually regained control and flew the aircraft back to base, navigated by the Air Bomber.
S/630 Squadron was badly shot up by a fighter. Wings and fuselage were riddled, and the rear turret so badly damaged it was a wonder the gunner escaped injury. The rear gunner had a cannon shell through his parachute.
With the assistance of two crew members, the pilot flew the aircraft back to this country where, due to damage, he found he could not turn and so was forced to bale out his crew.
At the risk of grave personal injury, the Air Bomber allowed the Rear Gunner to attach his parachute clips to the “K” Dinghy ”D” rings of his (the Air Bomber’s) harness, and the two went out together. Unfortunately, his “D” rings tore through the webbing when the parachute opened and the Gunner was lost.
[Underlined] SUCCESSFUL DITCHING [/underlined]
A/57 Squadron on the same night was returning across the North Sea at 7000 feet when all engines failed, apparently through shortage of fuel. The Captain immediately warned his crew, and ordered the Wireless Operator to transmit S.O.S. The Wireless Operator switched I.F.F. to “Distress” and transmitted “S.O.S.” and the aircraft callsign about ten times before being ordered to his ditching station.
The aircraft ditched ten minutes later. The pilot made use of his landing light which helped him to judge his height, but having no power the aircraft struck the water very severely breaking off the tail. The Captain’s harness had not been tightened sufficiently and he was flung upwards, making a large hole in the perspex and cutting his face deeply. The pilot left the aircraft by means of this self-made hole. The Flight Engineer was also flung upwards and cut his nose on the fuselage roof. The gunners were flung over the flapjack but were uninjured, falling on top of the Air Bomber who was also unhurt, and the Navigator cut the back of his head.
Exit was made from the aircraft “except-
(continued on page10, col.3)
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Underlined] Place Dinghy Drill Parachute Drill [/underlined]
1 52 Base 52 Base
2 53 Base 55 Base
3 55 Base 53 Base
[Table of Drill Results by Squadron]
No crews in No. 54 Base were tested during the month.
[Underlined] Points arising from Safety Drill Tests. [/underlined]
(a) A number of crews have not thoroughly read “5 Group Aircraft Drills”.
(b) Insufficient use of made of the intercom in practicing “Safety Drills” – the more use that is made of the intercom the more informed and less worried the crew will be.
[Underlined] FOOTNOTE. [/underlined]
The monthly summary of Ditchings in Home Waters for May, 1944, shows that 508 airmen were concerned, of whom 242 (47.2%) were saved – a marked percentage increase in lives saved.
RECENT GOOD SHOWS
An aircraft of No. 207 Squadron, flown by F/O Smart, collided over the target with another Lancaster which broke cloud above on the port quarter. In spite of the fact that the entire port fin and rudder were torn away and the port tail plane, elevator and aileron badly damaged, F/O Smart completed the bombing run and showing great skill, flew the aircraft back to this country where he made a successful landing.
By his prompt action, F/O Sanders of No. 463 Squadron averted what could have been a serious accident. He was taking off with full bomb load when the starboard tyre burst at a speed of approximately 90 m.p.h. Displaying great skill, he controlled the swing and made a successful take off, and after completing the sortie landed his aircraft in such a way that only minor damage was sustained.
P/O. Meggeson of No. 83 Squadron showed a fine example of airmanship. The port inner of his aircraft caught fire. Though he was unable to operate the fire extinguisher or feather the propeller, by maintaining a very low airspeed, he succeeded in controlling the fire and few his aircraft back to base, where he made a successful landing.
As a result of combat with an enemy fighter, and aircraft of No. 61 Squadron, piloted by P/O Passant, was severely damaged. The starboard fin and rudder were shot away, the fuselage and starboard main plane badly damaged, and the starboard tyre burst. P/O Passant displayed great skill and determination in flying the aircraft back to this country where he made a successful landing.
- AND SHOWS NOT SO GOOD
Whilst making a night approach in 7 miles visibility, and aircraft struck a tree 1000 yards from the end of the runway. When the aircraft eventually landed the Pilot stated he had had a successful trip but that the aircraft felt very heavy to handle. This was not surprising as he was still carrying full bomb load when he landed.
Whilst flying at 8000 feet, all four engines of a Stirling cut. The aircraft lost height to 600 feet before the engines were re-started. The First Engineer was changing tanks when the engines cut. They started again when the Second Engineer turned the petrol on!
In broad daylight, after a clear straight run of 200 yards, a pilot taxied his aircraft into an M.T. vehicle standing on the perimeter track.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 9
[Page break]
ENGINEERING
The number of sorties carried out totalled exactly 3,000; this constitutes an excellent effort when it is considered that this number of sorties affected serviceability very little and a much larger number could have been laid on had the weather permitted and circumstances required them.
A large number of acceptance checks had to be carried out during the month and some excellent work was carried out by the Group Servicing Section, and the very fine spirit which exists within the Group was made evident by bases which had few acceptance checks to carry out volunteering to accept aircraft for check from other bases. This greatly decreased the period which would normally have elapsed to bring this large number of Lancasters to operational standard.
1.003% of aircraft which either failed to take off or returned early were due to technical faults for which the Engineering Branch is responsible. This 1.003% includes defects beyond our immediate control and remedial modification action is being taken in respect of many of the defects. It is good to know that not one of these aircraft failed due to a maintenance defect, and squadrons are to be congratulated on this aspect. The following squadrons had no early returns or cancellations due to Engineering defects during June, and are awarded a “big hand”:-
44, 83, 97, 467 and 619 Squadrons.
Failures are still occurring of the now famous oil pipe from relief valve to dual drive, and it is hoped that all promises made during June will reach fruition during July.
[Underlined] GROUND EQUIPMENT [/underlined]
The effort which is put in by maintenance personnel to maintain this high standard of aircraft serviceability has been increased on many stations to maintain a similar high standard of serviceability of ground equipment. It is pleasing to see the drive which is progressing to maintain these essential aids to serviceability. When a “set-up” looks efficient, it invariably is efficient. Nothing looks so inefficient as a dirty hangar with trestles, wheels, cowlings and any odd items lying around the floor in pools of oil, whilst engine platforms are oil saturated and the equipment generally filthy. This state of affairs does not exist at any station in this Group, but there is considerable room for improvement on certain stations. Once a high standard of efficiency has been achieved it can easily be maintained, but don’t sit back and maintain your present standard unless it is highly efficient.
Many grand jobs have been carried out during June to keep the serviceability high and it is very difficult to pick out any single base in this News.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
During the past month a drive was made to improve the maintenance of the Mark XIV Bombsight. Results have shown a marked improvement, but we will not be satisfied until every sight in the Group can be guaranteed accurate. Much more care must be taken in the levelling and lining up, as it is in these operations that most of the errors occur. The Mark XIV Bombsight is one of those instruments which requires plenty of liaison between Electrical officers and the Air Bombers’ Union, and it has been noted that this is now very effective.
Electrical sections deserve a pat on the back for the very intensive efforts they have put in during the latter half of the month. The list of modifications does not get any shorter, yet initial checks are still being completed in 24 hours.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability for Stirlings and Lancasters]
Flight Engineers
[Underlined] ADMINISTRATIVE ADJUTANTS [/underlined]
Many more administrative adjutants to the Chief Technical Officer are required; these adjutants will be volunteers from tour expired commissioned Flight Engineers. They will be responsible to the C.T.O. for the efficient administration of the Servicing Wing, and for the discipline and welfare of all the technical personnel on its strength.
Apart from this new post for Flight Engineers, there are also vacancies for administrative duties in the M.T. Section on Base Stations, and the duties will generally be the same as Adjutant to the C.T.O.
It will be seen that these posts have created quite a new avenue for Flight Engineers, but every facility will be given them to improve their engineering knowledge while undertaking administrative duties as their primary roles.
Flight Engineer Leaders must bring those vacancies to the notice of the commissioned Flight Engineers who are about to finish their tour of operations.
[Underlined] NON-COMMISSIONED FLIGHT ENGINEERS [/underlined]
A course of instruction for newly screened N. C. O. ‘s commenced at St. Athan on 7th June 1944. The object of this course is to train screened Flight Engineers to take up their new duties as Instructors in Heavy Conversion Units and Lancaster Finishing Schools.
Revision and technical subjects are included in the syllabus, but the course is designed mainly to teach the technique of lecturing.
As this course is most important to new instructors, it is hoped that all Flight Engineers will be enthusiastic, for much will depend on their results if the standard of lecturing is to improve in our Conversion Units and Schools.
TRAINING
Despite the bad weather towards the end of the month, 51 Base flew a total of over 8,000 hours and produced 130 crews for Squadrons.
Twice during the month, 1654 Conversion Unit, taking a leaf from the book of 1661 for May, laid on “operational” take offs for aircraft on night exercises. They got 17 and 22 off on these occasions in almost as many minutes.
Re-organisation of the Heavy Conversion Units commenced in the last week of the month to ensure that training of crews under the summer output can be increased to the highest level. Under this new system intakes of 11 every six days will go into the Heavy Conversion Units and the Group target figure for the month is 160 crews.
Each Conversion Unit now consists of 3 large flights, each of which is sub-divided into two. The Stirling Academy has also been split up into three parts, each one becoming the nucleus of a small flight at each Conversion Unit.
The Base had a very much better month from the accident point of view, and tyre bursts are now the only chronic complaint left. Undercarriage pylon failures have been reduced and coring has slipped rapidly out of the Base vocabulary.
New appointments within Base include Wing Commander Derbyshire, D.F.C., as Chief Instructor, 1660 Conversion Unit, and Wing Commander Kingsford Smith as Chief Instructor 1654 Conversion Unit.
[Underlined] AIR SEA RESCUE (Continued from page 9) [/underlined]
ionally quickly” and all the crew members were in the dinghy almost before they knew it. The kite container was lost in transit, but all other equipment was transferred to the dinghy – a parachute found its way in, but was afterwards lost in the excitement of getting clear of the aircraft which was keeling over and threatening to come down on top of the dinghy.
This crew merely got their feet wet in boarding the dinghy but later got the seats of their pants wet because of a small hole in the dinghy which was subsequently plugged.
The pilot was weak from loss of blood, and shock, so the Air Bomber took charge and bullied the rest of the crew into activity. They say this did the world of good. The aircraft floated for about 10 minutes.
The dinghy mast was broken when being stepped, but the Wireless Operator managed to connect the aerial to the dinghy radio and almost continuous transmissions were made with other crew members holding the mast erect. Some hours later they were spotted by 91 Group Wellingtons which brought in an A.S.R. Hudson. A Lindholme dinghy was dropped, but failed to inflate though the crew managed to collect three of the ration containers. About 14 1/2 hours later a Naval Launch picked up the crew and took them into Yarmouth.
This crew had done a practice dinghy drill on the day before the incident, and attribute much of the success of this ditching to that fact.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 10
[Page break]
ENEMY AGENTS – CARELESS TALKERS
On the 30th January, 1942, there was published a document of some importance – to wit A.M.C.O. A.9 of that year.
It was important because it cleared the air of a good deal of confusion on the subject of security, and it achieved this by defining the functions of Security Organisation – thereby defining what is meant by the term ‘Security’ – and it laid down the organisation by which these functions were to be performed.
Security was by no means a new subject. Prior to the appearance of A.M.C.O. A.9/42, a vast number of thoughts on the subject had already made themselves felt, chiefly in the form of posters. They bore a slogan – “CARELESS TALK COSTS LIVES” – they sought to impress the truth of this slogan by representing pictorially such distressing events as ships being blown up, aircraft being shot down, and so on, all, by implication, the result of the wrong word being spoken at the wrong time in the wrong place. These were reinforced, in lighter vein, by coloured drawings, more or less amusing, of Hitler listening beneath a table at which, presumably, two people were discussing the future plans of the Allies; of Hitler repeated ad infinitum in the pattern of the wall paper; of Hitler looking out of the frames of otherwise harmless pictures: all of them indicative of the ubiquity of Hitler, and of the truth of that apalling [sic] statement “Walls have ears”.
And since the appearance of A.M.C.O. A.9/42, these pictorial exhortations to verbal discretion have been emphasised to us, in the R.A.F., by a quantity of printed matter in the form of lectures, bulletins, reports, instructions which, if expressed in terms of tonnage of paper they consumed, or if placed end to end, or on top of each other in one column, would, one feels sure, provide much indigestible food for thought in the shape of one of those totals which impress more by number of their digits than by any meaning they are able to convey to the ordinary mind. Add to this the number of words which must have been spoken in lectures on this subject since the 30th January, 1942, the countless man-hours devoted to the study and promulgation of this gospel of silence, and our total will become more astronomical and, therefore, more meaningless than ever.
Staggering as this total would be, however, it would never reach the dimensions of those our enemies could provide in the same field of endeavour, for the very good reason that they had been at it long before we commenced piling ours up. Japan, for instance, had been preaching the gospel of silence to her people for something like twenty years before Pearl Harbour. She taught it not only to her soldiers, sailors and airmen, but to the man in the factory, the woman in her home, the pedestrian on the street; with the result, as the writings of any of the foreign newspaper correspondents, some of whom had been in the country for years, will tell you, it was next to impossible to find out anything worth knowing about the country’s strength, or her intentions.
And what of Germany? Those Germans who were not born silent, or had not achieved silence by the time Hitler took them over, had silence so thoroughly thrust upon them that they really came to understand how and to know that even the walls of their own homes could grow ears. They were left in no doubt whatever upon the value of silence when it came to discussing either the affairs of the Party or of the Fatherland.
All of which surely points to the conclusion that silence in war-time, or, in other words, Security of Information, must be a matter of very great importance. Of course it is. You know that already. The meanest intelligence, you will point out, can grasp quite easily the simple truth that, if you prevent the enemy from knowing what you are up to, you place him at a serious disadvantage; you render him, so to speak, both deaf and blind, and, therefore, easier to deal with. Any fool knows that.
They [sic] why do people talk? Why do they write home letters full of chatty information about their stations? Why does one feel so certain that, were it possible to tap, at once all the telephone lines in the vicinity of our stations all over the country, one would become possessed of a mass of service information about all sorts of things and people – whither, why and when such a squadron is moving, who have finished their tours, where people are posted to, who didn’t come back last night, who the new C.O. is, and where he comes from, what the weather is like, what are the chances of a scrub tonight, how the R.A.F. is fed, clothed, housed, organised – and so on and so on? Not to be too depressing about it, let it be stated at once that one would probably, even certainly, gain much less information than would have been the case say two years ago; but who would like to bet that there still wouldn’t be plenty to be picked up?
So, why, after all the effort that has been made, all the money that has been spent, the paper that has been used, the words that have been spoken, should this be so? Now here, it is suggested, lies the root of the matter, and if this root can be dug up and examined, the apparently indestructible weed of Service Gossip, a weed which, while harmless, perhaps, nine times out of ten, can, on that tenth time, produce enough poison to be fatal to precious lives and expensive material, can be understood, and to understand any problem is the first step towards solving it.
Let us examine it then. People talk because that is the easiest and most natural way for them to express their thoughts. They talk their thoughts, they think about their daily lives; therefore, they talk about their daily lives. Now apply that formula to the R.A.F. and what do you find? You discover a service filled, for the most part, with very young people, a number of them still in their formative years. They talk their thoughts, they think their lives, their lives are, at the moment, the R.A.F; therefore they talk about the R.A.F. To go on from here; they are young people who have been brought up in countries in which free speech, outside the debateable limits of the law of scandal, is as instinctive as breathing. They have never had occasion to practice this habit of silence - a most difficult habit to acquire – and finally, they serve in a force which has been publicised, photographed and if one may use such a word, glamourised, more than any other organisation ever has before. Flying, as the R.A.F. flies, is a continual source of wonder to the lay mind. This business of lifting tons of explosive material off the earth at one spot, transporting it at phenomenal heights to another spot hundreds of miles away, and there dropping it in spite of such discouragements as flak, fighters, the weather, and so on, is something of a miracle to the civilian, and, naturally enough, he wants to know about it. The youngsters of the R.A.F. are, of course, the horse’s mouth, which is given every encouragement to open itself, and to remain open. And when a W.A.A.F. goes home on leave Mother wants to know what it’s all like – the food, the quarters, the station, what they do there and that gives her mother something to talk about to somebody who will pass it on to somebody else who will…..why go on?
It is, you see, a personal problem. There is no mass-produced solution to it. It is every man and woman for himself, and only he and she can deal with it. How? Well, try this recipe. Try writing home letters in which you never even refer to the Station upon which you work, beyond, of course, the address in the top left hand corner. Apply the same rule when you leave your Station, even when you meet another R.A.F. type. Regard every telephone you use as a menace because it is you who are using it, and finally, when you have finished your work for the day, don’t make conversation out of it in the mess or the canteen. Try these four riles as an act of self-discipline, and never relax, and you will solve all your problem and, what is far more important, you will solve one of the great problems which confront your country. Difficult? Yes, very. Impossible? No. It has been done. There is a station which once had the privilege of guarding part of a great and important secret. It wrote its letters by the thousand, it went to the nearest town, it went on leave. But never a word got out. No less than 12,500 letters from that Station were opened over a period of three weeks, and only two minor indiscretions were discovered in them, both after the great event. If you were a stranger, you couldn’t get very far on that station without being questioned; every rumour heard on or off it was faithfully reported – just in case. The result is history, not only because the event referred to was one of the best kept secrets and, therefore, one of the most successful undertakings of the war, but because it provided proof that, with the problem fully explained to them, the A.C.2. and A.C.W.2. can keep a secret, can keep their mouths shut and their pens discreet, and can do so as a matter of conscience, and as an act of self discipline.
Now if only the civilian could be persuaded not to make the R.A.F. talk……
(Continued from Col. 3 page 12)
(c) I.A.S. within 2 m.p.h. and height within 50 feet.
It’s practice which, makes perfect.
Gunnery is the order of the day for you and your crew again. Keep a banking search going. See that your guns and gunners are in first class condition. Check up on your corkscrew and patter.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 11
[Page break]
[Cartoon] SPORTS [Cartoon
[Underlined] CRICKET [/underlined]
June was not a cricketers’ month; the weather was “flaming [sic] but not in the sense of the old adage. Fielders and batsmen alike quailed before wind and rain. As a cricketers’ month it was grand for Rugger. In spite of the weather, however, several stations got in a full programme.
[Underlined] SCAMPTON [/underlined] – This station managed to complete the amazing total of 25 games. In addition, W.A.A.F. personnel played four games. Any challengers for an inter-station W.A.A.F. game? The Aircrew School represented the Station in five of the games, and themselves played 10 inter-course matches.
[Underlined] FISKERTON [/underlined] – had five station matches, one of which, with Woodhall, was abandoned after Fiskerton had knocked up 87 for 8. Their other games were as follows:-
V Dunholme at Dunholme – Fiskerton 72 for 7 Dunholme 68 all out
V Fiskerton Village at the Camp – Fiskerton 108 for 6 Village 29 all out
V Bardney at Fiskerton – Fiskerton 62 all out Bardney 22 all out
V Scampton at Scampton – Scampton 120 for 9 Fiskerton 71 all out
In addition to this successful record several inter-section games were played.
[Underlined] BARDNEY [/underlined] managed five station games, and are now getting into their stride under the captaincy of F/Lt Wardle.
[Underlined] DUNHOLME LODGE [/underlined] had three wins, one draw, and one loss from five games. They beat 5 Group H.Q., Welton Home Guard and Scampton, drew away with 5 Group H.Q. and suffered their only defeat at home with Fiskerton. An inter-section knock out is in full swing, with 12 teams competing.
[Underlined] METHERINGHAM [/underlined] had an unlucky month, with four postponed matches out of the six arranged. Against Coningsby, Metheringham scored 37 for 1 (Coningsby 179 for 7) before rain stopped play. The only completed game was with R.C.A.F. Digby, who hit 60 for 6 against Metheringham 56 all out.
Inter-section games produced some close results, viz:
Flying Control 55 for 7 V R.A.F.Regt. 50 all out
“B” Flight 60 all out V “A” Flight 36 all out
Servicing Wing Fitters 60 all out V Servicing Wing Riggers 65 all out
“B” Flight 43 for 5 V “A” Flight 39 for 9
In the Base Commander’s Trophy, 106 Sqdn dismissed 617 for 70 runs, but they could not bat and the game was abandoned.
[Underlined] 5 Group H.Q. [/underlined] played five games, four of them being away, since the 5 Group pitch has not yet “settled down”. They produced the following results:
V Dunholme, at Morton. 5 Group 148 for 8 Dunholme 89 for 8 (Draw)
V Dunholme at Dunholme. Dunholme 129 for 6 5 Group 64 all out (Lost)
V Swinderby at Swinderby. Swinderby 88 for 7 5 Group 83 all out (Lost)
V 93 M.U. at Collingham M.U. 77 all out 5 Group 84 for 6 (Won)
V Newark Town at Newark Newark 77 for 8 5 Group 72 for 5 (Lost)
There were two intersection games, in one of which the “Hall” beat the rest by 136 for 8 against 99 for 8.
[Underlined] GROUP CRICKET COMPETITION [/underlined]
Woodhall beat Coningsby in the final of “A” Section, so now Syerston (winners of “B” Section) meet Woodhall in the deciding game for the Trophy. The game will probably be decided on Saturday or Sunday (July 15th or 16th) at Woodhall Spa. Woodhall have taken over the town’s local ground, and with the addition of a score board and sight screens now have one of the finest grounds in the Group. The game will be one of the features of Woodhall’s “Wings for Victory” Week, and given good weather will be a highly successful event between two of the strongest Group teams. It is hoped that the A.O.C. will be able to present the handsome silver bowl to the winning side.
[Underlined] ATHLETIC MEETINGS [/underlined]
[Underlined] METHERINGHAM [/underlined] ran a highly successful Athletic Meeting on Saturday, 3rd June, when favourable weather for once coincided with a stand-down. Fourteen events were contested on an inter-section basis, the trophy being a shield presented by Corporal Ward, Instrument Section. The final placings of the teams were as follows:-
Winners: Navigators – 137 points
Second Pilots – 93 points
Third W/Ops. – 83 points
Fourth Rear Gnrs. – 82 points
Fifth Air Bombers – 78 points
Sixth Engineers – 63 points
Seventh M.U.Gunners – 43 points
Mrs. McKechnie presented the shield to F/Sgt. Croft, who assisted the Navigators by winning the 440, 880 and mile. Another outstanding performance was by F/O Gantschi (Air Bomber) who won the 100, 200, 220 and Long Jump.
[Underlined] 54 BASE INTER-SQUADRON SPORTS MEETING [/underlined] was on Saturday 17th June. 83 Squadron won the Base Commander’s Trophy, scoring 35 points, but 106 Squadron, with 33 points and 617 with 32 points, were good losers. 106 Squadron, feeling fit, provided winners for the 440, 880, mile, 3 miles and Long Jump. F/Sgt. Croft again had a field day, winning the 440, mile, 3 miles, and running second in the 880 yards. There was a big crowd at the games, and enthusiasm ran high. Lord Brownlow, Lord Lieutenant of the County, presented the prizes.
[Underlined] 93 M.U. SPORTS [/underlined] 93 M.U., whose work is so completely bound up with 5 Group, ran a highly successful Field Day on June 24th. Besides the usual athletic events, side shows, boxing and dancing made up an excellent programme. They plan another Gala Day, in aid of the P.O.W. Fund on August Bank Holiday Monday, and any personnel who can reach Swinderby will be sure of an enjoyable day.
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
Get down to crew Gunnery problems in July. Check your knowledge of the corkscrew, polish up your patter and do all the fighter affiliation you can.
Careful trimming of your aircraft ensures accurate flying. The correct sequence of action is:-
Fly the aircraft straight and level, trim the elevators, trim all load off the rudder and finally trim out any aileron load.
2.5° of skid at 10,000 ft. means an error of 250 yards on the ground. This common bombing error is often unconsciously caused by pilots sitting tense and rigid on the bombing run. Ensure the aircraft is properly trimmed and the [underlined] relax [/underlined] and fly the aircraft naturally and carefully.
If you find it difficult to read the instruments when coned by searchlights, get your navigator to call the airspeed. Make it a standing arrangement with him.
Here are the common faults in night circuits, don’t allow these errors to “creep” in.
(i) Edging in towards the flare path on the down wind leg.
(ii) Not allowing for drift on approach.
(iii) Failing to close the throttles when touching down.
(iv) Going too far across wind before the final turn in.
Should you have to land without flaps, remember to lengthen your downwind leg as the approach will be flatter and therefore longer. Start the final turn in earlier since the turn without flap will be wider, and approach at 125 m.p.h. Touch down as soon as possible and expect a longer landing run, and be prepared to use brake progressively.
[Underlined] VETERANS [/underlined]
Are you brake conscious? Brake efficiency falls off with rise in temperature of – brake shoes and drums. Avoid continual use of brakes, control direction by engine and release brakes as soon as possible to allow heat to go into the air and not up into the tyres. Never apply full brake at once. This induces tyre creep.
If you have to land in a very strong, gusty wind, use only 40° of flap and aim to do a wheel landing. Make a normal approach and when the wheels touch, ease the stick [underlined] slightly [/underlined] forward and keep it steady till the tail sinks on to the ground.
A word on Met; remember that forecast height of cloud base id always height above sea level. Bear this in mind if you are forced to break cloud at a diversion aerodrome, and allow for height of ground.
Have you and your crew an “A” category for bombing? You can have if you accept nothing less than these limitations;
(a) Course within 1° (b) Bank within 2°
(Continued on page 11 Col.3)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 12
[Page break]
ACCIDENTS
The award of the Silver Model Lancaster to the Unit having the best accident rate for the six months ended June goes to No. 106 Squadron. This squadron had one accident for a total of 6,848 flying hours. Nos. 49 and 57 Squadrons also had one avoidable accident, for a total of 6,743 and 6,294 hours respectively. These squadrons are to be congratulated on a splendid achievement, It’s up to the other Squadrons to dethrone the champions during the next three months. GO TO IT!!
Altogether there was a decided improvement in the number of avoidable accidents during June.
36 aircraft were damaged in the Group by causes other than enemy action. This is a reduction of 15 compared with May, and the improvement is also reflected in the avoidable accident total which stands at 16 for June as opposed to 20 in May.
Of the aircraft damaged, 12 were CAT A, 5 CAT AC, 5 CAT B, and 14 CAT E.
[Underlined] AVOIDABLE ACCIDENTS – 51 BASE RECORD [/underlined]
51 Base are to be congratulated for the lowest number of avoidable accidents for a long time; 4 aircraft were damaged under this category. The squadron total of 12 for the month was an increase of 2 over May’s total. Details are as follows:-
Squadron – Ground collisions (taxying) 3; overshoots landing 2; undershooting 1; Swings landing 1; Flying into high ground 1; Collision in air 1; errors of judgement 3; TOTAL 12.
51 Base – Swings taking off 1; Swings landing 2; Taxying 1; TOTAL 4
[Underlined] ACCIDENT CAUSES [/underlined]
[Underlined] Taxying. [/underlined] 3 of the 4 taxying accidents in the Group follow the usual pattern. One struck a trestle outside dispersal at night, and no taxying light was being used. Another hit an M/T van left unattended just off the perimeter track, while a third (a Stirling) broke its tail wheel when it ran off the perimeter track. The 4th taxying accident was caused by a Flight Engineer starting up the engines of a Lancaster without permission. Brake pressure was low and the aircraft moved forward and struck another parked alongside.
[Underlined] Swings [/underlined] Three of these occurred on landing. One was a Mosquito in which the pilot, flying a Mosquito for the first time, was not quick enough in correcting. The other two landing swings were by pupil pilots on Stirlings, and were due to inexperience more than anything else. They both knew the correct drill, however, but were slow to react. The swing on take off occurred in a Stirling, when a pupil pilot opened the throttles too quickly and failed to control the violent starboard swing which followed. The undercarriage collapsed.
[Underlined] Other Accidents. [/underlined] A Lancaster returning in poor weather descended through cloud and hit a hill 500 feet above sea level. This accident has not yet been fully investigated, but preliminary evidence indicates that the pilot lost height contrary to orders at briefing.
Another Lancaster on return from Ops. in good weather hit a tree 1000 yards from the runway on his approach. The wing tip was torn off but the pilot went round again and made a good landing on his second attempt. In this instance the bombs were still on board unknown to the pilot. His Air Bomber had told him that all bombs had gone. Air Bombers please note!!
Two Lancasters overshot on landing at strange airfields on return from operations. The bomb load exploded after one of them crashed.
A formation flying collision resulted in the destruction of two aircraft this month. Number 3 of a “Vic” formation knocked the tail off the Leader.
The two remaining avoidable accidents cocurred [sic] on operational flights. One pilot lost control in cloud on return and ordered his crew to bale out. Four of them left before control was regained. They had not been told to take their ‘K’ type dinghy packs with them and landed in the sea. The aircraft made a safe landing at base.
A Mid-Upper Gunner firing at searchlights on the ground damaged the port fin of his aircraft with a burst. The solenoid had jumped from its bracket. The gunner was at fault.
RADAR/NAV
[Underlined] GEE [/underlined]
Most operations were within normal Gee range and no exceptional results have been recorded. There has, however, been a substantial decrease in jamming which may be due to the increase in the number of frequencies now in use.
Non-H 2 S squadrons are now equipped with the new R.F. Unit 27 and have had several chances of using it during the month. As yet there has been no opportunity to test its efficiency at long range, but reports indicate the signal strength to be good with little or no interference. It is hoped that the supply position in regard to these new units will improve shortly and H 2 S Squadrons can then be equipped.
Several changes in Gee transmissions have taken place recently, and it would be advisable for all navigators and wireless operators to check upon these and make sure they are using the right frequencies and aerial loading stud at the right time.
One word regarding Gee homing. It is apparent from recent operations that navigators are not checking up with Gee on the position of the markers. There is little excuse for this, as most operations at the present time are within normal Gee range and subject to little or no interference. Navigators would be well advised to check up on their homing procedure now – because sooner or later the time will come when owing to weather conditions bombs may have to be released on Gee.
With regard to Gee training, a modification is being issued shortly which will enable navigators to carry out dry swims and Gee homing procedure with the trainer. The first will be issued to Scampton Aircrew School and should prove an interesting and invaluable “toy”.
[Underlined] H 2 S [/underlined]
The targets this month have been rather disappointing for the H 2 S operator, and H 2 S has been little used. Whilst Gee may seem much simpler to use it is essential for all operators to use H 2 S as much as possible on these short range operations to augment training. We may switch to the longer range targets with little or no notice, and if operators have been relying to a very great extent on Gee, some difficulty with H 2 S may be experienced.
Just a word to Captains; your navigator depends to a very great extent upon the bomb aimer and his efficient manipulation of the equipment. If you are keeping him in the nose the whole of the time on these short operations he is getting little or no H 2 S training. A.S.I. BL/17 dated 26th April, 1944, details the duties of Air Bombers in H 2 S aircraft and however short the operation, Captains must see that this instruction is complied with.
One word with regard to H 2 S training on operational squadrons. With the present commitments there is very little opportunity for air training, but this does not prevent operators from obtaining as much ground training as possible. Ground trainers are available at all Units and they are yours to use at will. Squadron Navigation Officers and H 2 S Instructors should ensure that all operators get at
(Continued in Col. 2)
[Underlined] RADAR/NAV (Continued from col.3) [/underlined]
least 30 minutes practice every day and should make periodic tests to see that operators are remaining efficient.
H 2 S operators will be interested to hear that 54 Base have been carrying out some experiments in the assessment of a Paramatta attack, and conclusions reached show that assessments can be made to within approximately 1/2 mile of the correct position. If this assessing can be carried out on operations it may prevent many attacks from developing around T.I’s a considerable distance from the aiming point. Preliminary trials are now being attempted with regard to Wanganui attacks and it is hoped that something useful may be produced for next winter’s operations.
Training at Conversion Units is progressing satisfactorily and Wigsley is now producing H 2 S trained crews.
There are still a few people in the Group who are sceptical about the amount of H 2 S. training carried out at No. 51 Base and in fairness to the effort being made by the Conversion Units, it would be advisable to outline the training being carried out by them.
Up to June 1st this year, 111 H 2 S trained crews have been produced by the Conversion Units, of which only 6 were sent to non-H 2 S squadrons (of these crews, 3 were Flight Commanders and 3 Australians).
With the increase in the number of H 2 S squadrons it became increasingly apparent that more crews would have to be trained by the Conversion Units and instructions were issued to that effect.
Despite the fact that [underlined] extra time or aircraft [/underlined] are allowed for this training, the Conversion Units are now taking 50% of the
(Continued on page 14 col.1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 13
[Page break]
HONOURS & AWARDS [Cartoon]
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
F/L P.A. DOREHILL, D.F.C. D.S.O.
F/O McKENZIE D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O B.H. BOTHA D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O R.E. WALKER D.F.C.
[Underlined] 106 SQUADRON [/underlined]
W/O J.A. CUNNINGHAM D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O T.T. SMART D.F.C.
F/O W. McINTOSH, D.F.M. D.F.C.
P/O C.B. SUTHERLAND D.F.C.
[Underlined] 617 SQUADRON [/underlined]
F/O G.S. STOUT D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/L H. STEERE, D.F.M. D.F.C.
F/L R.F. DAVIES, D.F.C. Bar to D.F.C.
[Underlined] 630 SQUADRON [/underlined]
A/F/L/ G.H. PROBERT D.F.C.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/L L.C.A. HADLAND D.F.C.
F/O W.W.W. TURNBULL D.F.C.
A/F/L E.M. ARMSTRON D.F.C.
F/O M.J. MAY D.F.C.
F/O F.B. HALL D.F.C.
F/SGT J.W. GREENWOOD D.F.M.
SGT J. WATERHOUSE D.F.M.
P/O A.E. GILES D.F.C.
P/O B.G.L. ROGERS D.F.C.
[Underlined] 9 SQUADRON (Contd.) [/underlined]
P/O W.A. GALL D.F.C.
F/O J.A. PRIOR D.F.C.
P/O W.F. POSSEE D.F.C.
P/O F.G. HAYLER D.F.C.
F/SGT J. LEVER D.F.M.
F/SGT W.I. WILKINSON D.F.M.
F/SGT J.C. DICKINSON D.F.M.
SGT D.E. LAYSHON D.F.M.
F/SGT R.H. McFERRAN D.F.M.
F/SGT F. LOMAX D.F.M.
F/SGT J. RYAN D.F.M.
SGT J.H. TURNER D.F.M.
F/SGT LOMAS D.F.M.
F/O D.H. PEARCE D.F.C.
F/O McMASTER D.F.C.
P/O J.D. DUNCAN D.F.C.
P/O S.W.A. HURRELL D.F.C.
P/O H. BLOW D.F.C.
F/SGT H.F. SMITH D.F.M.
[Underlined] 44 SQUADRON [/underlined]
SGT L.J. HUMMELL D.F.M.
SGT F. GARRETT D.F.M.
P/O F.B. SOAPER D.F.M.
F/SGT K.R. BLUNDELL D.F.M.
SGT R.H. BATEMAN D.F.M.
A/F/L R. McCURDY, D.F.C. Bar to D.F.C.
P/O T.W. BLACK D.F.C.
F/SGT E. BARTON D.F.M.
F/SGT P.A. DEACON D.F.M.
F/SGT M.C. WRIGHT D.F.M.
F/SGT E.D. PRATT D.F.M.
P/O A.C. BAKER D.F.C.
F/O R.H. MAURY D.F.C.
F/O A. RIMMER D.F.C.
SGT D. CHARLES D.F.M.
F/SGT A.J. GURR D.F.M.
F/SGT W.H. BARKER D.F.M.
SGT WILLETT D.F.M.
SGT R.H. TURRELL D.F.M.
P/O J.A.W. McCALLUM D.F.C.
SGT H.G. CAPPS D.F.M.
F/SGT H.S. TILLER D.F.M.
SGT J.C. THOMPSON D.F.M.
F/SGT F.H. BARNES D.F.M.
SGT E. HEDLEY D.F.M.
F/SGT M.M. SCOTT D.F.M.
[Underlined] 49 SQUADRON [/underlined]
F/SGT J.H. PRYOR D.F.M.
[Underlined] 49 SQUADRON (Contd.) [/underlined]
P/O J.V. REDDISH D.F.C.
F/SGT S.E. STEVENSON D.F.M.
P/O C.R. ROANTREE D.F.C.
F/SGT D. ANDREW D.F.M.
P/O BLACKHAM D.F.C.
F/SGT M.R. PRICE D.F.M.
F/SGT V.F. PITCHER D.F.M.
P/O D. JONES D.F.C.
F/O W.J.V. HAMILTON D.F.C.
F/SGT J.J. PAGE D.F.M.
P/O G.M.E. WELLER D.F.C.
SGT J.A. KIRWAN D.F.M.
W/CDR A.A. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O D.J. LUNDY D.F.C.
P/O L. DURHAM D.F.C.
F/O M.J. BEETHAM D.F.C.
P/O P.E. THOMPSON D.F.C.
F/O H.R. MOSSOP D.F.C.
F/O K.W. ODGERS D.F.C.
F/O P.A. CUNNINGHAM D.F.C.
F/O A.H. BIGNELL D.F.C.
F/SGT J.C.A. RODGERS D.F.M.
F/SGT N. HORSLEY D.F.M.
F/SGT A.D.F. SPRUCE D.F.M.
F/O L. HORNER D.F.C.
F/O H.S. SHORTT D.F.C.
F/O R.G.G. PAGETT D.F.C.
F/SGT D.E. WESTERMAN D.F.M.
F/SGT R.A. COLLINGWOOD D.F.M.
F/SGT C. TURNER D.F.M.
F/SGT R. STANWIX D.F.M.
F/SGT A.L. BARTLETT D.F.M.
F/O A.S. KEITH D.F.C.
P/O A. MORRISON D.F.C.
W/O J.A. WILDING D.F.C.
SGT W.M. RUNDLE D.F.M.
[Underlined] 57 SQUADRON [/underlined]
F/L D.H. REID D.F.C.
SGT J.C. EVANS D.F.M.
P/O E.A. DOWLAND D.F.C.
P/O C.J.M. MARTIN D.F.C.
SGT T. DAVIES D.F.M.
F/O J. SIMMS D.F.C.
P/O J.H. COLLINS D.F.C.
(Continued on page 15, Column 1)
[Underlined] RADAR/NAV (Contd. From page 13 Col.2) [/underlined]
crews passing through and giving them full H 2 S ground training with 10 – 15 hours air training. This output will be sufficient to satisfy the requirements of all H 2 S squadrons. These crews should reach the squadrons by the middle of August.
In the meantime H 2 S squadrons will have to put up with a quota of non H 2 S crews and continue to train them.
To further ease the training commitments of both the Conversion Units and squadrons, it is hoped that H2S training will be introduced into the Scampton Aircrew School by the middle of August. This training will consist of approximately 5 hours lectures with further time in manipulation of the H 2 S synthetic trainer. It is to be appreciated that this training will have to be in addition to the present essential navigational training carried out at the School, and navigators and air bombers must be prepared to undertake some of it in their spare time.
PHOTOGRAPHY
[Underlined] SUMMARY OF PHOTOGRAPHIC RESULTS [/underlined]
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 14
[Page break]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Base and Station]
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL £15,498 13 9
LINK TRAINER
The number of hours link practice carried out by pilots during the month shows an increase over last month’s total. There is, however, still room for improvement in the standard of instrument flying. This can only be achieved by close co-operation between Link Instructors and Pilots.
The new Link Syllabus was distributed to Stations in the middle of the month and should now be in use at all Units. It is again emphasised that this Syllabus is progressive and if full value is to be obtained from it, Pilots and Flight Engineers must ensure that they complete all exercises, and keep an accurate record of the exercises carried out.
[Table of Link Trainer by Squadron]
[Page break]
[Blank page]
[Page break]
HONOURS & AWARDS
(CONTINUED)
[Underlined] 57 SQUADRON (Contd.) [/underlined]
SGT J.T.WATTS D.F.M.
SGT F.A. SIMMONDS D.F.M.
F/O G.S. JOHNSON D.F.C.
SGT F. ROBERTS D.F.M.
F/O R. DAVIS D.F.C.
F/SGT R.W. CLEARY D.F.M.
F/O K.D. SMITH D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O E.A. WILLIAMS D.F.C.
P/O J.E.R. WILLIAMS D.F.C.
SGT L.G. BOLTON D.F.M.
F/SGT C. BALDWIN D.F.M.
P/O E.H. WALKER D.F.C.
F/SGT L.W. CROMARTY D.F.M.
F/SGT R.A. BUNYAN D.F.M.
P/O W.C. MacDONALD D.F.C.
F/O N.F. TURNER D.F.C.
P/O D.E. TREVETHICK D.F.C.
P/O G.A. TURNBULL D.F.C.
SGT. W.A. LEE D.F.M.
P/O J. BARR D.F.C.
P/O C.A. HAIGH D.F.C.
F/SGT LYNCH D.F.M.
F/O S.J. BEARD, D.F.C. Bar to D.F.C.
F/SGT C.P. STEEDSMAN D.F.M.
SGT G.M. WARD D.F.M.
SGT McQUILLAN D.F.M.
F/SGT C. WILCE D.F.M.
[Underlined] 106 SQUADRON [/underlined]
P/O J.C. BELL D.F.C.
F/O A.F. POORE D.F.C.
F/O G.E.D. TOOGOOD D.F.C.
P/O A.E. BRISTOW D.F.C.
F/SGT J. GRAVES D.F.M.
F/O R.J. ELSEY D.F.C.
F/O R.A. ROBERTS D.F.C.
F/SGT V. LYNCH D.F.M.
P/O P.J. RICHARDS D.F.C.
F/O W.R. LEE D.F.C.
F/O J.H.S. LEE D.F.C.
SGT T.C. WALLER D.F.M.
F/SGT G.R. CARLILE D.F.M.
F/O F.M. MIFFLIN D.F.C.
F/SGT A.D.J. GROOMBRIDGE D.F.M.
F/O C.J. DUNN D.F.C.
P/O R.A. HINCKLEY D.F.C.
F/O D.L. CRAMP D.F.C.
F/O D.V. GIBBS D.F.C.
F/L C.J. GINDER D.F.C.
F/SGT D. PINCKARD D.F.M.
F/SGT F. MYCOE D.F.M.
F/LT W.A. WILLIAMSON D.F.C.
F/SGT F.L. HIGGINS D.F.M.
F/O D.A. PAGLIERO D.F.C.
F/O R.L. WAKE, D.F.C. Bar to D.F.C.
F/SGT R. APPLEYARD D.F.M.
SGT V.H. BLACKWELL D.F.M.
P/O J. O’LEARY D.F.C.
F/O A.V. WITHERS D.F.C.
F/O R.P. RAMSAY D.F.C.
F/SGT S.J. HALVORSEN D.F.M.
SGT J.G. LANCASTER D.F.M.
F/SGT E. CLODE D.F.M.
SGT R.F. LAWRENSON D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/SGT J.G. MYERSCOUGH D.F.M.
SGT D. FRISKEY D.F.M.
F/SGT E.C. THOMPSON D.F.M.
P/O C.W. BARNETT D.F.C.
SGT W.G. LAMONT D.F.M.
F/SGT J. SKELTON D.F.M.
P/O R.G. CAMPBELL D.F.C.
P/O D.R. DEARMAN D.F.C.
P/O K.L. WRIGHT D.F.C.
F/SGT E.H. BUNN D.F.M.
SGT D.C. MARK D.F.M.
SGT F.H. HAZEL D.F.M.
SGT F.C. DOWLING D.F.M.
SGT R.M. GALLOWAY D.F.M.
[Underlined] 207 SQUADRON (Contd.) [/underlined]
F/LT H.L. McCARTHY D.F.C.
F/O D.S.P. SMITH D.F.C.
F/O C.T. HARPER D.F.C.
F/O A. HOLLINGS D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O R.A. CURTIS D.F.C.
F/O E.R. FREEMAN D.F.C.
F/O A.E. VOWELS D.F.C.
F/O W.H. BROOKER D.F.C.
P/O H.R. MAHON D.F.C.
F/O F.B.M. WILSON D.F.C.
F/O J.E.R. REES D.F.C.
F/SGT J.B. CHILDS D.F.M.
[Underlined] 467 SQUADRON [/underlined]
F/LT D.F.S. SMITH D.F.C.
F/O F. MORRIS D.F.C.
P/O A.R.T. BOYS D.F.C.
F/O W.H. GOLDSTRAW, D.F.C. Bar to D.F.C.
W/O H.C. CHANDLER D.F.C.
F/O D.T. CONWAY D.F.C.
F/O J.A. COLPUS D.F.C.
P/O M.F. SMITH D.F.C.
P/O N.D. MARSHALL D.F.C.
F/O F.J. NUGENT D.F.C.
F/O H.S.L. CROUCH D.F.C.
F/O G.G. ABBOTT D.F.C.
P/O A.A. TAYLOR D.F.C.
P/O A.P. SPERLING D.F.C.
F/SGT G. NOBLE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
F/O P.N. BUTTLE D.F.C.
P/O P.E. PIGEON D.F.C.
P/O H.A. WEEKS D.F.C.
P/O J.H. CLAY D.F.C.
F/O E. WILLSHER D.F.C.
W/O J. DACEY D.F.C.
F/O J.S. WATSON D.F.C.
F/SGT McCLELLAN D.F.M.
F/SGT L. EATON D.F.M.
F/SGT R.J. HENDERSON D.F.M.
F/SGT APPLEBY D.F.M.
F/SGT W. HOWARTH D.F.M.
F/O R. ADAMS D.F.M.
F/O A. HILL D.F.C.
F/LT WILSON, D.F.C. Bar to D.F.C.
[Underlined] 619 SQUADRON [/underlined]
F/O J.G. THOMPSON D.F.C.
F/O H.L. VICKERSTAFFE D.F.C.
F/O W.E.D. BELL D.F.C.
P/O G.G. TAYLOR D.F.C.
F/SGT J.A. FEATHERSTONE D.F.M.
F/O N.B. MORRISON D.F.C.
W/O B.T.J. HUCKS D.F.C.
W/O C.G. TURNBULL D.F.C.
SGT M.H.G. KING D.F.M.
P/O J.P. HIND D.F.C.
P/O J.I. JOHNSON D.F.C.
P/O E.K. ALLEY D.F.C.
P/O R.T. BOULTBEE D.F.C.
F/O P.H. TAYLOR D.F.C.
W/O R.A. WESTAD D.F.C.
F/O T. WILKIE D.F.C.
F/O JOHNSON-BIGGS D.F.C.
F/LT R. AYTOUN, D.F.C. Bar to D.F.C.
F/SGT J.H. BRYANT D.F.M.
[Underlined] 630 SQUADRON [/underlined]
P/O A.C. BLOIS D.F.C.
P/O T. SMART D.F.C.
W/O L.H. TODD D.F.C.
P/O R.T. HUGHES D.F.C.
F/O G.W. BRAKE D.F.C.
W/O D. ROBERTS D.F.C.
F/O A.J. WRIGHT D.F.C.
F/O K.R. AMES, D.F.C. Bar to D.F.C.
P/O F.R.G.A. HIGGINS D.F.C.
W/O H. GLASBY D.F.C.
F/SGT T.H. SAVAGE D.F.M.
FLYING CONTROL
All stations are to be congratulated on the excellent landing times produced this month, in which the average for the Group is below the 2 minutes per aircraft mark. In particular, Waddington recorded consistently good times for each operation. One [sic] the night of the 24/25th June this Station landed 32 AIRCRAFT IN 31 MINUTES, the average being less than 1 minute per aircraft. This is a record for the Group, and probably for the Command.
One word of warning, however; recently aircraft from another Group were diverted and on arrival at the diversion airfield proceeded to use their own Group landing scheme, with which the diversion control staff were not familiar. It is sufficient to say that confusion followed, with extreme danger to the aircraft and crews concerned. A.S.I. FC/11 contains the standard diversionary control procedure and must be adhered to.
[Underlined] STONES, CONCRETE AND METAL [/underlined]
Every stone, every sharp edge of concrete, every spent cartridge or piece of metal, constitutes a menace to tyres.
During the last 3 month there has been a very high average of tyres changed on accounts of cuts – (25 per station per month). Recently, endeavours have been made on stations to overcome this menace, but the intensified clean-up of perimeters, runways and dispersals must be maintained.
FLYING CONTROL must ensure that not the smallest break in the perimeter track or runway is overlooked, that grading does level up with the perimeter track and runways, and that any looseness in the surface of the French drains is attended to at once. Station Admin and Clerks of Works must help to the utmost.
GROUND CREWS must assist by seeing that their dispersals are thoroughly clean, and AIRCREWS watch carefully that cartridges cease to be a menace to tyres.
TRANSPORT – keep the sweepers fully serviced and see that nothing is loose on vehicles employed on the airfield.
ARMAMENT, too, can assist by ensuring that the access roads to the bomb dump are clear of stones and that wooden chocks from bomb trolleys are recovered before aircraft move. A 4” x 3” block with nails in it is not healthy treatment for a tyre!
ONLY BY FULL CO-OPERATION CAN THE ULTIMATE AIM BE ACHIEVED-AN AIRFIELD 100% SERVICEABLE.
JUNE LANDING TIMES
[Table of Landing Times by Station]
5 GROUP NEWS. NO.23. JUNE, 1944 PAGE 15
[Page break]
OPERATIONS
At dawn on the 6th of this month, the first Allied troops landed on the Normandy coast. A contribution towards the success of this amphibious operation was no doubt made in the effective silencing of most of the shore batteries. During the last month and again on three nights prior to D – Day this was one of the Group’s tasks. The heavy railway gun battery at WIMERAUX was attacked on the 2/3rd and although the interpretation report embraces previous attacks, there is no doubt that severe damage was inflicted; a large number of new craters being seen around the target. Both the western turntables have received direct hits.
The coastal defence batteries at MAISY (4/5th), ST PIERRE DU MONT (5/6 th) and LA PERNELLE (5/6th) next received our attention. Little could be gleaned from photographic cover as to the precise damage to the targets, but their apparent failure to contest our landing bears testimony to the success of the raids.
Another pre-invasion target was the Radar Jamming Station at FERME D’URVILLE. This target was attacked on 3/4th and, to quote A.I.C.U. “The station is completely useless”.
Our beachhead having been secured, our bombing role turned to close support of the land forces. The 21st Panzer Division was moving into CAEN to threaten the British Beaches. Two road bridges in this town were accordingly scheduled for attack on the 6/7th; both bridges were hit, and the road approaches heavily cratered, presenting an embarrassing obstacle to the Hun. On the same night an attack was directed against the ARGENTAN Railway centre. This raid also was calculated to hamper the arrival of reinforcements, which object was achieved by the severing of almost all the tracks and the destruction of many essential buildings.
During the day of the 7th, elements of the 17th Panzer Division were concentration [sic] in the FORET DE CERISY, a number of ammunition dumps, fuelling points and tank harbours having been located in this area. This was our assignment for the night 7/8th, and although results were not spectacular, many bombs fell on the aiming point.
The battle of communications continued on 8/9th against targets south of the battle area, when the marshalling yard at RENNES and rail junction at PONTAUBAULT were attacked. Severe damage was sustained at the former target while at the latter, the tracks were cut at several points.
One of the outstanding operations of the month was against the SAUMUR tunnel on the 8/9th. Already the railway junction had been attacked on 1/2nd with excellent effect, but the later attack on the tunnel left no doubt that the line would be denied the enemy for some time to come. A direct hit on the roof of the tunnel at its southern entrance has probably caused a major collapse while the tracks and embankments are severely damaged.
Our attack on the railway junction at ETAMPES on 9/10th was rendered extremely difficult owing largely to adverse weather, although hits were scored on the electrified railway north east of the junction.
The possibility of the enemy using the PARIS/ORLEANS route to effect troop movements led to a request for the destruction of the marshalling yard at ORLEANS on 10/11th. The mission was successfully undertaken, all through lines being severed and further damage sustained to rolling stock railway depots etc.
The attack on POITERS on 12/13th in which very severe damage was inflicted on the railway facilities was designed to delay the 2nd S.S. Division, believed to be moving up from South France.
On the same night support was given to our troops advancing East and West of CAEN, by the further bombing of the town’s road bridges.
The Lehr Panzer Division is reported to have visited AUNAY SUR ODON on the same night as aircraft from this Group, namely, 14/15th. AUNAY is completely obliterated – speculation is rife as to the fate of the Panzers.
Photos taken the day following the attack on the LIMOGES marshalling yard (23/24th) indicate that fires were still burning in the area, and that all tracks in the sorting sidings have been blocked.
AT VITRY LE FRANCOIS on 27/28th damage was almost entirely confined to the west end of the marshalling yard where all the tracks have been cut. Other damage throughout the yard is apparent.
For 48 hours the spotlight of war turned from the battlefield to the sea, to the harbours of LE HAVRE and BOULOGNE where a powerful force of small craft had been assembled by the enemy with a view to menacing our supply lanes. It is now reported that as a direct result of the two raids on 14/15th and 15/16th no fewer than 80 vessels have been sunk or seriously damaged. Damage to port installations is also severe.
Oil targets have been attacked sporadically since the war began, but in the knowledge that the enemy is suffering from fuel shortage we returned on three occasions to attack his resources.
At CHATELLERAULT on 15/16th a fuel dump was raided, considerable damage resulting to storage units.
The attacks on WESSELING and SCHOLVEN Synthetic Oil Plants on 21/22nd were not, however, satisfactory and, influenced by bad weather conditions, were off the mark.
During the month two gardening operations were undertaken, on 6/7th and 8/9th.
In the concluding phases of June our attention was diverted from Normandy to the rather more immediate problem of combating the flying bombs which had commenced to operate over this country on 12/13th. On the whole, weather was exceedingly unco-operative, but, despite this, 10 missions were launched (three of which,
(Continued on page 4 Col. 2)
WAR EFFORT
[Table of Operations with Sorties, Accidents and Stars Awards, by Squadron]
Squadrons are placed in the above table in order of “successful sorties per average aircraft on charge”. In view of their special duties, Nos. 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown aircraft of another squadron, the sortie is divided between the two squadrons.
5 GROUP NEWS. NO.23. JUNE, 1944.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
V Group News, June 1944
5 Group News, June 1944
Description
An account of the resource
Five Group Newsletter, number 23, June 1944. Includes a foreword by the Air Officer Commanding, and features about gunnery, air bombing, navigation, armament, navigation training, public relations, signals, gardening, equipment, air sea rescue, recent good shows, and shows not so good, engineering, training, flight engineers, enemy agents - careless talkers, signals, second thoughts for pilots, accidents, radar / nav, honours & awards, photography, aircrew volunteers, war savings, link trainer, flying control, operations, and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
18 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MStephensonS1833673-160205-27
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1944-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
France--Boulogne-sur-Mer
France--Caen
France--Étampes (Essonne)
France--La Pernelle
France--Le Havre
France--Limoges
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Vitry-le-François
Germany--Wesseling
France--Villers-Bocage (Calvados)
Germany--Ruhr (Region)
5 Group
617 Squadron
627 Squadron
83 Squadron
97 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bomb dump
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Dunholme Lodge
RAF Scampton
RAF Swinderby
RAF Syerston
rivalry
service vehicle
tactical support for Normandy troops
tractor
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/81/7914/LGodfreyCR1281391v10001.2.pdf
2bb4feee369606f050f7e0e0563b6922
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
Godfrey, Charles Randall
Subject
The topic of the resource
World War (1939-1945)
Description
An account of the resource
64 items. The collection concerns Flight Lieutenant Charles Randall Godfrey DFC (b. 1921, 146099, Royal Air Force) and consists of his logbook and operational notes, items of memorabilia, association memberships, personnel documentation, medals and photographs. He completed 37 operations with 37 Squadron in North Africa and the Mediterranean and 59 operations with 635 Squadron. He flew as a wireless operator in the crew of Squadron Leader Ian Willoughby Bazalgette VC.
The collection has has been donated to the IBCC Digital Archive for digitisation by David Charles Godfrey and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Godfrey, CR
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-18
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
Charles Godfey's observer's and air gunner's flying log book
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
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Identifier
An unambiguous reference to the resource within a given context
LGodfreyCR1281391v10001
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Egypt
France
Libya
Greece
Germany
Gibraltar
Great Britain
Netherlands
Scotland
Atlantic Ocean--Baltic Sea
Belgium--Haine-Saint-Pierre
Egypt--Alexandria
Egypt--Cairo
Egypt--Ismailia (Province)
Egypt--Marsá Maṭrūḥ
Egypt--Tall al-Ḍabʻah
England--Berkshire
England--Cambridgeshire
England--Cumbria
England--Devon
England--Gloucestershire
England--Hampshire
England--Kent
England--Leicestershire
England--Lincolnshire
England--Norfolk
England--Northumberland
England--Oxfordshire
England--Rutland
England--Shropshire
England--Suffolk
England--Wiltshire
England--Worcestershire
England--Yorkshire
France--Angers
France--Caen
France--Creil
France--Mantes-la-Jolie
France--Nucourt
France--Rennes
Germany--Wiesbaden
Germany--Berchtesgaden
Germany--Bottrop
Germany--Chemnitz
Germany--Dorsten
Germany--Dortmund
Germany--Duisburg
Germany--Düren (Cologne)
Germany--Düsseldorf
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hannover
Germany--Karlsruhe
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Ludwigshafen am Rhein
Germany--Mainz (Rhineland-Palatinate)
Germany--Merseburg
Germany--Mönchengladbach
Germany--Munich
Germany--Nuremberg
Germany--Osnabrück
Germany--Osterfeld
Germany--Stuttgart
Germany--Troisdorf
Germany--Wanne-Eickel
Germany--Wesel (North Rhine-Westphalia)
Germany--Wesseling
Greece--Ērakleion
Greece--Piraeus
Libya--Darnah
Libya--Tobruk
Netherlands--Hasselt
Netherlands--Rotterdam
Scotland--Moray
Germany--Münster in Westfalen
England--Cornwall (County)
North Africa
Libya--Banghāzī
Germany--Ruhr (Region)
Libya--Gazala
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1942-03-23
1942-06-10
1942-06-11
1942-06-12
1942-06-13
1942-06-14
1942-06-15
1942-06-16
1942-06-17
1942-06-18
1942-06-19
1942-06-20
1942-06-22
1942-06-23
1942-06-24
1942-06-25
1942-06-26
1942-06-28
1942-06-29
1942-07-02
1942-07-03
1942-07-05
1942-07-08
1942-07-09
1942-07-10
1942-07-12
1942-07-13
1942-07-15
1942-07-16
1942-07-17
1942-07-19
1942-07-20
1942-07-25
1942-07-26
1942-07-28
1942-07-29
1942-07-31
1942-08-01
1942-08-06
1942-08-07
1942-08-08
1942-08-09
1942-08-14
1942-08-15
1942-08-16
1942-08-17
1942-08-18
1942-08-19
1942-08-21
1942-08-22
1942-08-23
1942-08-24
1942-08-25
1942-08-26
1942-08-27
1942-08-28
1942-08-29
1942-08-30
1942-08-31
1942-09-01
1942-09-03
1942-09-05
1942-09-06
1942-09-08
1942-09-09
1944-05-06
1944-05-08
1944-05-12
1944-05-13
1944-05-27
1944-05-28
1944-05-29
1944-06-05
1944-06-07
1944-06-08
1944-06-09
1944-06-12
1944-06-13
1944-06-15
1944-06-16
1944-06-23
1944-06-24
1944-07-07
1944-07-09
1944-07-10
1944-07-14
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-07-30
1944-08-01
1944-08-04
1944-11-17
1944-11-18
1944-12-04
1944-12-06
1944-12-07
1944-12-12
1944-12-15
1944-12-18
1944-12-24
1944-12-28
1944-12-29
1945-01-01
1945-01-02
1945-01-05
1945-01-07
1945-01-08
1945-01-23
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-07
1945-02-08
1945-02-09
1945-02-14
1945-02-15
1945-02-18
1945-02-20
1945-02-21
1945-03-07
1945-03-08
1945-03-22
1945-03-24
1945-03-25
1945-03-31
1945-04-11
1945-04-13
1945-04-14
1945-04-25
1945-04-30
1945-05-05
1945-05-07
1945-05-15
1945-05-22
1945-06-08
1945-06-18
1945-08-03
1945-08-05
1944-06-06
1944-08-03
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Observer's and air gunner's flying log book for Pilot Officer Godfrey from 3 of February 1941 to 25 of September 1945 detailing training schedule, instructional duties and operations flown. Aircraft flown were Dominie, Proctor, Wellington, Hampden, Anson, Defiant, Martinet, Stirling, Lancaster, C-47 and Oxford. He was stationed at RAF Manby, RAF Bassingbourn, RAF Harwell, RAF Lossiemouth, RAF Downham Market, RAF Hemswell, RAF Wittering, RAF Abingdon, RAF Upper- Heyford, RAF Upwood, RAF Gillingham, RAF Cranwell, RAF Melton Mowbray, RAF Church Fenton, RAF Market Drayton, RAF Waddington, RAF Upavon, RAF Sywell, RAF Carlisle, RAF Linton-On-Ouse, RAF Newbury, RAF Cottesmore, RAF Brize Norton, RAF Exeter, RAF Andover, RAF Hampstead Norris, RAF Hythe, RAF Gibraltar, RAF St Eval, RAF El Dabba, RAF Shaluffa, RAF Abu Sueir, RAF Almaza, RAF Blyton, RAF Ingham, RAF Marston Moor, RAF Leeming, RAF Acklington, RAF Middleton St. George, RAF Newmarket, RAF Moreton-in-Marsh, RAF Leconfield, RAF Skipton-on-Swale, RAF Wyton, RAF Warboys, RAF Westcott, RAF Gravely and RAF Worcester. He completed 37 operations with 37 Squadron in North Africa and the Mediterranean and 59 operations with 635 Squadron to targets in Belgium, France and Germany. Targets included: Heraklion, Piraeus, Derna, Tamimi, Benghazi Harbour, Gazala, Mersa Matruh, Ras El Shaqiq, El Daba, Tobruk, Fuqa, Quatafiya, Düren, Munster, Mantes- Gassicourt rail yards, Haine St. Pierre rail yards, Hasselt rail yards, Rennes, Angers rail yards, Caen, Ravigny rail yards, Nucourt, Wesseling oil refineries, L’Hey, Kiel, Stuttgart, Hamburg, Notre Dame, Trossy St. Maximin, Karlsruhe, Merseburg, Essen, Ludwigshafen, Duisburg, Dusseldorf, Mönchengladbach, Troisdorf, Dortmund, Nuremberg, Hannover, Munich, Gelsenkirchen, Mainz, Wiesbaden, Osterfeld, Kleve, Wanne- Eickel, Chemnitz, Wesel, Worms, Hemmingstedt, Dorsten, Bottrop, Osnabruck, Berchtesgaden, Ypenburg and Rotterdam. Notable events are that Charles Godfrey undertook a search and rescue operation in a Defiant and during the operation to Trossy St Maximin 4 August 1944 his aircraft, Lancaster ND811, was brought down by anti-aircraft fire. Whilst he survived and evaded, his pilot, Ian Willoughby Bazalgette was awarded the Posthumous Victoria Cross. The hand written notes added to the end of the log book give a description to the crash, and his attempts to evade capture. Pilot Officer Godfrey also took part in Operation Manna, Operation Exodus and Operation Dodge.
11 OTU
15 OTU
20 OTU
37 Squadron
635 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
C-47
Cook’s tour
Defiant
Dominie
evading
Hampden
killed in action
Lancaster
Martinet
missing in action
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
Proctor
RAF Abingdon
RAF Andover
RAF Bassingbourn
RAF Blyton
RAF Brize Norton
RAF Carlisle
RAF Church Fenton
RAF Cottesmore
RAF Cranwell
RAF Downham Market
RAF Graveley
RAF Hampstead Norris
RAF Harwell
RAF Hemswell
RAF Ingham
RAF Leconfield
RAF Leeming
RAF Linton on Ouse
RAF Lossiemouth
RAF Manby
RAF Marston Moor
RAF Melton Mowbray
RAF Middleton St George
RAF Moreton in the Marsh
RAF Newmarket
RAF Skipton on Swale
RAF St Eval
RAF Sywell
RAF Upavon
RAF Upper Heyford
RAF Upwood
RAF Waddington
RAF Warboys
RAF Westcott
RAF Wittering
RAF Wyton
shot down
Stirling
tactical support for Normandy troops
training
Victoria Cross
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7723/SChattertonJ159568v10610.2.jpg
f2a913451c7812cf644a8a387f65e5fc
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7723/SChattertonJ159568v10611.2.jpg
98de87d5c4c67849373845736025e4b8
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Colour Film. Y Z
[Underlined] WESSELING [/underlined]
DATE 21-6-44
[Z J. 1000lb on STN 2] [sic]
[Table of Bomb Loads, T.V., Bomb Weight and All Up Weight]
[Table of Preselect] Spacing 20 yards Distrib .2
[Table of Aircraft Height and False Height Setting]
TIME OFF 2245 E.T.R. 0330 ZERO. [deleted] 0140 [/deleted] 0132 (H+8)
WINDOWS. 46 bundles NICKELS. 1 PKT per A/C. EFFORT. 100L.
TIME TO TARGET. 2.10 TARGET A.U.W. 60,000lb approx TARGET HEIGHT. 160 FT.
ROUTE – Base – A 5230 x 0300E – B 5145 – 0350E – C 5140 x 0505E – D 5100 x 0525E – E 5055 x 0635E – Δ – F 5044 x 0645E – G 5057 x 0610E – D – B – A – Base.
METHOD.
[Circled] M & R [/circled] Scrubbed
[Calculations]
[Page break]
1 ZXQEFG H +8 – H +11
2 VSAJY H +11 – H +14
3 TLKBO H +14 – H +15.
[Underlined] Method [/underlined]
3 waves of A/C for illumination Dropping H. H+1. H+2
Mosq. then mark with 4 RSF. 17 Red TI’s 19 Green TI’s.
Yellow cancels do not bomb if one colour shows – this is probably a jettison?
NB. Backs up in marking stream hence must keep height band.
[Symbol] for further illumination [underlined] only. [/underlined]
Bomb mixed TI’s & RSF. Do not bomb any with yellow TI.
Bomb glow or on Gee + H2S.
[Underlined] Heading [/underlined] on track is - 111° T.
[Underlined] Wind [/underlined] Preset wind used. Will only be corrected if a change is necessary.
[Boxed] 038/20 [/boxed]
Z 17
Y 17
T 17
X 19
V 19
Q 17
S 19
E 19
A 17
L 19
K 20
J 20
B 20
F 20
G 20
O 19.
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
Bomb aimers briefing 21 June 1944 - Wesseling
Description
An account of the resource
Shows a single bomb load for operation. Details spacing, preselection and false height settings as well as times, Window, weights and route. On the reverse lists aircraft allocated to three waves, covers illumination and marking method as well as some bombing instructions and other information. Lists aircraft with associated heights.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-21
Format
The file format, physical medium, or dimensions of the resource
Two sides front form document partially filled in on the reverse handwritten
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SChattertonJ159568v10610, SChattertonJ159568v10611
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Wesseling
Temporal Coverage
Temporal characteristics of the resource.
1944-06-21
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.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
aircrew
bomb aimer
bombing
briefing
Gee
H2S
Mosquito
target indicator
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7630/SChattertonJ159568v10550.1.jpg
f0dc0fe7e4cce773214f6976cb432f4b
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
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
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
2016-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Chatterton, J
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
Target map of Wesseling
Description
An account of the resource
Target map of Wesseling
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-07-12
Format
The file format, physical medium, or dimensions of the resource
One page map
Type
The nature or genre of the resource
Map
Identifier
An unambiguous reference to the resource within a given context
SChattertonJ159568v10550
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1943-07-12
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
Ed Walters
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Wesseling
bombing
H2S
-
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/.
Spatial Coverage
Spatial characteristics of the resource.
Germany--Wesseling
Title
A name given to the resource
Wesseling [place]
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/159/2504/AParkinsHW150612.2.mp3
a7b074df4b419b69687ccb1c168e6939
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
Parkins, Harry
H W Parkins
Description
An account of the resource
Five items. Two oral history interviews with Harry Parkins (891679 Royal Air Force), his logbook, identity card and one photograph. Harry Parkins was a flight engineer with 630 Squadron and 576 Squadron and flew 30 night time and 17 daylight operations from RAF Fiskerton and RAF East Kirkby.
The collection has been donated to the IBCC Digital Archive by Harry Parkins and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DE: Harry, you were going to tell me the story of being shot at.
HP: Yes it was on the 21st of the 6th ‘44, we were on operations to Wessling, and we had twelve thousand pounds worth on bombs, we succeeded in doing that but on the way back I spotted what I thought was a plane coming towards us, I shouted to the gunners ‘cause [sic] they hadn’t seen it, and as it got nearer it started firing tracer bullets which was very frightening, and the gunners spotted it and shot at it and luckily they downed it, so we were able to get back home safely but I went down to see where the tracer bullet had gone in the aircraft to see if there was any serious damage, I couldn’t see any but when we landed the ground crew actually cried because there was seventeen holes in the plane and it didn’t fly again, a shame that was, and that took us four hours twenty minutes that trip.
DE: Where were you standing when you saw this aircraft attacking you?
HP: I was just standing by the seat that’s next to the pilot, where there’s a little dome, and standing in that dome you can see all the way round, and I always liked to look all the way round when I wasn’t checking the engines because, it was your job really to spot anything, and some of the frightening aspects of it is if the Perspex wasn’t cleaned very well, in the night time, incidentally that was a night time flight, in the night time if you saw a little speck of dirt that hadn’t been cleaned it could be a fighter coming after you, so we always wanted the ground crew to make sure the Perspex was always as clean as possible.
DE: So what did an incoming eighty-eight look like then?
HP: [slight laugh] it’s hard to remember because with the tracer bullets coming at you, you practically didn’t see the plane, all you saw was these lights coming at you, which was very frightening, it’s bad enough being shot at but to see, actually see it coming at you, it was worse than ever.
DE: Did the pilot take any evasive action?
HP: Yes, he did a slight corkscrew but not too much because the gunners had got the plane, and it went down, so he really didn’t have to do a corkscrew, but that’s a frightening thing when you do a corkscrew, because at one time coming back from an operation, I forget where that was, we were caught in searchlights, and that again is another frightening thing, and it’s, it’s like being on a stage completely naked and everyone’s looking at you, and well the gunner shouted to do a corkscrew and it went really mad, it was a really violent corkscrew, you thought the wings were gonna [sic] come off, but we managed to get out of the searchlight and carry on home, again we were lucky.
DE: And when you landed, you say the ground crew were really upset, was it that obvious then that the plane had been hit?
HP: Yeah, you could see all the holes in the side, yeah, but we didn’t know until after briefing how many holes there was, seventeen all told [sic], which is quite a lot, [pause] that was our twentieth operation that one.
DE: So, you mentioned at certain points when the searchlights were on you or if you were being shot at you felt frightened, how did you feel before and during operations normally?
HP: I didn’t feel too bad because, I think half the time being a young age it was like excitement more than anything else, you didn’t really have a lot of fear at all, at least I didn’t, and I don’t think the rest of the crew did, except maybe the rear gunner because that time when we had a mid-air collision, I think that really frightened him.
DE: But he was OK?
HP: He carried on until the end yeah, and when we finished the tour of ops, they went back to their various countries, which was Australia and New Zealand.
DE: You had another story about some low flying?
HP: Oh yes, my skipper like to do low flying, and, we were low flying what we called air to sea firing where the gunners fired off their guns to make sure everything was OK and you checked various things in the plane and coming back, he decided to do a bit of low flying along Skegness and in actual fact when I looked out from my little blister, I could see the pier above us [laughs], and he still carried on and as we passed further along near to the pier there was two men in a boat, who must have thought we were coming into crash because they jumped out the boat [laughs] and we passed them and coming up to Butlins camp which at that time had been taken over by the navy, and the navy was having a parade on their parade ground and he went so low that the parade all scarpered and ducked down and we all laughed at that and carried on back to East Kirkby, but a couple of days later we were called to the group captains office and he said, ‘first of all you needn’t deny this because we’ve got people who witnessed your aircraft number from the naval station’ and he said the naval officer in charge contacted him because he knew it was from East Kirkby and said that ‘tell your crew that next time if they do that, it won’t be air to sea firing, it’ll be ground to air firing’ and he just said ‘dismissed’, I think he thought it was more of a joke as well [pause], anything else?
DE: Well anything else you can tell me?
HP: I don’t know if I told you about when Pilot Officer Jackson and I went, three, twice with him, did I tell you that?
DE: Yes you did.
HP: I’m just trying to think of the other thing.
DE: Yes you said that three was your lucky number.
HP: Yes, well I lived in 13, Churchill Walk in England, in London I should say and we had a bomb dropped on the next street and it shattered all the windows of our street, right the way along except number thirteen, never touched the windows at all, and with no explanation for that at all.
DE: Would you say you are quite a superstitious person then?
HP: In the way of three and thirteen, yes.
DE: What about any lucky charms did you have anything?
HP: No, never had lucky charms but quite a few air crew used to have lucky charms, and my opinion is that often the lucky charms cause them to do something wrong and end up being either shot down or crashed, because when you think about it, if a member of the crew had a lucky charm and he’d gone and left it before he was flying, instead of his mind being on what he should be doing, his mind was on, ‘what did I do with that lucky charm?’ and during that period something could happen, but that was only my opinion.
DE: So you think it’s more professional just to keep your mind focused on the job?
HP: Oh yes, definitely.
DE: Did you know if anybody in your crew had anything like that?
HP: No, none of them, none at all, the only thing we considered a lucky charm was our whistle and we all had a whistle it was always pinned to your coat.
DE: So the other thing I’ve read about is similar superstitions that if you associated with a certain woman she was unlucky or anything like that, do you have any stories about things like that?
HP: No, the only story I had was that one of the air crew, I don’t know who he was, I think he was a pilot, he’d got going with one of the girls in the village and after a while, whether he got fed up with her or not, she found out that he’d been seeing someone else when he said he was off flying and she happened to be in, the, it was a WAF and she happened to be in where they had the parachutes and as a revenge apparently she cut the strings of the parachute and of course nothing happened for a while but eventually they were shot up and the crew bailed out but his parachute didn’t open properly and that was the end of him, there was an enquiry about that but it was more or less hushed up because it would’ve scared other members of the crew. Whether that was a true story I don’t know but that’s the story that went round.
DE: And you heard that on, during your time on operations?
HP: Yes.
DE: Did you have any associations with any WAF’s?
HP: No, only when I was training I had a association with a land army girl who lived in Nottingham, and, I think it’s more or less after, no towards the end of the war, I was stationed at Stirgate and we got leave and I thought ‘oh I’d go into Nottingham and see if I could find this land army girl’ and as it happened, whilst I was in Nottingham I met up with some Americans and they got chatting to me and they said they had a club, would I like go into the club and having a few drinks, well a few drinks ended up to a lot of drinks and then I found out where this land army girl lived and I knocked on the door and she came out and give me a cuddle and said ‘oh lets go for a walk’, and at Nottingham there’s the Lincoln castle where you go up a sort of a hill, and we were walking up there and we got to the top, we were going to sit down and have a chat and I was dying for a leak [slight laugh] and I said ‘I’m ever so sorry, I’ve got to go and find a toilet’ and I actually run down all the hill to find somewhere, I found somewhere, when I went back up she’d gone, [slight laugh] that was the end of that ‘cause [sic] she didn’t like people drinking, and that’s about the only experience I had.
DE: Did you have a lot to do with Americans then?
HP: Not really, but we did have an American who swapped a pilots, with, he came to East Kirkby as a pilot on Lancaster’s and an English pilot went onto theirs, to go onto super fortresses , just an exchange and it appeared the American was a bit of an unruly type so that’s why they were keen to get rid of him go to the RAF, but if ever we went out together because we always get chatting together, he would go into Boston with us and instead of wearing either his American outfit or his British outfit he used to go with part aircrew American on top and part RAF at the bottom and he was always being picked up by MP’s, but being American he always got away with it, and there was one incident where, it was when a lot of prisoners made an escape and the Germans found out where they were coming up and I don’t know if you ever read about it but the Germans shot, I think it was about thirty or forty of the escapees, so at that time the group captain said that if anybody wanted to draw a gun, fifteen rounds of ammunition, he’s not saying you should do that but if you felt you wanted to you could do, so I think nearly half the air force drew guns and fifteen rounds of ammunition, and this American he’d got his gun and fifteen rounds of ammunition, and outside his nissen hut, there was a tree where a blackbird used to come every day twittering away and it upset him he didn’t like this blackbird so he went outside and fired at it but he never hit it at all until he run out of ammunition , and I can remember also, where you went for ablutions, it was in a place outside where your nissen hut was, and they used to issue you with a tin bowl, and I was walking across with this tin bowl and all of a sudden a bullet hit this tin bowl [laughing], I dropped the tin bowl and rushed into the ablution, never found out who fired it, but there was so much ridiculous firing going on round the airdrome at East Kirkby that the group captain got to know about this and he said ‘right, that is stupid of all these people’, so he wanted all the guns handed, handed in and all the ammunition handed in, well, all the guns were handed in OK but I think there was only ten rounds of ammunition, all the rest had been spent. Similar things like, in my crew a New Zealander, he didn’t like flies and we used to often play darts a lot and he saw this fly going across the dart board so out come the gun firing, [laughing] firing at the fly, so as I say there was all daft things like that going on, that’s why the group said, group captain said ‘right they’ve all got to come back in again’, he didn’t trust any of them.
DE: So, people in your crew took them, did you take one?
HP: Oh yeah, we all took one I think, as I say, I think everybody who was allowed to took one, I never fired mine, I don’t think my crew did except this New Zealander, he did at the dart board [laughs] a crazy lot.
DE: I’ve read in other people’s stories that the medical officers sometimes gave tablets to help you get through night operations, did that ever happen with you?
HP: Never heard of it, never, although once when I got a sty on my eye it was considered to be unlucky if you couldn’t go off on your routine operations one after the other all the way through, and I got such a bad sty on my eye, I thought ‘well they won’t let me fly’, so I said to the crew ‘I’m going down to sick quarters’ to see if they can do anything, and sick quarters was quite a way off the airdrome and it had a seat in there which was just concrete to sit on while you was waiting to be seen by the doctor, well when I got there there was nobody else there but the doctor wasn’t there, and while I was sat there, the dentist came out and he said ‘it must be freezing cold over there, son’ he said ‘come in, sit on the dentist chair and we’ll have a look at your teeth’ [laughs] so he had a look at me teeth and before I knew it he’d took one out and [laughs] I got blood all over me shirt and I said ‘oh I only came in for me eye’ he said ‘well it was much warmer in here wasn’t it?’, [laughs] and I said ‘yes’ and his WAF helper, she said ‘oh here’s the doctor now, so you can go in next door and see the doctor’, and he looked at me and said ‘good God, what’s all this blood all over you?’ ‘I said ‘well the dentist decided to keep me in the warm and took a tooth out’ and I’m sure, it was that one there, and I’m sure there was nothing wrong with it, and he looked at me eye and he said ‘I could lance it’ and he played around with the sty for several minutes and he said ‘if you go back and rest before you get your briefing’ he said, ‘I think you’ll be OK’ and that was it, I carried on on ops.
DE: I would’ve thought you’d need more time off for having a tooth out?
HP: Yeah [laughs]. We certainly had some funny things happening during our time in the RAF.
DE: You briefly mentioned the ablutions then, what were the living accommodations and the ablutions like there?
HP: Well it was only a nissen hut with so many beds all the way down which weren’t all that comfortable but you had plenty of blankets that you could put underneath or over the top of the mattress so it weren’t too bad and the ablutions was, well you had to take your own bowl, you didn’t get hot water, just turned the tap on and that was it, so it was very sparse, but you got on with it, you didn’t complain, if you complained nothing would happen about it [slight laugh], and another thing happened, they used to be card mad and if you weren’t on any day light trips or anything like that, you used to sit there playing pontoon or shoot, shoot pontoon, I don’t know if you knew that, it was where you had a dealer and he’d go round to everybody to see how much they’d put it the deal in the front, either to match his or over match it then as they dealt the cards round to each person you said ‘shoot’, either put a bit more money in or you left it as it was and you either lost or you won and you took something out or put something in and when it got to my turn, I had an ace and I thought its worth shooting the lot , so I shot the lot, I got a queen and the damn dealer got a king so his took preference over mine so I lost the lot and another fella next to me, weren’t member of my crew, he had an Indian motorbike and he’d done the similar thing and lost it all so he still wanted to go again so dealer said ‘what have you got?’ and he said ‘well, I’ve got no money left but I’ll put my motor bike in’ [laughs] and he put the motorbike in and he lost, so round it went and when it came to my turn again and I said ‘I’ve got no money neither but I’ll shoot the motorbike and I’ll have to pay if I lose, at a later date’, anyways I won so I won this motorbike and I had no clues what so ever how to drive a motorbike, and the fella who had originally lost it, he said ‘you lucky devil’ he said ‘I’ll show you what to do’ and we got outside the nissen hut ‘cause the card game had finished and he said ‘right, you do this, do that, and away you go’, so I did that and did that and I went straight through the ablution, straight through [laughs], straight through the covers that were on the outside and just stopped so I said ‘no I don’t want this anymore’ [laughing], I had a few bruises but the motorbike was OK, except where there was a big hole in the side of the ablution, so the next time we played I put the motorbike in purely to lose it, and I never went on a motorbike again.
DE: Probably quite right. So did you play cards with other crews?
HP: Yeah there was all sorts that used to mix in with playing cards yeah, yeah there was one time when we were due leave but the train wasn’t due till, I forget probably about half past ten or eleven and we were always up before seven, you go for your breakfast, come back and waiting to go in, get in to Boston station and you’d play cards, and I played cards and lost again, lost all me money, I went on leave purely with your leave application where you didn’t have to pay anything and when I got to London, I relied on my father to pay for the fayre to get back home, and I said what I had been doing, playing cards and he said ‘your best bet is to leave cards alone unless you’ve got a good memory for where cards turn up’, so I never played cards again [slight laugh].
DE: So just quickly going back to the nissen hut, who did you share with?
HP: Just your own crew, maybe, possibly another crew that were in a nissen hut nearby, so it weren’t too bad, bit cold in winter though, yeah [pause], but I had a cut throat razor, as where we used to live in London, we always used to go to the top of the road ‘cause there was a Jewish barber there and he was always asking about me, when I come home on leave I always used to go there to have a haircut and have a chat with him and he said, ‘you’ll soon be needing to shave, won’t you?’, I said ‘well I got a little bit of stubble coming’, he said ‘I’ve got something for you, I’ve saved this for you’ and it was a German crop razor one of the best there could be and he said, ‘there you are, that’s for you’ and eventually I had to use this, and people used to come and watch me shaving thinking that if I got the twitch from flying I’d cut myself [slight laugh] but I never did and then we went off somewhere and we came back and somehow the call up[?] seemed to go astray, went wrong and instead of landing at east Kirkby we landed at another field, airfield nearby, can’t remember what it was, it might have been Strubby or some name like that, and when we landed we had briefing and they said ‘oh you are not far from East Kirkby so you may as well stay the night, which we did, then next morning refuelled and fly back to East Kirkby, when I went into the nissen hut there was nothing of mine there, it had all gone, and I had a wallet where one of the young ladies I knew in London had given me a ten pound note and I’d always kept that in this wallet for emergencies and that had gone, ‘cause you weren’t allowed to take anything on ops with you, nothing to identify you, and what had happened, if any crews were shot down or didn’t come back, rather than send any of the stuff that the person had kept, they used to have what they called a committee of adjustments, and that was where the stuff was put in to be auctioned off and everything was auctioned and I lost all my stuff, and other members of the crew had lost their radio or maybe a bike, it was all gone, so I never ever got my razor back.
DE: Oh dear and this was because you were somewhere else for one night?
HP: Yeah, they thought we had been shot down.
DE: So for the sake of one phone call, you lost all your kit.
HP: Yeah. That was one of those things, but hardly anybody had ever heard of it, committee of adjustments, I’ve never heard of anybody who knew about it, none of the parents or lovers knew about it either, it just all sort of vanished.
DE: And over efficient as well it seems.
HP: Yeah, very efficient [laughs]
DE: You mentioned when you were talking about your razor, about the dangers of shaving if you got the twitch, could you explain a little bit about the twitch?
HP: Yeah, well that was where some air crew who had got so scared, that they were too scared to admit that they were frightened and they used to have a sort of twitch which gave them away, you know when they were walking along they would go like that somehow, do a funny little twitch with a hand or the head and we we [sic] had one fella who had got it so bad he was walking along as though he was carrying a ladder and if anybody was near him they’d shout at them ‘get out the way, can’t you see the ladder?’ and he’d got nothing, again [laughing] this is what we called the twitch.
DE: Did these people carry on flying then?
HP: Some of them did and some of them didn’t, they ended up in hospital you know having consultations and things like that, see if they could get them back to normal.
DE: Did you know anyone personally?
HP: No. I say on an airdrome or a base you’d mainly know your own crew really thoroughly but other crews you didn’t really mix a lot at all, so didn’t know many of them at all, ‘cause many a time I spoke or people have asked me about being in East Kirkby and they say, ‘do you know Jack Thompson?’, I said ‘never heard of him’, ‘oh well he was there, he was at East Kirkby’, as I say you just didn’t know these people, unless they were someone famous.
DE: So you wouldn’t talk to each other in briefing or anything like that then?
HP: Not really no, ‘cause your crew was your crew altogether and further down was their crew, all listening to what was going on.
DE: I see, what about the ground personnel and the ground crew that looked after your aircraft?
HP: They were smashing, really good blokes, yeah.
DE: Did you have more to do with them then?
HP: Not really, only when we took off and come back again, so you didn’t really mix with them in the mess because most of them were, I forgot what, LAC’s, they weren’t sergeants or anything like that, so they were in a different category.
DE: I just wondered if you chatted to them about anything out on the dispersals?
HP: You did occasionally but not very often, not unless like when we came back and we had seventeen holes and they were upset about it.
DE: Did you always fly the same aircraft then if you could?
HP: No you had several different aircrafts but in just looking at that, we flew an X, X X X X, the same Lancaster all the time there, then, after that X X, Q V, all different letters to the different Lancaster’s.
DE: I’ve read somewhere that the ground crew said that the aircraft belonged to them and the air crew only borrowed it.
HP: Yes [laughs] I think that’s true as well, because they really were good blokes, nothing wrong with them at all, they really looked after your aircraft, [pauses] in fact they should have got more praise than they ever did, ground crews.
DE: Did you have any views about what you were doing? I know it’s been a matter of debate since the war a lot.
HP: Not really, but I always thought we were doing the right thing as being a Londoner and being in the Blitz, seeing what had been happening in London and you felt you were doing the right thing to do the same thing back to them.
DE: Yes you mentioned last time we spoke how you were on your way to work and the factory wasn’t there anymore.
Hp: Yeah, so you know you had that feeling we were doing the proper thing.
DE: I can’t remember if I asked you much about your recruitment and your training?
HP: Well I think I mentioned that, two lads at the outer city trip (?-name of company) transport company where we were thinking we might get called up, we were having our lunch and we were debating should we volunteer and we decided we ought to so we got what we wanted and we went straight out after lunch, straight down to the recruiting office and both volunteered for the RAF and that was because I thought it was safer in the air than on the ground at the time.
DE: Yes you said that you didn’t want to join the navy because you couldn’t swim very well.
HP: No only across the canal because there was a big canal near us in London and we often used to go and swim across the canal, and we also used to get an old bike wheel, break all the spokes out and thread a sack round, put some string on and drop it down, pull it up and we’d got loads of sticklebacks and it reminded me of that, seeing I don’t know if you watch it, Countryfile, it was showing you about a stickleback there that was blowing its nest waiting for the little ones to come out and they called it the star of the show and it reminded me of that because we used to sell these sticklebacks then to other kids, because everybody used to like a fish in a jar, made a little bit of money doing that. [laughs]
DE: But you were expected into the RAF and then you went away?
HP: Yes we, we went first of all to the flats were film stars used to be, the RAF had accommodated those and I thought it was marvellous because the bathroom was cut glass all the way around with like fish swimming round and I thought ‘boy this is the life to be in the RAF’ but that was only temporary while we were doing the training, and also on the square we had a fella called Alva Liddel, he used to be an announcer for the news and he always used to say ‘this is the news and Alva Liddel speaking it’ and he happened to be in, I don’t know whether he volunteered or not or was called up, but he was on the square and in the papers it said ‘this is Alva Liddel on the square, bashing it’, so that was interesting and we were opposite London zoo and we had our food in the zoo, and people used to be wondering around looking at us having food in the zoo which seemed strange to them, and there used to be a place, I forget the name of the place but we used to march from the flats where the square was, down across the stop lights on Marylebone road to a swimming baths, where we used to have training for, if you came down how to turn the, not the airborne lifeboat, it was like a big circle, I can’t remember what they call that now, but often if you dropped it for you to go in to, it would turn up the wrong way so the bottom of it was on the top and there was like a suction, so you had to be able to go over the top of it, hold on just where the bottle was for blowing it up, grab hold of that and pull yourself up like that and go right the way under and re-put it right, [DE: turn the dingy the right way round] yeah dingy that was it I couldn’t remember what they were called them, yeah and I wasn’t pretty good at that even though I couldn’t swim very far, but they used to make you march in this place as well, because they put boards across and if it was raining you could go in there and do your marching up and down on these boards, when it was swimming they used to take all the boards up and you did the swimming exercise, and there was one where this sergeant he called out, I don’t know if I mentioned this before, he called out that all the crews that were there had to put on their flying suit and he said ‘I want all the swimmers this end and all the non-swimmers that end’, so I thought to myself ‘I don’t know what he’s going to do so I’m going to go to the non-swimmers’ so I was down the non-swimmers which was the least deep part of it and all the swimmers were up by the diving board, then he said ‘right I don’t want anybody to move but all the non-swimmers come up by the diving board’, all the swimmers went down to the non-deep side and the idea was you had to climb up to the top diving board and jump off with your flying suit on then swim to the side if you could, and I was that scared of having to go up that ladder I kept getting behind and behind and behind, and I was the last one and everybody was booing me and he came up to me and he said ‘I can understand you being scared but just go up to the top, I’ll come with you and just look over and you’ll be OK’, he said ‘then you can come back down’ so I believed him and I went up with him, got to the top, and he said ‘you can let go of the bars either side’, so I let go and he just pushed me and down I went and I went right down under, well I didn’t come up because where the zips on my flying suit didn’t work they just filled up with water, held me down, so there was panic on to fish me out, get me back and pump me chest to get me spilling all the water out and after a while I was OK, but I wouldn’t dive after that [slight laugh], and that was a frightening experience, and I always hoped that I would never have to jump out of an aircraft into the sea or even have to turn the dingy over, but luckily we never had to, but that was a frightening experience before I even got to flying.
DE: So what other things did they have you doing for your training to be an engineer?
HP: Oh before you was, became an engineer you had to do like army training, going through tunnels and climbing over things and that was done at Bridlington, I think I mentioned that, [DE: briefly yes], well that was where we were marching along and I looked over the side and I thought that looks like my Uncle Ernie, and I didn’t know he was in the army, he’d been called up, and I just went marching over to him, because the sergeant halted the crew, came over to me and shouted, shouted a few abusive words at me and I said ‘well that’s my Uncle Ernie’, he said ‘I don’t care if it’s the f’ing queen’ he said ‘you don’t walk out of my marching section’, so I got ten days working in the cook house cleaning dirty tins, yeah, and he got chatting to me uncle to see if it was true, he was my uncle and they got quite friendly and he used to arrange football matches between the RAF and the army, ‘cause the army didn’t get on very well with the RAF but that broke the ice down.
DE: Why didn’t the army and the RAF get on?
HP: Well we were called the ‘Brylcreem boys’ [laughs], supposed to be the aloof.
HP: Did I mention that on, when they were expecting the invasion from the Germans they put us on duty either end of Bridlington with our rifle, so many rounds of ammunition and you had to march up a little way and back just to see if there was any invaders coming and shoot them, and this particular time it was a moonlight night with the clouds suddenly going over, and I looked up at one of the hotels and I could see what I thought was somebody flashing to the enemy, so I thought ‘well I’ve got to go and investigate as I’ve seen it’, and I got my rifle ready, I went scrambling up the stairs, right to the top, and as I went along the top corridor I saw another fella coming at me with the rifle and it frightened the life out of me, I dropped my torch, dropped my rifle and ran like mad and when I got to the bottom I thought ‘that was odd, nobody shot at me and nobody come running after me’ and I couldn’t work it out so I thought I better go back, pick me gun up, rifle, and when I got up there I realised I’d saw myself in a mirror [laughs] at the end of the corridor and there was anybody there and the light that I thought was somebody signalling was as a cloud went over the moon it was flickering on the window and the window was sort of flashing, I never told anybody about that [slight laugh] so that was another funny story.
DE: Were you at Bridlington very long then?
HP: Not long, no.
DE: Where did you go after that?
HP: After Bridlington, it was to do with going down to Saint Athens where you learnt everything from the book and from me looking at the engines to find out how they all worked and that took a couple of months, so you really knew everything about the Stirling bomber, and then you eventually went flying with different people in a Stirling and that’s where I said you were dead scared seeing as you’ve never flown before and you were meeting your crew for the first time in the bar, and that’s when this Aussie, rear gunner come up to me and said ‘you sound a bit like us, mate’ I said ‘why where you from?’ because I didn’t know where he was from, he said ‘Australia, where are you from?’ I said ‘Hackney’ he said ‘where’s Hackney?’, I said ‘in London’ he said ‘that sounds good, Hackney Harry’, ‘cause I’d told him my name and that’s when he said come and meet the crew, and I think I went through that.
DE: Yeah you did, you mentioned you got put on a charge and had to work in a kitchen?
HP: Yeah that was through meeting me uncle.
DE: What did they have you doing in there?
HP: Well all the greasy tins when they fried anything or done anything, they couldn’t wash them straight away, so you had to scrub away with the brush to get all the grease off and you had to do that at breakfast time, dinner time and evening meal time, which weren’t very good [slight laugh].
DE: Was it a fitting punishment then do you think?
HP: Yeah, I didn’t think so at the time, but there in the hotel where we used to go into, there was a stairway like that coming up with a landing like that and the toilet was right in the middle, and there was no locks or anything on it, did I tell you about that? [DE: no] well there used to be a scotch fella, who always had a great big knife, always down the side of his belt and I was on the toilet and this scotch fella came out, bashed the door open and said ‘out’ [emphasis], like that and it so infuriated me, I head butted him, he’s much bigger than me, great big bloke, and he went over the banisters, landed on the floor, I, I honestly thought I’d killed him and the sergeant come over and he was still laid there, he’d been knocked out actually, ended up in sick quarters, and all the rest of the air crew that used to be training there they were really scared of this scotch men and I became his best friend because nobody had ever stood up to him and it really upset him and he looked after me from then on, [slight laugh] but it was a frightening experience.
DE: Did you keep in touch with him?
HP: No, no once we split up, went off to you know the squadron where you met your crew and started flying with them, and as I said before it was with Stirling’s to start with and then after a little while they decided Lancaster’s were coming in, so you ended up at East Kirkby on Lancaster’s and I think I told you what happened when I said that I needed more training, they put me on ops.
DE: Yeah. That’s smashing, I think we’ll call that a day unless you can think of any other amusing anecdotes? I’ve ticked all the questions I had for you.
HP: Yeah, well when I was at the end of my first tour training with, I think I said that the pilot trained a pilot and the engineer trained an engineer, and I was with a, a pilot and we’d be on a cross country or something and it was dark when we were coming back so they used to let you go round the circuit before you came in, and this particular time someone fired up a red flare which meant there was danger you couldn’t land, and the pilot carried on landing and I said to him ‘we can’t land, there’s something wrong’, I think somebody had crashed before us, so he said ‘oh, we better go round again’, so we went round again, he was a squadron leader and he’d been on a lot of ops, and as we come round again, another red flare went up and he said ‘oh good we’re ok now’, I said ‘no it’s a red flare, what’s up with you, are you blind or something?’ [laughs] and round we went again and we were called up on the intercom to keep flying round until a green flare was fired, so we did this until I spotted a green flare coming up and I said ‘it’s ok now, there’s a green flare’, so he said ‘ok, we’ll go into land’ and when we’d landed and taxied round I said to him ‘I know you are a higher rank than me but I’m wondering if you’re bloody colour blind’ and he said ‘sssh, I am’ [whispers] and he said ‘I’ve never admitted it to anyone’, he says ‘so please, please don’t report me’, I didn’t know what to do really, because he was training he wasn’t on ops anymore so I just forgot about it, and I thought well if he’d been on ops, he’s done his share so let the poor bloke carry on, but that was frightening as well ‘cause if I hadn’t had said something he would have gone in and probably have crashed into the other plane crash.
DE: Which operation training unit was this you were at then?
HP: Can’t remember where that was. It might have been at Stirgate, fifty squadron ,Stirgate, it was there and that’s where we went on to picking up the passengers in Italy.
DE: Yes, you told me about that.
HP: Oh and another time we had to go to Brussels, this was after the war, to pick up twenty four ex-prisoners of war and the first time went there, everything went through OK, we had a couple of days off and then we had to go again and as we were coming into land, my pilot was looking either side because there’d been a lot of aircraft that had crashed there, and they were just bulldozed over the side and he was looking at, ‘oh look at that, that’s an American so and so, oh look at that’, and there was a great big gulley where somebody had crashed there and they’d moved the plane out the way and we went into that and burst a tire and an American bulldozer come out, up to us, I’d got, well we’d all got out the plane and he said ‘ok, everybody out the plane, I’m bulldozing you over to the side ‘cause other planes have got to come in’, I said ‘no you daren’t, you’re not gonna [sic] bulldoze my plane’, I said ‘we’ll wait until we get a new tyre’ he said ‘no I’m gonna bull doze it’, so all the crew stood in front of him so he couldn’t do it so in the end he gave up and somebody else came out and towed us over to the side where we had to wait for somebody to bring out another wheel for us, and that was at Brussels and we ended up at Melbrook, wherever that was and then we got the tyre all sorted out and then went on to our base, that was a daylight operation.
DE: Did you bring many prisoners of war back then?
HP: Yeah there was twenty four there, another twenty four the second time and then when we went to Italy there was six where we brought twenty back at a time so [adds up out loud] so that’d be about hundred and eighty blokes coming back.
DE: How does that make you feel that you did that?
HP: It made us feel good because they couldn’t get back other than by sea and going by plane it was a couple of hours so they were really grateful to us but really scared of flying, so we went without our parachutes to prove to them that it was safe to fly [slight laugh]
DE: What state were the POW’s in?
HP: Very poor state, very poor, some of, some of them were being sick but they couldn’t help it because they’d never ever flown before and some had bandages on them where they had broken their limbs, but it felt really good fetching them back.
DE: The other thing I’ve read about, about flights at the end of the war, where you had a sort of tour of Germany and had a look at the bombing, did you do any of those?
HP: No, no I didn’t hear about it though.
DE: I think people called them cook’s tours?
HP: No never heard of it, [pauses] the only time I heard of anybody going around, looking round again is Guy Gibson, I think I told you about that didn’t I? I had a mate, air crew flight engineer, used to on the same sort of ops as we did but I had done a lot more than him, we got very friendly and if we managed to get back we’d go into the pub and exchange stories, and this particular time he was right down in the mouth, he wouldn’t have a drink and I couldn’t get him to talk and I thought he’d got lack of moral fibre and was likely to disappear, so I kept talking to him and in the end he said ‘I’ve been sworn not to say anything ‘, so I said ‘well that’s a bit daft’ I said ‘because we could be not here, on our next op so what does it matter about telling me what you’re on about?’ so he said ‘alright then’ he said ‘you know we’re the last ones to get in the plane after our inspection?’ I said ‘yeah’ he said ‘I was just going up the ladder and this bloke come up to me, pushed me out the way and before I knew it was on the plane’, he said ‘I didn’t know what to do so I pulled the ladder up and went up to my position’, he said ‘and when I got there was this bloke sat in my seat and he just said ‘bugger off down the back’ and I was just about to shout at him when the pilot said’ ‘ssh, it’s Guy Gibson’ he was a squadron leader then, so I shut up and listened to rest went on and he said ‘all the way over when we went on the op he was criticising everybody, the gunners, the navigator wasn’t doing it right, the pilot wasn’t watching this and watching that’ and he said when they got to the target, they went round, dropped the bombs and the idea was you got away quick but Guy Gibson said ‘hang on, go round I want to have a look’ and he made the pilot go round about three times before they flew off back and all on the way back he still criticised them all and he said just as we were coming into land he said ‘I wanna [sic] speak to every member of the crew, I want you to swear an oath that you never saw me in this plane’ and he said ‘it frightened the lives out of all of us’ and that was why he was like he was but anyways he got over that and carried on flying, and I never liked Guy Gibson and when I once went to, I forget where it was, somewhere near Coningsby, which was the end of the runway where they’d got a museum there of what happened with bomber command and one of the fellas there happened to mention something about Guy Gibson and I said ‘I hated him, from what he did to one of my mates’ so he said ‘you’re not the first one to say that’ I said ‘why?’, he said ‘well there was a young pilot who was just about going to take off, walking up to his plane and Guy Gibson happened to be just at the side and he called this pilot over and he said ‘don’t you ever salute your superiors and the pilot said ‘I didn’t know you did that when you’re going off flying’ and he said ‘right, when you come back, you’ll be reduced in rank’, reduced him down to sergeant from a pilot officer, he said and that’s why he didn’t like Guy Gibson, but strange nobody liked him not on the squadron he was at and there was once when we come back from ops, we went into the pub and all of a sudden there was a shout and everybody saying ‘wahey’ and I said ‘is that the end of the war, have we finished?’ and somebody said ‘no, Guy Gibson’s caught the bucket’, in other words he’d gone down and that was where he’d gone off with some, I think it was mosquitos he was flying and on the way back instead of keeping with them, he spotted a train and he decided to go down and shoot this train up, and the story we heard was that one of the guards on the train had a rifle and he fired at Guy Gibson’s plane and a million to one chance he hit the fuel tank and it blew up and he went in, but that was all hushed up, they gave another story about why he was shot down.
De: What was the other story?
HP: I forget what it was but he was coming back and he was with the two other mosquitos and he was unlucky that got a shot that hit his plane and down he went, but we believed the first story, no he was never liked at all.
DE: Why was that do you think, was that just his attitude?
HP: His attitude to everybody, he was the king and he was the one who knew everything.
DE: Was there a lot of discipline or difference between people with officers and sergeants?
HP: There was some, I wouldn’t say a lot, but often when people were sergeants and they were made up to officers, that’s when you got a bit of flack, ‘cause I always remember after the war there was something happening and all crews were going to this place, I forget where it was, and I’d been issued with medals and I’d got the air crew Europe and star, because I had actually flown before my crew had so I come under that particular section and my pilot who’d got the DFC on behalf of crew co-operation, we never got anything so we were a bit bitter about that but I happened to spot my pilot and I went up to him to shake hands and say ‘how you doing?’ and the first thing he said to me, ‘how is it you got that?’ I said ‘what?’ he said ‘the air crew Europe and star? I’ve only got the air crew Europe’, I said ‘that’s because I flew before you’ and he weren’t very pleased and just walked off, never even spoke to me, so that sort of thing did happen.
DE: Was there a difference between people who were flying before the war and people who were volunteer reserve?
HP: Not really no, they were all doing the same thing.
DE: So how long did you stay in the RAF for?
HP: I think it was about seven or eight years, all told [sic]
DE: So what did you fly after the war?
HP: It was Lancaster’s and Lincoln’s, that was at Waddington, and did I tell you about the story of taking a photo of a, a Lincoln bomber? well when the Lincoln’s come onto the squadron, I was thinking about this and I thought to myself ‘it’d be marvellous , a Lincoln bomber flying over Lincoln Cathedral’, sounded good and I said this to my pilot and he said ‘yeah that sounds good’, he said ‘if you could get it organised ‘cause I’d had more experience than this new pilot, so I said to the photographer who used to unofficially do our photographs for us, I told him about this, he said ‘that would be marvellous, if you get me on the plane’, so I spoke to another pilot and we all agreed that we’d do this, we’d be in a plane with the photographer and another plane in the Lincoln would fly over Lincoln Cathedral but he happened to be late on take-off, the Lincoln pilot, and he came in a bit late, but because he was late he went flying too low and he went below the cathedral so anyways we got the photo of this, got back on the ground and I said ‘I’m going up to the photographer’s to see how he’s getting on’, so when I got there, he said ‘oh come in’ he said ‘a fabulous picture, Lincoln bomber flying below Lincoln Cathedral’ he said ‘it’s absolutely marvellous’ and he’d put the either negatives or something on a drum which used to go round to dry these photographs and just as he was doing this the group captain came in, inspected and he said ‘what are you two up to?’, ‘nothing, sir’ saluted him and out came this picture and he looked at it, he said ‘good God are you trying to get me demoted?’ he said ‘that’s illegal [emphasis], where is the negative?’ so the photographer was dead scared gave him the negative, he ripped it up and he ripped the photograph up and he said ‘you deserve to be on a charge, you two’ and he stormed off , and just as he stormed off the second picture came out and I grabbed hold of it and put it in my battle dress and the photographer said ‘you can’t do that!’, I said ‘I’ve done it, cheers’ and I kept this right the way till the end of the war and when I came out and I got friendly with a photographer, can’t remember his name now, of the Echo and he got to hear where I was working at Thorne electrical wholesalers and he phoned me up and said could he come in and see me so I said ‘what for?’, he said ‘I’d like to have a chat with you’ and in my office ‘cause I was a manager, I had a big picture up of the Lancaster and anybody who used to come in to see me said ‘that’s a super picture, why have you got that in an electrical wholesalers?’, because I said ‘I was in them’ and I used to get in with these people who used to come flogging you things for the electrical side, so he came in and he saw this picture, he said ‘that’s marvellous’, I said ‘I got a better one than that’ and he asked me questions like you have about me war record and he said ‘can you fetch that picture in to me?’ and I said ‘yeah I can fetch it in but I don’t want to let go’ so he said ‘OK’ he said ‘I’ll have a word with the editor and see if we can publish it’, so a couple of days later he rang me up at work and said I’ve got some sad news, he said the editor said it’s on RAF paper, it’s illegal photograph and he said it couldn’t be published until say twenty five years until that time had expired so he said ‘but I’m keeping it on file’, so I said ‘Ok then’ he said ‘I’ve got a copy of it and I’ll let you have that back’ and I got a copy in the bedroom I’ll let you have a look, and I suppose about twenty years afterwards he rang me up at work and he said ‘do you get the Lincoln Echo?’, I said ‘now and again’, he said ‘well buy it today’ so I did, front page was this picture, that marvellous picture and no end of people wanted to know how I took this and I told them and as I say I can show you the actual photograph, but this group captain, did I tell you about him who lived across the way? When I got a puncture outside his house? [DE: yes you told me but it’s not on the tape] Oh I was going one Sunday to get the Sunday paper and just as I got near this group captains house, I didn’t know he was a group captain, something went wrong with the car and I got out and I found I got a puncture and I jacked the car up, tried to get the wheel off but do you think I can undo those nuts, just couldn’t do it, and this young fella come strolling over and he said ‘I can help you there, I’m a younger fella than you’ so I said ‘oh thank you’ and he did everything, put the old one in the boot and put the new one in pumped it up, I said ‘oh thanks very much’ so he said ‘I hear you was in the war, in the RAF, is that right?’ I said ‘yes, I was flight engineer’, he said ‘did you do any ops? I said ‘yeah, I did thirty nine all told [sic] and had a mid-air collision at East Kirkby’ he said ‘good God and you’re still here’ [laughs] I said ‘yeah’, then he put out his hand and said ‘well done, I’m a squadron leader’ no he was a wing commander then, ‘I’m a wing commander’ so I said ‘well fancy that, that’s a new one ain’t [sic] it?, a wing commander changing the wheel of a warrant officer [slight laugh], it’s never been known’ and he laughed and he said ‘can I come across and see you?, where do you live?’ I said ‘just across from you’ so a few days later he came over and like you he sat there and he said ‘have you still got your log book?’, because you’re not supposed to have had it really but most people did and I said ‘yeah’, he said ‘can I have a look at it’ and he went through it and he said ‘I can’t believe you’re still here’ [laughs] and he said ‘there’s going to be a do at Petwood hotel’, I forget what it’s called but I can show you what it’s called up here [pause – background noise, moves to collect something] it’s called the memorial dinner, 3rd of July 2009 and there would be all top ranking officers there and these officers either had the girlfriends or their wives there and it was a fabulous dinner because lots of companies had donated money, they didn’t have Petwood hotel chefs they had the, what do they call those top chefs?, I’ve forgotten what they call them at the moment but they did the dinner, wish I could remember the names, you see them on television sometimes, very top chefs, somebody had arranged to have all the drinks so everything was free there and it was marvellous, and half way through, a fella got up and he was a famous painter, don’t know if you’ve ever seen a big elephant, I forget the name, what it was called but he was there and he said ‘gentlemen and ladies’ he said ‘I’ve asked the squadron leader if he would auction those three paintings that I’ve donated to the RAF because my heart is felt with the RAF for what they did during the war’, so the squadron leader got up and the first two paintings went for fifteen hundred pounds each, the last one went for two and a half thousand pounds, so it was smashing all donated to the RAF, and I thought I’ll have to go up and get his signature this fella and I went up and there was a couple of people in front of me and it was funny because one of the group captains wives was there with all her gold and chains on her, and she turned round to me and she said ‘oh’, she saw me medals and she said ‘you were in the RAF were you during the war?’ I said ’yes, that’s what these are for’ she said ‘what did you do?’ I said ‘I was a flight engineer on Lancaster’s and I did thirty nine ops’ she said ‘good God can I kiss you?’ [laughs] I said ‘if you wish’ [laughs], she kissed me and she said ‘thank you very much’ she said ‘if it wasn’t for people like you we wouldn’t be here having this do’ so I said ‘oh thank you’ and they gave us one of those, [DE: the mug] also a book of Lancaster’s and spitfires in it, it’s fabulous and then I suppose a couple of months after that, he rang up here and he said ‘would you like to come over?’, so I said ‘yes’ went to his door, he said ‘come in, I want to show you this’ and he showed me his hat and his lapels on his suit and he said ‘I’ve been promoted to group captain’ so I shook his hand and said ‘well done’ and he said ‘we’re having a do at’, he said ‘I’m at bomber command headquarters at the moment now’ he said ‘but I’ve come home for the weekend to show the wife me promotion’ he said ‘so when I go back I want to take you with me to bomber command headquarters and have a big dinner there’, did I tell you about that? So he said ‘have you still got your uniform?’ I said ‘you’re joking its seventy years ago now’, he said ‘well you need to have a dress suit’ so I said ‘well I haven’t even got that’ never even thought about it, so he said ‘well I’ll leave you to it, see if you can get one quick’ and he said by such and such a date, he said ‘I’ll be taking you down with me’, so at that moment my wife wanted to go to Matalans and my son said ‘I’ll come along with you I might see something I want’ ‘cause it’s a bit cheaper buying stuff there so we walked round and my wife brought a few skirts and things, and my son said to me ‘you wanted a dress suit didn’t you?’ he said ‘come and have a look at this’, and they had some dress suits that they were selling off cheaper so I worked out my size, tried a jacket on and it fitted so I said ‘I’ll buy this’ and instead of paying a couple of hundred pound I got one for about forty five quid so I thought that was really good and, I rang him up then, I said ‘I’ve got a dress suit now’ and I said ‘do I need to have me medals put on?’ he said ‘yes’ he said ‘if you bring it across, my wife will stitch them on for you’ so that was good, so did all that, she made some sandwiches and we went all the way down to High Wycombe, when I got there I’ve never seen so many high ranking officers, because I was only a warrant officer, I didn’t really know where to put myself so he said ‘I’m going to take you round’, he said ‘cause I got to do some work’ he said ‘but I’ll come back for you at seven o’clock, be dressed up with your medals on and we’re go and have a drink first with some of the officers, then we’ll go in for the dinner’ so I thought ‘lovely’, so picked me up at seven o’clock, I was put in an officer quarters so that was nice, went down to where they had the bar, had a few drinks and a lot of these top officers had never been on ops at all and they started asking me questions so that was good, and then he said ‘it’s time now to go in to our table’, and all along the top table, group captain was there, I was sat at the side of him and a nice WAF squadron leader at the side of me and we started off with this dinner and then he said ‘we’ve got to drink to the Queen’ and what is coming round is port and there was a great big jug like that of port so I went to grab hold of this big glass to pour mine out and he ‘aaah no you mustn’t touch it, it’s only touched by the squadron leader coming round, its part of the system that we have’ so they poured these glasses out and went all the way round and it was all silver service, you never see anything like it and then, a little while through, air vice marshal got up and he said ‘Gentlemen’, [clap clap] he said ‘I’d like to tell you there’s an interesting person with us tonight and I’d like to speak about him’ and I looked round and I thought maybe the Duke of Edinburgh were there but by the time I turned back he said ‘his name’s ex warrant officer Harry Parkins’ and he said ‘he did one of the longest bombing trips in the war from East Kirkby where they had to top up at the take off point, they went all the way down to Italy to fool the Germans, came all the way back up again to bomb Munich and on the way back his gunner a New Zealander’, no an Australian said ‘Harry we’re going to lose a day of our leave or maybe more if we land down south where we’d been told to go because we might not have enough fuel to get anywhere else’ so he said ‘can you work out the fuel, Harry?’, I said ‘yes’, there was no computers in those days, and I worked it out and I said ‘if there was a sunny morning we’d just about make it’ he said ‘so all the crew said ‘go for it, Harry’ so we did and we landed at East Kirkby on a nice sunny morning and all the engines chopped at the end of the runway’ and he said ‘gentlemen that took ten hours twenty five minutes, the longest that had ever been done in a Lancaster bomber and a hundred and sixty officers got up and gave me a two minute ovation, I didn’t know where to put myself or what to say but I got up and said ‘it wasn’t me gentlemen, it was the crew’, so we carried on with the dinner, and that was really was smashing and then he brought me all the way back home, stayed there about three nights, and one lunchtime, he said ‘I’ll tell you when to come in’, went in at a particular time and there was two other pilots sat with him, we were having your dinner and you could pick almost anything you wanted and it was a Friday so I said I’ll have fish and chips and they all had the same, they all did the same [laughs] and one of these pilots said to me ‘as a flight engineer did you ever do any flying yourself?’ I said ‘oh yes, we had training in a link trainer’ and up to a point I’d never flown a Lancaster but my pilot was a sergeant and then he was promoted to a pilot officer and he went out celebrating that night, and next night we were on flying, on ops and he was still under the weather so went through the briefing, never said much but felt a bit hazy like, he said ‘I’m going to take off Harry’ and I’m sat at the side of him and he said ‘you can do the rest’ I said ‘what do you mean?’, he said ‘ well you’ve had training on the link trainer’ he said I’m going back and having a sleep and you can carry on’, so I flew I think it was about two and a half hours to the bombing target and the bit that amused me most was when they were saying ‘left a bit, left a bit, right’ ‘till we got over the target, bombs away, turn round and on the way back and on the way back, I didn’t feel like doing the landing myself ‘cause I’d never done anything like that so I went back and woke him up and he came up and did the landing, so that was my time of having, flying the Lancaster myself, I didn’t do anymore that was the only time, but I felt quite proud about it and luckily we got back OK.
DE: Well that’s amazing, you mentioned the story of your ten hours twenty five minutes, is there any significance about it being a sunny day?
HP: Yeah because if it had been dark, you might have had to go round the circuit, to get your bearings for coming in, being a sunny day you could just go straight in, no need to go round the circuit, no other plane were likely to be flying there. I told you about the group captain coming in, yeah? So that was another good story.
DE: Smashing, I’m going to press stop there, that’s another hour and a half that, thank you very much.
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
Interview with Harry Parkins. Two
Identifier
An unambiguous reference to the resource within a given context
AParkinsHW150612
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-12
Creator
An entity primarily responsible for making the resource
Dan Ellin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Emma Bonson
Sally Coulter
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
01:29:35 audio recording
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
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
Civilian
Description
An account of the resource
Harry shares several memories of his time as a flight engineer in the Royal Air Force. He describes their initial accommodation in luxury London flats, and dinghy training at the local swimming pool. He recounts how in June 1944 they received 17 bullets in their aircraft on an operation to Wesseling but managed to return safely, also discussing lucky charms and superstition.
Anecdotes include a low flying incident near Skegness for which they were in trouble with the group captain, and the issue of guns and ammunition when some German prisoners escaped. They lost their possessions to the Committee of Adjustment when they were diverted to another airfield.
Harry received army-type training at RAF Bridlington and continued his flight engineering training on Stirlings at RAF St Athan. He was sent to RAF East Kirkby on Lancasters.
Harry collected prisoners of war from Italy and Brussels. He describes people’s recollections of Guy Gibson.
He stayed for seven or so years in the RAF, flying Lancasters and Lincolns at RAF Waddington. Harry relates the delayed publication of a photograph, with a Lincoln and Lincoln cathedral.
Harry outlines his encounter with a group captain who helped him to change his wheel, subsequently inviting him to dinners at the Petwood Hotel and Bomber Command headquarters. Harry received a two minute standing ovation for one of the longest bombing trips of the war.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Yorkshire
Wales--Vale of Glamorgan
Germany
Germany--Wesseling
England--Woodhall Spa
England--Lincoln
Temporal Coverage
Temporal characteristics of the resource.
1944-06
aircrew
anti-aircraft fire
fear
flight engineer
Gibson, Guy Penrose (1918-1944)
Initial Training Wing
Lancaster
Lincoln
military living conditions
military service conditions
Operation Exodus (1945)
perception of bombing war
prisoner of war
RAF Bridlington
RAF East Kirkby
RAF St Athan
RAF Waddington
searchlight
Stirling
superstition
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/159/1992/LParkinsH1891679v1.2.pdf
276900754f39dfa9ed3aa80a655cd108
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
Parkins, Harry
H W Parkins
Description
An account of the resource
Five items. Two oral history interviews with Harry Parkins (891679 Royal Air Force), his logbook, identity card and one photograph. Harry Parkins was a flight engineer with 630 Squadron and 576 Squadron and flew 30 night time and 17 daylight operations from RAF Fiskerton and RAF East Kirkby.
The collection has been donated to the IBCC Digital Archive by Harry Parkins and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Harry Parkins' flight engineer log book
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
LParkinsH1891679v1
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
Belgium--Antwerp
Belgium--Kortrijk
Belgium--Leopoldsburg
England--Lincolnshire
England--Nottinghamshire
England--Suffolk
France--Mimoyecques
France--Grandcamp-Maisy
France--Creil
France--Amiens
France--Annecy
France--Beauvoir-sur-Mer
France--Caen
France--Chalindrey
France--Châtellerault
France--Donges
France--Étampes (Essonne)
France--Givors
France--Joigny
France--Nevers
France--Paris
France--Pommeréval
France--Saumur
France--Tours
Germany--Braunschweig
Germany--Kiel
Germany--Munich
Germany--Stuttgart
Germany--Wesseling
Germany
France
Belgium
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
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-01
1944-06-02
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-07-12
1944-07-13
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-07-28
1944-07-29
1944-07-30
1944-07-31
1944-08-03
1944-08-05
1944-08-09
1944-08-10
1945-04-18
1945-04-22
1945-04-25
1945-04-29
1945-04-30
1945-05-02
1945-05-03
1945-05-05
1945-05-11
1945-05-26
1945-09-12
1945-09-29
1945-10-01
1945-10-10
Description
An account of the resource
The log book covers the training and operational career Sergeant Harry Parkins from 20 December 1943 to March 1954. He flew in Stirling, Lancaster, Anson, C-47, Lancastrian, Valetta, Lincoln. Harry Parkins flew 47 operations - 30 night operations and 17 daylight operations - with 630 Squadron and 576 Squadron, including six for operation Manna, plus five for operation Dodge. Includes details on bombing on targets in France, Germany and Belgium: Paris-Juvisy, Paris-La Chapelle, Brunswick, Munich, Annecy. Burg Leopold, Amiens, Kiel, Antwerp, St Valery, Saumer, Maisy, Caen, Balleroy, Etampes, Beauvoir, Wesseling, Pommereval, Mimoyecques, Chalindrey, Nevers, Thiverny, Courtrai, Donges, Givors, Stuttgart, Cahagnes, Joigny, Trossy St Maximin, St Leu, Chattellerault. His pilots on operations were Pilot Officer Jackson, Flying Officer Lennon and Pilot Officer Fry.
148 Squadron
1657 HCU
199 Squadron
50 Squadron
576 Squadron
630 Squadron
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
C-47
flight engineer
Heavy Conversion Unit
Ju 88
Lancaster
Lancaster Finishing School
Lincoln
mid-air collision
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF East Kirkby
RAF Fiskerton
RAF Hemswell
RAF Scampton
RAF Shawbury
RAF Stradishall
RAF Sturgate
RAF Syerston
RAF Upwood
RAF Waddington
RAF Wigsley
Stirling
tactical support for Normandy troops
training
V-3
V-weapon