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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1497/28871/MLeadbetterJ163970-160421-20.2.pdf
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Leadbetter, John
J Leadbetter
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IBCC Digital Archive
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2016-04-21
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Leadbetter, J
Description
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166 items. The collection concerns John Leadbetter (1549105, 163970 Royal Air Force) and contains his log books, photographs and documents. <br /><br />There are four sub-collections:<br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1725">Leadbetter, John. Aerial Photographs</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1721">Leadbetter, John. Aircraft Recognition</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1723">Leadbetter, John. Canada</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1718">Leadbetter, John. Maps and Charts</a> <br /><br /><br />The collection has been donated to the IBCC Digital Archive by Keith Henry Leadbetter and catalogued by Barry Hunter.
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Hill Topics
Vol. 1, No. 2 PICTON, ONTARIO, CANADA December, 1943
[Crest]
[page break]
Page Two Hill Topics December, 1943
EDITORIAL
On behalf of the magazine committee, I would like to thank you for the support that you gave to the first edition of Hill Topics. We did sell all of the copies that we had printed and could have sold more if we had had them, which is extremely encouraging. The fact that this was probably, due to curiosity as to what the new magazine would be like has not escaped us, so we are going all out in an endeavour to make each issue an improvement on the last. Men in the sections rallied round even better than we expected with their contributions and so as not to lose the force of any remarks, which we ourselves could not appreciate due to lack of knowledge, we reproduced them in the original without any editing or alteration. In this connection I would like to apologize to those sections which sent material in that was not published. We underestimated the amount that we should receive and consequently arranged to have the magazine consisting of only twelve pages, with the result that we had to leave out some good articles in our endeavour to cater to all tastes. This time we have increased the size by four pages, which is the most that we can manage owing to the expense. If your contribution does not appear in this month, it will probably do so next.
The main criticism that I have heard of the last issue was lack of pictures and cartoons. The reason for this was, and still is for that matter, that we are strictly limited by the cost of producing same. Those few which we included in the last edition cost $40.00 approximately and as we cannot seem to sell more than 800 copies ($80.00 income) you can see what we are up against. However we are atempting [sic] to remedy this defect in this number. For a start we intend to include each months representative photographs of one particular section. If you are surprised that this month’s selection is the S.P.’s I will explain that the group to be pictorialized is determined by putting all the names in a hat and drawing one out. So every section will get its turn. If we find that the demand for the magazine increases we will have more copies printed and the additional income will be used to improve future numbers of Hill Topics. Anyway you can rely on us to do the best that we can to produce the most interesting magazine possible, under the existing circumstances. Incidentally, do not forget to drop us a line if you have any suggestions or criticisms, we will be only too glad to learn what type of thing you would like to see in your magazine.
In conclusion I would like to thank you for your support this time and wish you all a very Merry Christmas and a happy New Year. (Don’t get too drunk.)
-ED.
Contents
Rambling Rudolph - Editorial . . . Page 2
Personalities . . . 3
His Doctor Was Right (Short Story), Christmas 1 and 1,943 – Picton High Spots . . . 4
Cartoon – Kicking Against the Pricks . . . 5
Sorrow An-son – The C.B.C. Entertains – Picton Menus – Believe It or Not . . . 6
In Town Tonight – Hangar Types – A Welcome Retreat – A Devilish Trick . . . 7
Pantomine . . . 8 and 9
Round and About . . . 10, 11 and 12
Postings – Day in the Life of (series) – The Ladies . . . 13
Sports and Entertainment . . . 14 and 15
Falls of Niagara – Love’s Reflections – Crossword – Torch (ure) – Babs . . . 16
“HILL TOPICS”
STAFF
Editors: F/O. Hunt-Duke and LAC. Stevens.
Secretary: F/L. Freeman.
Treasurer: P/O. Beard.
Publicity: F/O. Lowe.
Assistant Editors: Sgt. Smale, LAC. Connolly, LAC. Godolphin, LAC. Senn, Mr. A. Morris.
Rambling Rudolph
WELL, hullo fellas, this is your rambling reporter Rudolph again, I just had to drop in to Picton to see you all after seeing that book that Churchill has written about No. 31, called “Blood, Sweat and Tears”. I got into town last night and dropped into the old beer parlor for a quick one, I’ll be up to see you poisonally as soon as the chief lets me out of the jail, I was talking a little thickly when he walked in and he insisted that I was talking in German, I showed him my identity card and after he had looked at it for 5 minutes he said that it was just as he suspected. I tried to point out that he was looking at it upside down but he wouldn’t listen. Yes sir, this old America is a grand country, it was discovered by Columbus in 1485 you know, he tried to lose it again but it had already been announced over the radio so now the Yanks are stuck with it. They tried giving it back to the Indians too but they didn’t want it either. That reminds me, I was down in Brooklyn a month or so ago, I went into a bar for a drink. The barman was leaning on the counter with his chin in his hand looking morose so whilst I was sucking my bourbon and milk I attempted to engage him in conversation, it went something like this:
Me: “War’s going well isn’t it?”
Him: “We’ll moider da bums.”
Me: “Pacific’s going a bit slow though.”
Him: “Dem doity Japs.”
Me: “What do you think of the World Series so far?”
Him: “We’ll moider da bums.”
Me: “Who do you think will win?”
Him: “Dem doity Japs.”
I was silent for a while then I tried again;
Me: “I hear they banned women wearing sweaters in factories.”
Him: “We’ll moider da bums.”
Me: “You seem to have something on your mind. What’s the trouble?”
Him: “Dem doity Japs.”
Me: “What about them?”
He turned a withering eye upon me and snapped:
“Ain’t you ‘eard bud da blank, blanks have bombed Poil ‘arbour wivout provikashun.”
All of which only goes to show that the Yanks are really war-minded and determined. Well it’s a long worm which has no turning.
That reminds me of a joke? Don’t kick the lad when he’s down he’s trying hard, where was I? Oh yes, it seems that Hitler had a batman whose duty it was to waken der fuerher [sic] each morning at 09.00 hrs. and say “Nine o’clock and all’s well my Feurher, [sic] it’s a lovely day.” To which Hitler would reply, “I know it fool, my intuition tells me so.” Well this went on for a long time until the 500th time. This morning the batman came in as usual and said, “Nine o’clock and all’s well my feurher, [sic] it’s a lovely day out.” And Hitler replied as usual, “I know it fool, my intuition tells me so.” Then the batman, whose self control had finally broken, answered, “Well your intuition is all to cock because it’s 11.30 and raining like hell.”
All right, all right, there’s insanity in the best of families but as I’ve always maintained “Have a go Joe. Your mother won’t know” . . . how did we get on to that . . . oh yes, I was just going to tell you about the time that I was down in Mexico writing a book on their customs. During the course of my researches I met up with a very charming little Mexican girl, quite accidentally of course, I’m a woman hater by trade, well as I was saying here was I walking slowly along the sidewalk looking at the local talent . . . I mean architetechture [sic] when I see this . . . what is the word I want . . . senorita drop something on the ground. So I, being a gentleman (quiet!) dashed up and picked them . . . er her . . . ah it up and said, “pardon me senorita, but did you lose something?” and she replied “Why yes senor but that was the long times ago.” I said, “But you don’t understand, I mean this.” So I handed her back her . . . um . . . gloves and she said, “Oh a thousand thanks senor, the winds are sometimes veery cheel in these part and I might have felt very cold without them.” Well one thing led to another and sometime later that evening we were sitting in the beautiful San Lorenzo Park admiring the scenery and talking about the weather, when she remarked, “Rudolph my dove, although my heard she is for you with love, I am very tired, I want to go home.” We got to her hacienda and I asked her if I could come in for a night-cap and she answered, “Well, yes my sweet but we must stay in the parlor because my father he say if he find a man in my room he will throw heem through the window.” Very strict these Latin parents. Well I got out of hospital in about a week, it was only on the second floor anyway. Nice girl though, entertained me quite well whilst I was down there. I was sorry to leave but I left her a little present to remember me by.
Speaking of the weaker (?) sex reminds me about the time that I was travelling through the Rockies, I had to stop at a little town up there to get some photographs for an article. Well the biggest rancher around the parts offered to put me up for a while. It turned out that he had an exceedingly beautiful daughter and one day when things were pretty quiet, I said to her, “What shall we do this afternoon?” and she said, “Well let’s go and hunt bear.” After I was run out of town it occurred to me that I must have misunderstood but still as I always say “we learn by our mistakes” and a thing like that can happen to anyone.
Well as Cleopatra said to Anthony, “Enough is too much, I have had, it’s time to push off”. So fellow sufferers I will bid you fond adieu until next time, that is if I’m not caught up with in the meantime. Down the hatch.
-RUDOLPH
[page break]
December, 1943 HILL TOPICS Page Three
INTRODUCING
[Photograph]
OFFICER OF THE MONTH
Wing Commander J.S. Kennedy, D.F.C. and Bar, an Ulster man by birth, has enjoyed the distinction of being “the Lowest Flier in the R.A.F.” Joining the R.A.F.V.R. in 1938 he was called for service two days before the outbreak of war, since which time he has had a thrill packed career in the service.
He has been described as a “fiery little Irishman” and evidence of his fighting nature and indomitable spirit was proved early in his flying career when, as a P/O, he dived and destroyed a gun emplacement which had been responsible for exploding in mid air the leader of his formation.
W/Cmdr. Kennedy has from time to time received considerable publicity in the British national newspapers, and has been twice received by H.M. the King at Buckingham Palace. One paragraph which appeared in an article printed after the magnificent air action over Dieppe is of particular interest and is given here:-“The formation was met with considerable A.A. fire and S/Ldr. Kennedy’s aircraft was repeatedly hit, one engine being put out of action. In spite of this S/Ldr. Kennedy resolutely supported by the skillful navigation of F/O. H.A. Asker led his formation over the town at low level and released smoke bombs with accuracy on the target”. For the part he played at Dieppe the W/Cmdr. received a bar to the D.F.C. and his navigator F/O. Asker already holder of the D.F.M., was awarded the D.F.C. F/O. Asker is now at Picton, as will be noted elsewhere in this issue.
W/Cmdr. Kennedy was singularly honored when selected by the Air Ministry to lead the first formation of American fliers over occupied Europe. He has been the subject of many articles published in American magazines and the following is an exerpt [sic] from the July issue of the Cosmopolitan – (The author, Lt. Randall Dorton, was a member of his 1st formation.) “Later, returning home alone in the belief that both his wing planes had been shot down, Kennedy, flaming with anger dumped his last remaining bomb on one of the ‘fishing’ boats and blasted it to hell, he then strafed the other with machine gun fire.” And evidence of his low flying in another paragraph:-“A couple of black puffs of smoke appeared ahead, as Kennedy let three of his bombs go. Then he closed his bomb doors and skidded around to the right, dragging his wing on the ground, we were flying so close to the ground that a machine gun, swinging on his ship hit a German soldier riding a bicycle. He shot straight up into the air his bicycle riding on riderless.”
In a raid over German occupied France W/Cmdr. Kennedy was piloting his Boston bomber away from his target at tree top height when he was caught in cross fire between two German batteries. He fired his forward gun at one of them and the gunners scattered. A shell burst tore off more than three feet of the leading edge of his port wing, leaving a large hole where the wing joined the fuselage, and there were many holes in the port oil tank. So low was he operating that he had to fly under a high tension cable. In spite of the damage and hazard he brought the Boston safely back home. When he landed back in Britain part of the cable was found tangled round the aircraft. Part of that cable was used to make a napkin ring for his blue-eyed, golden haired daughter Jane, who has accompanied him together with Mrs. Kennedy to Buckingham Palace. The W/Cmdr. carried out his attacks on enemy shipping at a height of only 50 feet, and included in his shipping “bag” is an 8000-ton merchant vessel.
The ”New Yorker” American counterpart of “Punch” described him as “-a Belfast man with flaming red hair and mustache, and an appropriate reputation for aggressiveness.” W/Cmdr. Kennedy has a great admiration for the American fliers, he has lived with them, flown with them, and fought with them, so he should know. The “New Yorker” in a most interesting article continues in the following strain:-“The British S/Ldr. in charge of the Boston outfit took me to the centre of the lounge and pointed upward to a big scrawl of names pencilled on the ceiling, at least ten feet beyond my reach. Among them were the names of the American officers who had come back from the July the 4th raid. There were also those of at least two who didn’t. The other fellows put those up,” the S/Ldr. said. After each man’s name was the name of his state. When a man comes back from his first “op” said the S/Ldr. we always have a beano, we make the new hand write his name on the ceiling. We drag over that long table, pile magazines on top, put a chair on top of the magazines, then make him get up and sign. The night after the American’s came back from their first “op” was the biggest and most violent beano I’ve ever seen in my life.
Credited with the sinking of six ships, more than 70 destruction packed daylight raids on enemy targets, and a participant in the famous Battle of Dieppe, it is small wonder that a man with such an intensive and practical knowledge of operational flying, it’s hazards and the important necessity of being superior to the enemy, should take such a keen interest in the training of future crews of the air. Since his inception at Picton many improvements have been introduced. He is tireless in his efforts to procure the best equipment possible. One innovation particularly appreciated by the students is the conference which every course attends, and at which, in the presence of their instructors, flight commanders, and the O/C.’s of various sections they are invited to air their views with regard to the training program, and to offer any suggestions which would be adopted and put into practice if considered to be progressive and advantageous to future students.
N.C.O. OF THE MONTH
[Sketch]
F/SGT. MILFORD
Our N.C.O. personality for this month is genial Flight-Sergeant Milford. Attached to Maintenance Wing Orderly room, he is, as we all know, to our joy, and alas, our sorrow, a popular pillar of justice. His Air Force career started in 1930, when with joyful heart, he passed through the forbidding portals at Uxbridge. After four years in England, he set sail in 1934 for Singapore. Spending two years in this delightful spot, he left in 1936 with many happy memories bound for Egypt. Soon we find him bronzed and happy, with his feet under the table in Abu-Suier. However, roll on the boat, and in 1938 it was rain, rain and all that home service means. Three happy years, embarkation leave, and Canada was his next abode. Out west, then finally Picton on the Lake. So before leaving this terror of gymnasium and parade ground, we thank him one and all, for his efforts to make this station a happier place to work, play and work.
AIRMAN OF THE MONTH
[Sketch]
TUBBY FIELDS
Aye’ lad He’ He’. Yes, it’s Tubby Fields we have to write about this month, that ball of fun, the station’s No. 1 Comedian, who, with the help of W.O. Reick, is responsible for the Station Concert Party. His experience of stage craft is a great help to us all.
He is a man of wide experience and diverse interests. At one time he concentrated on the development of his physique (you might say he has succeeded) and practised under Saldo Max Aldine, the old King of Muscular [missing letter]evelopment, and under Yulei Tani, the jui jitsu champion.
He won the Ingleton Gold Medal for having the biggest chest expansion, 4 3/4 inches, and was a Junior Champion swimmer. He aspired at one time to sing in opera and had a very fine voice as a young man. It is pretty obvious that his true bent was towards comedy work.
He started his career on the stage with concert party work during the last war while in the R.F.C., and has been at it ever since, playing on the stage and on the air with his partner, with whom as Fields and Mitchell, he has been for eighteen years, doing everything from pantomime to busking on the sands at seaside resorts. He has played with many famous people, and was principal tenor for several years at Winter Gardens at Blackpool.
From what we gather he hasn’t always been as fat as he is now, for he has played Rugby for Halifax, little though you may think it to look at him now.
He has also won the Yorkshire Swimming championship. Tubby is a very fine Billiards and Snooker player and has played exhibition matches with Lindrum, Davis and Newman.
So you can see what an asset Tubby is to the station, a man we can rely on to keep us happy, for his tomfoolery is just what the Doctor ordered.
PRIZE WINNERS
CPL. HOLE - “His Doctor was Right”.
ANON - “Kicking Against the Pricks”.
[page break]
Page Four HILL TOPICS December, 1943
His Doctor Was Right
WALLISE shuffled the sheets of his newspaper, irritably, and scowled at the pages. He did not like talking to strangers – their conversation usually bored him to death – but he could see, that unless he could find some way of avoiding it, it would not be long before the stranger seated opposite him in the first-class smoker would be making an insensate remark or two about the weather or asking him for a match or something. He forced his attention rigidly to the newspaper which he held uncompromisingly before his face.
In the opposite seat of the railway carriage, of which he was the only other occupant, his fellow-passenger was making an apparently fruitless search of his pockets. An unlighted, short, stubby pipe was clenched between his teeth. The bowl was empty so it was quite evident that he was looking for his tobacco pouch. Eventually, he gave up the search and blew noisily down the stem, gazing aggrievedly across at the unrelenting newspaper as he did so. Wallise, wondering why his fellow-passenger was breathing so hard, peered cautiously over the top of it and was caught off-guard.
“No tobacco,” ventured the other, taking his pipe from his mouth and waving it about in front of his face, as evidence of the fact.
Wallise put down his newspaper, with a barely audible sigh, and reached into his pocket.
The other’s face brightened.
“Here, have some of mine,” said Wallise.
“No, really, I didn’t mean-”, but at the same time the stranger took the proffered pouch.
“Miserable day,” he went on, nodding his head towards the windows at the grey, November countryside. Wallise grunted an indistinct affirmative.
“Travel down by this train often?” asked the other, trying again.
“No. I’ve never been down in this part of the country before.”
“Hmm. We had a murder on this train, once. I bet that surprises you.”
Wallise reflected that it would surprise him if history did not repeat itself, but, aloud, he said, “Is that so? When did that happen?”
The other did not reply immediately, but, striking a match, applied it to the two pipes in turn. Then, drawing heavily upon his pipe, answered, “It’s rather interesting. I’ll tell you about it if you wish.”
Wallise shrugged his shoulders, imperceptibly. “By all means, do.”
The man in the opposite seat settled himself back, more comfortably, in his corner.
“All this happened about ten years ago. About nineteen-twenty-four, I think it was. The 1.5 from Paddington, it’s been running for more years than I care to remember, carried, among it’s other passengers, two men who were known to each other – but that doesn’t mean they liked each other. Far from it. For that reason, only one got off the train when it finished its run at Oxford. It was this way.
“Some years before a man named Pearson had come back from the war to find that the girl who had promised to wait for hm until the war ended, had played rather a dirty trick on him. She’d got tired of waiting. Instead, she had married a chap called Valentine.
“Now, probably, in the ordinary course of events, Pearson would have got over it, but the trouble was, although one could not exactly call him crazy, the war had left its mark upon him. He went away and brooded over it.
“He never set eyes on this fellow Valentine again, until this day, in nineteen-twenty-four, that I’m talking about.” The stranger broke off here and looked across at Wallise. “I hope I’m not boring you with all this, old chap.”
Wallise shook his head. He seemed by now, to be genuinely interested. “No. Please go on.”
“Good. Well, to continue. Pearson was on the platform at Paddington, getting aboard the Oxford train, when he happened to spot Valentine also getting aboard – further down the platform. An impulse struck him.
“He had only half an idea of what he intended to do, but that was sufficient. He manoeuvred himself to a seat adjacent to the corridor, from which he had a view of the entrance to the compartment which he had seen Valentine enter, and sat, waiting, watching.
“His opportunity did not arise until after the train left Reading. He saw Valentine leave his compartment and walk down the corridor towards the toilet at the end of the coach.
“He waited a few seconds, and then followed. Luck was with him, there was not a soul hanging about the corridors. Valentine barely had time to slip the bolt behind him, when Pearson knocked sharply upon the door. Puzzled, Valentine re-opened it and was roughly pushed back inside again. Had he been about to make any protest, it died a stillborn death in his throat. Pearsons fingers were about his throat, squeezing to a stand still the life that pulsated beneath them.
“A few minutes, and it was all over. His rage spent, Pearson felt himself chilled by the beads of sweat which stood out from his body. Shakily, he turned to the door, and listened. All was quiet. He let himself out. The corridors were still deserted as he started to walk away. Then, recalling some little detail, he turned back again. Taking from his pocket one of those pencils with a small eraser fitted in the top, he held the door firmly closed with one hand, while he pressed the rubber against the enamel plate attached to the bolt, with the other. Gently, he eased the plate around, until the word “ENGAGED” was visible. It was quite easily done. The railway companies keep those locks well oiled.
“Pearson did not return to his own compartment, but went on down the train, until he found one which was empty, and there he sat, shivering, until the train pulled into Oxford. Once there, he soon made himself scarce. I don’t suppose anyone who saw him leave the station looked at him twice. His name was never coupled with the murder, anyway.
“At the inquest, which inevitably followed, a few days afterward, the coroner passed a verdict of “wilful murder by person or persons, unknown.”
The stranger finished speaking and looked up to find the other’s eyes fixed curiously upon him, while he sucked at his empty pipe, which, long ago, had burnt itself out.
“That’s a very interesting story, but there’s one thing that puzzles me. What is your name? Is it-?”
“Pearson? No, that poor devil committed suicide a few months afterwards.”
“But you said, only a few moments ago, that Pearson was never traced and that no one saw him commit the murder. I don’t-”
The stranger interrupted Wallise again. “Perhaps you will understand better if I tell you who I am. I am not pulling your leg, as you appear to think; you see, my name is – was – Valentine.”
But for the low rumbling of the wheels of the train, there was silence in the carriage when he finished speaking. For a few moments, the stranger sat, looking at Wallise thoughtfully, then, slowly, quietly, he commenced tapping his teeth with his pipe. He sat thus, a few seconds, then, rising from his seat, he commenced, deliberately, to gather up his belongings. There was no sound in the compartment save the rattle of the train as it rushed through the damp, grey countryside to Oxford.
As he finished, the man turned his head over his shoulder, to speak to Wallise once more. “Well, we’ve got to be going, now. Your doctor was right, after all, wasn’t he? He said your heart wouldn’t stand a sudden shock. Sorry I frightened you to death, old chap. I’m ready when you are.”
-CPL. HOLE
Songs Heard in the Blackout
[sketch]
CHRISTMAS 1 AND 1,943 COMPARISON AND CONTRAST WITHOUT COMMENT
Christmas 1 – There were in the same country shepherds abiding in the fields, keeping watch over their flocks by night.
Christmas 1943 – Berlin was bombed again last night for the fifth night in a row by the Empire’s heavy bombers.
Christmas 1 - . . . The angel said unto them . . . behold, I bring you good tidings of great joy, which shall be to all people.
Christmas 1943 – Scene like Dante’s Inferno, as skies rained destruction. R.A.F. aims to wipe Reich capital systematically off map.
Christmas 1 - . . . Unto you is born this day . . . a Saviour, which is Christ the Lord.
Christmas 1943 – Gestapo kill off the hopelessly wounded and those who have been driven insane by shock, including children.
Christmas 1 - . . . Suddenly there was with the angel a multitude of the heavenly host, praising God and saying – Glory to God in the highest and on earth peace, goodwill toward men.
Christmas 1943 – Nazis threaten terrible vengeance for every man, woman and child killed and every
cultural monument destroyed.
- “MARNOCK”
PICTON HIGH SPOTS
Have you visited the following:
1 The SHQ Red Light District . . . where the S.A.D.O. presides. See him counting his takings daily. Don’t dilly-dally on the way.
2 The Morgue (N.E. corner of building No. 4). Cadavres not accepted before 21.00 hours. Must show no signs of life. Definitely not admitted if seen chewing apples.
3 The Creche . . . the kiddies spend their happiest hours with THOMAS and SULLIVAN, the amusement kings. Book your carriers in advance. Pyrotechnic displays to order. Hot dogs are out for the duration.
4 The Feline Refuge . . . (first on right inside main gate). No destitute cat ever refused admission. P.S. We also have some spare accommodation for wayward erks.
5 The Arena (station drill hall). Christians scientifically dismembered by Smale and Scott (singing Cockles and Muscles, alive, alive-o). Padre in attendance if required.
6 Hut number (supressed by censor) home for fallen women. (Or for any other kind that show up.)
7 Treasure Island . . . Where STEVENSON (stroking his long beard) may be seen in the flesh among that legendary wealth that his fertile brain created.
8 The Herb Garden (W. corner of hut 9R) where the SAGE who knows his ONIONS cuts CAPERS when the THYME comes round for the MINT to send his CELERY.
[page break]
December, 1943 HILL TOPICS Page Five
[cartoon]
KICKING AGAINST THE PRICKS
On the arrival of a certain medical officer at this unit recently on posting, an examination of his document envelope revealed a neatly typewritten manuscript, obviously in code, and signed by one “L.A.W. Carroll” as being a certified true copy.
Headquarters staff were vastly intrigued by the discovery of this manuscript, and arousing themselves from their usual placid lethargy, set to work with the greatest energy to decypher it. FLYING OFFICER FLITTE-GUNNE took a leading part in this brave endeavour, ably assisted by FLIGHT SERGEANT MOTH-BALLS and LEADING AIRCRAFTSMAN D.R.O. FRAGRANT.
As a result of their joint endeavours the greater part of the manuscript was eventually decoded. Verse five however proved recalcitrant. It is thought that this verse contains, enshrined in mystic jargon, the result of a series of successful experiments carried out by the M.O. in question who, being filled with the milk of human kindness, and observing with sorrow the dire and dismal anguishes occasioned by the numerous innoculations that fall to the lot of the unhappy erk, had set out to render these innoculations superfluous by eradicating for ever the dread diseases of scarlet fever, tetanus, typhoid and diptheria.
This view is supported by the curious fact that none of the rest of the manuscript contains matter of a secret nature. There would therefore have been no useful purpose served by encoding its contents had not the paragraph in question contained matter of the very highest degree of secrecy and of the greatest value to the enemy.
Unfortunately the M.O. himself is unable to assist in decoding the cryptic lines, for, as his medical documents show, shortly after the conclusion of his experiments and before the publication of his thesis, he was admitted to the station hospital, Hilltop Panorama, suffering from mild concussion and acute amnesia, having fallen down the back stairs of a block of service flats while leaving hurriedly in the small hours of a summer’s morning. All the efforts of the unit’s brilliant intelligence officer, Wing Commander C.N.R. Birt, to extract the truth by a series of cunning questions, have so far proved abortive.
It has been argued that the repetition of verse one at the end of the manuscript would indicate that his efforts to find a means of eradicating the dread diseases had failed. This however cannot be accepted. It is considered that this was his delicate way of indicating the well-known reluctance of the medical profession to accept new ideas or methods until they have been exhaustively tried and proved beyond all possible doubt.
The document is therefore reproduced below in the hope that some airman skilled in de-caballistics may succeed in solving the puzzle. It is emphasised that the solution should be treated as MOST SECRET and forwarded to S.H.Q. in sextuplicate (or in a sealed envelope).
JABBERWOCKY
“Twas brillig and the slithy toves
Did gyre and gimble in the wabe;
All mimsy were the borogroves,
And the mome raths outgrabe.
“Beware the Jabberwock, my son!
The jaws that bite, the claws that snatch!
Beware the Jubjub bird, and shun
The frumious Bandersnatch!”
He took his vorpal sword in hand:
Long time the manxsome foe he sought,-
So rested he by the Tumtum tree,
And stood awhile in thought.
And as in uffish thought he stood,
The Jabberwock, with eyes of flame,
Came whiffling through the tulgey wood
And burbled as it came!”
One, two! One, two! And through and through
The vorpal blade went snicker-snack!
He left it dead, and with his head
He went galumphing back.
“And hast thou slain the Jabberwock?
Come to my arms, my BEAMISH boy!
O frabjous day! Callooh! Callay!”
He chortled in this joy.
“Twas brillig, and the slithy toves
Did gyre and gimble in the wabe;
All mimsy were the borogroves,
And the mome raths outgrabe.
LEGEND
Verse One – Obviously a scene in station hospital, at the M.O.’s last unit.
Brillig – 10.00 hours.
Slithey – Unfortunate.
Toves – Erks.
Gyre – Take off their jackets.
Gimble – Shake like a leaf.
Wabe – Treatment room, station hospital.
Mimsy – Scrubbed-up.
Borogroves – Nursing sisters.
Mome – Hypodermic.
Raths – Syringes.
Outgrabe – Were working overtime.
Verse two – Advise to the newly arrived M.O. from the old and experienced Senior Medical Officer.
Jabberwock – The germs of scarlet fever, diptheria, typhoid and tetanus.
More technically “bacteria horrenda variosa”.
Jaws – Rigors.
Bite – Grip
Claws – Constrictions of the throat.
Snatch – Suffocate.
Jubjub bird – (Unsolved).
Frumious – Insidious.
Bandersnatch – Spirochete.
Verse three – The M.O. embarks on research aimed at removing the threat and even the very existence of these dreaded diseases. Most of this verse is in plain language. Lines three and four clearly indicate that, wearied of his arduous and at first unfruitful research, he returned for a period to the gentle recreational pastime of ABDOMINAL SURGERY, a common resort of the overworked medico.
Vorpal – Super-polarising.
Sword – Microscope.
Manxsome – Bacterial, (as opposed to amoebic).
Verse four – An epidemic breaks His chance for real research has come at last. No more playing around with mere abdominal surgery for him.
TO THE BATTLE.
Uffish – Peculiar to the medical fraternity.
Eyes – Temperature.
Flame – 108 degrees Fahrenheit.
Whiffling – Infecting all the erks.
Tulgey – Steam-heated.
Wood – Hangars.
Burbled – Laid them low with fever.
Verse five – See the introductory remarks.
Verse six – The Senior M.O. welcomes and congratulates the Junior.
Slain – Eradicated.
Beamish boy – The junior M.O.
Frabjous day – Day off, with seven days’ passionate leave attached.
Callooh – B – good show.
Callay – Another way of saying the same thing.
Chortled – Shot a line.
Joy – A feeling often experienced by the R.A.F. in the U.K.
Verse seven – See verse one and also the introductory remarks.
A chap with very bad eyesight was examined by the draft M.O. – and placed in 1A. “But my eyes are terrible,” he pointed out, “I can hardly see anything.” “Look,” said the doctor, “we don’t examine eyes any more, we just count them.
A beautiful young lady lay on a bed in the receiving ward of a Washington hospital, her only covering a large white sheet. Two upstanding young gentlemen in white passed by and were struck by the young lady’s lovely features. One of the young men drew back the sheet and carefully examined the patient from head to foot. “Do you think you will have to operate?” the girl asked anxiously after a few moments. “Oh, you will have to ask the doctors,” said one of the young men, cheerily, “we’re only ensigns.”
[page break]
Page Six HILL TOPICS December, 1943
SORROW AN-SON
A Pistol-Packing Drama – In Complete Form
Once upon a Bulova watch time there was an old woman who lived in a discarded old “Anson” fuselage. Now this old woman was a spinster and had twelve children. Eleven were boys, excepting five – (these were girls). The twelfth is too young yet to be distinguished. This small family lived in the vicinity of Hellville, (a rural village just outside Little-Picton-in-the-Mire), and was supported entirely by a devastating young air bomber named Flash Lampus, who used to fly overhead and drop 11 1/2 pounders in the old lady’s back yard. The latter’s name was Sarah Bagshot, (the old lady, not the back yard). Her father was the famous Sir Harry Bagshot, heir to the Inlet Valve.
One day when the air bomber was toasted (I mean posted), he went round to Sarah to see how the flying was going. (Sarah was a W.D. in the Canned Air Force). After blowing up the front doorway, by exploding an 11 1/2 pounder, which he usually carried around with him whenever he went on ops), the stumbled boldly, yet a trifle blasted, (as u/t air bombers can be), into a back room where Sarah was cooking her goose for his supper.
“A-ha!” he spluttered, picking up his top set from the ash can, “so you really waited for me I see!” After complimenting him on his powers of observation and shrewdness, Sarah threw over a settee, (airman for the use of). “Harry,” she slopped, her bottom tooth tripping up her enormous white tongue, “you didn’t think I would run out on yer – did yer?” Now Sarah was a well educated old woman, and ‘Harry’ was another boy friend. “You fair shook me rigid,” Flash re-spluttered, “Sarah, my nocturnal narcotic, I am posted, as all air males usually are.” “Corny,” she yelled softly into his starboard ear, “they can’t do this to us! I will see your Wing Commander tomorrow at eleven, when he starts work, and complain on passionate grounds.”
“It’s no use,” he whimpered hopefully, (he had made too many runs already with this one woman). “I have to go to the air observers’ school tomorrow to learn all about ground defence”. (His papers read “G.D.”, but we allow for these discrepancies with air crew). “But what about my family?” Sarah pleaded, her right hand around his throat, tenderly depressing same in a state of dire ecstasy. “Confound your family!” he replied politely, (he’d only been in the service six months). “I have carried the banner too long already.” “So!” she hissed, like a Lizzie’s tyre on a bad landing, “I thought as much!” You English bombardiers are atrociously abominable, and utterly erratic.” Now this was a good thing on her part, as that mouthful really shook Flash.
“O.K.”, he retorted, knowing darn well he was washed up, and using a megaphone to make himself heard, “I know my misses when I miss ‘em;” (he was constantly air-minded). “Tonight I will run out on you with my final run.” So saying, he left the house in a shambles, and rushed down the street. After pausing for a few hours at the drug store, he found his wind and ran back to his beloved billet at the R.I.F.R.A.F. station at Little-Picton-in-the-Mire. Pay A/C’s ceased playing out to the old woman, who soon starved to death anyway, and the airman was posted.
Which all goes to show, that you can’t play ball with a Waaf batman. N.B. – Any similarity between this immortal epic and the R.A.F. is purely bad show on the part of the writer.
LAC. F. LUDLAM
THE C.B.C. ENTERTAINS-
“This is the Canned Broadcasting Corporation.”
“XYZ – Hellville.”
“Tonight we bring to you, a programme of delightful entertainment . . . “
“Madam! Do you suffer from toothache, headache, eyeache, faceache, earache, dropped feet, chronic asthma, or even rigor mortis? You DO? Well, isn’t that just too bad?”
“Ladies! Prevent B.O., buy ‘NEW Rinsit’ TODAY! NOT tomorrow or even tonight – but RIGHT AWAY!”
(Fanfare of trumpets without – enter asthmatic announcer).
“You will be sorry if you don’t use NEW Rinsit’ in the near future. One day, when your limbs start falling off, and your flesh starts flaking, - you will wish that you had taken to using ‘NEW Rinsit’ earlier!”
“LISTEN TO THIS DRAMATIC TRUE-LIFE EPISODE . . .” (Strains of William Tell”).
“Sob, sob, splutter, sniff . . .”
“What’s the matter, Jennifer?”
“I had an ab-so-lute-ly AWFUL time at the party tonight, mother dear.”
“Oh? How was that, Jennifer?”
“The R.A.F. boys wouldn’t dance with me at all tonight, mother dear.”
“But Jennifer, my darling, you aren’t going to worry over a little thing like that, are you?”
“No, mother dear, but one corporal S.P. came up to me, and admitted quite frankly that I ab-so-lute-ly reeked of B.O.”
“Ah, Jennifer. You should use some of that marvellous ‘NEW Rinsit!”
“May I try some, mother dear?”
“Why, mother! I can feel it doing me a world of good already!” (etc., blah).
“YOU DON’T WANT TO BE IN SUCH A PREDICAMENT THAT OUR JENNIFER WAS IN, DO YOU?”
“Sold at all drug stores and gas stations – buy your ‘NEW Rinsit’ NOW!”
“Thank you for listening, Ladies and Gentlemen. The broadcast you just heard was transcribed. And now for an advertisement . . .” (etc., etc., blah-blah).
-L.A.C. LUDLAM
HOT SPOTS OF PICTON OR AIRMAN’S GUIDE TO PICTON CAFES
CAFE GUILT
Menu-
Egg and Bacon
Potatoes, mash or French Fry
Toast
Tea and Coffee
Specialty-
Entertaining M.T. Drivers
Points –
For-
One blonde
Tea cups read for small extra charge.
Palms read free of charge for regular customers.
Against-
Plates cracked. Duff gen. known to originate here in large quantities. Water has earthen taste – may be due to condition of glasses. S.P.’s noted to appear frequently.
POP’S SODA BAR
Menu-
Light Lunches
Sundaes
Milk Shakes
Coca-cola
Speciality-
Sundaes
Points-
For-
Clean. Good radio.
Senior N.C.O.’s, aircrew and girlfriends most frequent customers.
Water fair. Good place to collect local gen.
Against-
Little encouragement given to those on the binge
Waitresses mostly too young
Hastening methods taken against those prone to linger, when busy.
Menu: HOTEL SPHERE
Choice of-
Soups,
Fish, Steaks, Chops, etc.
Veg. Potatoes
Pie, etc.
Milk, tea, coffee.
Speciality-
Small helpings.
Points-
For-
Excellent service. Very clean.
Salt and pepper at all tables.
Cups with saucers (and handles)
Knives cut
Dehydrated potatoes never used.
Against-
Too quiet. Very ‘so so’ atmosphere.
Wing Commanders and ranks above receive special attention. Prices beyond reach of average erk’s pocket book.
THE SILVER STAR
Menu-
Clear Rice Soup
Chop Suey
T-Bone Steak
Cold Potatoes
Pie a la Mode
Speciality: Swedes
Points-
For-
Waitresses ‘dateable’
Waiters, quiet spoken – English fair.
Frequented by officers and lady friends.
Serviettes at all tables (useful Kleenex sub.)
Taxies at door for camp.
Against-
Over chlorinated water.
Phone constantly in use, takes away appetite.
Demand instant payment.
Also frequented by ‘Jackson Boy’
TOMMY’S TUCKER
Menu-
Fried Fish
French Fry
Tomato Ketchup (thinned)
Oatmeal Cookies
Specialty:
Fried Fish
Points-
For-
Service good. Three tables usually free.
No shortage of salt and pepper.
Proprietor friendly.
Against-
Little breathing space.
Strong smell of cooking fat and thick cloud of tobacco smoke always present.
Frequented mostly by S.P.’s and lower ranking erks.
Menu- JUMBO’S JOINT
French Fry
Eggs and Bacon, (except Tuesdays, just eggs).
Cocoa, coffee, Coca-cola.
Specialty-
Eggs.
Points-
For-
No shortage of eggs
Two redheads
Handles on most cups. Handy to camp.
Against-
Pepper and salt for one table only.
Three cats, (plus five more at any time now).
Avoid back corner table on left, rain comes in.
Cold
BELIEVE IT OR NOT!
(With Apologies to Ripley)
This actually happened during a recent trip to New York – to relations! We had left Watertown on the way back, and were hitching from there. Everyone says it’s more interesting. Money doesn’t seem to enter into it. As I was saying, we stopped outside Watertown, and things didn’t look too promising. There were mostly vans on the road and these were in a great hurry. Two kids came up and regarded us curiously, you know, in that impersonal sort of way in which children look at animals in the zoo.
“Waitin’ for a ride?” enquired one. “Yes,” said I civilly enough. Is there much doing on this road?” “Nope”, answers he laconically. “Say what ARE you? Marines? Coastguards? Navy? Army? I can’t GET you”. “Oh, us?” I piped up (it was the night after the second heavy raid on Berlin, you know two inch headlines in the “New York Sun”).
“Why, we’re Royal Air Force!” As the expressions on the two boys’ faces didn’t change, I added hastily, “R.A.F. you know, Raf!” Number one looked at number two, shook his head and said in tones of utter finality, “Never heard of ‘em”.
I collapsed, while my companion murmured, “Wish I hadn’t either!”
-A.C.1 TANNER
[page break]
December 1943 HILL TOPICS Page Seven
HANGAR TYPES
By “Wraplock”
Well blokes, this little matter is to put on record some of the habits and peculiarities of the individuals who go to make our little circles. They never vary much in any flight, and possibly you will recognize yourself in one or more of the groups. First let us take that comparatively rare phenomenon:
THE FLAT-OUT TYPE
Generally speaking, they are confined to junior N.C.O’s, and Senior LAC.’s, who spend their time dashing into jobs amidst a terrific flurry of tools, comparable in intensity with the flak over Berlin. Their greatest pride is to announce they have just finished an engine change, or something, in less time than ever before, but strangely enough, instead of admiring glances, they are favoured with dark murmers, which indicate that Chiefy will expect similar results from less inspired quarters.
If you should ever happen to come upon one of these creatures in full production, be warned and keep well clear, or you will find yourself being cursed in a very nasty manner for being in the way, or distracting the attention of the unfortunate underlings who make up the zealous one’s gang. This type has another habit – that of diving into a huddle and pulling to pieces the methods of other toilers, who take no notice of them anyway, but just think, - if we had a hangar full of “Flat Outs”. They would be so busy trying to out-produce each other, the rest of us would be able to pack up and catch the next boat back to mother and the local.
(Original ideas committee please note.)
However, their ranks are so thin at present, that we are in need of a few volunteers before this suggestion can be forwarded to the illustrious body mentioned above, and by the time they had adopted it, if ever, we should all be long past caring anyway, so maybe we had best let things rest as they are.
Next we come to the:
MARRIED MEN
That is to say, the ones who have their wives within week-end reach. These poor lads are really to be pitied by us all, for although it does the heart good to see them depart on 48, all clean and spritely, happy as terriers seeing nice juicy bones before them. Oh my, oh my, just get a dekko at them on Monday morning! Can these be the fine, upright young airmen who left us not three days since? These grouchy, anaemic wretches, who stagger so pitifully to work as if Tarzans or Harry Pye had given them a going over.
Yes, they are one and the same, and for the next fortnight or so, we shall have to watch them, toiling so manfully, with their thoughts far away in Montreal or Toronto. They never leave camp between week-ends, but I am sure they must spend a fortune on postage stamps. We don’t count paper, etc., of course, because they wouldn’t dream of letting all that crested paper from the “Y” go to waste.
It is awful to see them in the crew room at break time, hanging on to every word the Scrubber Boys have to say. Haven’t you noticed them before? Well you know them alright, and next time you meet one on a Monday, just step brightly up and ask “How goes it Jasper?” and then wait for that soulful expressive “Cheesed off mate”.
So all you single blokes take heed, and for Pete’s sake avoid becoming one of this type, or you too will have something extra to moan about, and most of you have more than enough already.
Cheerio until next month, fellers, when we will have a look at The Crew Room Crowd and the Senior N.C.O. type.
[Photograph] “IN TOWN TONIGHT!”
(Number One)
THIS month we interview a distinguished dock labourer from the east end of London. Here he is – Mr. Harry Hodges of Stepney, now being interviewed by Alf Norris, our roaming reporter.
“Good evening, Mr. Hodges! And what exactly do you do for a living?”
“I work at them London docks, and I am the bloke what ‘as ter do the ‘andlin’ of them crates of stuff what comes orf of them boats what’s
“I works at them London docks, and I ‘ave ter-“
“Yes, yes, quite. And have you a family to support Harry?”
“YUS! -I ‘ave a missus and seven kids. I also keeps chickens in a chicken ‘ouse what I made aht of them crates what they lands at them London docks, and –“
“Yes, yes, quite! And where do you live? -or rather, from what part of Stepney do you come from?”
“I live in an ‘ouse what used ter belong to a bloke what used to ‘elp us aht dahn at them London docks on them crates, and –“
“Yes, really, but which street?”
“Look ‘ere mate, I was tellin’ yer, ain’t I?”
“Yes, -go on please.”
“O.K. -nah don’t butt in mate.”
“Go ahead old chap.”
“Okey-doke, then. I lives in an ‘ouse what ain’t very far from that pub what is dahn Noo road, Step-a-ney! My missus works at them London docks too.”
“Is she on them crates too?”
“NAH! She ain’t on them crates mate. My missus, she ‘andles the blokes’ pay durin’ the day, and the kids durin’ the night, and-”
“Yes, of course. And what do you think of the war, Harry?”
“I am in the ‘ome guard, when I ain’t workin’, and-”
“Really?”
“Well I can’t do me job on them crates at them London docks, AND do me ruddy ‘Ome guard at the same time, can I mate?”
“No of course not.”
“Well then.”
“Er, Harry-”
“Yus, cock?”
“Would you be so kind as to tell the listeners something about the Home Guard?”
“YUS! I am a bloke what’s known as a sergeant. ‘E’ as got six stripes yer know and-”
“SIX stripes, Harry?”
“YUS, -three on each arm, see?”
“Oh, of course.”
“Well, let me go on wiv it then.”
“I’m afraid our time is up now Harry, so say ‘Goodnight’ please, to our millions of listeners, will you?”
“YUS! Of course mates, it would ‘ave bin better to ‘ave ‘ad more time, but I suppose old Alf ‘ere, ain’t got it, so-”
“Thanks very much, Harry, er- this way out.”
“O.K. chum – Ta-ta, old cock. Goodnight Bert, Sid and Charlie. I ‘ope yer’ve got me supper on at ‘ome, Liz.”
“Goodnight, Mr. Hodges.”
“So long, old cock. Where do I get paid?”
“Er – the Cashier’s office is across the hall.”
“TA-TA MATES!”
“THAT, was Mr. Harry Hodges. Phew!”
-LAC. LUDLAM
A WELCOME RETREAT
We welcome as an addition to the station facilities, the new reading room recently installed in the Library Building. Here at long last, for the first time in Picton’s history, is a place for a man to find quiet and seclusion for acquiring information on the turbulent events of today.
From the smoke-saturated and jive burdened air of the canteen one can now escape to fresh fields and pastures new, to silence and meditation.
Here, one may add to ones knowledge and get the necessary quiet wherein to collect ones thoughts. Here too, is it possible to get down in peace to that very essential but somewhat trying task of writing home. From the peaceful atmosphere of the reading room we hope our epistolary efforts will grow in regularity and coherence. We hope, too, that now indeed we shall be able to keep ourselves conversant with all the gen that is worth acquiring.
We understand that the curtains and table cloths with their welcome relief to the prevailing verdant hues were the work of the ladies of the Hostess House, in which case we offer them our sincere thanks, and regard it as a further addition to our indebtedness to them.
Note from the Education Officer: Suggestions for increasing the facilities of the reading room and other ideas for its improvement will be welcomed.
A DEVILISH TRICK
Old Tam’s was known from Ben to Ben,
The meanest man in all the glen,
His wife as fly as Murphy’s goat,
Wi’ a heart as cold as Winter’s coat.
Their house was nestled by the burn,
A cosy spot in snow or sun;
Wi’ walls as white as shorned sheep,
And roof aw thatched wi’ bracken sweet.
The garden tidy, just a treat,
A thorny hedge, the trap’s defeat;
Two apple trees stan’ roun’ the back,
Sheltering turnips in a stack.
On Christmas Eve the house was still,
Except for cries from doon the hill;
Where in the pub a merry throng,
Besiege dull care wi’ glass and song.
McGregor’s wife sat in her chair,
The fire was roaring fierce and rare;
Click, click! her needles roun’ the room,
Where dancing shadows chased her broom.
All Tam himsel’ was snoring loud,
Christmas night was but a shroud;
On he dreamt o’ shining lucre,
When all the world was in a stupor.
The grandfather clock struck twelve o’clock,
When strange enough there came a knock;
Old Tam shouted, “Weel wha’s there?”
But no’ a sound disturbed the pair.
“Say your prayers Maggie lass,
Old Nick’s out there, it’s come to pass”;
When sure enough the latch went click,
And in the doorway stood old Nick.
His horns were shining in the moon,
His long black hair was hanging doon;
Wi’ eyes as red as burning coal,
Which seemed to creep and steal your soul.
He spoke, his voice was hoarse and deep,
McGregors at last your fate you meet;
“For long you’ve tried your souls to sell,
And now it’s time to go to Hell”.
Wi’ that he turned and slammed the door,
Left them shaking more and more;
And all that night they stood in dread,
In case the morn would find them dead.
By morn they hadn’t slept a wink,
The quickly they began to think;
“We haven’t long, if we don’t tarry,
The devil’s threat with good we’ll parry.”
So to the grocer’s at fearful pace,
Bought all the sweeties in the place;
The roun’ the village from door to door,
They gave out toys and sweets galore.
Weel, since that dawn you would hardly know,
The McGregors when they come and go;
Old Tam’s known since that great day,
As a man who’d gie his shirt away.
But in the pub they’ll laugh till Dotage,
At the trick they played at Tam’s wee cottage.
-M. STEVENS
[page break]
Page Eight HILL TOPICS December, 1943
GOLDILOCKS AND THE TWO WOLVES
OR
DICK WHITTINGTON RIDES AGAIN
A Pantomine in Two Acts
CURTAIN
Scene depicts a deserted plotting office about two hours before night flying has been officially cancelled. Enter a fairy queen.
[sketch]
Fairy Queen:
“Now hullo all you A.C.2’s,
You L.A.C.’s, W.O’s, flight Lieus,
If you wonder why the hell I’m here,
Just think, wouldn’t it be rather queer?
To have a Christmas pantomine
Without a Fairy Queen divine?
Although I am not in this play
I really had to have my say,
So here I am with my small kit,
To introduce this thing a bit.
The scene is laid on any station,
Any place or situation;
Where such characters as these
Usually relax and take their ease.
There, that’s the introducing stuff,
I really think I’ve said enough.
So now I’ll leave you to the worst,
And just pop off to quench my thirst.
I hope you all enjoy the show;
(excuse me if my contours show,
I know it’s chilly to wear gauze,
But that’s the way I get applause).”
Bungho!
ACT 1
Scene 1
Any office in the control tower where any type can wander in and a Waaf can be seated at a desk. As the curtain goes up LAW. Goldilocks is in the foreground messing about. The chorus, comprised of both sexes and all ranks up to F/O., is strewn about in the background, doing everything in general and nothing in particular (loafing mostly as usual).
Goldilocks:
“I am the heroine of this story,
I’m sorry that it won’t be gory
But I am quite a demure miss,
Who never goes out on the beer.
All that you need know of me
Is that I’m built like G. Rose Lee
And to make the story go,
I’m bothered with a brace of beaux.”
“One is Sergeant Pilot Dick,
A rather useless sort of chap,
But whom I love for all of that.
The other is a Flight Lieut. Bligh,
The wolfish type, with roving eye;
Who pesters me both day and night.
(But I never yield without a fight)
They say virtue is its own reward,
But all I get is frightfully bored.
Heroines though must be true blue
So what! I ask, is a girl to do?”
[sketch]
Chorus:
“Yes! Goldi is the heroine,
It is a shame she must be clean.
If not, we know you’d like it more
But the censor’d toss this out the door.”
Chorus dances around waving plotting charts.
Enter Sgt. Pilot Dick, in battle dress with a pink sweater and a green scarf.
[sketch]
Dick:
“Relax now folks, the hero’s here,
I’m bound to win, so have no fear,
Like Goldi I am good to all
And never go to Montreal (much).”
Turns to Goldilocks:
“Oh! Darling it really is a shame,
But I am night flying again.
It’s all the work of that bloke Bligh,
Who’s trying to muscle in on I. (poet’s licence).
And so to-night I am sad to say,
We can’t go to the Y.M.C.A.
Tho’ my day will come, do not fear that
And I’ll give him an awful swat.
I cannot now ‘cause as you know,
I’m just a blinking N.C.O.
So if Bligh comes round to pester you,
Do as I, my love, would do.
A well used knee will ease his tension
And save you from, what I may not mention.”
Chorus:
“Yes! Do as Sgt. Dick would do,
If Bligh tries his games on you.
Knee work will surely do the trick,
And damp his ardour awfully quick.”
Exit Dick, enter Fl/Lt/ Bligh.
Bligh:
“I am the villain of this piece,
Who’s learn’t that she’s an M.P.’s niece
And must inherit, as you’ll agree,
Simply loads of L.S.D.
So if I can win her for my own
I’ll buy a little pub back home:
And with blonde barmaids, Watneys’ beer,
Shall face my old age without fear.
But apart from that I’ve other ideas,
Which Sgt. Dick, curse him, always queers.”
[sketch]
Turns to Goldilocks
“Goldi, you give my eyes a treat,
How about a date tonight, my sweet?
I’ve managed to borrow a wizard car,
(I promise not to go too far)
I’ve lots of gas and a case of beer,
And there’s a dance at the Arena, too, I hear.
We could have such a lot of fun.
So say you’ll come my lovely one.”
Goldi:
“Car, beer . . . hmm . . . NO! away Lt. Bligh,
That line of yours is all my eye.
You’re trying to get me in a situation,
That would involve an intruder operation.
But I am up to all your games,
Go find yourself some other dames.”
Chorus:
“Oh yes! She’s up to all your wiles,
Go seek some other charmer’s smiles.
There’s a red-head who will like your tricks,
Scrounging down in Works and Bricks.”
Bligh:
“What wench! You dare say no to me?
You’ll regret it someday, just you see.”
Aside.
“Ha, ha, heh, heh, I’ve an idea,
To fix friend Dick, leave my way clear.”
Exit Bligh, and Goldi, just after. Enter a Group Captain, puts two men on a charge for non-issue hair cuts and addresses the crowd at large.
Group Cap.:
“I’m the C.O., you all know that,
I’ve scrambled eggs upon my hat.
My office is a sacred place,
All airmen quail before my face.
(although I know it as a fact,
They call me names behind my back).
So if you men would be like me,
Here’s good advice I give you free.”
[sketch]
Sings:
“Now back in 1891,
An AC2 was I by gum!
But by the sweat of back and brow,
I’ve worked up to where I am now.
By never, never, shirking chores,
And scrubbing countless latrine floors,
I rose to rank of LAC,
By early on in ’33.
And then in war-torn ’39,
I joined the swelling aircrew line,
Defending Britain’s gallant shores
In a Spit Mk II, I shot down scores
Of 109’s and 215’s.
(I really seemed to have nine lives).
So it’s diligence I have to thank,
I now hold this exulted rank.”
Speaks:
“This inducement on to you I pass,
To shine your boots and clean your brass.”
Exit C.O. Chorus is speechless for once, then an airman steps forward.
[page break]
December, 1943 HILL TOPICS Page Nine
Airman:
“I’m the only one in captivity,
The only living AC3,
For thirty years I’ve worn the blue.
(I started as an AC2).
And although I’ve tried and tried and tried,
I’ve just been taken for a ride.
Of scrubbing floors he talks to you,
I’ve scrubbed the blooming runways too.
So when aircrew sent out for the best,
I took their ruddy intelligence test.
And look at me now an A.C.3!
Ah woe! Ah woe! Ah woe Is me!
Sniffles, then braces his shoulders.
No! I care for nobody, no not I!”
Chorus:
“He does not weep, he does not cry,
Look at his fearless, flashing eye!”
[drawing]
[drawing]
A W.O. dashes on, dances a few steps, sings:
W.O.
“You speak too soon, I’d like to point,
I’m S.W.O. of this damn joint,
So I’m the guy that weilds [sic] the whip,
The rudder of this flaming ship.
Which is only as it ought to me,
As of the hobbies that I choose
My favourite’s signing 252’s.
So have a care, don’t care to cough,
For fear that I should knock you off.”
Chorus:
“Of all the hobbies that he’d choose,
His favourite’s signing 252’s.
So now we’ll use a little tact,
And finish off scene one, first act.”
CURTAIN
Scene II
A few days later, same location, chorus strewn about as before.
Enter Dick, wearing a maroon and mauve windbreaker and a red plaid muffler.
Dick:
“Well here I am, I’m back again,
Flying’s scrubbed it’s going to rain.
I’ve just come down, alone I flew,
Away up there in the blue, blue, blue.
And do I curse when these g-dd-mn showers,
Stop me from knocking up solo hours.”
Two S.P’s wander in, stand to attention and sing:
S.P’s:
“Oh! We are the R.A.F. S.P.’s,
And we arrest anyone we please,
If you dare to blink or even think,
We’re here to throw you in the klink.
That no one loves us we know,
With this burden through life we go,
But our backs are broad and our shoulders strong,
So to hell with you, we get along.”
Enter Fl/Lt. Bligh, strides up and points an accusing finger at Dick.
Bligh:
“Come S.P.’s now arrest this man,
Take and lock him in the can.
Whilst on a weather check, now I
Definitely saw the cad low-fly.”
Enter O.C. flying.
O.C. flying:
“Oh Dick! Oh Dick! For shame! For shame
That you should smear your father’s name!
There is no choice you leave me then,
But put you down for a C.M.”
Chorus:
“For shame, For shame! You are a rat,
That you should do a thing like that.”
Dick:
“It is not true, it’s all a lie,
I never, never, would low-fly.
The very soul of honour – ME?
My Bible is the C.A.P.”
Enter Goldilocks, looking very distraught, cries:
Goldi:
“Oh Dick! Oh Dick! What have you done?
How could you? How could you? Beloved one?
Why did you do this to me?
They’ll knock you down to an L.A.C.
And apart from that you’re sure to get,
A hundred days or so of Det.”
Dick:
“It is not true! I’m not to blame,
The whole thing is a dirty frame.
I bet the real culprit is Bligh,
He’s just the type that would Low-fly.”
Bligh:
“Ha ha! We’ve heard those yarns before,
You’re trying to avoid the issue sore.
You’re wasting your time, it is no use.
Take him away to the calaboose.”
Exit Dick, under close arrest, Goldilocks falls weeping over a plotting table. Bligh laughs up his sleeve. Rest shake their heads sadly.
Chorus:
“Oh! What a sorry state of things,
They might even take away his wings.”
CURTAIN
Scene III
As before Goldilocks is working at her desk. She is looking pale and worn. Has she been worrying over Dick? Is she anaemic? Then music is heard, (it goes something like that). Dick dashes on, trips over the wastepaper basket, calls it by name, falls on Goldi’s neck and kisses her. Picks himself up, dances round and sings happily:
Dick:
“I beat the rap! I beat the rap!
And all thanks to some farmer chap,
Who with the most amazing sight
Observed the number on the kite.
It really was that blighter Bligh,
Who caused the old man’s pigs to die.
Now he has had a severe rep.
And from now on must watch his step.”
Chorus:
“He beat the rap! He beat the rap!
So three cheers for this farmer chap.
Who with most uncanny sight,
Observed the aircraft number right.”
Enter Bligh, scowling, cursing, coughing, etc.
Bligh:
“Though I was foiled, you rejoice too too soon,
Your posting’s through this afternoon.
Now you’re bound for oversea,
Which leaves the field quite clear for me.”
Dick looks stupefied, (stupid anyway), Goldi looks miserable, Bligh exits laughing harshly. (Must be he smokes too much).
Goldi:
“Oh Dick! Although away you go,
That I’ll be true you’ll always know.
So hurry win yourself some fame,
And then come back to me again.”
Dick:
“I will come back, that never fear,
Though it will be about a year.
I’ll earn some rings around my wrist,
Then I can give Bligh’s nose a twist.”
Exit Dick and Goldi to apply for some leave.
Chorus:
“Oh weep! Oh wail! Oh gnash the teeth!
Dick’s going home to Hampstead Heath.
Oh now what will poor Goldi do?
When she feels like a spot of woo?”
CURTAIN
Act II
Scene I
Goldie has got a commission and has her own office in H.Q. (we had to change the scene somehow).
Goldi:
“Oh where! Oh where! Has Richard gone?
Oh where! Oh where! Is he?
Has he been shot up? Has he been shot down?
Oh where! Oh where! Can he be?”
Enter Bligh
Bligh:
“Now listen, Dick is surely dead,
They must have filled him full of lead.
So why not listen to my plea,
And come on a 48 with me?”
Goldi:
“NO! A thousand times and more,
I’m a girl that knows the score.
If Dick has died a hero’s death,
A spinster me till my last breath.”
Aside:
“To talk you know is very well,
But I am weakening sad to tell.”
Chorus appears at various windows and doors.
Chorus:
“No! Don’t give in, they’ll never kill
Our Dick, he’s got a head like steel,
And bullets from each Messerschmitt,
Will only blunt themselves on it.”
Band off strikes up “There’ll Always be an England”. Dick enters, he is a Squadron Leader, with more ribbons than that.
Dick:
“At last I’m back from overseas,
With loads and loads of D.F.C.’s,
And for good measure, I have too,
Collected an odd bar or two.
It really was quite simply done,
I just shot down a hundred Hun.
But now’s the time for my revenge,
Bligh’s dirty tricks I will avenge.”
Goldi:
“Oh joy! Oh rapture most sublime!
He has returned, this lover mine.
Now we can wed as sure as sure,
And I’ll have babies by the score.”
Dick advances on Bligh, who is standing dumfounded, a short struggle ensues and finally Dick throws him through a window, much to the disgust of chorus members gathered there. He and Goldilocks embrace. Enter the whole company, carrying the S.W.O. who has just come back from 7 days in Toronto. (N.B. it is a big office, see).
Dick:
“This is the end, I’m doing fine,
Now Goldilocks is really mine.
As a babe she is a solid whiz,
So the moral of this story is;
That if you always toe the line,
You’ll come out on top-you hope-some time.”
Chorus:
“He says that if you toe the line,
You will come out on top sometime.
But don’t you listen to his stuff,
It really is most awful guff.
But anyway it made a yarn,
So we don’t really give a darn.
This is the end we say adieu,
And Merry Christmas, Friends, to you.”
CURTAIN
Page Ten HILL TOPICS December, 1943
MONTHLY REPORTS FROM THE FOLK WHO LIVE ON THE HILL
[Photographs x 5]
GESTAPO GOSSIP
Well, folks, here we are again with the gossip for another month! We welcome our new arrivals from the Old Country and hope they will enjoy their ‘holiday’ in the Land of the Maple Leaf. Cheer up, lads, only two more years to go! Queer happenings – six policemen arrived i[indecipherable letter] ration strength increased by twelve! Don’t ‘Howlett’, but these lads can sure eat! What a pity meal cards aren’t transferable!
Much rejoicing at the Guard room when the latest boat list was published. By the way, there is no truth in the rumour that all four are trying to get ‘off the boat’.
Our basketball team is going great guns now that we have signed on the two Chinamen. “Wew un Wunce” and “How Long Since”. “Greaves’ Follies” have now moved from the foot of the league, and are increasing their threat to the team third from the bottom.
Our sergeant, (with the encouragement of a certain Flight-Sergeant), seems to us to be spending too much of his time across the border. No names, no pack drill, but “Wilson” puts him on the spot on the slightest provocation. We have the address of his girl friend out west.
Watch for a few surprises in our section in the next few weeks. A few of the boys are adding a bit of camouflage by the growth of some hair on their upper lips. Two faced, eh? Watch to your laurels, “Diamond Gin”, “Antonio Beltup” is on the war path!
In closing, we would like to remind a few officers and Senior N.C.O.’s that the box at the Main Gate is not “Bob’s Lunch”. We don’t mind lashing up a cup of brew now and then, but how about a nickel once in a while, to help swell the Police Holiday Fund?
And so, until next time, we remain, your binding brother.
-THE SUPER SNOOPER
SIX HANGAR
The good work started by the Maintenance soccer team is being carried on by the basketball and billiards teams. Like the football team, the basketball team was off to a shaky start, but have now settled down to play really effectively. If our present team is allowed to stay together, we should be somewhere near the top when the season finishes. The billiards team started off in fine style, but slipped up somewhat in their last game. We are confident that this was only a temporary lapse. One of our chaps, Peter Forbes, has won the station table tennis championship, for which we extend our heartiest congratulations. Peter has represented the station at cricket and tennis, is a more than useful basketball player, and also plays a crafty game of billiards and snooker, so that on the whole, he is a useful member of our sporting community. We have not been able to possess his technical ability as yet.
Quite a few of our boys have joined the ranks of the LAC.’s with one G.C., while Ginger Western’s tapes came through in time to save him from the honour of being an LAC with two G.C.’s. Congratulations Ginger.
One of our new G.C.’s, Johnny Moore, is acquiring a reputation as a Jack of all trades. His trade is F.II.A., officially, but his best work is done before he comes down to the hangar, when he fills the role of a human alarm clock. Just recently he has divided his attention between doing engine changes (under expert technical supervision), and hermetically sealing the flight-sergeant’s office with great sheets of asbestos and masking tape. In his spare time, he likes to go farming, but his chief hobbies, are:
(a) Going to bed early.
(b) Getting up early.
(c) Getting everybody else up early.
He works with, and sometimes in spite of, another G.C., who spends most of his spare time in a state of semi-coma on his bed. The rest of his time is spent in a state of semi-coma in the hangar, relieved by an odd burst of feverish activity in such places as Montreal.
He is fond of good music, good food and corporal CWAC’s, (not necessarily good), although this last does not mean that he has any prejudice against corporals in any of the other services.
N.B. – The R.A.F. always expected, of course.
That is all the gossip for this month, I think, so we will close down for another month.
[page break]
December, 1943 HILL TOPICS Page Eleven
“MINOR GEN”
We open this column with a happy note by wishing everyone a Merry Christmas and a Happy New, and we hope the next will see you celebrating this joyful occasion in “The Local”.
We wish to extend our congratulations to F/Sgt. and Mrs. Biggs on the safe arrival of a baby daughter. Keep up the good work, “Chiefy”.
Recently we have said farewell to our very popular test pilot F/O Hughes, who is leaving us for Blighty. Goodbye sir, and good luck. In his place we welcome F/O. Bond whom we know will be very happy with us in “test flight”. We promise you sir, to find the “lost revs” from previous air tests, and keep them in a well sealed container.
Another new face has appeared in this hangar, namely F/O. Johnson, who succeeds F/Lt. Littlejohn, as flight commander. F/Lt. Littlejohn crosses over the apron to the “Sanctum of Gen”, where he now assumes command of this wing as C.E.O.
Our heartiest congratulations are extended to the pioneers who trekked from 5 to 6 hangar, a short while ago. What a huge success it must have been ! ! ! Evidently, 6 hangar blokes must have lapped up the “technical gen” from our former colleagues, for now the remainder of 5 hangar staff are to join them and make it an incorporated company known as “The Sooper Dooper Gen Shop Inc.” (Flights, please note).
Cupid is also working very hard. “The Bells are Ringing” will soon be the theme song of LAC. Sheepwash who is being married in Toronto in the very near future. Congrats Ron and the future Mrs. Sheepwash, and may you both be very happy.
What we want to know is –
Why a certain corporal booked out a nice new tool roll, complete with tools? Was it voluntary, or M.W. R.O.’s? Is it true he has promised never to use it?
How to gain admittance to the ever increasing ranks of the “Three Years Sentence Served Club”? This is indicated by a beautiful inverted chevron and is now being worn by many “old lags”. Our “sympathies” are extended to the latest members – LAC. Buckley, LAC. Dormer, and AC. Mitchell.
Did a certain unpleasant occurence [sic] to an airman’s hat in the “Regent” Theatre, one evening, have anything to do with a new hair tonic being patented? Are you going to buy a comb now, Fred?
What the two crafty hounds of wine, women and song will do on the New Year’s leave? Will Ted take Jim to Buffalo, or will Jim manage to persuade Ted to go to New York? There is sure to be a large size piece of femininity lined up, anyhow.
Is a certain corporal suffering nervous tension in case “the boat” pulls in before the big freeze up – in which case, he’ll be deprived of his one source of lineshooting, - ice hockey?
That’s all for this month, chaps, your reporter signing off.
- “GRIPPER”
Officers’ Mess Chatter
The stork has been busy recently – congratulations to F/Lt. McEvoy, F/O. Wagstaffe and F/O. Ratcliffe.
A lot of changes in the mess recently. We are all very sorry to say goodbye to S/L. Boles, whose dashing personality we shall all miss. To F/Lt. ‘Sam’ Calland, a great guy and a real friend; and to Doc Franklin, to whom we offer our good wishes on his new appointment.
A hearty welcome to our new members. Amazing how quickly these op types get in the groove.
F/Lt. – seems to enjoy his supper in the airmen’s mess. A certain nursing sister is looking rather blue these days. Is it true that F/O. – is studying dramatics with a well-known actress? There is not much privacy in the Card Room Hall, is there F/O.-? What qualifications are needed to join the Senior Officers’ Mutual Admiration Society? Those town gossips are quick on the uptake S/L.- . Our handsome, dark-eyed F/O. is very quiet these days. Losing touch, old man? Air gunners seem to have varied interests, Beauty Salons, Kindergarten schools, etc.
So a certain S/L. goes to Montreal just to sleep. Strange! That hotel in Picton is a friendly place, F/Lt.- or do you think so? Why so worried these days Mac? Any truth in the rumours that our great lover has at last got caught?
But Christmas is coming – we should be charitable and so to one and all we extend our heartiest wishes for the Yuletide season. “NICHEVO”.
The Sergeants’ Messings
The Sergeants’ Mess has had a recent influx of new members so that with perhaps one exception their behaviour has been without blemish (and interest), or well hidden . . . and since the exception has been published in DRO’s, no further comment is necessary except to remind this lad that N.C.O’s are supposed to be able to carry their liquor or stick to Coke . . .
One Sergeant-pilot, (no, he hasn’t got his crown yet . . .) managed to make a perfect landing without any assistance from his undercart and was congratulated by his goons but NOT by the authorities . . . No esprit de muck-in . . .
Another is wearing a beautiful “shiner” together with half-a-dozen stitches and claims that he was not under the influence, but was merely playing his part of the Big Dog . . . (no one seems to know the exact meaning of the expression). Mess meetings still have their familiar Burlesque or Old-Time Music Hall atmosphere, and our scantily haired concert comedian oft times seems to think he is in the Y.M. and not the S.M. . . .
Some of our older members are leaving us or have left, either for the Land of the Free (!) or to the Officers Mess . . . and in this latter respect Laddie Shedden (better known to some as the Duty Gremlin) and Digger Lowett, our Colonial friend from the land of sheep, are to be congratulated or something. Well, lets hope that there will be more of interest next month as the newer members settle down to their salub-
CORPORALS’ CLUB
The club itself is situated opposite the Drill Hall, and is open all day for use by members to spend their leisure hours in comfort. It is hoped that more and more use of the club with the facilities it has to offer, will be made by all junior N.C.O.’s, to keep alive the interest that is necessary to continue to make the club a success, so that it may be regarded as their “home from home”.
Flying Officer Dawson as President, Corporal Spencer as Chairman, Corporal Blake as Treasurer, and Corporal Hinds as Secretary, (newly elected), are the club officers.
The bar, which opens at 18.30 hours each evening, is under the very capable management of Corporal Bragg-Smith, and every endeavour is made to meet the requirements of all members. Any corporals willing to help behind the bar any evening, are asked to contact Corporal Bragg-Smith, who is only too anxious to receive help, no matter how small.
A complaint was received from the Treasurer, that he is bein[sic] “run off his feet” collecting “subs”, and the committee hope this will continue?
Sunday night is Guest Night, and all corporals are asked to take full advantage of the facilities offered.
Social evenings are arranged and it is noticed that a more active interest is being taken by the members on these occasions, and every effort is being made to make these evenings more successful every time one comes along so that our guests will go away full of the praises of the Corporals’ Club, as they have done in the past.
The club congratulates Corporals Robertson, Hamilton, Brown, Boardman and Ward, on their recent promotion and trust they will make themselves “at home” in the Corporals’ Club.
Who is the corporal who goes to bed with stripes on his pyjamas?
CPL. A.G. HIND
Control Calling
We hope you are receiving us loud and clear – rather a needless question, of course, because your set will probably be switched off – but nevertheless, we take this opportunity to remind all concerned that :
(a) The wash-out flag does NOT indicate a right-hand circuit.
(b) The Rumble Club is still in existence, despite the absence of the Black Dog.
(c) The best place to build a fire is in the fireplace – (it does not do the tarmac any good).
After much practice, we observe that some Lizzie pilots are becoming quite dexterous at knocking down the Christmas trees on the runways, and we are wondering who will be the first to achieve a 100 per cent score when touching down. We regret to announce that Works and Bricks are NOT offering a prize.
We wish our ex-O/C Flying, S/Ldr. Boles, the best of luck and happy landings – (the Verey pistols have been greased and stored away), and we welcome his successor, F/Lt. Ritcher to our midst.
That’s all for the moment gentlemen. Until next time we shall be listening out, listening out.
Song titles illustrated No. 1 “Pistol Packing Mama”.
- S/L Geo. Boles Standing at Control Tower Firing Signal Cartridges.
N Flight – Do Not Disturb
By the time this is published, the season of goodwill will be upon us once more; so we will start by wishing one and all a Merry Christmas and a Happy New Year. The month of November has been an eventful one for the children of “Tong”. A month that they could have been justly proud of, but for the two unfortunate incidents, which the whole camp no doubt knows about, by now. To those who were injured, we tender our sympathies, and wish them a speedy recovery.
Apart from accidents, the flight has done very well, setting up a new record for bombs dropped at night, and also maintaining a high percentage of serviceability. Keep it up, lads.
The “Wooden Spoon”, this month, goes to a certain F/O., whose record for two details was; one burst tyre and one belly landing. Truly a good record. Maybe that certain Sgt. pilot was trying to equal this record, when he came in with his undercart up. What about it, Jock? Then there’s another F/O., who is haunted by brake trouble. Why don’t you try having a mag-drop sometime, sir or is that too technical?
AC. Malt came back from leave with some tall stories about his capacity for alcoholic beverages; and it seems he has devised a new time system, whereby he gets thirty-six hours out of twenty-four. Good going Malt. “Boston” Harry has left for the “States”, where he will spend his hard-earned leave; shooting? The rest of us are waiting for Christmas; when the Moonshine Boys will scatter to the four winds to spend their leisure time whoofing, guzzling, and spreading good-will throughout the land. Nothing like it.
The entertainment side of “N” is taken care of by the “Choristers”, led by one AC. Adlam, who does a good job of murder. Anyone caring to hear them, should submit their applications on the appropriate forms (triplicate), and then wait the usual six months for an answer; or they can take a bomb aimer’s course.
Unable to participate in any station sports, we have devised our own program, consisting of hockey (played in crew room), rugby (played in crew room), football (played in crew room) and baseball (played in crew room). If anyone has a spare crew room, we would be glad of it, as we wish to have two games going at once.
If anyone wishes to see a “Zombie”, just come along to 8L around six a.m. He walks then.
Here’s an incident worth recording. The scene is Chiefy’s office.
Pilot – “Why is the flame from the exhaust blue?”
Voice – “That’s because we’re using blue coloured gas.”
Pilot – “Well, if you used pink gas, what would you get”
Voice – “Pinking.”
A note to “B” and “C” Flights – When entering the billet, please leave your soap boxes outside.
[page break]
Page Twelve HILL TOPICS December, 1943
“A” Flight No. 4 Hangar
Here we are with just a few lines for our Christmas number. The festive season will be close upon us when this issue is en route, and we would like to say a “Merry Christmas” to all members of the Flight ground crew and flying personnel. May it be as near to as real Christmas as you would have it, and may the next one be spent with those in “the old country”.
Last month we achieved our ambition and saw all our serviceability tabs white on the serviceability board. During the past week we have reversed the order – and they were not the only things that were red either. The languages was of an equally outstanding hue.
Still, the panic is almost over and although somewhat exhausted, we find our heads keeping just above water again. No doubt someone will shove them under again by informing us that after all, if we want our New Year’s grant, we must forego our days off and 48’s for about six weeks – Jonah’s nightmare. Surprising how much can be demanded of so few as those who work with them, and yet know so little of them!
We are given to understand that F/O. Spencer is following in the footsteps of Mr. Pulleyn. Perhaps they both want real live Christmas presents and not paper dolls – or do they want someone to nurse them?
F/O. Hall appears to be next on the list. After all, Winnipeg on five days’ leave usually means something. He is in such a hurry he’s going by T.C.A. How is he getting back? Who is the officer who “shoots the line” that he takes his lady friend up to No. 4 range at night to see the bombs burst?
We welcome our new pilots on drivers airframe and hope they will be as (un)happy as their colleagues. F/O. Dawson and Davis have been transferred to “D” Flight. Perhaps their new Flight Commander may have more success with them with regard to P.T. than we had.
Congratulations to F/O. Dennis and F/O. Hall on their promotion. We observe that F/Lt. Davies is not looking quite the picture of health of late. We understand he complains that the early morning weather tests are killing him by inches.
P/O. Smith returning from leave in New York is just an empty shell. We believe he left his heart there and also something in Toronto. One current suggestion interests us, and also fills us with a certain amount of dismay. We understand it is intended to transfer to our hangar the night flying flight, plus one or two Bolingbrokes in addition, to a certain area also required by the training wing. Signals section – where do we put the other half of our complement of aircraft? No. 5 hangar crew room? The idea seems to be to spread the different sections over as many hangars as possible with a view to making the N.C.O’s in charge of flights hold their heads in dismay and wonder which hangar they are operating from.
And so “for the present we leave you” with, once again, Hearty Christmas Greetings.
Station Sick Quarters
Once again we take yet another plunge into the realms of journalism. This time, our staff having depleted somewhat, we have very little material from which to glean sarcasm, scandal and smut, or items of interest.
A short time ago a very substantial piece of medicine mixing machinery found its way to the sickery, in the person of Sgt. Ben Berebaum, alias, Whispering Smith. He soon became a very popular member of the staff and took the lead in the basketball team, helping us to lose our first game with a fair margin! !
The classification test for R.C.A.F. airmen caused quite a stir amongst the Canadian members of the staff. One clk. gen. med. was heard to say; “I think it was most unfair, I had just started when they said time was up!” However, they may decide he is below average and discharge him from the service, then he will be sorry; but why worry there’s always the R.A.F.!
The pressure of work in this section is too much for some of the staff. One worthy LAC. G.C., who has suffered from ponophobia for some time, had a very disturbing dream recently. After dreaming that he had been beheaded, he awoke with a start, and raising his hand was amazed to find his head still there!
In conclusion we wish our new Station Mag. every success.
SMELLS OF THE AIRMEN’S MESS
Camphor, turpentine, and tea.
The smell of coffee freshly ground,
Of these, we love three,
When ma is not around.
After a short summer we see the departure of F/Sgt. Harrison, LAC. Chadwick and with knashing of teeth, the boy Kernigan. Bon voyage to them. Count Horribin has left us, accompanied by the fast-fading LAC. Thompson, whose death we will report, when he has kicked the bucket.
Dan Cupid has been working overtime lately, with the weddings of AC. and Mrs. Brom Jones, AC. and Mrs. Harry Jones and AC. and Mrs. Stanley Leversidge. Our best wishes to all ten of them.
That dashing young dark-head late of Wellington, misled in the past, has changed his route to Waupoos. We are now suffering from a milk shortage. Last week, amid the horrors of the English language, Pop Beasley and Mrs. Maggs were promoted. Bags of binding now.
Who is that Corporal we see standing outside school every day? Is some one moving into the fourth form soon? Old toothless is sure getting some in. We have never found out whether those missing teeth were the result of too much bobbing, or acting co-pilot on a flying stock pot.
The S/O. office floor looks clean these days. Our corporal who lives out should keep off his knees. He may go up with the blind some morning.
That Gen. man of the concrete mixers is again on the grave yard shift along with the old firm of Steads and Davey Incorporated. Those Blue Circle Blue-prints sure make a good win of the pastry with the many slabbering spittle-throwers that the dentist sends us.
The day will come when we will meet you binders on the Burma Road and we shall shovel you the bean ration for breakfast, dinner and tea.
“Duff Gen.” From H.Q.
Corporal “Gabby” Whiteley, our departed (on posting) and much lamented “D.R.O. King” and basketball enthusiast, has, as a result of his leaving us, caused the question to be raised as to the necessity for the installation of a Tanoid System at 31 B. & G.S.
The other “loud speaker” in S.H.Q. (no names mentioned) has, for some unknown reason, been less audible of late. This may assist “the powers that be” to reach a decision regarding the above mentioned proposed installation.
LAC. Jimmy Foster, Corporal Whiteley’s successor, has been advised not to “dally” with D.R.O’s.
It has been recently observed that a certain Senior N.C.O. in S.H.Q. Orderly Room (not F.F.) has displayed a considerable amount of keenness in obtaining an ‘early chit’ on top of his “48’s”. We wonder whether the reason is compassionate or just passionate.
Extract from an article on Fish Farming from the November issue of Hill Topics:- “The local fishermen also co-operate in the work of obtaining the eggs, and they also are packed in boxes and taken to the hatchery in the usual way” – In the ensuing paragraph the writer explains how the boxes are unpacked and the eggs removed, but we are at a loss to know what happens to the fishermen. Perhaps “E.D.B.” could solve the mystery.
“G.I.S. Gen”
The G.I.S. is settling down after its “shakedown” cruise, and the staff and pupils are beginning to understand the hieroglyphics issued by the Central Control. Despite gossip, Central Control is organized. Look how it organized itself the man who could fix lino on the floor; (would-be central controllers might do well to study easy chairs in the local dealers).
We offer our congratulations to F/Lt. McEvoy on his promotion to fatherhood and F/Lt.’ancy and our best wishes for a safe trip home. Also “on the boat”, F/Sgts. James Brookfield and Woodman. All our best to them.
Welcome to F/Lt. Rigg, the new school Adj., and to F/O. Olver, who descends from AMBT to the mad-house. Hockey should commence soon, so roll up fans and players; we want to blow up W. & B. this season.
Footnote
What is the attraction at Niagara Falls? No prizes offered, but it’s not watching the water. Two instructors used to slip away furtively, leaving much speculation behind them.
The secret is now out; they were caught building their own boat.
PLOTTING OFFICE
(H.Q. of the Wrong Bomb Society)
Who is the Sgt. Pilot who is getting a reputation for binding the analysis. No NOT binder Stevenson. And he is not to be confused with the pilot who claimed two spinners during a night exercise. To substantiate these claims efforts are being made to give the bombs a covering of phosphorescent paint. Is it possible to get lost over Prince Edward County, (in reasonably good weather of course). We know of at least one pilot who had reason to be grateful to a bomb aimer map reader. It is only fair to state that he had been engaged on our longest “hop” – to number 3 target – of course there is always the possibility of flak over Waupoos, or would it be arrows? Then there is the pilot who shouted “Tally ho, bandits ahead” as he observed two strange Ansons tack on to his detail over number one target (bags of squadron bombing) plenty of fourth of July stuff and all that, for the range staff who were frantically firing red signals to such an extent that Flight Sergeant Perfect had to replenish his stock.
Mention of the range staff and pyrotechnics brings to mind the ghastly attempt to flatten one of the quadrant huts recently, or should I say ghastly, strange as it may seem the student had found a very good wind, his line of sight was good, and even the pilot must have been on the “bit”, for the bomb fell close enough for even the range staff to realize that they were under fire, resulting in a frantic race to the table, the unlucky one emulated the example of “Pistol Packing Mama” dared the dangers hurtling from above, and fired more of FLIGHT Sgt. Perfect’s pyros. The student’s excuse was that on certain headings he mistook the quadrant hut for the target. Likely story eh? Let me hazard an opinion of what really went on in his mind. During the run up:- Targets are getting too dull and uninteresting. After all that same triangle does get a trifle boring, the bloody bombs usually steer clear of it anyway. Ah: and he chortles craftily what better target could one select than the quadrant hut, - kill two birds with one stone – ruin the quadrants and the B-ers inside it. Ha ha, as he thinks of his 300 yard error yesterday, I’ll teach ‘em to make such a “balls, picnics and parties” of our bombs. Unheralded unsung and frequently cursed, these heroes of the ranges defy death daily, not even a bloomin’ Picton long service medal. Some more hopeful faces appearing in view. AC. Bennett is pushing the charts ungracefully through the wicker so until next month good plotting.
P.S. – Who are the MOODY individuals always COOKING something together?
P.P.S. – Who is the “lowe” type who solves coefficient “C” when swinging a compass by using quadratic equations, and who is his sergeant fellow criminal who insists on using simultaneous equations.
-R.M.L.
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December, 1943 HILL TOPICS Page Thirteen
AU REVOIR
We have suffered quite a few losses during the past month and many well known figures have left us, others we welcome to Picton, perhaps especially those fresh from the “Old Country”, the lads from whom we wrest the latest gen.
W/C/ Anderson has departed, his dog still roams the camp in search of him. Medical officers have come and gone, but it seemed that “Frankie” went on for ever. Now the popular F/Lt. Franklin has left us, having said “cheerio” for Saskatchewan. S/L. Geo. Boles who has been the stations O/C. flying for the past eleven months, is leaving, this probably means goodbye too, to R.A.F. The Scotch terrier to whom he is so closely attached. Wing Commander Kennedy thus loses his staunch and able snooker partner, and the officers’ mess it’s most perlific [sic] commentator. His constant advice to his opponent, and his ready assistance in giving them “the angle” was always a source of amusement.
A soccer personality well known to officers and men alike has the “boat gleam” in his eye. He is F/O. Jock Campbell who has been a real stalwart in the station team for so many months. Jock has won many admirers by his grand sportsmanship, his coolness, and clean play, never unruffled he was an inspiration to the team and will certainly be missed. Before joining the ranks of the R.A.F. F/O. Campbell played professional football in Scottish league football with Partick Thistle. Another Scotsman, one of the quiet types will be with him – F/O. McKellar. We make mention elsewhere re the departure of F/Lt. Calland, popular junior accountant officer. P/O. Simpson who has waited a long time for the boat was well known as a W/O. Quite a few whose bombs he had plotted in the early days, returned to the station after graduating as instructors.
One of the strangest sights to be seen on the station, was a rather eccentric (peculiar type) fellow, who invariably wore his hat from ear to ear, and whose weird grin matched the slant of the hat. He ambled along and his stock phrase was “I’m only a – Corporal” if you know the description you know the man. The last word of the phrase changed recently to sergeant. A peculiar sight perhaps, but one that will be missed. Sgt. C. Douglas Deane, the station’s eminent photographer returns to England with a few of America’s choicest photographic competition prizes. An expert with birds we wish him good hunting on his return. The station dance band has felt the loss of its drummer and string bass, and “A” Flight it’s comedian, by the posting of F/S. Norman Richardson.
The well represented clan of Scotland has lost another of its number by the departure to Charlottetown of F/Sgt. Robertson, the genial “Robbie” was quite an old timer at Picton.
We are happy to welcome yet another “gonged” flier to Picton, coming to us from the west F/O. Asker, D.F.C., D.F.M., is not among strangers. He has flown on operational sorties with our chief instructor W/Cdr. J. Kennedy, D.F.C.
We extend a cordial welcome to F/Lt. Fenn, medical officder, and F/O. Johnson, engineering officer. A welcome return is given to F/L. Rigg and P/O. Beatson, two ex-operational types from New Zealand. As F/O. Rigg and F/Sgt. Beatson they left Picton a few weeks ago and have returned to us from Pennfield Ridge. Congratulations to them both on their promotion and on being posted back to Picton.
F/Lt. Rither comes to us from 31 S.F.T.S. which is “just up the lake a piece” at Kingston, and from 32 S.F.T.S. (which is not next door as the number might suggest) we welcome Sgt. Ritchie and Sgt. Lewis added to the recent influx of pilots are Sgts. Spikins, Hammel, and Halfacre from 34 S.F.T.S.
Two new faces have appeared in the photographic section, Sgt. Matthews has arrived from Medicine Hat, and Corporal Reynolds said farewell to England recently, and has brought some of the latest gen for his section. Photography is playing a most important part in this war and his up to date knowledge should be of value to those whose duty deals with this subject.
“A DAY IN THE LIFE OF” SERIES
No. 1
A DAY IN THE LIFE OF A C.O.
Overture: “Colonel Bogey”.
Curtain
The C.O. of No. 594 B. & G. School is seated at his desk carefully scraping egg off of his tie with an old razor blade. Time 14.30 hours. Year 1975.
Enter the Adjutant, spurs jingling, salutes smartly.
Adj. – “Good morning sir.”
C.O. – “Good morning, put yourself on a charge, you have your hair parted in the middle again.”
Adj. – “Very good sir.”
C.O. – “Well how many charges have we to deal with today?”
Adj. – “1,863, sir.”
C.O. – “Practically the whole station eh! Oh well, send the first one in.”
Adj. – “Sorry sir I can’t, it’s a mutiny and they are barricaded in the cookhouse with all the available arms and ammunition.”
C.O. – “Mutiny eh! What’s the matter with them this time?”
Adj. – “It’s about that airman that you had flogged to death yesterday for having dirty boots, sir. They think that you should have let him off with the rack sir.”
C.O. – “Oh! Is that all? I thought that they were beefing about the food again. Take the S.W.O. on the square and shoot him, that should appease them.”
Adj. – “Can’t sir, no ammunition.”
C.O. – “That’s the trouble with you, always finding difficulties. Alright, throw him to the mob then.”
Adj. – “Very good sir.”
Exit Adjutant.
C.O. goes back to scraping his tie. Five minutes alapse [sic] then a loud roar of voices is heard followed by a horrible scream cut short suddenly.
Enter Adjutant.
Adj. – “Everything is alright now sir they’ve gone back to work.”
C.O. – “Good, what happened?”
Adj. – “They tore him limb from limb sir.”
C.O. – “Too bad, still we all have to make sacrifices in wartime. Give the remains a military funeral.”
Adj. – “I’ll attend to it personally sir.”
C.O. – “Creeping again, eh? Alright you can have a 48 next year. What’s next?”
Adj. – “A.C.2 Plunk interview for a commission sir. He applied 5 years ago, everyone else has interviewed him and he has had the ordeal by fire, it’s your turn now.”
C.O. – “Alright send him in, have to do it somewhen I suppose.”
Exit Adjutant, enter AC.2 Plunk in best blue, prostrates himself before the desk.
C.O. – “AC.2 Plunk, so you want a commission eh?” Laughs fiendishly.
“Alright I’ll give you an intelligence and general knowledge test. Now, who is the most popular man on the station?”
Plunk – “You are sir.”
C.O. – “Good, and who is the most intelligent man on the station?”
Plunk – “You are sir.”
C.O. – “Good, and who is the best looking man on the station?”
Plunk – “You are sir.”
C.O. – “Very good, and are you going to lend me $5?”
Plunk – “Yes sir.”
C.O. – “Excellent, 100 per cent, go and buy a uniform.”
Plunk prostrates himself again and goes to leave the room.
C.O. – “Just a minute, make it a Flight Lieut.’s, you’re promoted. I shall need a new Adjutant, have to get rid of the present one, I can’t stick a yes-man.”
Plunk – “Yes sir.”
Salaams and exits. Enter Adjutant.
C.O. – “What’s next?”
Adj. – “A number of documents for your signature sir.”
C.O. looks at his watch.
C.O. – “Too late now, time for tea. Give them to the Senior Admin., he’s always signing my name on checks, can do it better than I can.”
Adj. – “Very good sir.”
Exit Adjutant. C.O. gazes thoughtfully after him, mutters to himself.
C.O. – “Haven’t thrown anyone to the crocodiles for a long time.”
Puts on hat and exits to strain of “Nearer My God to Thee.”
Curtain
THE LADIES
I’ve taken my fun where I’ve found it;
I’ve rouged an’ I’ve ranged in my time;
I’ve ‘ad my pickin’ o’ sweethearts,
An’ four o’ the lot was prime.
One was an ‘arf-caste widow,
One was a woman at Prome,
One was the wife of a jemadar-sais, (head groom)
An’ one is a girl at ‘ome.
“Now I aren’t no ‘and with the ladies,
For taken them all along,
You never can say till you’ve tried ‘em,
An’ then you are like to be wrong.
There’s times when you think that you mightn’t,
There’s times when you think that you might;
But the things you will learn from the yellow an’ brown
They’ll help you a lot with the white!”
I was a young un at ‘oogli,
Shy as a girl to begin;
Aggie de Castrer she made me,
An’ Aggie was clever as sin;
Older than me, but my first un –
More like a mother she were –
Showed me the way to promotion an’ pay,
An’ I learned about women from her!
Then I was ordered to Burma,
Acting charge o’ Bazaar,
An’ I got me a tiddy live ‘eathen
Through buyin’ supplies of her pa.
Funny and yellow an’ faithful –
Doll in a teacup she were –
But we lived on the square, like a true married pair.
An’ I learned about women from her!
Then we shifted to Neemuch
(or I might ha’ been keeping ‘er now),
An’ I took with a shiny she-devil,
The wife of a nigger at Mhow;
“Taught me the gipsy-folks ‘bolee’; (slang)
Kind o’ a volcano she were,
For she knifed me one night ‘cause I wished she was white,
An’ I learned about women from ‘er.
Then I come ‘ome in a trooper,
‘Long of a kid of sixteen –
Girl from a convent at Meerut,
The straightest I ever ‘ave seen.
Love at first sight was ‘er trouble,
She didn’t know what it were;
An’ I wouldn’t do such, cause I liked ‘er too much,
But – I learned about women from ‘er!
I’ve taken my fun where I’ve found it,
An’ now I must pay for my fun,
For the more you ‘ave known o’ the others
The less will you settle to one;
An’ the end of it’s sittin and thinkin’,
So be warned by my lot (which I know you will not),
An’ learn about women from me!
- Rudyard Kipling
Corporal so-and-so was in S.S.Q. with a badly festered hand which had necessitated two incisions. On one of the daily rounds made by the M.O. the corporal enquired, “Do you think I shall be able to play the piano alright when it’s healed up Sir?” “Why of course Corporal”, replied the M.O. “That’s good,” replied the corporal, “I couldn’t before I came in hospital!”
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Page Fourteen HILL TOPICS December, 1943
Sport and Entertainment
THE Christmas festivities will soon be upon us and plans are being feverishly put into operation to bring you lots of the old Christmas Spirit, (not the kind that comes out of bottles). A Christmas dance has been fixed for the 22nd of December, in the Armories, and a children’s party which will give you the opportunity to return some of the hospitality that you have enjoyed in the locality, on the 21st of December. This is also being held in the Armories. There are plans going ahead to make some very amusing novelties for the kiddies, so a good time should be had by all.
We hope to make the Christmas dance the best ever, a pretty tall order say those who were at the other Christmas dances in the past, the people who are organizing it think that they can at least try. Well I think we can say that we have had a pretty lively month in the Recreation hall, with such grand shows as the Lifebouy Follies, Hitting the Jackpot, and the Massey-Harris show “Combines”.
The Lifebouy Follies were superb; they seem to improve with every visit. The slick way they put their show over stamps them as first class performers. Those two live wires Pat Rafferty and Jimmy add just the right amount of fun and games without lowering the class. Hitting the Jackpot was also a good show with a lot of smart girls ably led by Mrs. Kenny, that versatile lady with lots of pep. The Massey-Harris “Combines” had something different with the Adagio dancers Meta and St. John, assisted by a very fine chorus of lovelies. This party all work in the Massey-Harris plant during the week and do this entertaining of troops in their spare time.
The Station Concert Party presented a show on Wednesday, 24th November in the Recreation Hall, I think everyone will agree that it was super and anyone who didn’t have aching sides when they left the hall must be a hard man to please, for there were comedians galore, and it was difficult to walk about backstage without treading on one.
W.O. Rieck and Tubby Fields were, of course, the leading lights with their fun and games which knitted the show together. The Orderly Room sketch was good too with Mr. Reick as the “Brains Trust” Chiefie who forgot his pants.
A very good turn was the Western Bro.’s act typical topical songs put over by LAC. Abercrombie and Cpl. Spencer in a manner that brought memories of the pre-war Music Halls and a couple of everybodies’ favourites.
LAC. Abercrombie also did his parson sketch with some variations from last time, and again brought many laughs.
The unusual item in this show was Mr. Green and Sgt. Sleeper with guitar and fiddle, playing square dance music in the rustic manner, which was well received by the audience.
LAC. Cartlidge was wizard on the piano, his three interpretations of “Stormy Weather” were grand, as were his other numbers.
The singers were good; LAC. Hughes’ “Holy City” was particularly fine. By the way I Boobed in the last issue of the Mag by misnaming this man Smith (no it wasn’t the first name I thought of). LAC. Jones sang “Trees” and Richard Tauber’s latest hit “My Heart and I” in splendid manner.
Thanks Mr. Reick and Tubby for a grand show. More! More! is the cry. The airmen’s dances have been still running successfully if somewhat spasmodically and good attendances are reported.
The Whist Drives are like the parson’s egg, good in parts. Why are the attendances so bad? Reasons for it dropped in the right quarter would be appreciated.
We have had some good films lately, and now that we have that second projector, a good picture is not spoiled by those irritating breaks. There are some good pictures due here in the near future.
Well all that remains for me to say is a Merry Christmas and a Happy New Year.
ICE HOCKEY
With the cooler weather approaching, there is the possibility we shall soon be exposed to that all-Canadian game “ice-hockey”. It is suggested that before the season opens all hockey enthusiasts reserve their box seats on the rink adjacent to Headquarters. The rink for “skating only” has been made by Works & Buildings between G.I.S. and the Gaiety Theatre. No hockey sticks will be permitted on this rink so as to leave all possible scope for the headlong tactics of stunning beginners. New lights have been installed on the hockey cushion, and all is in readiness for that first sheet of ice. A meeting of all sections in an inter-section league has been called which resulted in representatives appearing for Works & Buildings, last year’s champions; G.I.S. Instructors, runners-up of last year; the Hospital; the Ranges; Repair Squadron; and the G.I.S. Pupils. The representatives from “down under” (Australians) are planning to “have a go” at this game. From all reports it appears as though there will be six sections interested in an inter-section league. Up to the time of writing the “Cooks and Butchers” of last year have not signified their intentions of icing a team. Possibly they are cooking up something so they can butcher or hack away as they did last year? There will, of course, be an inter-mess league, composed of officers’, sergeants’, corporals’, and airmen’s teams. There will be ample scope for exhibition games between such sections as the “Wingless Wonders”, the “Spitfires”, the “Australians”, the “English”, the “Scotch”, and the “Welsh” players.
Just as soon as the weather permits an ice surface will be produced to all and sundry to experience the “ups and downs” of ice hockey and skating in general. It is not likely we shall be able to commence the inter-section games until the middle of January. Any section interested in a team in the league should prepare a list of players and attend league meetings when they are called. When the season commences make full use of skating facilities, because the season is all too short.
FLOOR HOCKEY
Since the last issue of ‘Hill Topics’ this activity has made some headway, also the odd casuality [sic]. Some hopefuls have turned up for practice games, and have gone away with the thought that the game is a little rough. But as was expected the hardy rugged individuals that like to use their avoir-dupois in a sport stuck it, and are proving very inept in taking up this new sport.
We have tackled R.C.A.F. Trenton, which proved to be a very tame affair, even though we lost it to the tune of 13-2. The outstanding players for Picton were LAC. “Frenchy” Moore, Cpl. Vaukins in goal, and Cpl. Knight as forward. Being the first encounter, the Picton players were content mainly to feel their way around, and pick up the points as they went along.
In our second station game we played on our floor against the experienced team from I.T.S. Belleville, which proved to be a bruising affair. Although Picton lost 15-0, the Canadians were shaken up in more ways than one to realize that the R.A.F. were quite able to take them on at a game that is a half-brother of Canada’s main winter sport. The checking of our team was all that could be expected, but the scoring was fruitless, mainly because until now the R.A.F. players have not developed the technique of lifting the puck off from the floor. Improvement in playing was observed in LAC. Livingstone, Cpl. McKnight, and LAC. Waitson. Without the smart net-minding of Cpl. Vaukins in goal and Cpl. Hawley (who upsets the opponents) the score might have been considerably higher.
Since the above game more potential material has shown up to practices, in the shape and form of the “Anzacs” on the station. They have taken to floor hockey as “dice does to a black man” and will prove a liability to all whom they meet. It is hoped that in future games against other stations we shall render a better account of ourselves, anyway when games are played in the drill hall come along for this sport, and be prepared to turn out for pending practices.
BOXING
Those who like a live show had better make a date for Wednesday, 15th December – there will be a display of boxing in the Drill Hall. It’s going to be an interesting evening, with a team from Mountain View, “squaring up” to a number of our boys, as the main attraction. Trenton have promised to put on several exhibition bouts, and a couple of our own Corporals have promised to give a display.
Boxing has an appeal of it’s own, arising, not just from the satisfaction of being able to use your fists, but mainly from the feeling of well being that only perfect physical fitness can give. The team now in training is showing great enthusiasm, and with the increased facilities available in the Drill Hall, will be able to vary their routine considerably.
If you are interested in learning something about this game, come around to the Drill Hall any Monday or Wednesday evening, and see for yourself what is going on. Get in touch with the officer or N.C.O. in charge, who will tell you how to get into condition, and learn how to use your fists and your feet, and your weight.
Finally, there is one point you must always remember, service boxing is NOT prize fighting. The winner is the man who scores points for quick, clean hitting, smooth foot work, and ability to defend himself, the courage to take a little punishment, and the “guts” to work as hard in the third round as he did in the first.
BADMINTON
At the moment those interested in the art of knocking shuttlecocks around have the use of the courts on Tuesday evenings commencing at 19.15 hours. On Tuesdays all interested may meet in the Drill Hall and arrange games as they desire. It is hoped with a larger area now available in the Drill Hall to locate two or three courts away from the basketball courts, so that players may use the badminton courts on any evening of the week. There is still a shortage of shuttlecocks however, and the amount of playing done will be in proportion to the number of shuttlecocks available.
We have had one inter-station tournament to date, in which Picton did not fare too well, in fact of stations participating Picton was on the bottom rung. However with the next one which is being held on Thursday, Dec. 9th at No. 5 I.T.S., Belleville, we might produce some upsets in the district.
Some badminton enthusiasts and beginners are finding ample scope for playing and social experience by playing with the local Picton club where girls abound. For further details ask F/O. “Jock” Campbell why he is taking up this racquet (racket) game?
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December, 1943 HILL TOPICS Page Fifteen
RUGBY
Our first game was against the pupils at Mountain View when the team comprised of the players left from last season assisted by pupils. The station won by a large margin of 33-3, thanks to the help of LAC. Hughes. Sad to relate Flight Sgt. Robinson was injured in this game – an injury which kept him out of station rugby for the remainder of the season.
After a practice match the station XV visited Kingston and were badly defeated despite sterling work by F/O. Ellis. This game however served as a very useful lesson to all in that their defence must be more vigilant. Flight Sgt. Wilson sustained a wrist injury in this game which kept him out of active rugby for the rest of the season.
On the following day the station second XV entertained Kingston II and although Kingston again won by a small margin a good hard game was played until bad light drew the game to a premature end.
The outside activity of the game was then marred by the quarantine ban and during this time many very enjoyable games were played between the Officers and Sergeant Messes and the G.I.S. The latter team were most successful thanks to the good work of LAC.’s Wardell, Fellows, Small, Hughes and Lemon and also managed to bring to light some very useful players. What the Officers team lost due to fitness they made up in the experience of W/C. Kennedy, F/L. Sleep and others. During one of these games Sgt. Hayes received a knees injury which kept him out of the game for several weeks, the captaincy of the team being taken over by F/O. Ellis. It was also during this stage of inertia that our players from “down under” arrived and added zest to the games.
On the ban being raised the station XV again visited Kingston in the Command Championship Play-off on 19th October were defeated by 3-11 our score being a splendid kick by LAC. Fellows who unfortunately received a head injury in the last few minutes of the game. LAC. Jenkins also suffered a back injury in this game which rendered him for the rest of the season.
On the 30th October, we visited Mount Hope and after a hard game were defeated 8-6. We were unlucky to loose [sic] LAC. Lemon early in the first half especially as he was playing his best game of the season.
The G.I.S. in the meantime had two games with Mountain View G.I.S. both of which we managed to win mainly due to the good work of LAC. Hughes and some good kicking by LAC. Fellows.
Our last game of the season was against Port Albert at Toronto, on 13th November when we were without the valuable assistance of F/O. Birt, who unfortunately broke his collar bone in a practice game, and LAC. Wardell who had been posted. The game was lost by 4-11 our only score being an excellent drop kick by Sgt. Dix. The whole team played a hard clean game making a fitting close to a successful season and were glad to have such a good body of supporters for an away game.
INTER-SECTION BASKETBALL LEAGUE STANDING TO
NOV. 25/43 INCLUSIVE
[Table]
BASKETBALL
Since the last issue of “Hill Topics” the inter-section league has had many games, and the standard of their sport has been greatly enhanced. Although we commenced the season with 22 teams and now have 19 teams, the competition is keen in each section of the league. Synthetic training, “D” flight air, and the station armoury teams have dropped out of the league. However if any players from these former teams desire to play, they can affiliate themselves to other sections.
To date there has been no attempt made to develop a “station team”, mainly because the scouts or touts have had no opportunity to see all potential hoopsters in action. Anyway those players that merit a try-out for the team will have the opportunity after the Christmas season.
At present, Headquarters rule the roost in the league by defeating Workshops in their last game. With only two reverses which were Maintenance Armoury and G.I.S. Pool the S.H.Q. team have a well balanced passing team, and will prove a threat to any section team. If Sgt. Verney could be on hand more frequently, his team would have a debating member on hand at all times. However, Cpl. “Timber” Wood as coach and scorer is seeing that all of AC. Elsey’s baskets are recorded.
Workshops as runners-up in the league, have proved a surprise team. With LAC. Gill on defence, and
LAC. Lord as a forward, this team proves a menace to teams that cannot keep their pace.
Maintenance Armoury have to date scored more baskets than any other team, mainly through the uncanny shots of our P.T. corporal, Cpl. McKnight. A tip to the other teams – “Why let this player score so many baskets without marking him?” This team has a good side and bags of enthusiasm, but the loquaciousness and perspicacity of some players will in the long run prove a liability to the team as a whole.
The G.I.S. Pool or “Anzac team” have proved themselves to be a winning side, with only one loss to date. With LAC. Hann sick the Aussies lost to Maintenance, 13-20. They have beaten Headquarters 12-14, and Workshops 30-11. With three games in hand over the leaders the “Kangis” will be leading contenders for the top rung.
The dark horse of the league has proven to be 92 Course led by LAC. Jenkinson. Although to date they have not met the league’s leading teams, 92 Course have played with much success against other touted teams. This team have the least number of goals scored against them which speaks well for their defence.
Maintenance with the experience of last season are plodding on up the ladder. Although having very few players they are experienced. With Cpl. Critchley their most persistent scorer off the team, Maintenance will be under some handicap.
Plotting Office with their forceful interceptions and plays have proven to be a robust team led by P/O. Spencer. However, with the fine nearly-unobserved movement of F/Lieut. Moody and P/O. Cook the team are somewhat handicapped by free shots. Cpls. Cooper and Wilson show up best for this team.
“A” Flight coached by AC. Smith, have developed into a fast-moving team, what they lack in size they possess in speed and stamina. The most recent surprise was when AC. Smith scored a winning basket to defeat G.I.S. Instructors 18-16 in the last few minutes of play.
The G.I.S. Instructors’ team have let all and sundry prognosticators down in their standard of play. Although made up of over 90 per cent Canadian personnel their results have proved disastrous and “Lloyds” would have been the losers. From all observations the R.A.F. team have checked them to a standstill, anyway the Instructors should be able to produce more than five players per game. F/O. Ellis shapes up very well and really forgets his rugger tactics.
“D” flight ground team coached by LAC. Paton, have recently suffered some telling reverses. However, the season is young and the experience of the early season should prove fruitful.
94 Course had a good position bequeathed to them by 89 Course but have been gradually slipping. Anyway they are the babies of the league and will progress as time goes on.
Messes are always in there battling, however, with two exceptions (AC. Padgett and AC. Palmer) the team still give a wonderful demonstration that one could expect to see in rugger. Especially the wonderful tackling plays and plunges of LAC. Davey, who still believes he is playing defence on the soccer team. Anyway, Messes, do not be discouraged for your results have been encouraging.
90 Course really should be in a better position than the one they now show. Possibly LAC. Kehoe has been marked too frequently?
Servicing have shown up considerably better than last year led by AC. Gillard, LAC. Dormer, and AC. Julian. They are moulding into a fine team. With their superior height over the average team in the league this section with more passing and shooting practice should go places.
93 Course to date have not accomplished much to date. It is hopeful by the next issue of Hill Topics we shall be able to report better results.
“B” & “C” Flights, mainly because they lack recruits, are not doing as well as was expected, having such players as LAC. Quinn, AC. Reeves, and AC. Brooks from last season. Why not use some of the players from Station Armoury section and have more substitutes?
Police team have proved to be the gamest group of the players, even with their consistent losses. Even when Cpl. Greaves, the tallest player in the loop is around the basket the police cannot find the elusive loop. With a little less charging and more passing to “Lofty” Greaves, police should do better. “Lofty” wants all and sundry players to know that he is not a ladder, and therefore asks all to refrain from crawling up his back.
91 Course and Hospital teams are doing badly now, however if the sections players rally around the team, better results will automatically occur.
TABLE TENNIS
The table tennis tournament that commenced on Monday, Nov. 8th, had a total of fifty-two entrants. The opening games eliminated the budding hopefuls such as F/L. Wallace, P/O. Rootes, F/O. “Jock” Campbell, F/L. Chester, F/O. Spencer. By the time the first round was finished, the more polished player came into his own, but not before some had tussles, LAC. Green lost to LAC. Forbes, Cpl. Whitely lost to Sgt. Johnstone, and for those others that were eliminated they found the pace increasing. LAC. Forbes won through to one of the top brackets of semi-finals by defeating LAC. Chapman. F/O. Thomas showed brilliant form in defeating LAC. Devey to ultimate victory to win a semi-final berth. In the other semi-final position, LAC. Jessop lost to LAC. Philips, and LAC. Burns placed in the other semi-final bracket. After a hard fought match LAC. Forbes beat F/O. Thomas to win a place in the finals, and LAC. Burns defeated LAC. Philips. In the final game, the best three of five sets, LAC. Forbes won in three straight sets to be declared the winner of the first single tournament of the season.
A second tournament was held on November 25th. This time there were only 20 entries, however it included practically all the top-line racquet wielders. One very dark horse showed up in the person of AC. Rogers from W/T. section who defeated the winner of previous tournament, LAC. Forbes in two straight games.
[page break]
Page Sixteen HILL TOPICS December, 1943
THE FALLS OF NIAGARA
Above the falls the wide stream’s path is made
Of striving cataract and steep cascade,
Which hurtling toward the awesome verge brook no delay-
And then the vast amazing sight
Of waters rushing o’er the height
And raising by their foaming might
A steaming crown of spray.
Far, far below upon the rocky floor
From dizzy heights the surging waters roar;
The sight of ages, but forever new-
And from below one can behold
A scene to awe the very bold,
The shaking crash of waters cold
And bows of rainbow hue.
What mighty strength and what colossal power!
About one hundred million tons an hour
Of blue-green water dashes o’er the falls,
Six million horsepower thunders down
The might of nature’s power to crown
Splitting the rocks of deepest brown,
A vision that enthrals.
Our Cousin’s falls a thousand feet are wide,
Three thousand feet is the Canadian side;-
And grandeur, beauty, power go hand in hand,
One-sixty feet they tower in height
Mantled by waters snowy white,
Like crystal in the sunshine bright
Glistening with rainbows in the light
And whether it be day or night
All the deep colours make a quite
Never-to-be-forgotten sight-
The pride of all the land!
- L.M. LEWIS
An A.C.H.G. beseeched his section commander for three days’ leave. Asked for a reason, he explained that his wife had just been made a sergeant in the W.A.A.F.’s. “That’s very nice,” said the Flt.Lt., “but why should you get three days’ leave for you?” “Sir, said the airman earnestly, “I want to do something that every airman has dreamed of doing for the past twenty-five years.”
[Crossword Sketch)
CROSSWORD PUZZLE
CLUES ACROSS
1. He arranges dances, but not the one’s named after him. (3,6).
6. Is this the order to end the war? (5,4).
9. If looked at backwards they show a great deal.
10. To avoid, this, or the drill sergeant’s command backwards.
11. Observed.
12. Darwin’s ancestor?
14. They handle loads of trouble.
17. A shelter for the cockney, and his means of travel.
18. This is often shot backwards.
CLUES DOWN
1. The pilot is on his way up.
2. Tells where the bomb drops.
3. Opened by the poet.
4. Frequently visited by the R.A.F.
5. Well-known kites going up.
7. Not a mirage, but the real thing seen looking up.
8. Is he one of the 14 across?
13. Should the maker of this be punished?
15. Large Crowd.
16. A very long time.
SOLUTION TO LAST MONTH’S PUZZLE
ACROSS
(1) Blonde job. (6) Mundi. (7) R.S.M. (9) Rub. (10) A.M.O.S. (11) Byes. (14) I.T.W. (16) M.O.I. (17) ‘Oping. (19) Right, left.
DOWN
(1) Bomb aimer. (2) Own. (3) Drip. (4) Jerry. (5) Bomb sight. 8) Sue. (11) M.T.O. (12) Owing. (15) Boat. 18) Ice.
LOVE’S REFLECTIONS
Low-hung the branches spread,
Embracing us in silver shadows,
Where
We stood,
And loved,
In a moonlit dream,
In a mantle wrapped
In the misty air –
In Central Park not ten yards from the road
And the black, burnt bulk
Of Victoria there,
Gaunt and grim and broken and bare,
Sentinel hailing our world –
A world that’s dead
As the million sons
That she bore and hurled
To a useless death,
For a few . . .
Look not to the stars for answer;
Sigh not for the inaccessible skies.
Gaze down blind youth to your lover;
Look down
To the stars in her eyes . . .
New love, new life.
Oh hail, new world!
And slowly, slowly came the dawn;
But surely spread the rosy hue
Of sunrise, ‘till Victoria stood
Imbued
With a fantastic grace,
Like some forgotten ruin
Of the timeless past,
When men hated and fought.
And from it rose in the misty sky,
Reaching high
And ever higher,
The eternal promise
Of a new day.
- ALLAN BOWDEN
Young Yank officers, now stationed in England, have captivated the hearts of many comely English lasses, so they say. There is the story of one stalwart young American who met a beautiful lady at Blackpool one weekend and had quite a good time. As he bade her a tender farewell, the young lady’s eyes narrowed and she tentatively remarked, “How about a bit of change as a going away present?”
The Yank drew himself up to his full six-foot two. “Young woman,” he remarked sternly, “American officers never accept money from ladies.”
TORCH(URE)
By the Education Officer
A word about the Canadian Committee
This body, initiated by the gift of money from an anonymous donor in England, has as its object the promotion of cultural relations between Canada and the United Kingdom and the spreading of a wider knowledge and better understanding of Canada, both at home and abroad.
With this object in view and seeing that the British Commonwealth Air Training Plan had brought men from Britain and all parts of the Empire to Canada, it made the R.A.F. stations in Canada its primary care and the chief recipients of its benefactions.
Week by week, and month by month regular supplies of periodicals and magazines are sent to messes and reading rooms. “Saturday Night”, “Maclean’s Magazine”, “Canadian Geographical Journal”, “Review of Music and Art”, “Canadian Nature”, “New World”, “National Home Monthly”, “The Listener”, and “London Calling” are among those that reach the messes and reading room at this station.
In addition about sixty new books including novels, poetry, travel and general information about Canada have been sent. These are to be found in the Station Library and are available to all personnel.
Each month a program of films arrives presenting Canadian scenes, Canadian ways of life, Canadian industry and Canada at play. A film dealing with Britain is always included.
The Canadian Committee have also presented the station with a set of reproductions of pictures by Canadian Artists and photographs of Canadian scenes. These now grace the recreation and reading rooms.
It is hoped that full use will be made of these provisions which should make possible for those, whose lot it is to linger here, to gain a very wide knowledge of Canada and her people.
Remarks have been passed on the heights of the paper-stands in the Reading Room.
The aim, of course, as readers of this magazine will appreciate, is to keep the reading of this station on a high level.
[Sketch Cartoon]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hill Topics Vol. 1 No. 2 December 1943
Description
An account of the resource
A newsletter produced by the No 31 Bombing and Gunnery School, Picton, Ontario. It contains stories, mini-biographies of station personnel, poems, reviews of Picton cafes, a pantomime, news and views, sport and entertainment and cartoons.
Creator
An entity primarily responsible for making the resource
31 Bombing and Gunnery School
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-12
Format
The file format, physical medium, or dimensions of the resource
16 printed 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
MLeadbetterJ163970-160421-20
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
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Picton
Ontario
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
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1943-12
Conforms To
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Pending text-based transcription. Under review
Contributor
An entity responsible for making contributions to the resource
Angela Gaffney
air gunner
aircrew
Anson
arts and crafts
bomb aimer
bombing
Boston
Distinguished Flying Cross
entertainment
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1922/36196/MMcCronSLW191097-170817-18.2.jpg
d385b818d3d699e31d0633cf78a016a3
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
McCron, Samuel Lorne Wilfred
S L W McCron
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
2017-08-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McCron, SLW
Description
An account of the resource
39 items. The collection concerns Sergeant Samuel Lorne Wilfred McCron (R/191097 Royal Canadian Air Force) and contains documents and photographs. He was training as a wireless operator / air gunner and was killed 30 November 1944 when his Wellington crashed. <br /><br />The collection has been donated to the IBCC Digital Archive by Ken Proteau and catalogued by Barry Hunter. <br /><br />Additional information on Samuel Lorne Wilfred McCron is available via the <a href="https://losses.internationalbcc.co.uk/loss/115416/">IBCC Losses Database.</a>
Dublin Core
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Title
A name given to the resource
Official RCAF Casualty Notification
Description
An account of the resource
Notification of Sam's death in a flying accident.
Creator
An entity primarily responsible for making the resource
Administrator of Estates, Ottawa
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-12-23
Temporal Coverage
Temporal characteristics of the resource.
1944-11-30
1944-12-23
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Acton
Great Britain
England--Nottinghamshire
Ontario
Ontario--Thunder Bay
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 Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Format
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One printed sheet with typewritten annotations
Identifier
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MMcCronSLW191097-170817-18
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
aircrew
killed in action
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36536/MLovattP1821369-190903-75.2.pdf
51c3fbced3b1e3bd9c7237f2cb79c94a
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
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt 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
2017-09-27
2019-09-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Lovatt, P
Dublin Core
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Title
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A Reminiscence of the Flying Characteristics of Many Old Type Aircraft
Description
An account of the resource
A detailed analysis of very early aircraft and their flying characteristics.
Creator
An entity primarily responsible for making the resource
Air Marshall Sir Ralph Sorley
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Felixstowe
England--Eastbourne (East Sussex)
England--Calshot
England--Bembridge
Atlantic Ocean--Spithead Channel
England--Cowes
England--Stroud
Scotland--Montrose
England--Sunbury
England--London
Monaco
Egypt--Cairo
Iraq--Baghdad
England--Felixstowe
England--Aldeburgh
Iraq
Middle East--Kurdistan
Middle East--Palestine
Jordan
Iran
Middle East--Euphrates River
Syria
Yemen (Republic)--Aden
Singapore
Australia
Borneo
China--Hong Kong
England--Kent
United States
New York (State)--New York
France--Paris
Nigeria
South Africa--Cape Town
Yugoslavia
Norway
Portugal
Spain
Denmark
Japan
Belgium
Argentina
Austria
Brazil
Canada
Chile
Greece
China
Lithuania
Estonia
England--Weybridge
Scotland--Island of Arran
England--Kingston upon Thames
France--Dunkerque
England--Hatfield (Hertfordshire)
Newfoundland and Labrador
New Brunswick
Maine
Maine--Presque Isle
Washington (D.C.)
Massachusetts--Boston
Pennsylvania--Philadelphia
Maryland--Baltimore
Washington (D.C.)--Anacostia
Tennessee--Nashville
Arkansas--Little Rock
Texas--Dallas
Texas--Fort Worth
Texas--Midland
Arizona--Tucson
California--Burbank (Los Angeles County)
California--Palm Springs
California--Los Angeles
California--Beverly Hills
California--San Diego
Arizona--Winslow
New Mexico--Albuquerque
Kansas--Wichita
Missouri--Saint Louis
Ohio--Dayton
New York (State)--Buffalo
Ontario--Toronto
Québec--Montréal
Newfoundland and Labrador--Gander
Netherlands--Eindhoven
Germany--Rheine
Germany--Osnabrück
India
Switzerland--Zurich
Lebanon--Beirut
Pakistan--Karachi
India--Kolkata
Singapore
Indonesia--Jakarta
Australia
Northern Territory--Darwin
New South Wales--Sydney
South Australia--Woomera
South Australia--Adelaide
Victoria--Melbourne
Sri Lanka--Colombo
Spain--Madrid
South Africa--Johannesburg
Kenya--Nairobi
Sudan--Khartoum
Greece--Athens
Italy--Rome
Zambia--Lusaka
Zambia--Ndola
Zambia--Mbala
Heathrow Airport (London, England)
Turkey--Istanbul
France--Nice
Utah--Salt Lake City
Italy--Genoa
Atlantic Ocean--Firth of Clyde
Italy
France
Arizona
Arkansas
California
Kansas
Maryland
Massachusetts
Missouri
New Mexico
New York (State)
Ohio
Tennessee
Texas
Utah
New South Wales
South Australia
Victoria
Northern Territory
Egypt
Sudan
North Africa
Ontario
Québec
Germany
Indonesia
Iraq
Kenya
Lebanon
Netherlands
South Africa
Switzerland
Pakistan
Sri Lanka
Turkey
Yemen (Republic)
Czech Republic
Slovakia
England--Gloucestershire
England--Hampshire
England--Herefordshire
England--Lincolnshire
England--Suffolk
England--Surrey
England--Sussex
England--Great Yarmouth
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 Navy
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
82 typewritten sheets
Date
A point or period of time associated with an event in the lifecycle of the resource
1971-08-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Identifier
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MLovattP1821369-190903-75
Conforms To
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Pending text-based transcription
aircrew
Anson
B-17
B-24
Battle
Blenheim
C-47
Chadwick, Roy (1893-1947)
Defiant
Dominie
Fw 190
ground crew
Halifax
Harvard
Hudson
Hurricane
Lancaster
Lincoln
Lysander
Magister
Manchester
Me 109
Mosquito
Oxford
Photographic Reconnaissance Unit
pilot
Proctor
RAF Boscombe Down
RAF Eastchurch
RAF Hendon
RAF Henlow
RAF Martlesham Heath
RAF North Killingholme
RAF Pembrey
RAF Prestwick
RAF West Freugh
Spitfire
Stirling
Swordfish
Tiger Moth
training
Wallis, Barnes Neville (1887-1979)
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28174/EGreenAWGreenWH410513-0001.1.jpg
ab6f32d979789491e2ebcbf014880733
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28174/EGreenAWGreenWH410513-0002.1.jpg
007f5d37b536197b871388317432d92e
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Green, Alan William
A W Green
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
CABLE AND WIRELESS
[global map]
[rubber stamp] C. & W. LTD CENTRAL STATION 13 MAY 41
[rubber stamp] TELEGRAPH CENSORSHIP passed by censor No. 59
FWMB108 PICTONONT 23/32 12
EFM MR W H GREEN HOLLINGWORTH FIRSESTATE KENILWORTHROAD COVENTRY
RECEIVED LETTER OF SIXTEENTH LAST HUGE PIECES CENSORED NO CHANCE BEING HOME BIRTHDAY HAVE YOU RECEIVED LIGHTER CHOCOLATES FOOD STUFFS SENT KEEP SMILING = GREEN
[inserted] Lighter, Chocs & Foodstuffs gratefully received. Sorry letter was disapproved. Another following. Everybody OK. Keep smiling. Dad. [inserted]
[page break]
[list of telegram offices]
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/.
Description
An account of the resource
A telegram asking if he received package previously sent. Handwritten annotation states all received and letter being sent.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-05-13
Format
The file format, physical medium, or dimensions of the resource
One printed telegram with handwritten annotation
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH410513-0001,
EGreenAWGreenWH410513-0002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Picton
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-05-13
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28175/EGreenAWGreenWH410616-0001.1.jpg
3dfa44e1f1d16b0de12ae3f722ae6e6e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28175/EGreenAWGreenWH410616-0002.1.jpg
4f2f59c234f15ab5180201b1cb1c46df
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
CABLE AND WIRELESS
[Global Map]
[rubber stamp] C. & W. LTD CENTRAL STATION 16 JUN 41
ECD74P BELLEVILLEONT 23/34 14
EFM MR W H GREEN HOLLINGWORTH FIR ESTATE KENILWORTH ROAD COVENTRY
PLEASE THANK ALL FOR CABLES-MARY FOR LETTER-STRIPES AND BADGE NOW UP-INFORM MARY SHALL NOT REPLY BY MAIL EXPECT SURPRISES = GREEN.
[rubber stamp] TELEGRAPH CENSORSHIP passed by censor No. 64.
[date stamp] 17 JNE
[page break]
[list of telegram offices]
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/.
Description
An account of the resource
The telegram sends thanks for messages, Mary for letters, strips and badge.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-06-16
Format
The file format, physical medium, or dimensions of the resource
One printed telegram
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH410616-0001,
EGreenAWGreenWH410616-0002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Belleville
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-06-16
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28235/EGreenAWGreenWH-[Mo]410112.jpg
7f7e1f6bbf3b4a7b1e9944982b4d96b0
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Alan asks if all is well.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-01-12
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410112
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
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.
1941-01-12
Title
A name given to the resource
Telegram from Alan Green to his father
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28236/EGreenAWGreenWH-[Mo]410114.jpg
5024a2ebadf8ee8457ba28ceebac489f
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Description
An account of the resource
Alan writes that his father's cable has been received.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-01-14
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410114
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
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.
1941-01-14
Title
A name given to the resource
Telegram from Alan Green to his father
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28237/EGreenAWGreenWH-[Mo]410319.jpg
91a3d2e2520a7448ac0bca0843dff4cd
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WESTERN UNION CABLEGRAM
1941 MAR 19 AM 8 36
51 GODERICHONT 11/19 18
EFM GREEN HOLLINGWORTH
FIRS ESTATE KENILWORTH ROAD COVENTRY
FINE NOT INVOLVED [deleted word] IN CRASH EXAMINATION THIS WEEK
BLIZZARD RAGING
GREEN
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/.
Description
An account of the resource
Alan says he is fine and was not involved in a crash examination.
Creator
An entity primarily responsible for making the resource
Alan Green
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410319
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-03-19
Temporal Coverage
Temporal characteristics of the resource.
1941-03-19
Title
A name given to the resource
Telegram from Alan Green to his father
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28238/EGreenAWGreenWH-[Mo]410329.jpg
3998e423789d56b7ff6e91964580c250
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Commercial Cables
[logo]
Cablegram
1941 MAR 29
PRA6402 LONDONONT 15/25
EFM MR W H GREEN HOLLINGWORTH FIRSESTATE KENILWORTH RD COVENTRY
BLUFFED THROUGH OBSERVER COURSE NOW FOR ASTRONAV ADDRESS SAME NEXT MONTH LONG LETTER FOLLOWS = GREEN.
[PASSED BY CENSOR}
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/.
Description
An account of the resource
Alan advises he passed his observer's course and was now studying for an astro-navigation course.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-03-29
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410329
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--London
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-03-29
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
navigator
observer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28254/EGreenAWGreenWH-[Mo]410406.jpg
cb606b46af03d806d05ccc31936a5809
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WESTERNUNION
(The Western Union Telegraph Company)
Incorporated in the State of New York, U.S.A., with Limited Liability.
CABLEGRAM [date stamped 1941 APR 6 AM 9 47
Anglo-American Telegraph co. Ld. Canadian National Telegraphs.
RECEIVED AT 1, BROAD STREET CHAMBERS, BIRMINGHAM 1.
82 GODERICH ONT 8/16 5
EFM
GREEN HOLLINGWORTH
FIRS ESTATE KENILWORTH RD COVENTRY
DID YOU GET MY CABLE LAST WEEK
GREEN
[inserted] 1150518 LAC GREEN
PO Box 156
Goderich, Ontario
Hearty congratulations. Letter posted.
Cables rec'd.
Green
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/.
Description
An account of the resource
He asks if his father received his cable last week. Handwritten is an address in Goderich and 'Hearty congratulations. Letter posted. Cables rec'd'.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-04-06
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410406
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-04-06
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28255/EGreenAWGreenWH-[Mo]410410.jpg
d98f7ae01927dbc0001fe437e3ecf045
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WESTERN UNION
(The Western Union Telegraph Company)
Incorporated in the State of New York, U.S.A., with limited liability.
CABLEGRAM [date stamp 1941 Apr 10 AM 9 27}
RECEIVED AT 1, BROAD STREET CHAMBERS, BIRMINGHAM 1.
85 GODERICH ONT 9/17 9
EFM GREEN HOLLINGWORTH FIRST ESTATE KENILWORTH ROAD COVENTRY
HOPE SURVIVED RAID EASTER GREETINGS EIGHT MORE WEEKS
GREEN
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/.
Description
An account of the resource
Alan hopes he survived the raid and sends Easter greetings.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-04-10
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410410
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-04-10
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28256/EGreenAWGreenWH-[Mo]410415.jpg
c7262f829d1215eb976c81f4e828131e
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
Green, Alan William
A W Green
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WESTERN UNION
(THE WESTERN UNION TELEGRAPH COMPANY)
Incorporated in the state of New York, U.S.A., with limited liability.
CABLEGRAM
Anglo-American Telegraph Co., Ld. Canadian National Telegraphs.
RECEIVED AT 1, BROAD STREET CHAMBERS, BIRMINGHAM, 1.
CBM77 GODERICH ONT 18/26 14
EFM GREEN HOLLINGWORTH
FIRS ESTATE KENILWORTH ROAD COVENTRY
CABLES RECEIVED MUCH RELIEVED TWELVE MORE DAYS AT THIS STATION
WILL CABLE NEW ADDRESS TAKE NO RISKS
GREEN
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/.
Description
An account of the resource
He says that his cables have been received, take no risks and 12 more days at this station.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-04-15
Format
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One typewritten sheet
Language
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eng
Type
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Text
Text. Correspondence
Identifier
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EGreenAWGreenWH-[Mo]410415
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
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
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-04-15
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28257/EGreenAWGreenWH-[Mo]410606.jpg
c6813367a81af62a54c8a7b38a22d1bf
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
POST OFFICE TELEGRAM
Post Mark Coventry Wks -6 JNE 41
219 NIL 4 PICTONONT 7/14
EFN GREEN HOLLINGWORTH FIRS ESTATE KENILWORTH RD COVENTRY
CABLE RECEIVED LETTER COMING KEEP SMILING
GREEN
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/.
Description
An account of the resource
Alan writes that a letter has been received.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-06-06
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH-[Mo]410606
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Picton
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
Temporal Coverage
Temporal characteristics of the resource.
1941-06-06
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28259/EGreenAWGreenWH410421.1.jpg
81596937fdcc98edb7571a6ff1742f42
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WESTERN UNION
CABLEGRAM
RECEIVED AT 1, BROAD STREET CHAMBERS, BIRMINGHAM, 1. (Tel. No. Midland, 1711)
5 GODERICH ONTARIO 16/27 20
EFM MR W H GREEN
HOLLINGSWORTH FIRST ESTATE KENILWORTH RD COVENTRY
CIGARETTES JUST RECEIVED EXTREMELY WELCOME THANKS FROM ALL
CONCERNED HOPE FAMILY WELL TAKE NO RISKS
GREEN
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/.
Description
An account of the resource
Alan writes that he has received the cigarettes that had been sent. He wishes his family well.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-04-21
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH410421
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Goderich
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Temporal Coverage
Temporal characteristics of the resource.
1941-04-21
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1541/28260/EGreenAWGreenWH410504.1.jpg
763ca3c83e3c04e18bd062aed41a039c
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
Green, Alan William
A W Green
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Green, AW
Description
An account of the resource
58 items. The collection concerns Flight Lieutenant Alan William Green (b. 1920, 104402, 1150518 Royal Air Force) and contains his log book, photographs, diary and correspondence. He flew operation as a navigator with 218 Squadron before being shot down and becoming a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Stuart Green and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WESTERN UNION
CABLEGRAM
RECEIVED AT 1, BROAD STREET CHAMBERS, BIRMINGHAM, 1. (Tel. No. Midland, 1711)
51PICTON ONT 17/26 3
EFM MR W H GREEN
HOLLINGWORTH FIRSESTATE KENILWORTHRD COVENTRY
ADDRESS NOW NUMBER 31 BGS RAF PICTON ONTARIO SOUNDS
TOUGH COURSE PLEASE ACKNOWLEDGE TAKE NO RISKS
GREEN
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/.
Description
An account of the resource
Alan writes with his new address.
Creator
An entity primarily responsible for making the resource
Alan Green
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-05-04
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EGreenAWGreenWH410504
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
Canada
Ontario--Picton
Ontario
England--Warwickshire
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Conforms To
An established standard to which the described resource conforms.
Pending review
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
Temporal Coverage
Temporal characteristics of the resource.
1941-05-04
Title
A name given to the resource
Telegram from Alan Green to his father
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/514/11307/BGoodmanLSGoodmanLSv1.1.pdf
95e2e091735c5cb46cad20f313332cb3
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
Goodman, Benny
Lawrence Seymour Goodman
L S Goodman
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Goodman, LS
Description
An account of the resource
Three items. Two oral history interviews with Squadron Leader Lawrence 'Benny' Goodman (1920 - 2021, 1382530, 123893 Royal Air Force) and a memoir covering his activities from 1939 to 1945. He flew 30 operations as a pilot with 617 Squadron.
The collection has been donated to the IBCC Digital Archive by Benny Goodman and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
BY BENNY GOODMAN
It was September 1939. A few of us were sitting around the wireless waiting for the Prime Minister to make an announcement. He did so and told us we were now at war with Germany. I was a student, in digs, and a long way from my home in London. I decided to telephone my parents and talk things over with my father. My first instinct was to leave my studies – not a hardship really! – go home and join up. Eventually, my father agreed, much to my mother’s consternation. I discovered later. He had served four years in the 1st World War. There was no doubt in my mind I was going to join up. However, I did not want to join the navy or the army and it was only then I realised I wanted to become a pilot.
I was almost nineteen and had no idea what was entailed, but with the ignorance and cheek of youth I presented myself at the RAF recruiting office and told the officer who interviewed me what I wanted to do. He didn’t say a word, finished filling in the form he had in front of him and told me I would be hearing about my application very soon. Not long afterwards I went for a general medical and when I passed this I was sent to an RAF medical for a more involved air crew medical. Everything went well except when it came to the eye test. My eyesight had never been top class so I went to the back of the queue and learnt the two or three lines each candidate was being asked to read. I passed! After attestation, I went home to await call up. It came a few weeks later and I reported to RAF Cardington, where I was issued with a uniform and all the accoutrements for an AC 2. This is it, I thought. I shall be a pilot in a couple of weeks and will save the world!
Things didn’t quite turn out like that. After about 10 days at Cardington, we were told to pack our kitbags and were marched off to the local railway station. Rumours were rife! And if you listened to everyone, your posting was to anywhere in the world. In fact, we went to RAF Bridgenorth for six weeks square bashing and all that went with it. ‘Bull’ was the order of the day – the camp had four parade grounds) Then I and another chap were posted to RAF Abingdon. When we got there nobody had any idea we were coming and so the Orderly Room Sergeant asked us our trade. We both said ‘U.T. Pilot’ and consequently we were sent the aircrew quarters, which were in fact the married quarters on the station. Abingdon was a straight through course for Whitleys and so, with much justification, we thought we would be on the next course.
However, there was a war on! It was decided that the Whitley course running at the time would be the last one and again, no one knew what to do with us. The next day we were moved from our relatively comfortable billet to a remote part of the airfield. There was a Nissen hut with six beds, no sheets, no pillowcases and a Fairey Battle packing case as a so-called recreation room. The latrines were self-dug, but permanent. We were to be ground gunners!
It was explained to us that this was a temporary move but as such we had to learn, amongst other things, how to strip and re-assemble the C.O.W. gun and the water-cooled Lewis gun. Duties were 4 hours on / 2 hours off in the gun pit. We patrolled the airfield at night and challenged anyone on it for the password of the day. You can imagine the sort of answers we got from aircraft technicians with their bags of tools in the pitch black trying to find the Whitley they were to work on. At dawn every morning we had to march around the perimeter track with our gas masks on in case of a German paratroop invasion from the air.
Our food was brought out to us in hay boxes and so was never very warm! We used to try and sneak in once a week or so to the airmen’s quarters to see if we could get a bath, but if we were caught the airmen billeted there showed no mercy! In our off-duty time, we were sent to the coal dump to load coal bags and to carry out various other domestic duties on the camp. One of these included cleaning out the grate in the Officers’ mess before they came down for breakfast. On many occasions I did this and always had to finish by black-leading the grate and all the surrounds. Some years later I went back to Abingdon as the Adjutant of the Overseas
[page break]
2
Ferry Unit. When I went into the mess, I looked at the grate and the few officers sitting around it in armchairs and thought to myself: “If only you chaps knew how many times I cleaned this thing!”
A posting came through eventually to start pilot training and I was sent to Stratford-upon-Avon, which was a Reception Centre. As I walked into the Orderly Room to report my arrival, a voice shouted “Airman, you’re on a charge”. I looked around and saw no one else -I had the horrible feeling that I was already in trouble, and this was the case. Having spent some months as a ground gunner and living in my uniform it was, to say the least, scruffy, as was the cap. Not very politely I was told I was a disgrace to the service because of the state of my uniform. All the other chaps, of course, were wearing brand new uniforms and I stood out like a sore thumb. I tried to point this out to the Sergeant but he wasn’t interested. Next morning, I appeared before the O.C. unit who was sympathetic but clearly felt he had to back up his Orderly Room Sergeant. Seven days jankers was my reward.
A posting duly came along to Initial Training Wing (I.T.W.) and there we did six weeks of ground school prior to E.F.T.S. Just about everyone passed and I was sent to 17 E.F.T.S. Peterborough for ab initio training on Tiger Moths. The course was about 48-50 hours and to the horror of another chap and myself, we were posted to RAF Woodley for an instructors course. Both of us could just about manage to fly the Tiger Moth and so to be told we were going to be instructors frightened us considerably. Following this, after a couple of weeks at Clyffe Pypard a holding unit, and a spell at a Manchester park, awaiting posting, we were sent to Canada to do a S.F.T.S. on Ansons. Boy! This was living. A twin engine aircraft with retractable undercarriage, even though we had to wind it up! The course included night flying, the first time I had experienced this, and I can truly say that on my so-called first circuit I varied between 600 ft and 1,500 ft AGL and lost site of the airfield completely. I hadn’t got a clue. To my surprise, my instructor didn’t seem at all phased and by the end of the detail I had at least got the circuit and the heights more or less sorted out. What a brave man he was! After another night sortie, I was passed fit to do a solo circuit and I truly believed I was just about to die! However, all went well and I was then sent to Kingston, Ontario, to – believe it or not – instructing on Harvards. This aircraft is still in use to this day.
The thought of flying this monster, let alone instructing on it, made me feel quite sick. Kingston Ontario was an RAF station dedicated to the training of Fleet Air Arm pilots “is everybody mad?” I thought. The other instructors, all of whom had done an operational tour (and one was Fleet Air Arm) readily accepted me – the sprog in every way. The Flight Commander took me up and put me through my paces on the Harvard and pronounced me fit to start instruction. However, he showed me and tested me one lesson at a time, so that I could take up an acting leading naval airman and show him the particular procedure. Nobody else had a clue how inexperienced I was, except the other instructors in the flight who thought it was a great joke. So, I started with one lesson at a time and over a few weeks built up to the whole syllabus. I have to say the Harvard was a wonderful and responsive aircraft to fly and, despite the tales of woe and misery about ground looping, I never saw one instance of it … and that includes me!
By this time I was a Pilot Officer and because there was no room in the Mess I had digs in the town and even bought myself a Chevrolet with a dicky seat. My Canadian driving test consisted of reversing the car about 2 feet, and being told to ‘stop and get out, come into the office’ … and I was presented with my Canadian driving licence. In a short time, I had come from cleaning the grate in the Officers Mess as an AC 2 to a Pilot Officer Instructor, with a car and living in digs! Was I dreaming?
All good things come to an end and I was posted back to the U.K. to prepare to go on ops. We set sail on the Awatea from Halifax, Nova Scotia, and of course nothing ever goes well for long. Twenty-four hours later in the Atlantic, we were torpedoed. Fortunately for us, a US Navy destroyer intercepted the torpedo and took most (90%) of the subsequent explosion and sank, leaving us damaged. We had no rudder and there were several other things wrong with the ship; we went round in circles for some time. Rough repairs were made and we went back to Halifax. We kicked our heels there for a while and then were put on a train journey which lasted for several days, to New York. There we transferred immediately to the Queen Mary. There were huge numbers of American troops and O.C. Troops was an American Officer. He called all the officers together before sailing to tell us that, if we were torpedoed
[page break]
3
We must remember that the officers were last to leave the ship. Bearing in mind our recent experience, this didn’t exactly cheer us up. We did arrive safely in the U.K. and I found myself flying Martinets for a time, carrying out simulated air attacks on Wimpeys and for their air gunners to cine-gun their replies.
At last a posting came through to an O.T.U. at Silverstone. By this time I had already met Tony Hayward, who wore an Observers brevet, and we became good friends. We went to the O.T.U. together and there we picked up our full crew. Crews selected each other in what seemed a very haphazard manner, by talking to those we thought would be suitable, but I can’t remember ever meeting any crew member who was subsequently dissatisfied and wanted to leave his original crew. In the end, everyone was crewed up.
From Silverstone we went to the Heavy Bomber Conversion Unit at Swinderby flying Stirlings, and then to the Lancaster finishing school at Syerston. At the end of my course, the Flight Commander sent for me and my crew said: “What the hell have you done, Benny?” I protested my innocence but everybody laughed. When I entered the Flight Commander’s office I felt sure I had done something terribly wrong because there, facing me, were the Flight Commander, O.C. Flying and two or three other officers. My heart sank into my boots and the only thing I could think of was a ‘court martial’. I felt slightly cheered when the Flight Commander seemed quite friendly as he spoke to me and one or two of the other officers questioned me about my flying and the practise bombing results that we had obtained. I felt further heartened and, knowing the results, couldn’t believe that was what I was being called in about. After a couple more questions, one of the officers said to me: “How would you like to join 617 Squadron?” I truly didn’t believe that I had heard correctly and said: “Excuse me, sir. Did you say 617 Squadron?” He answered: “Yes”. I felt a heavy weight suddenly had been lifted from my shoulders and said that I and my crew would be delighted to do so.’ At that time the only other crew which had been invited to join the squadron had come and had come directly from training was headed by Tony Iveson, and he had been a Battle of Britain pilot. He had been on the Lancaster course immediately before me.
I was told that we had been selected for 617 and to report for duty within 48 hours. When I got back to the crew and told them the news, at first they didn’t believe me. Eventually, I convinced them and we all packed up and got transport to Woodhall Spa.
On arrival and after checking in at the Mess and going through the usual procedures, I reported to the Squadron Adjutant. I waited a few minutes and was ushered into Wing Commander Tait’s office, who was O.C 617 Squadron. We had a chat, or more accurately – he spoke to me and allocated me to a flight. I reported to the Flight Commander Jonny Cockshott. He welcomed me and told me that the crew would have to go on a short training course devised by the squadron and, importantly, to get used to the S.A.B.S. bombsight and to obtain bombing results within the limits prescribed by 617 Squadron. We did this and found ourselves accepted as fully operational on the squadron.
My first trip was with Flight Lieutenant Bob Knights … without my crew but with his. I sat in the dicky seat where the Flight Engineer usually sat. I couldn’t have been luckier in the choice of captain I was to fly with. Not only was Bob an extremely nice chap but he was most helpful as well. To give you an idea of his value, he was a Flight Lieutenant with a D.S.O. and I think you know there aren’t many of those to the pound.
I did a full tour of thirty trips with the Squadron. The first trip as a crew was to Brest and, of course, being a sprog crew things had to happen, didn’t they? Over the sea, I suddenly found the cockpit full of smoke and the wireless operator telling me his radios were on fire. He and the navigator were trying to make sure the fire didn’t spread. Just the sort of confidence booster you need on your first sortie on a new squadron! I opened the D.V. panel and fortunately the combined efforts of the wireless operator and navigator dealt with the fire … we carried on. One thing was certain: none of us could have faced a return to the squadron without completing the trip saying: “We couldn’t do it. We had a fire on board.” How’s that for luck?
Some of the trips we did were quite well known. There was the Tirpitz trip (13 1/4 hours) and a 9 hour 25 minute night trip to Politz-Stettin. That was the first time I could truthfully say that, at 18,000 ft with
[page break]
4
oxygen masks on, I can remember smelling cordite from the flak that was thrown at us. That may sound like a line shoot, but it certainly wasn’t at the time. A further notable op was against the Arnsberg viaduct, when we were selected to drop the 22,000 lb Grand Slam on the viaduct.
We received Grand Slam in March 1945. To carry this a number of modifications were made to the Lancaster – a Lincoln undercarriage was fitted to allow for the increase in weight; mid-upper and front turret were removed, along with the wireless operator’s equipment and the W/Op himself. Other armour plate was taken out and the ammunition load reduced, all to save weight. The bomb doors were removed and replaced by fairings and a chain link strop with electro-mechanical release was fitted to hold Grand Slam in place.
As I recall it I was number three to release a Grand Slam, Jock Calder was the first, and Johnny Cockshott the second. This was in March – yes we are still in March, and Arnsberg Viaduct was the target. On release I remember the aircraft went up vertically about 100 – 200 feet. My flight engineer recalls hearing a loud bang at the same time, as the release slip parted.
In all 617 dropped 41 Grand Slams before the end of the war in Europe. I like to think Grand Slam punched its weight. We were the only squadron to have this bomb.
Another op that had high squitter value was against Hamburg. We had the misfortune to have a hang-up and the bomb dropped a few seconds late, which meant that it didn’t fall on the target but into the residential area beyond the target. We didn’t feel good about this, but there was nothing we could do. We set course for home. About fifteen minutes later my flight engineer nudged me and nodded his head toward what I thought was the instrument panel. I looked but could see nothing wrong, so went on flying. He nudged me even harder and moved his head rather more urgently towards the starboard side. I looked out and to my horror saw the latest German twin engine jet fighter, a Messerschmitt Me262, in formation with us on our starboard wing. I thought I must be dreaming but I knew very well I wasn’t, and thought: “This is it.” It seemed to me that if I tried a 5 Group corkscrew we wouldn’t have a chance against the German aircraft. We had no mid-upper turret and clearly the rear gunner was completely unable to train his guns on him. So, there we were at the mercy of the Luftwaffe. The flight engineer and I looked at each other again and then I looked at the German pilot, but there was no friendly wave from him – so much for fellowship of the air! Suddenly the Me262 disappeared as quickly as it had appeared and I wondered if we had all been smoking opium the night before! It was only some years later when I was talking to Air Commodore John Langston, who at the time was a Flying Officer navigator, that what appeared to be the same aircraft had attacked and shot at John’s aircraft. The German pilot must have just left training school because, although he clearly used all his ammo on John’s aircraft, he hadn’t shot him down. I thought later how fortunate we both were.
Three more incidents out of a number of lucky escapes makes one ask the question. Did Lady Luck really play a part?
On one raid during the bombing run the nose section of the fuselage was hit. Everyone seemed okay, but after landing back at base the bomb aimer discovered that both heels of his flying boots were pitted with shrapnel. An inch or two either way?
On another raid the wireless operator was tuning his radio and leaned a little closer to the set. As he did so, a large projectile or piece of flak entered one side of the fuselage and exited the other. After we landed, the wireless operator sat normally in his seat and we measured the two holes and the position of his head. If he had been sitting in this position at the time of the attack, the projectile/flak would have pierced one side of his head and exited the other. An inch or two either way?
There were three Tirpitz sorties. The first trip involved a direct flight from the U.K. to Yagodnik, Russia, land there, refuel and stay the night. From thereon the next day, the first Tirpitz attack was attempted. This was a hazardous plan as it included flying over Europe both ways and in the end the attack was not successful. However, we unfortunately lost one aircraft.
[page break]
5
For the second and third Tirpitz trips, amongst the modifications, two large fuel tanks were fitted inside the fuselage. Health and safety, eat your heart out! The flight engineers had to master the new fuel system very quickly, and indeed they did. Both these trips were made from an advanced base at Lossiemouth. On both occasions the squadron flew up to Lossiemouth with Tallboys already on board, refuelled and attended final briefing. On the second trip, at midnight, we lined up around the perimeter track, taking off in turn at a green signal from the control tower. The weather was unkind – low cloud and rain – just the job for a night low level trip across the sea! Our turn was approaching and I was having a last look around the cockpit when the flight engineer poked me in the ribs, pointing at the canopy. I looked up and saw a massive pair of main undercarriage wheels heading straight for us. There was nothing I could do as there were aircraft either side of me. We both sat there, like rabbits caught in the headlights, and waited for the inevitable. At the last moment, the wheels cleared our canopy and all was normal again. Just the sort of experience you need before take-off on a foul night!
Later we discovered the errant aircraft was flown by Tony Iveson. He had suffered engine surge on the point of leaving the ground. By a masterful piece of crew co-operation and training he and his flight engineer finally kept the aircraft straight and it just cleared the top of our canopy. But we were all young and I suppose took it in our stride. Now, I’d have the vapours. Lady Luck again.
Due to cloud and an efficient smokescreen, it was not possible to bomb the Tirpitz with any accuracy and we returned to Lossiemouth. However, on the third trip – a replica of the second – 617 Squadron finally sank the Tirpitz.
My last trip was to Berchtesgaden, the Eagle’s Nest, and I understand we were followed by Main Force. We, 617, certainly made a mess of the Waffen SS barracks. This was my last trip with the squadron although we were already made aware of a possible raid, I believe to Denmark. However, a truce was declared before this. After the war, I went into Transport Command but everything seemed so tame after 617 Squadron.
Finally, but certainly not least, I pay tribute to the ground crews. Working out in all weathers, often in wind snow and rain-swept dispersals they were always there to ensure the serviceability of our aircraft. Despite working long hours, they were always there to see us depart, and waited in uncertainty, eager to witness our return… …and woe betide us if we damaged [underlined]their [/underlined] aircraft! For 365 days and nights they made it possible for us to do our job. All of us who flew knew their worth, but why were they never publicly recognised? We would have been wingless wonders without them.
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Title
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Service History of Benny Goodman
Description
An account of the resource
Begins with his decision to cease his studies and join the Royal Air Force. Covers recruitment activities and life during initial training including employment as ground gunner while waiting for flying training. Describes basic training on Tiger Moth at 17 E.F.T.S. followed by Anson and Harvard in Canada. Relates being torpedoed on return voyage home and subsequent return to Halifax, train to New York and return to United Kingdom on the Queen Mary. Tells of flying Martinet as targets for air gunners course, crewing up at O.T.U and subsequent training on Stirling at Heavy Bomber Conversion Unit and eventually Lancaster finishing school. Describes selection to go to 617 Squadron and his arrival there. Mentions that he did 30 operations with the squadron and describes some in detail including first sortie to Brest as well as against Tirpitz, one of which involved landing in Russia. Mentions Grand Slam operations as well as one to Hamburg and another where they were formated on by an Me 262. States that his last trip was to the Eagles Nest at Berchtesgaden.
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B Goodman
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Seven page printed document
Language
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eng
Type
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Text
Text. Memoir
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BGoodmanLSGoodmanLSv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Bedfordshire
England--Shropshire
England--Cambridgeshire
England--Peterborough
England--Berkshire
England--Woodley (Wokingham)
Canada
Ontario--Kingston
Nova Scotia--Halifax
United States
New York (State)--New York
Germany
Germany--Hamburg
Atlantic Ocean--Bay of Biscay
France--Brest
Germany--Berchtesgaden
Russia (Federation)
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
France
New York (State)
Ontario
Nova Scotia
Russia (Federation)
Temporal Coverage
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1939
1940
1941
1942
1943
1944
1945
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Ashley Jacobs
David Bloomfield
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
617 Squadron
Anson
bombing
crewing up
Flying Training School
fuelling
Grand Slam
ground crew
Harvard
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Martinet
Me 262
military discipline
military living conditions
Operation Catechism (12 November 1944)
Operational Training Unit
RAF Abingdon
RAF Bridgnorth
RAF Cardington
RAF Lossiemouth
RAF Silverstone
RAF Swinderby
RAF Syerston
RAF Woodhall Spa
sanitation
Stirling
Tallboy
Tiger Moth
Tirpitz
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/201/10044/BBaileyJDBaileyJDv1.1.pdf
3a146f510c94f18f8643a8ac43ad6772
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Title
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Bailey, John Derek
John Derek Bailey
Bill Bailey
John D Bailey
John Bailey
J D Bailey
J Bailey
Description
An account of the resource
17 items. Two oral history interviews with John Derek "Bill" Bailey (b. 1924, 1583184 and 198592 Royal Air Force) service material, nine photographs, a memoir and his log book. He flew a tour of operations as a bomb aimer with 103 and 166 Squadrons from RAF Elsham Wolds and RAF Kirmington.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bailey and catalogued by Barry Hunter.
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IBCC Digital Archive
Date
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2016-12-07
2017-01-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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.
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Bailey, JD
Transcribed document
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Transcription
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[centred] “WAS IT ALL A DREAM” [/centred]
[centred] The Memories of a Wartime Bomb Aimer Bill Bailey with No. 1 Group Bomber Command February 1942 to April 1947
These things really happened. I now have difficulty in remembering what I did yesterday but happenings of Fifty-odd years ago seem crystal clear, or
Was it all a dream? [/centred]
[page break]
Chapter 1. Enlistment – Royal Air Force Training Command.
The story begins on 2 February, 1942, my 18th. Birthday, when I rushed off to the recruiting office in Leicester and enlisted in the Royal Air Force Volunteer Reserve as potential aircrew. Being a founder member cadet (No. 6) of 1461 Squadron Air Training Corps was a help. I passed the various medicals, etc[sic] and was sent to the aircrew attestation centre in Birmingham for the various tests for acceptance as aircrew. Like most others I wanted to be a pilot but on the day I attended I think they had that day’s quota of pilots. It was said my eyesight was not up to pilot standard but I could be a navigator. I was said to have a ‘convergency’ problem and would probably try to land an aircraft about ten feet off the deck.. I was duly accepted for Navigator training. The procedure was then to be sent home, attend ATC parades regularly and await further instructions. This was known as ‘deferred service’ and with it came a letter of welcome to the Royal Air Force, from the Secretary of State for Air, at that time Sir Archibald Sinclair, and the privilege of wearing a white flash in my ATC cadet’s forage cap which denoted the wearer was u/t (under training) aircrew.
So it was that on the 27 July 1942 I was commanded to report for service at the Aircrew Reception Centre at Lords Cricket Ground, St. Johns Wood, London. I was now 1583184 AC2 Bailey, J.D., rate of pay two shillings and sixpence per day. We were billeted in blocks of flats adjacent to Regents Park and fed in a vary[sic] large underground car park at one of the blocks or in the restaurant at London Zoo. Talk about feeding time at the Zoo!! A hectic three weeks followed, issue of uniforms and equipment, dental treatment, numerous jabs, endless square bashing - the ATC training helped. Lectures on this, that and everything including the dreaded effects of
[page break]
VD, the latter shown in glorious Technicolor at the Odeon Cinema, Swiss Cottage. Not that this was of much consequence at that time because we were reliably informed that plenty of bromide was put in the tea.
One day on first parade I and one other lad from my Flight were called out by the Flight Corporal, a sadistic sod, who informed us we had volunteered to give a pint of blood. Apparently we had an unusual blood group and some was required for what purpose I have never really understood.
Having completed the aforementioned necessities it was a question of what to do with us next.
The next stage of training was to be ITW (Initial Training Wing). but there was congestion in the supply line from ACRC to the ITW’s so a “holding unit” (this term will crop up from time to time) had been established at Ludlow and it was to there that we went.
Ludlow consisted of three Wings in tented accommodation and was progressively developed into a more permanent establishment by the cadets passing through, using their civilian life skills. We were allowed (officially) one night in three off camp so as not to flood the pubs, of which there were many, with RAF bods, and cause mayhem in the town.
Four weeks were spent at Ludlow. It was said to be a toughening up course and it was certainly that.
Next stop from Ludlow was to an ITW. Most ITW’s were located in seaside towns with the sea front hotels having been requisitioned by the Air Ministry. In my case I was posted to No.4 ITW at Paignton, Devon where I was to spend the next twelve weeks living in the Hydro Hotel, right on the seafront near the harbour.
Twelve weeks of intensive ground training. At the end of this period I was at the peak
[handwritten in margin] followed (needs a verb[?]) [/handwritten in margin]
[page break]
of fitness and having passed my exams was promoted LAC – pay rise to seven shillings a day.
One of the subjects covered at ITW was the Browning .303 machine gun and I well remember the first lecture on this weapon when a Corporal Armourer giving the lecture delivered his party piece which went as follows: “This is the Browning .303 machine gun which works by recoil action. When the gun is fired the bullet nips smartly up the barrel, hotley [sic] pursued by the gases …”. Applause please!
Another subject learned was the Morse Code and here again the training in the ATC stood me in good stead.
The next phase would be flying training, but when and where?
On New Years[sic] Day 1943 we were posted from Paignton to yet another ‘holding unit’ at Brighton. The move from the English Riviera to Brighton was like going to the North Pole. At Brighton we were billeted in the Metropole Hotel. More lectures, square bashing and boredom, until, after about three weeks, on morning parade it was announced that a new aircrew category of Airbomber had been created and any u/t Navigators who volunteered would be guaranteed a quick posting and off to Canada for training.
Needless to say, yours truly stepped forward and within a week had been posted to Heaton Park, Manchester which was an enormous transit camp for u/t aircrew leaving the UK for Canada, Rhodesia or America for training.
They used to say it always rains in Manchester and it certainly did continuously whilst I was there. Anyone who has seen the film “Journey Together” will have seen a departure parade at Heaton Park in pouring rain. I am told that on the day that film was shot it was fine and the fire service had to make the rain. Sods Law I suppose!
[page break]
Chapter II. Canada – The Empire Air Training Scheme.
Next, after a farewell meal of egg and chips (In 1943 a delicacy), and a few words from the C in C Training Command, it was off to Glasgow to board the “Andes” for our trip to Canada.
The ‘Andes’ was said to be jinx ship in port. She didn’t let us down. In the Clyde she dropped anchor to swing the compass and when she tried to up anchor a submarine cable was wrapped around it. After a couple of days we finally left the Clyde and I endured six days of seasickness before arriving in Halifax, Nova Scotia and then to yet another enormous transit camp at Moncton, New Brunswick where we enjoyed food that we had not seen in the UK since the start of food rationing. It was in a restaurant in Moncton that I had my very first ‘T’ Bone steak.
The first task at Moncton was issue of cold weather kit to cope with the Canadian winter and Khaki Drill to cope with the very hot Canadian summer. We were at this time in the middle of the winter and colder than I had ever experienced before.. The next stop should have been to a Bombing & Gunnery School but before that there had to be the inevitable ‘holding unit’. So it was off to Carberry, Manitoba, five or six days on a troop train, days spent seeing nothing but trees, frozen lakes, the occasional trace of habitation and the odd trappers cabin. At intervals on the journey across Canada, people were taken off the train suffering from Scarlet Fever. It was believed that this disease came from the troopships.
As we passed through Winnipeg on our journey, for the first time we were allowed off the train and as we went from the platform to the station concourse we were greeted with bands playing a huge welcome from the good people of Winnipeg. They had in Winnipeg the “Airmens Club” and an invitation to visit if there on leave. They
[page break]
had a wonderful system of people who would welcome RAF chaps into their homes for a few days or a weekend when on leave. This was to stand me in good stead as you will hear later.
Shortly after arrival at Carberry I fell victim to Scarlet Fever and spent five weeks in isolation hospital at Brandon after which I and a fellow sufferer by the name of Peter Caldwell had two weeks sick leave in Winnipeg and the Airmens Club arranged for us to stay with an English family. Wonderful hospitality. The Canadians were wonderful hosts to the Royal Air Force.
Carberry and Brandon were, of course, on the Canadian Prairies and whilst in hospital at Brandon, one night and day there was a terrible dust storm and despite the usual Canadian double glazing, everywhere inside the hospital was covered in black dust. This is probably of little interest but to me at the time was an amazing phenomenom.
Now it was back to reality and a posting to 31 Bombing & Gunnery School at Picton, Ontario. A two day journey by train around the North Shore of Lake Superior to Toronto and Belleville and then twenty plus miles down a dirt road to Picton. The airfield still exists, on high ground, overlooking the town on the shores of Lake Ontario. The bombing targets were moored out in the lake and air gunnery practice took place out over the lake.
The weather during this spell was very hot and flying was limited to a period from very early morning until midday. Canadian built Ansons were used for bombing practice and Bolingbrokes, which were Canadian built Blenheims, were used for air to air gunnery practice. The target drogues were towed by Lysanders.
Nothing outstanding took place at Picton except perhaps for our passing out party which we held in Belleville. In my case, being full of Canadian rye whisky of the
[page break]
bootleg variety I literally passed out and for many years afterwards could not even stand the smell of strong spirits.
Having recovered from the passing out the next stop was No. 33 Air Navigation School, RAF Mount Hope, Hamilton. Ontario. Mount Hope is now Hamilton Airport. Navigation training in Ansons was fairly uneventful and ended with us receiving our Sergeants stripes and the coveted “O” brevet. (Known to all as the flying arsehole) The “O” brevet was soon to be replaced with brevets more appropriate to the trade of the wearer, ie “B” for Airbombers, “N” for Navigators, etc. Next it was back to Moncton for the return to the UK.
The return voyage was on the ‘Mauritania’ where there were only 50 sergeant aircrew who were to act as guards on the ship which was transporting a large number of American troops. O/c. Troops on the ship was a Royal Air Force Squadron Leader. To our amazement when the Americans boarded the ship they had no idea where they were going. Most seemed to think they were going to Iceland and when we told them Liverpool was our destination they could not believe it. We were asked where we picked up the convoy and when we told them we did not go in convoy this caused a great deal of consternation. All the troopships going back and forth between the UK and North America were too fast to be in convoys and fast zig zag runs were made across the Atlantic. It was very long odds against the likelihood of encountering a U Boat..
Having safely arrived in Liverpool our next temporary home was yet another ‘holding unit’.
[page break]
Chapter III. Flying Training Command.
This time it was the Grand Hotel in Harrogate overlooking the famous Valley Gardens.
The RAF had taken over both the Grand and Majestic Hotels. Sadly the Grand has now gone. I rcall our CO at the Grand was Squadron Leader L E G Ames the England cricketer. Time at Harrogate awaiting posting was filled by swimming, drill, the usual time filling lectures, etc. We did, of course, get what was known as disembarkation leave. I went home and whilst there my granddad, with whom I had always had a very close relationship, took ill and died at the age of 85 and I was very grateful that I had been able to talk to him and to attend the funeral.
Christmas was spent at Harrogate, there being a ban on service travel during the Christmas period. On, I believe, Boxing Day, Maxie Booth and myself were in Harrogate, fed up and far from home, when we were approached by a chap who asked if we were doing anything that night, to which we replied “No”. He then said he was having a small party at home that night and had two Air Ministry girls billeted wit6h his family and would we like to join them. We readily accepted and when we arrived at the party we found that one of the girls was Maxie’s cousin. Small world! Still at Harrogate on my birthday 2 February, now at the ripe old age of 20. My room mates contrived to get me very drunk. I will spare you the details.
After a short time we were posted to Kirkham, Lancs to yet another holding unit, for a couple of weeks and then onward to Penrhos, North Wales, 9(O) Advanced Flying Unit for bombing practice. We were using Ansons and 10lb practice bombs. In Canada the Ansons had hydraulic undercarriages but at Penrhos they were Mk1 Ansons and it was the Bombaimers job to wind up the undercarriage by hand. A hell
[page break]
of a lot of turns on the handle – not much fun.
Next move was to Llandwrog, Nr. Caernarvon for the Navigation part of the Course. Same aircraft flying on exercises mainly over the Irish Sea, N. Ireland, Isle of Man, etc. Llandwrog is now Caernarvon airport with an interesting small museum. [handwritten in margin] museum since closed [handwritten in margin]. Llandwrog was unusual in that the airfield and our living site were below sea level, a dyke between us and the Irish Sea. Because of this there was no piped water or drainage on our site and it was necessary to carry a ‘small pack’ and do our ablutions at the main domestic site which was above sea level. I, and a pal or two went into Caernarvon for a weekend in the Prince of Wales Hotel to get a bit of a civilised existence for a change. However our stay at Llandwrog was quite brief.
The 1st. March 1944 was very significant in that it marked the move from Flying Training Command to Bomber Command. 83 Operational Training Unit at Peplow in Shropshire. Never heard of Peplow? Neither had I, it is a few miles North of Wellington. [handwritten in margin] Peplow was formerly Childs Ercall – renamed to avoid conflict with High Ercall airfield, nearby, I understood. [handwritten in margin] We arrived by train at Peplow, in the dark, station ‘lit’ by semi blacked out gas lamps. Arriving at Peplow were Pilots, Navigators, Bombaimers, Wireless Operators and Gunners from different training establishments.
Somehow, the next day, we sorted ourselves out into crews of six, Pilot, Nav, Bombaimer, W/Op and two gunners and were ready to start the business of Operational flying as a bomber crew.. We had never met each other before but were to spend the next few months living together, flying together and relying on each other, and developing a unique comradeship..
Peplow was notable for several things. From our living site, the nearest Pub was five miles in any direction. Having twice walked in different directions to prove the
[page break]
mileage we quickly acquired pushbikes. At that time there were no sign posts. One night doing ‘circuits and bumps’ in a Wellington we were in the ’funnel’ on the approach to the runway, skipper put the flaps down and the aircraft started to make a turn to port which he could not control. He ordered me to pull up the flaps and he then regained control. We then climbed to a respectable height and skip asked me to lower the flaps. The same thing happened again, an uncontrollable turn to port and quickly losing height. Flaps pulled up and normal service resumed. Skip then got permission from Air Traffic to make a flapless landing which he managed without running out of runway. We taxied back to dispersal and on inspection found that when the flaps were lowered only the port side flaps came down. Apparently a tie rod between port and starboard must have come apart. Could have been nasty!
On a lighter note, when cycling back to camp from Wellington one night I had a problem with the lights on my bike and was stopped by P.C Plod and booked for riding a bike without lights. Fined 10 shillings.
Another incident clearly imprinted on my mind was one day in class we were being given a lecture on the dinghy radio. I had heard all about the dinghy radio so many times I could almost recite it. I was sitting on the back row in class and I put my head back against the wall and must have dropped off. Suddenly a piece of chalk hit the wall at the side of my head. I awoke with a start and the guy giving the lecture (A Flying Officer) said, “I suppose Sergeant, you know all about dinghy radio”. To which I foolishly replied “Yes Sir”. He then said “In that case you can come out and continue the lecture”. Even more foolishly I did.
When finished I was asked to stay behind to receive an almighty bollocking for being a smartarse.
Finally whilst at Peplow a young lady I met in Wellington gave me a red scarf for
[page break]
luck and after that my crew would never let me fly without it.
We were now getting down to the serious business of preparing for actual operations and on the 24.5.44 we were despatched on an actual operation which was known as a ‘nickel’ raid, leaflet dropping over France, a place called ‘Criel’. 4 hours 35 minutes airborne in a Wellington bomber.
[Where is chapter IV?]
Chapter V. No. 1 Group Bomber Command.
On the 26th. June we were on the move again, ever nearer to being on an operational Squadron in Bomber Command. This was to 1667 Conversion Unit at Sandtoft where we were to convert to four engine aircraft ‘Halifaxes’. These were Halifax II & V which were underpowered and notoriously unreliable and had been withdrawn from front line service. In fact Sandtoft was affectionately known as ‘Prangtoft’ because of the large number of flying accidents. One of my pals from Harrogate days, Harry Fryer, got the chop in a Halifax that crashed near Crowle.
So that I do not give any wrong ideas, let me say, the Halifax III with radial engines was a superb aircraft and equipped No. 4 Goup.
It was here at Sandtoft that we acquired the seventh member of our crew, a Flight Engineer, straight from RAF St. Athan and never having been airborne.
We obviously survived ‘Prangtoft’ and then moved on the 22 July to LFS (Lancaster Finishing School) at Hemswell, which supplied crews to No. 1 Group, Bomber Command, which was the largest main force group flying Lancasters. We were only two weeks at Hemswell, the sole object being to familiaise[sic] with the
[page break]
Queen of the skies, the LANCASTER. A beautiful aeroplane, very reliable, able to fly easily with two dead engines on one side, and to withstand considerable battle damage and still remain airborne.
Chapter VI. The Tour of Operations. 103 Squadron.
Now for the real thing. On the 10th August we joined 103 Squadron at Elsham Wolds, in North Lincolnshire.
At this point I should like to introduce our crew:
P/O George Knott. Pilot & Skipper.
F/Sgt. Ron Archer. Navigator.
F/Sgt. Bill Bailey. Bombaimer.
F/Sgt. Gus Leigh. Wireless Opeator.
F/Sgt. Wally Williams. Flight Engineer.
F/Sgt. Jock Greig. Midupper Gunner.
F/Sgt. Paddy Anderson. Rear Gunner.
After a bit more training we eventually embarked on our first operation on the 29th,. August. I now propose to go through our complete tour of Operations as recorded in my flying log book and other documents.
Before doing that perhaps I should give an insight into Squadron procedure. We were accommodated in nissen huts on dispersed sites in the vicinity of the airfield, two Crews to a hut. The huts were sleeping quarters only and were heated by a solid fuel stove in the centre. Bloody cold in the bleak Lincolnshire winter. The messes were on the main domestic site. Every morning (provided there was no call out in the night)
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it was to the mess for breakfast, check if there was an Order of Battle and if you were on it. If not, we made our way to the flight offices and section leaders. I would go to the Bombing Leader’s office where we would review the previous operation and look at target photographs. Releasing the bombs over the target also activated a camera which took line overlap pictures from the release point to impact on the ground.. We would then return to the mess to await the next orders or perhaps take an aircraft on air test, although after ‘D’ day this practice was discontinued because the aircraft were kept bombed up in a state readiness. Temporarily at least Bomber Command was being used in a close support role to assist the Armies in France.
When a Battle Order was issued, the nominated crews assembled in the briefing room at the appointed time and when everyone was present the doors were closed and guarded. On a large wall map of Europe in front of us was a red tape snaking across the map from Base to the designated target. The length of the tape dictated the reaction of the assembled company.
Pilots, Navigators and Bombaimers did their pre-flight planning prepared maps and charts ready to go. Each crew member received a small white bag into which he emptied his pockets of everything. The seven bags were then put into one larger bag and handed to the intelligence office until our return. We, in turn, were given our ‘escape kits’ and flying rations. The escape kit was for use in the event of being shot down and trying to evade capture and return to England. We also carried passport size photographs which might enable resistance workers in occupied countries to get us fake identity documents. Phrase cards, compass, maps and currency notes were also included. The flying rations issued were mainly chocolate bars (very valuable at that time) also ‘wakey wakey pills’, caffeine tablets to be taken on the skipper’s orders. All ready to go. Collect parachutes, get into the crew buses and be ferried out to the
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Dispersals A visual check round the aircraft and then climb aboard. Start engines when ordered, close bomb doors, complete preflight checks and taxi to the end of the runway. The airfield controller’s cabin was located at the side of the runway and on a green lamp from him, open the throttles and roll. We were on our way. The Lancaster had an all up weight for take-off of 66000 lbs and needed the full runway, into wind, for a safe take-off. The maximum bomb load on a standard Lancaster was 7 tons but operating at maximum range the bomb load would be reduced to about 5 tons to accommodate a maximum fuel load.
On return from operations, after landing and returning to dispersal, shut down engines, climb down and await transport back to the briefing room for interrogation by intelligence officers. Hot drinks and tot of rum available and back to the mess for the customary egg, bacon and chips..
At this time were confined to camp because of the possibility of being of being[sic] called for short notice operations.
THE TOUR OF OPERATIONS.
No. 1 29.8.44 Target – STETTIN.
Checked Battle Order to find our crew allocated to PM-N.
Briefing for night attack on the Baltic Port of Stettin. Bomb load mainly incendieries.[sic] The route took us across the North Sea, over Northern Denmark, S.W. Sweden and then due South into the target, bomb and turn West to cross Denmark and the North Sea back to base. The force consisted of 402 Lancasters and 1 Mosquito of 1,3,6,& 8 Groups. It was a very successful attack and 23 Lancasters were lost. We suffered no damage from anti-aircraft fire and saw no fighters. Whilst crossing Sweden there was
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a certain amount of what was called friendly flak, shells bursting at about 10,000 ft whilst we were flying at 18000 ft
This was my first sight of a target and something I shall never forget, smoke, flames, bombbursts, searchlights, anti-aircraft fire. It was also very tiring having been airborne for 9 hours 25 minutes and flown some 2000 miles.
Used full quota of ‘wakey wakey’ pills.
No. 2. 31.8.44. Target .Flying Bomb launch site. AGENVILLE France.
Daylight attack, Master Bomber controlled This was one of several targets to be attacked in Northern France. Seemed like a piece of cake after the long trip to Stettin. Not so! We were briefed to bomb from 10,000 ft on the Master Bomber’s instructions. On approaching the target area there was 10/10 cloud and the call from the Master Bomber went like this: “Main Force – descent to 8,000ft and bomb on red TI’s (Target indicators). – no opposition” We descended to 8,000ft and immediately we broke cloud there were shells bursting around us, Fortunately dead ahead was the target and I called for bomb doors open and started the bombing run.. At the appropriate point I pressed the bomb release and nothing happened. A quick look revealed no lights on the bombing panel. Whilst I was checking the main fuse the rear gunner was calling “We are on fire Skip – there is smoke streaming past me” The ‘smoke’ proved to be hydraulic fluid which was vaporising. We climbed back into cloud and assessed the situation. Whilst in cloud we experienced severe icing and with the pitot head frozen we lost instruments which meant skip had no way of knowing the attitude[?] of the aircraft and for the one and only time in my flying career, we were ordered to prepare to abandon aircraft and I put on my parachute pack. However we emerged from cloud and normal service was resumed. We had no
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electrics, no hydraulics, bomb doors open and a full load of bombs still on board Skip decided to head for base via a North Sea designated dropping zone where I could jettison the bombs safely. This was accompanied by going back along the fuselage and using a highly technical piece of kit, a piece of wire with a hook on the end, pushing it down through a hole about each bomb carrier and tripping the release mechanism.
Having got rid of the bombs it was back to base, crossing the coast at a spot where we should not have been and risking being shot at by friendly Ack Ack gunners. We arrived back at base some one and a half hours late. Now for the tricky bit. The undercarriage, in the absence of hydraulic fluid, had to be blown down by compressed air. This was an emergency procedure and could only be tried once, a now or never situation. Now we have to make a flapless landing and hope that the landing gear is locked down and does not collapse when we land. Not being able to use flaps means the landing speed is greater than normal and then we have no brakes. Skip made a super landing but once on the runway could only throttle back and wait for the aircraft to roll to a stop. This it did right at the end of the runway.
On inspection after return to dispersal it appeared that a shell or shells had burst very near to the bomb bay and shrapnel had severed hydraulic pipes and electric cables in the bomb bay. I should think we were very close to having been blown to bits. This trip was a little bit sobering to say the least. The aircraft resembled a pepper pot but luckily no one was injured.
No. 3 3.9.44 Target Eindhoven Airfield, Holland. Daylight Operation.
Allocated to PM-X (N having been severely damaged on our last sortie)
A straight forward attack on the airfield, one of six airfields in Southern Holland
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attacked by.675 aircraft a mixture of 348 Lancasters and 315 Halifaxes and 12 Mosquitoes, all very successful raids and only one Halifax lost.
This was my first experience of the ‘Oboe’ target marking system now used by Pathfinders flying Mosquitoes.. A very accurate system – the markers were right in the middle of the runway intersections. Very impressive.
No.4 5.9.44. Target – Defensive positions around LE HAVRE.
Aircraft allocated PM-W. Bomb load 15,000 lbs High Explosives. Daylight operation.
This attack was in support of Canadian troops who were demanding the surrender of the German garrison. The first phase of Lancasters orbited the target awaiting the outcome. This was negative and the attack took place. In clear visibility our riming point was 2000 yards in front of the Canadian troops and the area around the aiming point was completely destroyed.
No.5 10.9.44 Target – LE HAVRE again. Daylight operation.
Aircraft allocated PM-E Bomb load 15000 lbs High Explosive. Daylight operation. 992 aircraft attacked 8 difference German strongpoints only yards in front of Canadian troops. All were bombed accurately. No aircraft were lost.
No.6 12.9.44. Target FRANKFURT. Night operation.
Aircraft allocated PM-G. Bomb load 1 x 4000lb Cookie plus incendiaries.
This was an unusual operation in that we were one of several crews who were briefed to bomb 5 minutes ahead of main force, identifying the aiming point ourselves. The
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object was to occupy the defences whilst the pathfinders went in low to mark the aiming point for main force. Our route to target took us South into France, near Strasbourg and then a turn North East towards Frankfurt. Our navigator Ron at some point realised we were well off track because he was getting wrong positions due to distortion of the ‘Gee chain’, wither by jamming or almost out of range.
As well as being bombaimer I was also the H2S radar operator and so I switched this on to try to verify our position I managed to identify Mannheim on the screen and was then able, with Ron, to fix a course to the target. As we approached the target there were hundreds of searchlights but instead of combing the sky they were laid along the ground in the direction of our track. It took a few minutes to realise that what they were doing was putting a carpet of light on the ground so that any fighters above us would have us silhouetted against the light. Gunners be extra vigilant! I dropped the bombs and we headed for base without incident. Intelligence reports said it was a very successful attack.
No. 7 17.9.44 Target Ammunition Dump at THE HAGUE, Holland Daylight.
Aircraft allocated PM-B, Bomb load 15000lbs Gen. Purpose bombs.
This attack by 27 Lancasters of 103 Squadron only and was carried out without loss.
No. 8 24.9.44. Target CALAIS. Close support for the Army. Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
103 & 576 Squadrons were chosen to attack this target, gun emplacements, at low level (2000 ft) in the interests of accuracy. The weather was atrocious, almost as soon as we got off the runway we were in cloud. However we set course for Calais flying
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at around 1000 ft so as to keep the ground in view. As we approached the Channel the cloud lifted a bit and we were able to climb to 2000 ft but as we approached the target the cloud base lowered again and we had to descend again to 1000 ft for the bombing run. A we approached the aiming point, I was lying in the nose and could see everything on the ground. And being in the best position to see what was going on. could see where I thought the worst of the anti-aircraft fire, and indeed small arms fire was coming from.. I therefore ‘suggested’ to skip that when I say “bombs gone” you put her over hard to port and get down on the deck. Bugger the target photograph, we’ll have a picture of the sky! George did this and where we would have been if we had gone straight on whilst the camera operated, were shell bursts. We got out of that unscathed. Of the 27 aircraft that started that attack, one was lost, 8 landed away with various degrees of battle damage and of the remainder only 3 aircraft returned to base undamaged. “B” was one of them. As Ron recorded in his notes “Oppositions – everything”.
No. 9 26.9.44. Target Gunsites at Cap Gris Nez Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
This was a highly concentrated and successful attack with very little opposition. Obtained a very good aiming point photograph.
No. 10 27,9,44.
We were briefed to bomb in the Calais area again on 27th. Sept but this operation was aborted due to the bombsight being unserviceable.
This ended our operational career at 103 Squadron. Only two of our operations had been at night.
Ourselves and one other crew from ‘A’ flight were transferred to 166 Squadron at
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Kirmington, one of the three stations forming 13 Base, to form a new ‘A’ flight at 166.Squadron.
As a matter of interest, Kirmington is now South Humberside Airport. Before moving on to the next phase I should explain that operational aircrew were given six days leave every six weeks which will explain some of the gaps in the story.
Chapter VII. The Tour of Operations. 166 Squadron.
166 Squadron, Kirmington, Lincs.
When we arrived at Kirmington we were allocated a hut on a dispersed site in Brocklesby Wood, about as far as could be from the airfield. Primitive living arrangements, but not too far from the Sergeants Mess.
By now we were no longer confined to camp and “liberty buses” were run from camp to Grimsby and Scunthorpe. Most of us used to go to ‘Sunny Scunny’ where there was a cinema two well known pubs, The Bluebell and The Oswald, the latter became known as 1 Group Headquarters. This establishment had a large function room with a
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minutes after other aircraft had set course. We took part on second aiming point and catching up 20 minutes on round trip landed No.3 back at base.
No. 14 28.10.44 Target COLOGNE
Allocated aircraft AS-D Bomb Load 1 x 4000 lb Cookie plus incendiaries.
Daylight operation. 733 aircraft despatched to devastate residential areas in NW of the City There was heavy flak opposition and our aircraft suffered some minor damage A piece of shrapnel came through the Perspex dome in front of me whilst I was crouched over the bombsight It hit me on the shoulder on my parachute harness but did me no harm.
This was a very good operation as ordered.
No. 15 29.10.44. Target Gunsites at DOMBURG. Walcheren Island, Holland. Allocated aircraft AS-M Bomb Load 15000 lbs HE. Daylight attack. 6 aircraft from 166 squadron together with 19 others attacked 4 aiming points. All were accurately bombed. There was no opposition.
No. 16 30.10.44. Target COLOGNE, Night operation.
Allocated aircraft AS-K Bomb Load 1x4000lb Cookie plus 9000 lbs HE.
No. 1 Group was assigned to attack aiming point which was not successfully attacked on 28th. October. Over the target there was clear visibility, moderate flak opposition. This was considered to have been a very good attack.
It was on this operation, whilst we were on the bombing run an aircraft exploded ahead of us. At least I believe it was an aircraft although the Germans used a device which we called a “scarecrow”. This was a pyrotechnic device which exploded to
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simulate an exploding aircraft. Presumable meant to put the frighteners on us!
On the 31,.10.44 we were again briefed to attack Cologne but having climbed to operating height a crew check by the Skipper revealed that Paddy our rear gunner was unconscious in his turret. Gus, wireless op went back and pulled him from the turret and onto the rest bed in the centre of the aircraft. He fitted him up with a portable oxygen bottle and skip made the decision to abort and return to base where an ambulance was waiting to whisk paddy[sic] off to sick bay. Apparently the problem had been a trapped oxygen pipe in the turret. We had been airborne for 2hrs 15 mins.
To depart for the moment from the tour of operations, it was about this time when I developed at[sic] rash on my face which turned to a weeping eczema which meant that I could not shave and I had to report sick. The Doc took a look and said, “OK You’re grounded”. I replied “You can’t do that Doc, my crew will have to take a spare bombaimer and I shall have to complete my tour with other crews”. After pleading my case Doc agreed to allow me to continue flying provided each time before flying I reported to Sick Quarters and had a dressing put on my face so that I could wear my oxygen mask. The Doc was treating me with various creams which had little or no effect until one day the WAAF medical orderly who applied the treatment said to the Doc “Why don’t we try a starch poultice”. The Doc suggested that was an old wives remedy. However as nothing else had worked he agreed to let the Waaf[sic] give it a try. I know not where this young lady learned her skills because I gathered she was a hairdresser in civvie street, in Leicester, my home town. She applied the said poultice and the next day I reported back to sick quarters where she removed the poultice and whatever was clinging to it. I went back to our hut and very carefully shaved. The starch poultice had done the trick. I thought frostbite had probably caused the
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problem in the first place but I was to learn some months later the real cause which I shall reveal later in the story.
No. 17. 2.11.44. Target DUSSELDORF. Night operation.
Aircraft allocated AS-C. Bomb load 1 x 4000lb Cookie and 9000 lbs HE.
“C” Charlie was now to become our regular aircraft, for which we developed a great affection and a very special relationship with the ground crew.
992 aircraft attacked Dusseldorf of which 11 Halifaxes and 8 Lancasters were lost. It was a very heavy and concentrated attack with extensive damage and loss of life. This was the last major Bomber Command raid of the war on Dusseldorf.
At about his [this] time friendships were struck up. In my case I was returning from leave and whilst waiting for my train at Lincoln Station to Barnetby (where I had left my bike) I met a Waaf, also returning from leave and who was, surprise, surprise stationed at Kirmington. I asked how she was getting from Barnetby to Kirmington and she said she was walking. No prizes for guessing that she got back to Kirmington on the crossbar of my bike. (No it was not a ladies bike). We became good friends and she along with others, would be standing alongside the airfield controllers cabin at the end of the runway to wave us off on operations.
Also at about his [this] time George and Gus acquired friends from the Waaf personnel, one of whom was a telephonist and the other a R/T operator in the control tower. When returning from operations George would call up base as soon as he was able, to get instructions to join the circuit. First to call would get the 1000’ slot and first to land. The procedure then was to make a circuit of the airfield around the ‘drem’ system of lights, report on the downwind leg and again when turning into the funnels on the
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approach to the runway. We would then be given the OK to land or if there was a runway obstruction, go round again. I understand that word was passed to those who wished to know that “Knott’s crew were in the circuit.”
No. 18. 4.11.44. Target BOCHUM. Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus 9000lbs HE.
749 aircraft attacked this target. Unusually Halifaxes of 4 Group slightly out numbered Lancasters. 23 Halifaxes and 5 Lancasters were lost. No. 346 (Free French) Squadron, based at Elvington, lost 5 out of its 16 Halifaxes on the raid. Severe damage was caused to the centre of Bochum, particularly the important steelworks.
This was the last major raid by Bomber Command on this target
It was about at this on return from an operation, I felt the need of a stimulant and so, instead of giving my tot of rum to Jock, I put it into my ovaltine, which curdled and I ended up with something resembling soup and a chastising from Jock for wasting ‘valuable rum’.
No. 19. 11.11.44. Target DORTMUND Oil Plant. Night operation.
“C” Charlie. Bomb load, 1 x 4000lb Cookie plus 9000lb HE.
.209 Lancasters, all 1 Group, plus 19 Mosquitoes from 8 Group (Pathfinders) attacked this target. The aiming point was a synthetic oil plant. A local report confirmed that the plant was severely damaged. No aircraft were lost.
No. 20 21.11.44. Minelaying Operations in OSLO FJORD Norway.
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Aircraft AS-E. Bomb load 6 x 1800 lb Accoustic[sic] and Magnetic Mines.
Six Lancasters from 166 Squadron and 6 from 103 Squadron detailed to plant ‘vegetables’ in Oslo Fjord. AS-E to mine a channel half a mile wide, between an island and the mainland. This was to catch U Boats based in the harbour at MANNS. The attack was carried out at low level and required a very accurate bombing run.. It was a major sin to drop mines on land as they were classified Secret This was a highly successful operation with no opposition and no aircraft lost. Time airborne 6hrs 45mins
No. 21. 27.11.44. Target “FREIBURG” S.W. Germany. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
Freiburg was not an industrial town and had not been bombed by the RAF before. However. No. 1 Group 341 Lancasters, which was maximum effort for the Group, plus 10 Mosquitoes from 8 Group, were called upon to support the French Army in the Strasbourg sector. It is believed the Freiburg was full of German troops. The target was accurately marked using the ‘OBOE’ technique from caravans based in France. 1900 tons of bombs were dropped on the target from 12000 ft in the space of 25 minutes. Casualties on the ground were extremely high. There was little opposition and only one aircraft was lost…
On this operation we carried a second pilot as a prelude to his first operation. He Was Charles Martin, a New Zealander and he and his crew were to claim “C” Charlie as their own when Knott’s crew had finished their tour. Martin’s wireless operator was Jim Wright, who now runs 166 Squadron Association and is the author of “On Wings of War”, the history of 166 Squadron.
This crew completed their tour on “C” Charlie and the aircraft survived the war.
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No. 22. 29.11.44. Target DORTMUND. Daylight operation,
“C” Charlie. 1 x 4000lb Cookie plus 9000 lbs HE.
This was no ordinary operation, 294 Lancasters from 1 Group plus the usual quota of Mosquitoes from 8 Group. At briefing we were told that as Bomber Command had been venturing into Germany and particularly Happy Valley in daylight, and, unlike the Americans, had not been attacked by large numbers of fighters, there was concern that because of our techniques in Bomber Command, each aircraft making its own way to the target in the Bomber stream, we might be very vulnerable to fighter attack. We could not possibly adopt the American system of flying in mass formations and do some boffin somewhere had come up with the ‘brilliant’ idea that we should indulge in gaggle flying. No practice, mind, just – this what you do chaps – get on with it.. The idea was that 3 Lancasters would have their tail fins painted bright yellow and would be the leading ‘Vic’ formation. All other aircraft would take off, find another squadron aircraft and formate on it. Each pair would then pack in together behind the leading ‘vic’ and the lead Navigator would do the navigating with the rest of the force following. The route on the flight plan took us across Belgium crossed the Rhine between Duisburg and Dusseldorf then passing Wuppertal and North East into the target area. All went well until we were approaching the Rhine when the lead navigator realised we were two minutes early. It was important not to be early or we would arrive on target before the pathfinders had done their job. The technique for losing two minutes was to do a two minute ‘dog-leg’. When ordered by the lead nav, this involved doing a 45 degrees starboard turn, two minutes flying, 90 degree port turn, 2 minutes flying, 45 degree starboard turn and we were then back on track.
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Unfortunately the apex of the dog-leg took us directly over Dusseldorf, a town which was very heavily defended. All the flak in the world came up, especially among the three lead aircraft and suddenly there were Lancs going in all directions. I actually saw a collision between two aircraft which both spiralled earthwards. Once clear of this shambles we found we were now in the lead and so we continued to the target and there being no markers down, apparently due to bad weather, I followed standard instructions and bombed what I could see. We had suffered slight flak damage but nothing to affect “C” Charlies[sic] flying capabilities and we arrived back at base 5 hours 35 mins after take-off. Six Lancasters were lost.
This was our one and only experience of ‘gaggle flying’.
No. 23. 4.12.44. Target KARLSRUHE. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
The railway marshalling yards were attacked by 535 aircraft. Marking and bombing were accurate and severe damage was caused. A machine tool factory was also destroyed. 1 Lancaster and 1 Mosquito were lost.
No. 24. 6.12.44. Target Synthetic Oil Plants “MERSEBERG LEUNA” Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000 lb Cookie 6000 lbs mixed HE.
475 Lancasters and 12 Mosquitoes were called upon to destroy Germany’s largest synthetic oil plant following numerous ineffective raids by the U.S. Air Force. This was the first major attack on an oil target in Eastern Germany and was some 500 miles from the bomber bases in England. “C” Charlie and crew were detailed to support pathfinder force (We were now considered to be an experienced crew). This meant we were to attack six minutes before main force. Weather conditions were
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very poor and marking was scarce and it was thought the attack was not very effective. However, post raid photographs showed that considerable damage had been caused to the synthetic oil plant and it was later revealed that the plant manager reported that the attack put the plant out of action and the second attack on 14.1.45 was not really necessary. 5 Lancasters were lost.
No.25. 12.12.44. Target ESSEN. Night attack.
“C” Charlie. Bomb load 1 x 4000lb Cookie 10000 lbs HE bombs.
This was the last heavy night raid on Essen by 540 aircraft of Bomber Command. Even the Germans paid tribute to the accuracy of the bomb pattern on this raid which was thanks to “OBOE” marking by pathfinder Mosquitoes.
6 Lancasters lost.
No. 26. 13.12.44. Target Seamining [?] KATTEGAT. Night operation.
“C” Charlie. Bomb load. 6 x 1800 lbs mines.
6 aircraft from 166 Squadron and 6 from 103 Squadron were detailed to lay mines in the Kattegat. This force took off in poor visibility but over the dropping zone the weather was good. On this occasion the mines were to be dropped using the blind bombing technique. I was to use the H2S radar which was a ground mapping radar. The dropping point was a bearing and distance from an identifiable point on the coast which gave a good return on the radar. On reaching the dropping point the pilot had to steer a pre-determined course and I had to release the mines at say, one minute intervals. The H2S screen was photographed so that the intelligence bods back at base could check that the mi8nes had been put down in the right place. In this case – spot on!! We then received a signal from base informing that the weather had
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clamped and we were diverted to Lossiemouth. We landed at Lossie having been airborne for 5 hrs 45 mins. At Lossie we were given beds and of course food, with the intention of returning to Kirmington the following morning.
The next morning we were given the Ok to return to Kirmington and went out to the aircraft. One engine failed to start and a faulty starter motor was diagnosed. A replacement was to be flown up from Kirmington. There we were dressed in flying kit with no money or toilet requisites and not knowing when the aircraft would be serviceable It certainly would not be today. We managed to secure a bit of cash from accounts and towels, etc from stores. That night Jock and I decided to go out on the town breaking all the rules about being out in public improperly dressed. However we got away with it. On the 17yth. “C” Charlie was serviceable and we were permitted to return to Kirmington. When we joined the circuit we could see Flying Fortresses on our dispersals having been diverted in the day before. The weather was certainly bad in the winter of 44/45.. The Americans crews allowed us to look over their Fortresses and we in turn invited them to look at our Lancaster. Their main interest centred on the Lancaster’s enormous bomb bay compared with their own.
21/12/44/ Seamining BALTIC Night operation.
Aircraft AS-H. Bomb load. 5 x 1800 lb mines.
This operation was aborted shortly after take-off due to the unserviceability of the H2S which was essential for the accurate laying of the mines. The visibility at base was very poor and we were given permission for one attempt at landing and if unsuccessful we were to divert to Carnaby in Yorkshire which was one of three diversion airfields with very long runways and overshoot facilities. We therefore
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jettisoned fuel to reduce the landing weight and made the approach. The airfield controller was firing white Very lights into the air over the end of the runway to guide us. We crept in over trees in Brocklesby Wood, trees which had claimed other Lancasters coming in too low, and made a perfect wheeled landing. It does not bear thinking about what would have happened if the undercarriage had collapsed, we were sitting on top of 9000 lbs of High Explosive. Good work skipper! Did not count as an operation.
The Squadron had a stand down at Christmas and on Christmas Day there was much merriment and a fair amount of booze put away and we went to bed a bit the worse for wear. It was therefore a bit upsetting to be got out of bed at 3am on Boxing Day morning, sent for an Ops meal and told to report for briefing at some unearthly hour. So to operation No. 27.
No. 27.. 26.12.44. Target “ST-VITH” Daylight operation.
Aircraft ‘B’. Bomb load 1 x 4000lb Cookie and 10000lbs HE.
“The Battle of the Bulge”, the German offensive in the Ardennes was in progress. A large force from Bomber Command was called upon to support the American 1st. Army trying to stem the German advances in the Ardennes. The attack was concentrated on the town of St. Vith where the Germans were unloading panzers to join the battle.
The whole of Lincolnshire was blanketed in fog with ground visibility of only a few yards. After briefing we went out to the aircraft, climbed aboard and waited for the time to start engines. Just before time there were white Very Cartridges fired from the
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control tower which indicated the operation was scrubbed. We returned to the mess and were given a new time to go out to the aircraft. Another flying meal.
We went out to the aircraft again and had a repeat performance. Third time lucky, we sat in the aircraft and although there was still dense fog, time came to start engines. This time no scrub. A marshall appeared in front of the aircraft with tow torches signalling us to start taxying and we were guided to the end of the runway. A glimmer of a green from the airfield controller and we turned onto the runway, lined up, set the gyro compass and we roared off down the runway at 1.15pm. Airborne and climbing we came out of the fog at about 200 ft and it was just like flying above cloud. We set course according to our flight plan and visibility across France and Belgium was first class. No cloud and snow on the ground. We did not really need navigation aids, I was able to map read all the way to the target. Approaching the target area there were a few anti aircraft shell bursts and it was apparent the Germans had advanced quite a long way. We bombed from 10000ft and the bombing was very concentrated and accurate. In fact it was reported that 80% of the attacking aircraft obtained aiming point photographs.
It was now time to concern ourselves with the return to Kirmington. The fog was still there and the only 1 Group airfield open was Binbrook, high up on the Lincolnshire Wolds, which stuck out of the fog like an island. The whole of 1 Group landed at Binbrook. There were Lancasters parked everywhere. Whilst we were in the circuit awaiting our turn to land, I was looking out of the window and noticed a hole in the wing between the two starboard engines. When we had landed and shut down the engines, we went to look at the hole. On top of the wing it was very neat but on the underside there was jagged aluminium hanging down around the hole. Obviously a shell had gone up and passed through the wing on its way down, without exploding.
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An airframe fitter looked at the damage and said the aircraft was grounded. This meant that after interrogation we were allowed to return to Kirmington by bus and proceed on leave.
Our next operation was not until 5.1.45 but some of us returned early from leave to attend a New Year party in the WAAF mess which was actually situated in Kirmington Village.
No.28. 5.1.45. Target HANOVER Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus incendiaries.
325 Aircraft of Nos. 1 and 5 Groups were briefed for the second of a two pronged attack on Hanover.
Nos. 4 and 6 Groups had bombed the target two hours earlier with bomb loads of mainly incendiaries. When we crossed the Dutch coast, the fires could be seem[sic] from at least 100 miles away. Our track took us towards Bremen and was meant to mislead the enemy into believing that was our target. However we did a starboard turn short of Bremen and ran into Hanover from the North. The target was well bombed and rail yards put out of action. I don’t know what we did right but “C” Charlie arrived back at base 4 minutes before anyone else.
No. 29. 6.1.45. Seamining. STETTIN Bay. Night operation.
Aircraft AS-D. Bomb Load 6 x 1500lb Mines.
Knott and crew started their third and final gardening trip (As seamining was known) 48 aircraft of Bomber Command were detailed to plant ‘vegetables’ in the entrance to Stettin Harbour and other local areas. The enemy was able to pick up the force 100 miles North East of Cromer because bad weather condition forced us to fly at 15000
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ft to the target instead of the usual 2000ft,. As a result of this early warning enemy fighters were waiting and the target area was well illuminated by fighter flares. It was believed that the enemy thought this was a major attack on Berlin developing. Knott and crew dropped their vegetables in the allotted area, securing a good H2S photograph and again returned to base first.
No. 30. 14.1.45. Target MERSEBERG LEUNA (Again) Night operation.
“C” Charlie. Bomb load 1 x 4000 lb Cookie plus 5500 lbs HE.
200 Aircraft attacked this target to finish off the job started on 6th December. A very successful attack.
No. 31. 16.1.45. Target Oil refinery ZEITZ Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus 6000 lbs GP Bombs.
This was the one we had been waiting for, our last operation. We went into briefing and were told by the intelligence officer that although we were being briefed the operation might be cancelled because a large force of Amercan[sic] Fortresses and Liberators had been to the target earlier in the day and a photo recce Mosquito had gone out to photograph the target and assess the results. Before the end of briefing it was confirmed that that[sic] the Americans had missed and our operation was on. At 1720 on the 16th January we took off on this operation. Over the target there were hundreds of searchlights, the markers were in the right place and we completed our bombing run. The target was well ablaze and there were massive explosions. At one point Paddy called out “We’re coned skip” meaning we were caught by searchlights.
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It was briefly very light in the cabin but the light was caused, not by searchlights but by the explosions from the target.
Of the 328 Lancasters that attacked the target, 10 were lost.
When we returned to base all of our ground crew, including one guy who had returned early from leave, were there to welcome us and join in a little celebration.
George Knott was awarded an immediate Distinguished Flying Cross, said to be a crew award for completing a tour of operations.
All seven of us were posted from Kirmington, on indefinite leave to await our next assignments.
Apart from activities in the Officers and Sergeants Messes, and trips into Scunthorpe where the “Oswald” was the central drinking point, the main point of activity was the pub in Kirmington village. The “Marrow Bone & Cleaver” or the “Chopper” as it was known, was the meeting place for all ranks. The pub is now a shrine to the Squadron, there is a memorial in the village, lovingly cared for by the villagers’ and memorial plaques in the terminal building at Humberside Airport.
There is also a stained glass window in Kirmington Church.
I have mentioned our off base activities but, of course, a lot of time was spent in the Mess and the radio was our main contact with the outside world. I think the most popular program was the AFN (American Forces Network). They had a program which I believe was called the “dufflebag program”. Glen Miller and all the big [inserted in margin] this sentence needs a verb! [/inserted in margin] bands of the day. The song “I’ll walk alone” was very popular and was recorded by several singers. The British one was Anne Shelton, an American whose name escapes me and another American called Lily Ann Carroll (Not sure about the spelling of that name). This girl had a peculiar voice but it had something about it.
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Since the war I have not been able to find anyone who ever heard of her but I did hear the record placed on one of the archives programs on BBC, two or three years ago. If anyone knows of Lily Ann Carroll I would love to know.
I can’t remember where it was but on one occasion when we were out together as a crew, someone asked what the “B” meant on my brevet. Quick as a flash Paddy jumped in “It means Big Bill Bailey the bastard Bombaimer”.
The completion of our tour of operations was of special relief to Gus Leigh, our wireless operator who incidentally had a few weeks earlier had[sic] been commissioned as Pilot Officer. Gus was married and his wife Enid was pregnant and lived in Kent. George our skipper had relatives who lived near Thorne which was quite near to Sandtoft and not really too far from Elsham and Kirmington so it was arranged that Enid would come to stay with George’s relatives and Gus would be able to see her fairly regularly. As we approached the end of our tour you can appreciate the tension. I was to hear later that after we had left Kirmington, Enid had a son and then suffered a massive haemorrhage and died. What irony, a baby that so easily could have been fatherless was now motherless.
Before leaving the scene of operations, so to speak, I would like to clear up one or two points.
I have often been asked the question, were you frightened? I can only speak for myself and maybe my crew. I don’t think ‘frightened’ was the right word, apprehensive, maybe but except for a very few, I believe all aircrew believed in their own immortality. It was always going to be the other guy who got the chop, never yourself. Had this not been the case then we would never have got into a Lancaster.
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Ron Archer used to tell me he thought we were the luckiest crew in Bomber Command.
There were, of course, a very few aircrew who lost their nerve and refused to fly. All aircrew were volunteers and could not be compelled to fly but if that became the case then they would be sent LMF (Lack of moral fibre) and would lose their flying badge and be reduced to the ranks.
Much has been said and written in recent years about the activities of Bomber Command and in particular our Commander in Chief, “Bomber” Harris. I believed then, and still believe that what was done was right. I did not bomb Dresden, but had I been ordered to do so, I would not have given it a second thought.
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Chapter VIII. Lossiemouth.
I was at home in Wigston, Leicestershire and my 21st birthday, the 2nd February was fast approaching. Parents and friends were trying to organise a party, meagre rations, permitting. They need not have worried because I received instructions to proceed immediately to 20 OUT Lossiemouth, At 9.30 pm the eve of my birthday I caught a train from South Wigston station to Rugby and then onto a train bound for Scotland. I arrived at Lossiemouth at 11pm and following day. What a way to spend a 21st birthday!
The next day having completed arrival procedures I duly reported to the Bombing Leader for duty. At the same time I discovered that George Knott had also been posted to Lossiemouth as a screened pilot. I flew with him ocassionally[sic] when he needed some ballast in the rear turret when doing an air test.
The role of 20 OUT was to train Free French Aircrew, again flying Wellingtons and my job was to fly with them on bombing exercises to check that they were using correct procedures. I used to say, “Patter in English please”, which was alright until they got a bit excited and lapsed into French. Bombing took place on Kingston Bombing Range, on the coast East of Lossiemouth. One of my other jobs was to plot the bombs on a chart using co-ordinates given by observers at quadrant points on the
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range. These were phoned through to the bomb plotting office. The student bombaimer then came to the office to see the results of his aiming efforts. 10 lb smoke bo9mbs were used for daylight bombing and 10 lb flash bombs for night bombing. In the summer at Lossie, night flying was almost impossible due to the short night in those Northern parts. It was quite common to take off after sunset and then see the sun set again.
After a few weeks I was attached from 20 OUT to 91 Group Airbomber instructors school at Moreton in Marsh for 3 weeks before becoming an official instructor. I returned to 20 OUT and shortly afterwards was again sent off on a course, this time to the Bomber Command Analysis School at Worksop. Here I became an alleged expert on the Mark XIV Bomsight.[sic] This was a gyro stabilised bombsight [sic] which was a tactical bombsight [sic] rather than a precision bombsight.[sic] It consisted of a computor[sic] box and a sighting head and obtained information of airspeed, height, temperature and course from aircraft instruments plus one or two manual settings and converted this information into a sighting angle. The only piece of vital information to be added was the wind speed and direction which had to be calculated by the Navigator. The bombaimer was then able to do a bombing run without the necessity of flying straight and level.. It took account of climbing, a shallow dive and banking. The sequence of events when bombing was, when the bomb release (hereafter called the ‘tit’ [)]was pressed several things happened, the bombs started to be released in the order set on the automatic bomb distributor, so that they were dropped in a ‘stick’. The photoflash was released, the camera started to operate and as the bombs reached the point of impact almost immediately beneath the aircraft, the photographs were taken. Having used this equipment for the whole of my tour of operations I can vouch for its performance. The Americans had their much vaunted Norden and Sperry Bombsights [sic]
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which were claimed to be very accurate but required the aircraft to maintain a straight and level flight path for an unacceptable time against heavily defended targets. The Mk XIV was so good that the Americans adopted it for their own aircraft and called it the T1 Bombsight. Many T1’s were used by the RAF in lieu of the MkXIV. A matter of production I guess.
On my return from Worksop, with glowing reports from my two courses, the Bombing Leader said “OK Flight Sergeant you had better apply for a commission.” This I did and after going through all the procedures was commissioned in the rank of Pilot Officer (198592) on the 5th June, 1945.
Of course ‘VE’ Day took place on the 5th May after which it was only a matter of time before the OTU’s were run down and in the case of Lossiemouth this was to be sooner rather than later. The Wellingtons were all flown down to Hawarden in Cheshire for eventual disposal, I must record one tragic incident which happened whilst I was at Lossiemouth. One Sunday morning a Wellington took off on air test and lost an engine on take-off and the pilot was obviously trying to make a crash landing on the beach to the East of Seatown. He didn’t make it and crashed on top of a small block of maisonettes killing most of the inhabitants who were still in bed. A tragic accident!
The question now arose as to where next we would all go. We were given the option of being made redundant aircrew, going to another OTU or going back to an operational Squadron. My problem was solved for me, ‘Johnnie’ Johnson, ‘A’ Flight Commander, came into the plotting office and said “I’m going back on ops, I want a bombaimer”. Thus I joined his crew and other instructors made up a full crew with the exception of a flight engineer, all having done a first tour. Johnnie had to revert
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from his Squadron Leader rank to Flight Lieutenant. All the other members of the crew were officers.
Chapter IX Tiger Force.
On the 6th. July we went to 1654 Conversion Unit at Wigsley, were not wanted there and were sent to 1660 Conversion Unit at Swinderby. It was necessary to do a conversion course becaused[sic] Johnnie had done his first tour on Halifaxes and needed to convert to Lancasters. We also picked up a Flight Engineer who was actually a newly trained pilot, who had also done a flight engineers course, there now being a surplus of pilots. He happened to be a lad I knew from my ATC days.
We were now part of “Tiger Force” which was 5 Group renamed and we were to fly the Lancasters out to Okinawa to join in the attack on Japan. The Lancasters would shortly be replaced by the new Lincoln bombers which were bigger, more powerful and had a longer range.
We commenced our training, for my part I had to familiarise myself with ‘Loran’ which was a long range Gee for use in the Pacific. I did say earlier in the story that I would tell you about my ‘rash’. At Swinderby I had a recurrence and immediately reported sick. The Doc took a look at me and said “Oh! We know what that is, it is oxygen mask dermatitis, when you sweat your skin is allergic to rubber. We will make you a fabric mask. Problem solved. The new mask was not needed, however,
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because the war ended and with it my flying career.
VJ Day was a wild affair, In the “Halfway House” pub at Swinderby my brand new officer’s cap was filled with beer when I left it on a stool.
In a final salute to the mighty Lancaster, Swinderby had an open day to celebrate the end of the war and the Chief Flying Instructor, the second on three, the third on two and finally the fourth on one engine. What an aeroplane! What a pilot!
Chapter X The last chapter.
There followed a strange period. First to Acaster Malbis, nr York where all redundant Aircrew handed in their flying kit. Then to Blyton, Nr. Gainsborough where we were given a choice of alternative traded. Seldom did anyone get their first choice and I was chosen to become an Equipment Officer and after a brief spell at Wickenby was posted to the Equipment Officers School at RAF Bicester. A four week course and I was meant to be a fully qualified equipment officer. I was posted to Scampton but not needed there and so was posted on to RAF Cosford where I was put in charge of the technical stores. The Chief Equipment Officer was fairly elderly Wing Commander who took me under his wing and kept a fatherly eye on me. The Royal Air Force was beginning to return to peacetime status and Wingco[sic] warned me that it was probably not a good idea to fraternize with my ex Aircrew NCO’s in the “Shrewsbury Arms”. If you must, get on your bikes and go further afield, was his advice.
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One Monday morning I was called up to the WingCo’s office to be asked “Where is F/Sgt. Brown (Not his real name) this morning”. “I don’t know sir” I replied. “Well I will tell you” he said. “He is under arrest at Shifnal Police Station”
This particular ex Aircrew NCO lived in a village quite near to Cosford and had permission to ‘live out’. It transpired that almost everyone in his village had new curtains made from RAF bunting and quite a few people were wearing RAF or Waaf shoes. I was ordered to do a stock check on my section and for his part he was charged by the Civil Police and at Shifnal Magistrates Court received little more than a slap on the wrist. No doubt his war service stood him in good stead. Because he had been dealt with by the Civil Courts he could not be charged and Court Martialled by the RAF and all that happened was that he was posted away from Cosford and released early into civvie street.
At the time, lots of POW’s were passing through Cosford on their way from POW Camps in Europe to their homes.
Monthly “Dining In” nights were also resumed in the Officers Mess. Due to officers leaving the station or being demobbed, at every “Dining In” we were “Dining Out” those departing., always ending in a wild party. I remember one night which was extremely boisterous ending with Bar Rugby, footprints on the ceiling, the lot. I had better leave to the imagination how the footprints on the ceiling were achieved. That night I went to bed at about 3 am and when I went in to breakfast the following morning the mess was immaculate. The staff had obviously been up all night cleaning up.
On the 4th. November 1946 I received my final posting from Cosford to Headquarters Technical Training Command, at Brampton Nr. Huntingdon to be Unit Equipment
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Officer. The Headquarters Unit consisted of a Squadron Leader C.O., a Flight Lieutenant Accountant Officer, a Flight Lt. Equipment Officer and their staffs. I had a hairy old Sergeant Equipment Assistant who I believe was a regular airman and probably looked upon me as not a real Equipment Officer. However, his knowledge and experience were invaluable.
I enquired as to the whereabouts of my predecessor to be told that he had already gone having been posted abroad. There was, therefore, no handover of inventories. The next surprise was even greater, I was told that I also had RAF Kimbolton to finish closing down. I took myself to Kimbolton to find a ‘care and maintenance party’ of three airmen and one Waaf. Two were out on the airfield shooting rabbits and the other two were dealing with some paperwork. The entire camp had been almost cleared, barrack equipment to a storage/disposal site, fuel to other sites and/or the homes of the local population. Legend had it that a grand piano from the Sergeants Mess had gone astray. One day a Provost Squadron Leader came into my office and said: “Bailey, I want you to come with me to St. Neots Police Station to identify some rolls of linoleum which they have recovered from a farmer”. We went to St. Neots and a police sergeant showed us several rolls of obvious Air Ministry linoleum standing in a cell. I examined the rolls and could find no AM marks so I told the Provost that I could say the rolls ere exactly similar to AM Lino but I could not positively identify them as AM property. The provost told the police sergeant to give the lino back to the farmer. Heaven only knows how many houses had their floors covered in Air Ministry lino in the Kimbolton area. No doubt this sort of thing was happening all over the country. The politicians were so anxious to get servicemen back into civvies street that establishments were seriously undermanned.
When I, a mere Flying Officer, did the final paperwork for RAF Kimbolton I raised a
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write off document well in excess of £1 million at 1947 prices and this only involved equipment known to be missing.
With regard to Brampton itself, the winter of 46/47 was extremely severe with heavy snowfalls. Even the rail line between Huntingdon and Kettering was blocked. When the snow thawed there was severe flooding. One weekend I went home and returned to Camp on Sunday afternoon to find that the previous night there had been a severe storm with gale force winds and Brampton was a scene of devastation. Trees had been blown down crushing nissen huts. The camp was flooded and the sewage system was completely useless. The following morning I located a stock of portable loos (Thunder boxes so called). A four wheel drive vehicle was despatched through the flood waters surrounding Huntingdon, to RAF Upwood to collect these things. Things gradually returned to something like normal but it was a terrible time. The Officers Mess at Brampton was in the large house in Brampton Park and the Headquarters Staff from the C in C Technical Training Command down, were housed in Offices adjacent to Brampton Grange. There were far more senior officers at Brampton than junior officers because of the very nature of the place.
The PMC of the mess was a Group Captain and one day he came to me and said “Bailey, we are going to have a Dining In and I thought it would be nice if we could have some proper RAF crested crockery and cutlery”. I informed the PMC that these items were not on issue whereupon he suggested that I use my initiative.
It just so happened that whilst I was a[sic] Cosford I learned that in the Barrack Stores the very things I was being asked to get were in store, having been there throughout the War. I spoke with the Wing Commander, my former boss, who
agreed to release a quantity of crockery, etc. I informed the PMC of my success and he arranged for a De Havilland Rapide aircraft from our communications flight at nearby Wyton to take
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me to Cosford to collect the two heavy chests of crocks. I am sure the Rapide was overloaded on the flight back to Wyton but the mission was accomplished and the PMC was able to show off his ‘posh’ tableware at the next Dining In.
I was shortly to have to make a major decision, the date was fast approaching for my release back into civilian life, I had agreed to serve six months beyond my release date and had made an application for an extended service commission which would have kept me in the Royal Air Force for at least another six years. However my civilian employers became aware that I had done the extra six months and were not amused. I, despite having access to ‘P’ staff at Brampton could not get a decision from Air Ministry and I made the decision to leave the service.
On 1st. April, how significant a date, I headed off to Kirkham in Lancashire to collect my demob suit. A very sad day.
This is the end of the ‘dream’ but not quite the end of my love affair with the Royal Air Force. But that, as they say, is another story ……
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Two photographs in RAF uniform; one in 1942 aged 18 and the other in 1945 aged 21.
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Dublin Core
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Title
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Was it all a Dream
The memoirs of Wartime Bomb Aimer Bill Bailey
Description
An account of the resource
Bill Bailey's wartime memoirs, from enlistment, training in UK and Canada and detail of each of 31 operation in Bomber Command. After completion of his tour he was transferred to Lossiemouth to train Free French aircrew. After successful progress he was offered a commission. Later he trained for Tiger Force ops at RAF Wigsley and Swinderby. When the Force was cancelled he became an Equipment Officer at Bicester then Cosford, Brampton and Kimbolton.
Creator
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Bill Bailey
Format
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45 typewritten sheets and two b/w photographs
Language
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eng
Type
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Text
Text. Memoir
Photograph
Identifier
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BBaileyJDBaileyJDv1
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
Free French Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Norway
Poland
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
England--Birmingham
England--Devon
England--Leicestershire
England--Lincolnshire
England--London
England--Yorkshire
France--Domléger-Longvillers
France--Ardennes
France--Calais
France--Cap Gris Nez
France--Le Havre
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Freiburg im Breisgau
Germany--Hannover
Germany--Karlsruhe
Germany--Leipzig
Manitoba--Carberry
Netherlands--Domburg
Netherlands--Eindhoven
New Brunswick--Moncton
Norway--Oslo
Nova Scotia--Halifax
Ontario--Hamilton
Ontario--Picton
Poland--Szczecin
Netherlands--Hague
France
Ontario
New Brunswick
Nova Scotia
Netherlands
Germany--Ruhr (Region)
England--Warwickshire
Manitoba
Publisher
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IBCC Digital Archive
Contributor
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Sue Smith
David Bloomfield
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1 Group
103 Squadron
166 Squadron
1660 HCU
1667 HCU
4 Group
5 Group
576 Squadron
8 Group
83 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
B-17
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
briefing
Distinguished Flying Cross
flight engineer
Gee
ground personnel
H2S
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
lack of moral fibre
Lancaster
Lancaster Finishing School
Lincoln
Lysander
Master Bomber
medical officer
memorial
mid-air collision
military living conditions
military service conditions
mine laying
Mosquito
Oboe
Operational Training Unit
Pathfinders
perception of bombing war
prisoner of war
promotion
RAF Acaster Malbis
RAF Bicester
RAF Binbrook
RAF Blyton
RAF Brampton
RAF Cosford
RAF Elsham Wolds
RAF Hawarden
RAF Hemswell
RAF Kimbolton
RAF Kirmington
RAF Llandwrog
RAF Lossiemouth
RAF Moreton in the Marsh
RAF Paignton
RAF Penrhos
RAF Peplow
RAF Sandtoft
RAF Scampton
RAF St Athan
RAF Swinderby
RAF Worksop
RAF Wyton
Scarecrow
searchlight
superstition
Tiger force
training
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/119/2485/MThomasWH152984-150721-01.1.pdf
6e05ffb1f503d2bba606b04b23c36c98
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WILLIAM HEDLEY THOMAS (AGE 93)
My first interest in the RAF came in 1938 while I was a pupil at Redruth Grammar School in Cornwall, when a flight of the Air Defence Cadet Corps was formed there and I became a member. I am sure its formation occurred because Mr Weatherall our Headmaster had been a fighter pilot in the First World War which really instIlled interest in those of us aged 16 and above. I remained a member of ADCC until August 1939 when I left school for employment.
When the Air Training Corps was formed in 1941 I joined the flight which was formed in Redruth where we had the usual instruction in Morse code, and navigation, shooting and of course drill (dreaded drill). We were fortunate to have visits to RAF Portreath aerodrome and that is where I had my first flight, in a Miles Magister. It was great!
I volunteered and was accepted for aircrew training in August 1941 and placed on deferred service and continued as a member of the ATC, reaching for the dizzy height of Sergeant! While awaiting my call-up to the RAF I had to register for National Service but informed the officials that I was already a member of the RAF and gave them my service number. Two or three weeks later I had call-up papers from the Army! I called the registration office and they said no problem we will sort it. However after another week I had a forceful letter from the Army telling me to report to depot or other, by such and such a date or they come and fetch me! Panic!
Fortunately we had a family friend who was an Army officer in the First World War and he contacted the Army on the phone using language I was not then used to and I heard no more!
So eventually, in February 1942 I was called up by the RAF and went to the aircrew reception centre in London. I reported, as so many had done, to Lord’s cricket ground for registration. We were provided with a uniform (which was tailored to fit) and received the first batch of injections. We were billeted in what had been serviced apartments in Prince Albert Road, quite close to Regents Park zoo. Here we had various lectures, a lot of drill and endured an extremely cold London.
Then came our posting to Initial Training Wing at a very much warmer Aberystwyth in West Wales. Here we received training in navigation, Morse code and RAF Law besides large doses of more drill, physical training and sports.
I enjoyed the course at ITW very much, especially as I knew it was the beginning of flying training. As I said earlier the weather at Aberystwth was warm and we rarely needed to wear greatcoats (which we did in London) and by June, when the course ended, it was a really warm summer. I learned that I had passed the course ended, it was a really warm summer. I learned that I had passed the course and was promoted to the exalted rank of L A C (more pay too!).
I was then posted to Sywell in Northamptonshire to begin training as a pilot. Unfortunately I failed the course because my landings were deemed dangerous and I was unable to go solo. Mind you, I did not get on very well with my instructor who was over 6 feet tall, as against my 5 foot six and as he sat in the front cockpit what chance had I of seeing straight ahead? No contest!
From Sywell I was posted in July 1942 to Heaton Park, Manchester, which was a holding unit for potential aircrew awaiting the decision as to my future training, along with quite a number of others. We were then sent to Hastings, another holding unit, where we were billeted in a large block of flats (Marine Court) right on the seafront. We were only at Hastings for about three weeks because one afternoon at about 4 PM on our return from the sports afternoon, a German aircraft on a hit-and run sortie dropped a smallish bomb on one end of the building. Fortunately no-one was injured, however it caused perhaps the fastest reaction I have ever experienced. By 4 AM the next morning
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we were getting on a train (with a day’s dry rations) and we were taken to Harrogate to yet another holding unit!!
I enjoyed Harrogate very much where we received the usual few lectures and drill and bags and bags of sport. Harrogate was a great posting, especially as there were lots of young ladies there who were the clerical staff of the General Post Office who had been evacuated there from London!
I was eventually brought out of my reverie by a posting back to Heaton Park with a few dozen other bods, where we were informed as to our future training which for me was as a navigator/bomb aimer. This we were given to understand, would not be in Great Britain but overseas, as part of the Empire Air Training Scheme.
It was in late November 1942 that King George the Sixth sent me to Canada, aboard the Queen Elizabeth, to train as a navigator/bomb aimer, thus enabling the rest of the country to get on with the war. To my delight, I was informed that I would not have to pay my own fare.
The memories of that voyage are still with me. I remember approaching the liner on a small tender and being showered with toilet rolls which were thrown by the disembarking aircrew who had returned to the UK sporting their wings. Not to be outdone, we advised them to hang on to the toilet rolls, as there was a shortage of that commodity in our war-torn homeland.
Once aboard, I was given a job as a kind of security guard (along with 20 or 30 others) to prevent smoking in any place other than the cabins. I remember pointing out to Edward G Robinson that such a rule existed, when I spotted him and a large cigar waiting for the Lift. He promptly took a deep puff on the cigar, stepped into the lift and said with a smile, “Is that so. Bud?”
We had quite a large number of well-known people (including Douglas Fairbanks) on board and to our delight, they provided several evenings of entertainment for us during the crossing. The meals were very good and it was a special treat for us to be served with white bread after eating since 1939, the sandy brown standard wartime loaf.
We took several days on the voyage since we were sailing unaccompanied a long way south before turning and travelling up the Eastern seaboard of the United States. We were informed that the detour had taken place because a U-boat pack had been detected in mid Atlantic. Good intelligence and communication obviously saved us and I understand that Lord Haw-Haw had reported us as sunk on two occasions. We sailed into New York harbour and docked adjacent to the Queen Mary and the Ile-de-France, the latter lying on her side after suffering a major fire some time earlier.
Whilst most of those on board were allowed to disembark, I found myself appointed as a member of the baggage party. About 30 of we unfortunates were given the task of unloading the rest of the RAF contingent kit bags. As a result, at the end of the day we were still aboard but were delights that that evening to be served with the most terrific meal which we considered to be a just reward for our hard labours as baggage handlers.
The next morning we disembarked and after being transported by coach to Grand Central Station, we caught a train that would transport us to Moncton in Canada. But all did not go smoothly, because en route, we were involved in a train crash. The crash was on the Gaspie Peninsula, at the mouth of the St Lawrence River when a freight train, with a huge cargo of logs crashed into us while we were waiting at a small country station. Fortunately we, the RAF contingent, only sustained a few cuts and bruises.
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Mainly because of the steel constructions of the trains in Canada we were lucky indeed. Further luck for four of us who got invited by the daughters of a nearby farming family to have some breakfast. We accepted and trudged across two large snowbound fields to the farmhouse. Just as we finished, breakfast, we were told that a relief train had arrived at the station to take us on to our destination Moncton. We missed it! However we boarded the next train and we were met in Moncton by an NCO, a sergeant I think, who told us off and then we boarded transport to the camp. It was pointed out to us that the rest of the party had to march there so we were lucky again!
Moncton, on the eastern seaboard of Canada, was another holding unit where we awaited posting to the start of our real training. However we were at Moncton for Christmas 1942 and also over the New Year in Arctic like whether with plenty of snow. A case of infectious disease, scarlet fever I think, caused member of the hut I was in to be in quarantine for some weeks until finally our posting arrived.
In February 1943 I was posted to number six bombing and gunnery school at Mountain View, Ontario where we practiced gunnery in Bolingbrokes, the Canadian version of the Blenheim, as well as on the gunnery range. We then turned out attention to flying in Ansons and practised dropping practice bombs. This seems to have taken quite a while really because it was the end of March 1943 before we left Mountain View for Number 8 Air Observer School at Ancienne Lorette, Quebec, to begin navigational training.
The navigation course at number eight air observer school at Ancienne Lorette, lasted from early April 1943 to early August 1943 and as well as air day and night navigation trips averaging around three hours each, we did a lot of classroom work including a navigation exercises, meteorology, signalling, aircraft recognition and armament together with a lot of practice work in the air and on the ground on astro-navigation.
At the end of the course I learned that I had passed and took my place on the passing out parade to receive my Observer brevet and also I was delighted to find out that I had been granted a commission.
We were then, after three weeks leave which I spent with my uncle and his family in Toronto, posted to Number 1 General Reconnaissance School at Prince Edward Island in the Gulf of St Lawrence River, where for three weeks we were to carry out navigation trips over the sea using what is termed dead reckoning navigation, by star or sun shots, taking bearings from radio transmissions to find our position. We learned how to identify all the naval ships of the world, quite a task. I found this course both challenging and interesting and I was glad to hear that I had received a pass which I hoped would lead me to be a navigator on coastal command when I returned to the UK.
At the end of the course at the beginning of October 1943 we were posted again to Moncton to wait before being shipped back to Great Britain. This did not happen until December 1943 when I returned on the Aquitainia, quite a nice ship but not so well appointed as the Queen Elizabeth. We landed back at Gourock and travelled down to Harrogate.
Harrogate was still a holding unit and there was quite a large number of aircrew gathering there from training in Canada and South Africa, eagerly awaiting postings to operational training units. In my case along with others from course in Canada, it was to be another three months before we got such a posting. I, of course, wanted to be sent to Coastal Command, which is what our extended training had been for, but it was not until early in April 1944 that we were told that we were to go to Wigtown in Scotland. On enquiry we were told that this was an advanced training unit for bomb aimers. We tried to argue that
[page break]
surely all the training in Canada that we had received ought to be for carrying out duties as navigators in one of the RAF commands. We were told that there no chance whatsoever of this and off to Wigtown we went. You can imagine there was quite a lot of disgruntled bods there but we decided that we must grin and bear it. We were told to remove our coveted and hard earner observer brevet and replace them with the B brevet and this produced a lot of very upset and in disgruntled people; so much so that caused a visit from an officer from HQ in London (an Air Commodore I think) to come up to Wigtown to meet us. He informed us that our C.O. had told him that we were refusing to fly, which in fact was totally untrue as we were continuing with our flights. As a result, the Air Commodore contacted London and an official ruling was made and we were told we could continue to wear (with pride I might say) our Observer Brevets. So, we completed the course and were granted 2 to 3 weeks leave and were instructed to report from there to number eight operational training unit at Castle Donington {which is now East Midlands Airport).
We arrived at the O.T.U. late in May 1944 and were crewed up, not being directed as to who would fly with who, but quietly talking to each other and trying to decide who you thought would be someone to trust your life with. I think I was fortunate in my choice as we all seem to get on from the start and it proved to the case when we continued to fly together later in the operations. However before we became members of the squadron there was more training to be done. First of all by the crew of six (there was no flight engineer in the crew at OTU) flying in the Vickers Wellington, learning all about our duties in an operational bomber. We were at Castle Donington from 27 May 1944 until 14 July 1944 and then we transferred to 1667 heavy conversion unit at RAF Sandtoft, learning the skills needed for coping in a four engine aircraft – in this case the Handley Page Halifax and there we were joined by the seventh member of our crew, the flight engineer.
We left RAF Sandtoft on 1 September 1944 and moved to number one Lancaster finishing school at RAF Hemswell. This proved quite a short course of about three weeks and we were then posted to join 166 squadron at RAF Kimmington on 26 September 1944, as members of C flight. This flight was being assembled to be made into another squadron, 153. This was duly achieved and some four operations were flown by the squadron from Kimmington before, on 15 October 1944, 153 squadron moved to RAF Scampton, in Lincolnshire, flying their acquired 18 aircraft there, while the ground staff travelled in a fleet of buses accompanied by a group of 3 ton lorries loaded with personal baggage. Our crew had the pleasure of being in the first of the 153 squadron aircraft to land at Scampton from Kimmington [sic] and had an unusual sight of an empty aerodrome: that is no aircraft on the ground, with a small number of ground crews standing by at dispersals to receive the aircraft.
Scampton was a station that was built before World War II and accommodation was in solid built buildings with tarmac laid roads and pavements; no mud to squelch through. Bruce Potter (the pilot) and I were allocated a room within the officers mess itself, but some of the others had to live in the previous married quarters which meant a shortish walk to the mess for meals and so forth.
On 19 October 1944, 153 squadron carried out its first operation from Scampton – 15 aircraft attacking Stuttgart. Our crew’s operations did not start until 31 October 1944 against Cologne. We carried on operations against various targets including the much written about town of Dresden on 13 February 1945, until 8 March 1945, we on takeoff for Kassel, our skipper Bruce Potter fainted at the controls. We were well down the runway with our tail up and it was the first rate action of our flight engineer Gordon Woolley, who managed to haul the control column back; cut the engines and bring the aircraft to a halt after it had executed a flat spin. The skipper was taken off to sickbay and the rest of us gathered outside the aircraft where the squadron commander, Wing Commander Powley, invited us to fly that night with another pilot. We firmly
[page break]
declined his invitation. We were then sent home on three weeks leave and on our return found that our skipper had left the station. He had gone to hospital I think. He never returned.
The remainder of the crew (six of us), completed the remaining three operations to complete our 29 operations with another pilot. Flight Lieutenant Williams, an Australian. Our last operation was on 9 April 1945 and on 10 April that same year we were sent home on leave, never again to meet up as a crew.
There is a list of our targets at the end of this article, together with the duration of each and I must say that we were a very lucky crew. Perhaps it was due to a little black cat which I wore pinned to my battledress. It was sent to me by an “anonymous admirer”. During all our trips we never experienced a single attack from an enemy fighter or received any substantial flak from German anti-aircraft fire. Jack Boyle was a first-class and diligent navigator and kept us on track and on time for every trip. We did have to abort on a trip to Politz on 8 February 1945 when one engine packed up and then another started losing power, but we were able to return safely to base. Another time, on 18 November 1944 while returning from bombing Wanne Eicline, our instruments packed up. It was a filthy night of wind and rain and there was a diversion for us to land at another aerodrome as RAF Scampton was fogbound. The crew decided that it would not be a good thing to try and land at strange aerodrome and we therefore diverted to the special diversion aerodrome at Woodbridge in Suffolk, where the runways were extremely long and wide. Bruce our skipper and Gordon the flight engineer were able to effect a temporary repair the next morning and we were then able to return to Scampton.
My leave on completion of the tour of operations was quite extensive as the great Western Railway managed to lose my kit bag with all my flying kit during my return to Scampton. I was sent home to recover it, something I was unable to do and so eventually, in July 1945 (after being home nearly 3 months) I was recalled to Scampton. I was informed that I was to train as an equipment officer and sent for training to RAF Bicester. This course lasted about six weeks and I was then posted as a fully fledged equipment officer to 35 maintenance unit at Heywood near Manchester. Within a week I was sent to RAF Strubby in Lincolnshire which no longer an operational station, to arrange to clear it of all its equipment. There was only a skeleton staff there and these were gradually posted away, leaving only about 30 other ranks (mainly equipment personnel) and myself, together with another ex-aircrew equipment (Flying Officer Frank Wilkes) who had been sent from Heywood to assist me.
It was a massive task of transferring the wanted equipment to appropriate maintenance units throughout the UK, however I never saw the end of the task and neither did Flying Officer Wilkes, as our times for release from the RAF occurred at the same time and so in July 1946 we left for Civvy Street and I returned to my job with the Cornwall County Council.
I lost contact with the crew but many years later through a letter which I had published in the RAFA magazine I made contact with Jack Boyle our navigator who was at that time living in Blackpool. However, Jack was in rather poor health. We were able to swap phone calls and letters for about 12 months before sadly, he died. Some years later I was fortunate enough to make contact with Harry Hambrook our rear gunner who lives in Harrogate. I’m glad to say that we keep in contact and are able to meet up each year at our squadron reunions.
I moved to Morpeth in Northumberland 20 years ago and on joining the Northumbria branch of the Aircrew Association, I met Mr Bill Foote from Alnmouth who had been a pilot flying Halifaxes with 77 squadron in Yorkshire. It was some little
[page break]
while before Bill and I discovered that we were both on the Queen Elizabeth voyage to Canada in November 1942. Now we both meet up with two or three others on a regular basis for lunch.
Another coincidence occurred after I joined the 153 Squadron Association about 12 years ago and met two associate member who had uncles in the crew of Pilot Officer Gibbins, the pilot in 153 Squadron at Scampton who shared a room with my skipper Bruce Potter and I. “Gibby” and I became great friends and were companions on sorties to Lincoln on days when we were on stand down from flying duties, to carry out “beer testing” in Lincoln’s many pubs! Unfortunately “Gibby’s” aircraft was lost on a daylight raid on Essen on 11 March 1945. Sad to say there were no survivors. These two members of the Squadron Association have been to Germany and visited Reichswald Forest war cemetery in Kleve, where their uncles are buried. I meet up each year with those two members, Ernie and Dave at our Squadron Association reunion which is held in Lincoln.
I must confess that I was quite disappointed at not being able to fly as a pilot (in a Spitfire in fighter command of course!) However, completing our tour of operations on bomber command and being one of “Bomber” Harris’s Boys was something I look back on with pride. I also give thanks for not being wounded or being one of the 55,573 airmen who were killed in action.
Much has been written by historians who have decried the efforts of bomber command and have called its head “Butcher Bomber Harris”, saying that he was targeting the civilian population of German cities. I can in no way agree with them as there was always some industry in each of the cities targeted. Dresden is often referred to as being a civilian target; not so, because it had armament factories including Zeiss Ikon, which provided a supply of precision instruments to the German forces. It was also an important communication centre with considerable concentration of troops within the city.
Our crew took part in the Dresden raid on the 13th and 14 February 1945, unloading our bomb load of a 4000lb “cookie” and lots of incendiaries on the city when I pressed the bomb key. Should I count myself as a murderer for doing that? Some people in this country seem to think so but most of them were not alive at the time and so did not have to endure the bombing of our cities by the German air force.
[underlined] W.H. Thomas [/underlined]
Bill Thomas
11/07/15
I AGREE WITH THE INTERVIEW
[page break]
LIST OF OPERATIONS
DATE DESTINATION DURATION
11/10/44 Fort Frederick Heindrik 3.20
31/10/44 Cologne 5.20
02/11/44 Dusseldorf 5.20
04/11/44 Bochum 5.20
09/11/44 Wanne Eicline 4.55
16/11/44 Duren 4.30
18/11/44 Wanne Eicline 5.35
04/12/44 Karlsrhue [sic] 4.30
13/12/44 Essen 6.05
17/12/44 Ulm 7.50
28/12/44 Bonn 5.40
29/12/44 Buer 6.20
31/12/44 Osterfeld 5.50
02/01/45 Nurnberg 8.40
05/01/45 Royan 7.30
07/01/45 Munich 9.25
14/01/45 Merseburg (Leuna) 8.35
28/01/45 Zuffenhausen 7.15
03/02/45 Bottrop 6.10
04/02/45 Gardening – Heligo Bight 4.45
08/02/45 Aborted – Politz 2.50
13/02/45 Dresden 10.20
14/02/45 Gardening – Keil Bay 6.15
[page break]
20/02/45 Dortmund 6.25
22/02/45 Duisberg 5.50
23/02/45 Phorzheim 8.05
07/03/45 Dessau 10.00
08/03/45 Ground Loop – Kassel
03/04/45 Nordhausen 6.30
04/04/45 Lutzkendorf 8.10
09/04/45 Keil 5.55
Total Hours Night 185.45
Day 19.25
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Bill Thomas memoir
Identifier
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MThomasWH152984-150721-01
Creator
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Bill Thomas
Publisher
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IBCC Digital Archive
Date
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2015-07-11
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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Eight typewritten pages
Language
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eng
Type
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Text
Text. Memoir
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Scotland
Wales
England--Lincolnshire
Germany--Cologne
Germany--Dresden
Wales--Aberystwyth
New Brunswick--Moncton
Scotland--Dumfries and Galloway
New Brunswick
Germany--Ruhr (Region)
Ontario
Ontario--Belleville
Description
An account of the resource
He describes his first interest in the RAF, in 1938. He joined the Air Defence Cadet Corps, and later in 1941 the Air Training Corps. He was called up by the RAF in February 1942, and proceeded through initial training and the Initial Training Wing at Aberystwyth. Here he was promoted to leading aircraftsman. Having failed his pilots course, he was subsequently sent to Moncton Canada in late November 1942. Following a number of postings including bombing and gunnery school and navigation he was shipped home on the Aquitania back to the UK in December 1943. In early 1944 he was posted to Wigtown to train as a bomb aimer. He reported to 28 Operational Training Unit in late May 1944 where he crewed up. After flying in Wellingtons he passed through the Heavy Conversion Unit at RAF Sandtoft and the Lancaster Fininshing School at RAF Hemswell. He joined 166 Squadron, his flight forming 153 Squadron, which moved to Scampton, and on 31st October 1944 carried out his first operation on Cologne. He continued on operations including the attack on Dresden on 13th February 1945. On completion of his tour he trained as an equipment officer. He was released by the RAF in July 1946 and returned to his job with Cornwall County Council, He eventually moved to Morpeth in Northumberland and maintained his links with the 153 Squadron Association.
Contributor
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Karl Williams
David Bloomfield
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
153 Squadron
166 Squadron
1667 HCU
28 OTU
aircrew
Anson
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
bombing of Dresden (13 - 15 February 1945)
crewing up
ground personnel
Halifax
Heavy Conversion Unit
incendiary device
Initial Training Wing
Lancaster
Lancaster Finishing School
mine laying
Operational Training Unit
perception of bombing war
promotion
RAF Castle Donington
RAF Heaton Park
RAF Hemswell
RAF Kirmington
RAF Sandtoft
RAF Scampton
RAF Strubby
RAF Wigtown
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1209/11782/AWyldeHJ161218.2.mp3
f24a911d8c9139bd4de5d9aac516a9f5
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
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-12-18
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
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Wylde, HJ
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BJ: So, this interview is being conducted for the International Bomber Command Centre. The interviewer is Brenda Jones. The interviewee is Jimmy Wylde. The interview is taking place at Mr Wylde’s home in Glasgow on the 18th of December 2016. Thank you, Mr Wylde for agreeing to talk to me today. So, could you tell me about your life before you joined the RAF?
JW: Well I went to, went to local schools. Shawlands School. Five years. Took my Highers. What they called, in the old days, the Highers. Then I had a temporary job. And then I sat examinations to go into local government. I went into local government within about three or four months of leaving school. And then I went. I was called up. Went to Edinburgh for a test. I wanted to go to aircrew and they give you a test. I sat a test there and they told me to wait. And I think I waited about eighteen months on deferred service until I was called up about, in 1942 I think it was.
BJ: And what were your parent’s occupations?
JW: My father was a lino typer. He was in the newspaper business. A lino type operator. My mother died before the war started.
BJ: Right. So, why did you choose the RAF?
JW: I don’t know. It’s the way they talk. I don’t know. I just fancied it.
BJ: And what did your training involve?
JW: When? Where? Training where? In the RAF?
BJ: The RAF. Yes.
JW: Oh dear, dear, dear. I went to, as you know all the RAF crew went down to the big centre at Lord’s Cricket Ground. And from there I think I went down to Paignton. Yes, Paignton. Did navigation, wireless operation, keep fit. And then from there — oh good grief you’re asking a lot here. Shall we — went to, is it called, a place called Fairoaks? Went to, well went to a centre. Went to, I think the pilot’s course started there and we started training and I went solo inside about seven hours flying. And I passed my solo and then went on a waiting list to go to Canada. We messed about at different places. Holding in Manchester. Heaton Park was a big place. There was about twenty thousand aircrew there. All waiting too. And then from there I went to Canada. Eventually we went to Alberta. A place called, oh was it Penhold? Started training. Started training anyway. And I passed on my first set after about, I can’t, twenty hours. Then from there we went to another place in Alberta. We trained in Oxfords. Twin-engined aircraft. I can’t, oh be in the air, I can’t remember how many hours in that. Maybe, I don’t know, fifty. I don’t know. I got two thirds through that and they decided that I wasn’t all that bright. I wasn’t all that good at it. Funnily enough I knew myself I wasn’t all that clever. So they said, ‘What do you want to be?’ Well I said to [unclear] that got tossed off earlier and he said, ‘It’s a piece of cake this. I’m going to be a bomb aimer.’ Of course, we’d done a lot of the navigation. A lot of the work. And then I went on through Canada. I went from there to Manitoba. Different places. Training. Then dropping bombs ding ding ding. Practice bombs. And at the end of that for some reason they decided I was to go on Coastal Command or something. A bomb aimer, Coastal Command. They sent me to Jarvis in Hamilton, Ontario and we did about a month there. I can check it up. And we dropped bombs on moving targets on the water of Lake Ontario, you know. That was instead of still ones. And then there was one instructor, there was a machine gun thing and of course they had a Lysander used to fly with this windsock covered and you had to fire at it to see if you could hit it. It was a barn door [laughs] Couldn’t hit a barn door. Anyway, it was all part of the training. We left there and came back to Britain and I think we did a lot of, you’re still on the [unclear] holding it all together. The memory is not so clever. I went to, well a few transits. Killing time to get on to the Training Command. Even went on a keep fit course. I’ve got some pictures of it. Oh, it doesn’t matter. I waited to go on to training for Bomber Command. The first place we went to on Bomber Command was a place called Millom in Cumberland. And there we practiced dropping bombs on, I think it was Ansons we were on. And then where did we go? Oh dear dear. Where did we go after that? I’m trying to remember where we went to get crewed-up. We’re coming up to the stage we’re at units. Where did we go to get crewed-up? I can’t remember offhand. Anyway, we went to this big RAF station. Everyone was milling around. They said, ‘Pilots, navigators, bomb aimers, wireless ops. Talk amongst yourselves and see if you can crew up.’ So we all talked to one another and I found Johnny Wade, and there was Norman Wade, the wireless op. Now, his wife, I think, Norman Wade down in London, she said he’s away. He’s away with the fairies. And so we got the crew together. That’s how we crewed-up. Just, we just talked for a while. ‘Yes I’ll, — ' Eventually, we didn’t pick up the engineer at that stage, he came later. And then went on to flying. Practiced on Wellingtons. If you want the places it’s in the book. You can find out. And then from there we went on to Stirlings. And then we went to the squadron. And then we were, we did some daylight trips and navigation trips. And then the big day for our first trip. I always tell people this. This story. Our first trip was a daylight trip. We were all geared up. We thought we were the greatest of course. We were on Bomber Command. And we went to bomb. The dams at Holland were a bit bogged. Went there. Not a drop of flak. A piece of cake. We’d done it. Bees knees. Backed out. Two or three days later up again. Cologne this time. Oh well. I’ll tell you. We got the shock of our life going to Cologne. The flak. You’ve never seen like of it in your life. We were all, we came back different people. It was quite frightening.
BJ: What happened?
JW: Well, nothing happened to us though. But the flak. Oh. I mean, you see at night, the bomb aimers are at the front, quite often you could see the aircraft all at different heights. Lancasters and a lot of Lancasters. We bombed them you know. When the bombs were dropped quite often. If you’re that’s why you always thought hold on to your shed you’ll be bombing from twenty thousand feet. The next week we were bombing from fifteen. We were down at the bottom. There were guys above you and they just opened the doors. But I mean, but the Cologne, from then on it was quite frightening. Oh, but it didn’t bother us an awful lot. That’s, that’s what it was. That’s it
BJ: What was it like being in the bomb compartment?
JW: Well, as a matter of fact all you got was abuse from the crew because as you know you took a picture actually when you dropped your bomb. You had a camera. And the pilot would be saying, ‘Go on.’ I was at the bombsight, ‘Left. Left. Steady. Steady. Steady.’ Quite a run up to the target and then I would get, I won’t tell you the language you heard from back as they dropped so and so bombs. On and on and on. And as a bomb aimer you concentrate on the bombsight. I think you are removed from the rest of the crew who are sitting. I’m working through all this muck that is getting thrown up. And then the bombs away and just got to hold for about a minute steady and then you broke away. That was. That’s it. You got the story.
BJ: What other missions did you fly?
JW: I did, I did the Dresden one.
BJ: Right.
JW: That was towards, that was in February. February ’44.
BJ: What was that like?
JW: Oh, a piece of cake. Oh no flak at all. The next day we went back to [pause] dear, dear, dear, dear, dear. Oh, I’m sorry. That’s the pilot talking that one. Chemnitz. Which is all, Dresden was quite hard — about seven hours. We went to Chemnitz was just up the coast and we dropped them there. There’s one thing, you know. The RAF are bitterly criticized over Dresden. No. I don’t believe in this. If you’re at war you’re at war. I know that you get children and all the rest of it but you chose it and that was it. The Americans went there the next day in daylight. You never hear them talking about it. I mean at the time the opposition, there was no opposition of course at the time, you know. I think it was, I think it was October, or it felt like. [pause, pages turning] Oh come on [pause] A lot of this tells you the story in here. That was, that was after the war was over. Wait a minute. That’s Dresden there. I used to, I wrote some comments at the side. Have you seen one of these?
BJ: Yes. I have. Yeah.
JW: Flying inside the flak was heavy. We came home quite often with maybe an engine short or something. But the one thing about it was that I always said we had a good crew. I would say that you always said you were lucky. Well you had to have a bit of luck. But I was very fortunate. The pilot and the navigator — I would say they were the best. The rest of us were quite good but I thought these two were exceptional. The navigator was a Sergeant Bayne. He came from Falkirk. Was it? We never, we never missed a target. Got there. And Johnny Wade, the skipper it was — somebody had to be above the normal. You could be lucky. I mean your luck. I think if you’ve got a good crew your luck’s increased. And particularly it’s the pilot and the navigator. They were the key people. We were just doing a job but they were the key as far as I was concerned. Johnny Wade particularly. He was terrific. And Alan Bayne, the navigator, we were always there dead on. Never, never lost. He was terrific. Anyway, what else? I can’t think of anything else.
BJ: So, what did you do when you weren’t in the air?
JW: Drank. I’ve got a picture of the pub. It’s at Barton Mills. You may not know. There’s a pub at Barton Mills. It’s quite up near. We used to, I would say we spent more time there then we did in the, in the air I would have said we spent our time training. The fittest we’ve ever been in our life. By the time we finished the squadron you could have swept us aside. You couldn’t have existed if you didn’t. There was a [pause] we had some great nights there boozing. It kept you going. I mean it’s, you were a wee bit, the crew stuck together. We did. We met and mixed. You were a unit. Quite a unit. And I’ll tell you, tell you one episode that took — we came back on time. We’d had this fighter fly to our starboard quarter [unclear] at night time you know. All the guns were chattering and I was down the front. We came back. We landed on there. The rear gunner at the time, no, the rear turret, you wouldn’t have believed he hadn’t been shot dead. The turret was full of holes. Not a scratch. I wouldn’t have believed it till I saw it. You saw the holes in the turret and he was holding his hand, not a scratch. Quite extraordinary.
BJ: What was, how was he after that?
JW: Pardon?
BJ: How was the, how was the gunner?
JW: Och, he was fine. We never thought about things, about what happened. We just lived. We had a good life. The good things were good. Quite solemn and everything when you came down. Coffee. Drinks. Bacon and egg. Eggs were a rarity. No one got them. We got them. But I don’t [pause] it’s difficult. You see you never got close to any other crews. You know what I mean? Our own crew, we stuck quite close together. We were all sergeants. The rank meant nothing. I don’t know why they made different ranks. You got commissions and all that. Suppose you felt a wee bit clever or something. I didn’t agree with it but I just thought. I was saying that actually after the war the reunions were quite nice too. They were quite good at [unclear]. Trying to think of anything else I can really tell you.
BJ: What else do you remember about the missions you flew?
JW: Well, I remember vividly one. It’s a war story. When I tell a war [laughting] story, we went on a mining mission to Sweden. It was in December ’44. I don’t know if you remember, you wouldn’t remember 1944 when the Battle of the Bulge was on and the army. The wind, the snow and the time the weather was terrible. Well, we took off from Tuddenham to lay mines in this, up at Skagerrak in Sweden. We took off [unclear] we got word to say aerodrome closed. Ice. Fog. They diverted us to Lossiemouth. So we went to land there at Lossiemouth. They’d never seen a Lancaster there. They were quite tops you know. We played, I don’t know, we played hard to get. Anyway, we landed at Lossiemouth. We were there two days. Clear to take off. We headed out to go to Tuddenham. We got down as far as Yorkshire. The ice and the fog clamped in. Tuddenham was closed. And they had, have you ever heard of FIDO? FIDO is a, some aerodromes had it for landing in fog. They had burners giving out hot air. We had it but it wasn’t enough. The story starts now. We got diverted to an aerodrome called Pocklington which is in Yorkshire. The United States Flying Fortresses. Lancaster lands, you see. They looked at it you see. The photos were, you must understand about the Yanks. If the Yanks had something they always had to be better. If you had two, they had three. You know. That’s the way it was. Well, on a Lancaster, I don’t know if you know the Lancaster. All your Bomber Command, every mission the aircraft did they put a wee bomb there. A wee bomb was written there. So if that aircraft had done forty missions there were forty wee shells. We landed. The Yanks were, ‘What’s all that?’ Forty missions. We didn’t tell them the plane had done it. We’d only done about fourteen. They treated us like gods. We didn’t tell them because we knew the Yanks. They’d have said they had been a hundred and forty four. But the aeroplane had done forty. We’d done about twenty or so. Didn’t tell them. Isn’t that terrible [laughs] We looked at one another. And they treated us like gods. The next morning the weather cleared and I don’t know whether you’ve seen American pictures of a Flying Fortress taking off. Typical. The Yanks took a terrible hammering in the air. In daylights. More than we did. Do you know the skip cap? All went down. The Yanks, their big cigars. We were up and down in flying control and there was a daylight raid and they all took off one after the other. And then we, then went back down and came back home. But the Yanks. I don’t think people are aware the Yanks took a terrible hiding. But I guess the war, the losses were all that heavy. We lost sometimes one in twenty. At one time there were four in twenty. But the losses at one time they were fifty percent. Terrible. It was about two years earlier. Oh dear, dear, dear, dear. Because two years earlier they didn’t have the radar. You could almost get to the target. But the time they got the radar when I was there you got there. You couldn’t miss it. In the olden days it was very very difficult. Very difficult. And one days, I think it was only about five percent got to the target. If you had twenty aircraft only five got to it. And even then they got within thirty miles. Terrible. Terrible results.
BJ: So, what happened at the end of the war? After victory in Europe?
JW: Victory in Europe was, after the war, after the war, after we’d done our tour we all got siphoned on to doing different things, ‘What do you want to do?’ And I got siphoned first of all to a place called [pause] Where was it? Near Shakespeare’s place.
BJ: Stratford.
JW: Stratford. And there they were trying first to bring in aircraft from the ground. ‘You are now approaching,’ it’s like radar control today. Your plane. I don’t know if it’s true but three in the aircraft and the pilot was carrying. He wasn’t allowed to do anything. He had to follow instructions from the ground. It was hair raising. It was a nightmare. ‘Now, you’re clear to land. Do you see it? It’s over there’ [laughs] After about three I’d had enough. I was in the front. That’s it, I’ve had enough of this. The war was bad enough. This is worse. But from then on, that was on Training Command and then I was in, you wouldn’t believe this, on VE day I was in [pause] oh dear, dear, dear. I was training bomb aimers on Lancasters, flying. And the war ended of course. There was a, oh London was the big place to go for the celebrations. There was about seventy of us in hospital with diarrhoea. Severe. And I spent it in hospital. Not, not, really ill. Couldn’t move. It was what we’d eaten. Instead of being in London enjoying the [pause] we were flat on our backs. That was it. Great celebration. Anything else you want to know?
BJ: So, what did you do after you left the RAF?
JW: I went back to local government because I was in there beforehand. And I spent all my life in local government. I retired when I was sixty. Been retired thirty four years now. And that’s it.
BJ: And how do you think being in Bomber Command affected the rest of your life?
JW: I would have said its, bar getting married you know and all the rest of it it’s the main thing in my life. My main memories. It’s [pause] I was, I don’t know if you know that after sixty years they gave Bomber Command a medal. Winston Churchill. At one time Winston Churchill was, Bomber Command was saving Britain and saving this, when it came to the end of the war. But Dresden did it of course. The world criticised us for Dresden and he wanted, he wanted out. We got no medals. Sixty years later we got one.
BJ: How did you feel about that?
JW: Terrible. And Arthur Harris was criticised left, right and centre. Got no recognition at all. Kicked out. It was Dresden that did it. It was a defenceless city I must admit. It was a defenceless city. But you do as you’re told. And the Russians wanted help, the Russian front. There was a lot of politics in it, you know. A lot of politics in it. But I don’t know. In many ways it was, I’m not going to say good time but it was, I’ll not forget it. I’ll not forget it. That’s about, that’s how I won the war as you’ve got it down there.
BJ: What became of the rest of the crew you were with?
JW: We lost touch. Norman Wade, I think, I spoke to his wife, I still keep in touch with her. Norman Wade, the engineer and the wireless op and myself. We never — we lost contact. After the war we didn’t do much. Afterwards, it must have been twenty years, Norman — I don’t know how I got in contact with Norman Wade. And we started trying to find the other members of the crew. We only found the engineer. Only three of us. I don’t know what happened to them all.
BJ: What was the engineers name?
JW: Jack. It’ll come soon enough. I can’t remember. I have a funny feeling he might not be alive because I haven’t had a Christmas card for two or three years. That’s a sign. We’ve only had a Christmas card that kept us. Norman Wade, I’ve kept in touch by phone with his wife. You haven’t met her, have you? No?
BJ: No. No.
JW: Well she —
BJ: And did you, have you been in touch with the, through the Bomber Command Association?
JW: I tried. They’re very reluctant to divulge information. I think, I don’t know, Norman was, he said he had tried to get into contact with the rest of the crew and didn’t make it. Although, mind you he did say that one of the crew had been in jail or something [laughs] I don’t know. But I lost, although I kept in touch with Bomber Command and that I didn’t, I was a member of the local Bomber Command here but I never got involved because I went to the meetings at the beginning. They were always the same ding ding ding. I never, I never really [pause] I said I’ve had enough of that. My memories were better than that. My memories. I mean Tuddenham itself is, and that says it. That’s it. It must have been about the middle 90s. The local village. We used to go and have a church service at our actual memorial. We had a church service. Then we all went out. We had a dinner dance. And the next morning they walk us to the one in the village memorial to 90 Squadron. It’s still in the village today and that was taken then. I think that’s the only one I’ve got of that. That’s, I think you’ve got all this silly nonsense from me.
BJ: Jimmy, thank you very much for taking the time to show me this.
JW: Is there anything. I don’t think there’s anything. Is that enough for you?
BJ: That’s fine. Yes. That absolutely —
JW: Because I feel that [pause] And, you know, I remember names. There was a Wing Commander Dunham. He was on his third tour. Imagine surviving two and going for a third. I don’t think he made it. I’m not sure. I think he bought it in the end. And then there was Canadians. Canadian casualties. There were a few Canadians. Never really got to know them well but Barton Mills is still there. A hotel and pub. And it’s quite upmarket now. But it’s a drinking den. I would have said that, oh hard to visualise what, if we weren’t on the battle order that was us down there. Did I tell you we bought an Austin 7? Have you heard of an Austin 7?
BJ: Yes. Yeah.
JW: You know that was an old car then and Johnny Wade. He said he could drive. Now I think we, I can’t remember how he picked it up because bicycles even to go down to the village was three or four miles. It was a hell of a pedal. He says, ‘There’s a guy selling an Austin 7 for thirty five pounds.’ Thirty five pounds was a lot of money in those days. So, I think we all put some to it. but Johnny, it was Johnny’s car. He got it. it was a wreck of a thing. Top speed thirty miles an hour. Got us down to the pub and back. And petrol, you couldn’t get. Now we got an arrangement with a local farmer who used to drink in the pub. He had what they called, it was called red, it was red petrol so that the ordinary people if you were using red petrol you shouldn’t. That’s only for farmers. Well we got to the farmer. We paid the farmer his money. We went down there and he let us go out and siphon the petrol. And that’s how we, so we never bought any petrol. We got it from the farmer. That’s so, life was different in those days. It was. I can’t [pause] I can’t remember anything else generally to tell you. You probably hear different stories from different people. Different. They tell you in sepia. They’ve all got different. I would take with a pinch of salt even what I say, everyone says. Memory enhances the view a wee bit. You know. It does, it does change the view a wee bit. I just feel that it’s the sort of thing [pause] Oh Jones. Jones. We came over a daylight raid. We did a few daylight raids and we got back and Jones we knew occasionally. He came down and joined us down at the pub occasionally and his crew. They’d gone down in The Channel. That was it. Oh terrible. But three days later in The Bull, boy walks. They’d been picked up in The Channel. They were straight down the boozer [laughs] and we had drunk to his death already. Jones has gone down. Oh. That’s it. It was a daylight raid but in the daylight you had a chance of getting picked up. He was picked up but funnily enough I can’t remember him flying. He must have gone on sick leave. I can’t remember him flying again. We didn’t see a lot of him. I remember Jones. Why do I remember that? Extraordinary. And I can’t remember my next door neighbour’s name. It’s terrible. I’m trying to think if there’s [pause] no. We got leave. We used to get leave every, we used to get a lot of leave, every what three or four weeks. It depends how the battle order was, how the casualties were, whether you’d be boosted up the list or not. And I was, folk I know, you’re home on leave and a lot of them had sons in the army. They never saw them for years and I was home every four weeks. But I mean —
BJ: What was it like coming home?
JW: Oh, you got a good reception going home. Oh yes. But dear, dear dear [unclear] a friend of mine, he was an accountant. He stayed on to finish his accountancy degree. He wasn’t called up. And he went into the army and into the Tank Corps. Made lieutenant in the Tank Corps. He was down near Ballantrae, Ayrshire. Big tank training people. And he spent the war, the rest of the war there. Never went to Europe. Training. In Glasgow, Gordon Street’s one of the main streets in Glasgow. Gerald [unclear] and we were walking along there and this army boy comes along. Gerald, he’s a bit of snob Gerald, he stopped. Salute. The RAF. [unclear] He dressed this boy down. I said, ‘Gerald, if you do that again you’re on your own.’ He dressed this boy down for not saluting. I never saluted anyone in my life [laughs] You know. He was, I would say he was a bit of a snob. He was a wee bit that way. But he saw out the war in the Tank Corps. He was never, he never left the country. It was the luck of the game. You could be lucky in your postings. I mean some people got posted maybe to the Pacific and that. Different things. A friend of mine got posted to South Africa and he used to spend, his great thing was when they went on leave he used to pinch hotel towels. He had a list of all the towels from all the hotels he stayed in. The RAF do terrible things so they do. Now, I don’t think there’s anything else. You don’t want to see, do you want to see the picture?
BJ: Yes.
JW: That’s all the crew there. You’ll see in that.
BJ: Yeah.
JW: If you want to look underneath there.
BJ: Ok. Right. Ok. This, this your —
JW: That’s the crew there. The engineer’s not there. They’re all there. That’s our Lancaster there. That’s a better picture of the crew there.
BJ: What was your plane?
JW: That’s the Lancaster there.
BJ: Yeah. Do you remember what the, what the symbol was?
JW: No.
BJ: No.
JW: No idea. No. That’s Johnny Wade, the skipper, there. That’s the engineer. But that’s more or less it. What’s that one? That’s yours. I had a few things to look through. I can’t remember. Anyway, that’s my life in the RAF.
BJ: Right.
JW: I don’t think I’ve missed anything. Do you think I’ve covered everything?
BJ: Yes. That’s fine. Yes. Just want to hear what you’ve got, you know. What you remember and what you —
JW: Yes.
BJ: Think about it.
JW: Let’s see. I’m trying to [pause] it might be a bit hard. I can’t remember how many trips we did. [pause] No. It’s over the target I think you get a better, if you manage to get a pilot could tell you because I, he would be concentrating but some of the aircrew like a wireless operator was sitting next to the navigator. I mean you’re always doing something. You’re not aware of the problems. You know.
BJ: Did you have problems in getting the bombs out ever?
JW: No. no. Sometimes, well sometimes different Lancasters. We used to, more or less get the same Lancaster. There was, I think during the war there was a Packard Rolls Royce engine in the Lancaster. Some of them were made in Canada. And one of the aircraft there was a Canadian aircraft that had the engine in, and I always remember that we got this one day with a full load and we had to drag it off the runway. I mean, I feel you could drag it off. Once we got up and got airflow it was alright. I thought it wasn’t going to come up. But that was, I mean I didn’t sit in the front. I sat at the back and once we were airborne I went down to the front but, no. It’s [pause] are you making any more calls today? Are you?
BJ: No. That’s it for today. Yeah.
JW: And you’re going to, when’s the next call?
BJ: I don’t know yet.
JW: You don’t know yet.
BJ: No. No. I don’t know.
JW: How long are you going to be in up Glasgow then?
BJ: Oh, I live in Glasgow.
JW: You live in Glasgow.
BJ: Yes.
JW: Oh, I didn’t know.
BJ: In Partick.
JW: Partick.
BJ: Yeah. Not far.
JW: I used to, I used to stay in Gibson Street. The top of Gibson Street.
BJ: Oh yeah.
JW: In my younger days.
BJ: Nice. Yeah.
JW: And I went to, over the Banks, you wouldn’t know that. It’s at Charing Cross. Woodside School.
BJ: Yes. Yeah.
JW: Well there was several. I didn’t go to Woodside because I was going, I went to Shawlands. I know the West End quite well. The Botanic Gardens. And something else. I’m trying to remember. It’s [pause] no. It’s gone. Did you, have you lived all your life in Glasgow? No.
BJ: About sixteen years. My mum’s from Glasgow.
JW: Oh, I see.
BJ: Yeah. Yeah.
JW: Oh, I mean we’ve been in this house over forty years. It’s, I’m now on my back. Everything’s here because I’ve got, they come in to make my tea tonight about 5 o’clock. I mean I could make it but I’m not allowed to bend. I’ve got to watch what I do.
BJ: Yeah.
JW: I gave up driving last year. So I thought better safe than sorry. I’ve got a wee electric buggy if I want to go down to [pause] trying to think of anything else. Bomber Command. Come on. There must be something else. I can dig up some fairy story. Surely I must have another story. Oh I can’t remember another story. The one thing. It was a black marker. We were flying in the Lake District. Cumberland. In Cumberland Milom was the place. And you wouldn’t believe it. It was night exercises from Bomber Command you know. I think it were Ansons we were on. The casualties through the bad weather were quite heavy. As I said, quite, there wasn’t a night when another Anson didn’t, it was very mountainous around there and I would have said that it wasn’t very clever. There was one night I think. I wasn’t involved in it. Four of the crews went to the thing and said they weren’t going to fly. The wind. The weather was terrible and somebody’s got to make a decision. You have to train. We’ve got to do it. I’m sure they went out nights they shouldn’t have done. Training. And I didn’t fancy it at all you know. But I’m trying to think of something of interest to your point of view. You put it all together. Is this, is actually is it the Association you are with?
BJ: It’s a project so it’s —
JW: By Bomber Command?
BJ: Yes. It’s a project that’s come to just record the history and, you know what was involved in Bomber Command and the memories of the people.
JW: You see the trouble is there’s not many of us left because remember I was a member of the Association here with Flight Lieutenant Reid. The Victoria Cross. He was The President. He died about two or three years ago. He was a most interesting man. He got a Victoria Cross for bringing his aircraft back. His aircraft was nearly destroyed going there and he carried on and came back. But I didn’t know him terribly well. I just remember the Association. I’m still a member but [pause] you can understand there’s a sameness about it. You’re talking the same things. After a while I’d had enough. I mean they are very personal to yourself rather than [pause] I don’t know. It will be interesting. Are you, is this, is that a book that’s going to come about this? You don’t know?
BJ: No. It’s, it’ll be available for anyone who wants to listen to the interviews or read.
JW: Listen to all that rubbish I talked about. Oh, for goodness sake.
BJ: It’s very important to record what it was like for people that were there because we don’t know. We can’t imagine it.
JW: Well you can. Is that still recording?
BJ: Yes.
JW: Well I can say this. Looking back, they were good. It’s hard to say they were good times. And you know they talk about fear and what have you. I can’t remember it but there must have been. There must have been. When you’re twenty-one. Well, you know, you don’t care much, do you? When you’re eighty-one you don’t think like twenty-one. I just feel that we didn’t even question it. The one thing [unclear] Dresden raid really annoyed me because I know it was a defenceless city. I know. But in war there was women and children in London. Germany wanted a war. You got it. You say, well you can’t say Glasgow doesn’t want to be in the war because I’m very sorry. I mean. As I say when you come to it it was the easiest trip we ever did. Because we got there and at that time Mosquitoes were down laying the flares. I don’t know whether you knew we used to bomb on flares. Reds and greens. When you got there you didn’t sort of pinpoint, a shot up. You saw the red and you bombed the area. Your green this time. This time the master bomber was down there and you dropped the reds here. You bombed reds. Bombed reds and whatever it was you know. But as I say these Pathfinders must have had quite a difficult time down. They went down low you know. I’ll tell you what was quite frightening. While the bombs doors open I was going ,when you’re bombing at night time, one Lancaster, I tell you it wasn’t more than about a hundred feet below us. When you’re talking about all these, maybe what, maybe sometimes there might be about eight or nine hundred aircraft over the target about maybe ten minutes. There was a lot of aircraft in the air. There was a lot of crashes you know because you can’t just, anyway. I can’t think of anything else to tell you. That’s it.
BJ: Alright. Thank you very much, Jimmy.
JW: No. No problem.
BJ: Cheers.
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 Herbert James Wylde
Creator
An entity primarily responsible for making the resource
Brenda Jones
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-12-18
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
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AWyldeHJ161218
Conforms To
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Pending review
Format
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00:42:18 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Description
An account of the resource
Herbert James Wylde was working in local government in Glasgow before he volunteered for aircrew training with the RAF. He started pilot training and had gone solo when he was sent to Canada to continue training. While there he began training as a bomb aimer. He was posted to 90 Squadron at RAF Tuddenham. The first operation the crew did was relatively simple and raised their operation confidence. However, a couple of days later their target was the heavily defended Cologne which was completely different and he says the came back different people. He said although luck played a part in operation that was backed by a good crew and he had complete confidence in his. He missed out on the VE Day celebrations because he was in hospital. After the war he returned to his job in local government at Glasgow.
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Jean Massie
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Netherlands
Sweden
Atlantic Ocean--Skagerrak
Alberta
Manitoba
Ontario
England--Cumbria
England--Devon
England--London
England--Stratford-upon-Avon
England--Manchester
England--Suffolk
Germany--Chemnitz
Germany--Cologne
Germany--Dresden
Ontario--Hamilton
Ontario--Toronto
Germany--Ruhr (Region)
England--Lancashire
England--Warwickshire
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1944
1945
90 Squadron
aircrew
Anson
bomb aimer
bombing
bombing of Dresden (13 - 15 February 1945)
FIDO
Lancaster
military living conditions
mine laying
Oxford
perception of bombing war
RAF Millom
RAF Pocklington
RAF Tuddenham
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/119/1215/PThomasWH1501.2.jpg
745fc204912c7bac71a5523c73801932
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/119/1215/AThomasWH150711.1.mp3
b0bbf81f2421a7d15357a2b007230236
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BB: Ok Bill.
WT: Yeah.
BB: Thank you for allowing me to come into your home and interview you. It’s a real pleasure to meet with a veteran like yourself.
WT: I’ll give you, I’ll give you the bill later on.
BB: Thank you very much. Ok. What’s your birthday date?
WT: 28th January 1922.
BB: And place of birth?
WT: Redruth in Cornwall.
BB: Redruth. And did you go to school there as well?
WT: Yes I did.
BB: And you did your school certificate and all that kind of thing.
WT: I did.
BB: Ok. When did you, did you volunteer to join the RAF or were you conscripted and then decide for aircrew?
WT: Volunteered because as I said I’ve got that thing all written out. We had, in 1938 they started a flight of the Air Defence Cadet Corp.
BB: Yeah
WT: I joined that because our headmaster was an ex-fighter pilot in the First World War. And then I left school to start work so I couldn’t carry on with the flight but I managed to find the town flight and joined them
BB: And what was your pre-war occupation?
WT: In local government.
BB: Ok.
WT: On the health department side.
BB: And what attracted you to wanting to volunteer for aircrew?
WT: I think it, it was our headmaster who was, as I say, he was a fighter pilot.
BB: The ex RAF sea pilot. Yes.
WT: Ex RAF.
BB: Yeah. Good. He encouraged you to do that.
WT: Not only do that when I, when I was working, walking down past his house, as I had to, I heard, ‘Thomas. Why haven’t you joined the ATC?’ I said, ‘Well,’ ‘It’s the school.’ ‘There’s one down the end of your road. I’ll see you tomorrow night at three.’
BB: Good. So you, you volunteered for aircrew. You obviously went for air crew selection.
WT: Yeah.
BB: And they obviously graded you as, as a bomb aimer or did you go for a particular -
WT: I wanted to be a pilot.
BB: Right. And what happened with that that you couldn’t be. Were they oversubscribed or they just needed bomb aimers?
WT: No well I came out from doing the stuff. I went up to Sywell.
BB: Yeah.
WT: Tiger Moths.
BB: Yeah.
WT: Well I got twelve and a bit hours in but I never saw it
BB: And then you were scrubbed.
WT: Well I could take off. I could do everything in the air
BB: But the landing was a problem.
WT: Landing was a problem. On the little mini run, place -
BB: Yes.
WT: We had.
BB: Yes
WT: But the big one I could get in at. The chief flying instructor
BB: Right.
WT: Took me on a check and he said, ‘I’ll try my best but I don’t know what I can do,’ but he couldn’t.
BB: Anyway, so you were remustered as a bomb aimer.
WT: No. As a NavB.
BB: Oh as a Nav oh as a NavB. Ok. Right.
Other: Excuse me for just a second. Turn it off and press that to start again. Hold that down to this constant.
BB: Ok.
Other: Ok, right.
BB: So -
Other: I want to go and check on my dog.
BB: Ok. So -
Other: I’d better check on the dog in the car.
BB: Ok.
WT: Oh alright my dear.
BB: A NavB.
Do you want me to get up?
BB: A navigator bracket bomb aimer ok. Now, was that the half brevet with the B on it?
WT: No the old-
BB: Oh as the old observer. Ok.
WT: Oh yes.
BB: The flying O.
WT: That’s what I got.
BB: Right.
WT: ‘cause I went to Canada. Eventually.
BB: Oh you went, part of the old Empire Training School.
WT: I did. And I did my bomb aiming and gunnery. And then to oh I’ve forgotten what it’s called now - L’Ancienne-Lorette. And I did my navigation training there. I must have come out fairly well because I got granted a commission.
BB: Right.
WT: So the first six, we never knew which ones out of thirty two were commissioned and then I went to Prince Edward Island and we did three or four weeks special training there to go out over the sea. Navigation and all that. So -
BB: Ok.
WT: That finished.
BB: Right.
WT: Back to Moncton and that was the holding unit.
BB: Yeah.
WT: There for ages waiting to go back to England and eventually doing so. I had come over to Canada on the Queen Elizabeth.
BB: Wow.
WT: Came back on the Aquitania.
BB: Which of course had been converted to a trooper so it wasn’t very luxurious.
WT: Luxurious oh it was luxurious enough.
BB: It was enough, still luxurious.
WT: oh it was alright. And then down to the holding unit waiting to be, go somewhere. We were pushed here there and everywhere and eventually back again and told we were then going to Scotland to something, I said, ‘What is that for? Bomb aimers.
BB: Bomber aimer.
WT: So they converted us from that to bomb aiming.
BB: I see. Right. And so what time, at what date did you actually go, finish that training?
WT: Oh I can do it.
BB: Ok.
WT: Do it from here. [?]
BB: Roughly.
WT: Monckton. Harrogate. Oh back to England in November ’43.
BB: November ‘43 so -
WT: And then to Harrogate.
BB: Yeah.
WT: And then we were at Sidmouth, back to Harrogate again and eventually up to Wigtown.
BB: Oh.
WT: That was April ’44.
BB: Ok and you joined so your OTU where you crewed up. Where was that?
WT: That was down at Castle Donington in May.
BB: Castle.
WT: ’44.
BB: And was that? When my uncle was flying for 9th squadron at Bardney, an Australian pilot he did his OTU at Kinloss.
WT: Ah huh.
BB: And they threw them in to a big hangar and all the navs and the pilots and the air gunners and the bomb aimers were all in this big hangar and they virtually crewed up until they found their own crew.
WT: This is what we did.
BB: Good. So it seemed to have been an RAF -
WT: That was the way of doing it. Yes.
BB: Programme.
WT: Yeah.
BB: And it was, it was very good because each crew kind of found the people they kind of trusted to fly with and they’d ask questions like, to the pilot particularly, ‘Were you alright on your course?’ ‘What were you?’ ‘Oh I was above average.’ ‘You’ll do.’ And it was usually the navigator that found the pilot.
WT: Yeah.
BB: And once they’d got those two, ‘oh I met a bomb aimer over there. A guy I liked.’
WT: This was the way we did it.
BB: And that was exactly the same -
WT: We did it the same way.
BB: That you did it.
WT: Yeah.
BB: Ok and so you were all taking each other on trust at that stage.
WT: Sure and then we went on from there to Prangtoft sorry, Sandtoft.
BB: Sandtoft.
WT: And then Hemswell for Lanc finishing school and then I did what, I was transferred then from there to 166 at Kirmington and 166 squadron was there and we were the 3rd flight. AB. I think it was C flight. And they -
BB: And what were they flying at the time? Lancs?
WT: Well that was Lancs.
BB: Lancs. Yeah.
WT: And what they did was they they nearly burst C flight ready and then we went back actually down to Scampton.
BB: Right.
WT: As 153.
BB: Ok.
WT: And we were the first aircraft to land at Scampton ’cause they had just put the stuff in. We were the first aircraft to land there. In A Able which was somebody else’s kite anyway.
BB: Yes.
WT: But er yeah we went along the runway the lads were all waving. He said, ‘There’s mine’
BB: Now, when my uncle was on 9 squadron in ’43 of course. This was a bit later on in the war. The pilot i.e. my uncle and his navigator flew a second observer, a second crew. They went with a regular crew on a raid.
WT: Yeah.
BB: Who were about to finish their tour so the pilot and the navigator flew on that raid as supernumerary just to see what it was like.
WT: Only one. It was only the pilot went from our -
BB: Ok. Right.
WT: ‘cause he -
BB: They still did that in that place by the time you -
WT: Yes.
BB: Yeah.
WT: They did one trip.
BB: Yeah. As a spare bod. And -
WT: That’s right.
BB: They came back.
WT: That’s right.
BB: And then got their own crew.
WT: That’s right.
BB: Was the air, was the Lancaster you had on 153 a brand new one or was it, had it been recycled?
WT: Well -
BB: From another crew?
WT: Well it was one of the, it was one of the -
BB: One of them.
WT: In fact we didn’t get I Item until about four or five and then it was regular hours.
BB: Ok.
WT: Flying. That’s what it says up there.
BB: Yeah my uncle did much the same thing. He did, he did it seemed to be a Bomber Command practice.
WT: Yeah.
BB: That they got the pilot and the nav to fly these initial sorties.
WT: Ahum.
BB: And then they were given a gash not gash but spare Lancs or –
WT; Yeah.
BB: To fly one or two trips.
WT: Yeah. Yeah.
BB: And then their own brand shiny new Lancaster arrived from the factory and they had that for the whole of the rest of their tour. My uncle’s Lancaster was called Spirit of Russia and it finished the war with a hundred and nine ops.
WT: Did it?
BB: And so it was lucky. But anyway we’re not talking about my uncle we’re talking about.
WT: Thomas.
BB: So there you are on ops.
WT: Yeah and we -
BB: With your scratch crew. Yeah.
WT: Yes and we carried on right up until well we did one on the 3rd of February ’45. No sorry the 7th of March ’45. And on the 8th we did a grand loop.
BB: Ah.
WT: Our pilot passed out.
BB: Oh.
WT: We think it was a fit and we were on our way to Castle.
BB: Ah.
WT: And we came out and [wing co Piley?] said, ‘You’ll be flying tonight’ and we said, ‘Not [so and so] likely until we know what’s happened to the skipper.’ He said, ‘You’ll be on a charge.’ I said, ‘I’ll see you there. Sir’ and left it at that.
BB: So, what, the was pilot was
WT: He -
BB: Obviously written off.
WT: Yes he was pretty.
BB: Wrtten off.
WT: He was gone. By that time they’d taken him away. By the time we’d got gathered together and he came back, tapped me on the shoulder and said, ‘It’s alright. The spare crew are going.’ so I saw him in the mess.
BB: He didn’t give you a spare pilot to fly that night.
WT: No. Well he wanted us to fly.
BB: Fly. So you didn’t do that.
WT: We didn’t go. No. We just didn’t. It was -
BB: That was your last trip?
WT: No.
BB: No.
WT: So what happened then, Bruce went into hospital and eventually they realised he wasn’t coming out. They sent us home on leave and brought us back and I can’t remember whether they gave us three weeks or anyway we came back again and we did our last three with a Canadian no an Aussie pilot who’d lost his crew and had three to do.
BB: Right. Ok that -
WT: So he did three.
BB: That was usually the way.
WT: We thought we should have done one more so what we did was twenty nine and a half ‘cause we had an abortion in the middle of it.
BB: Right. Right. Ok and I gather that rather unfairly French targets counted for half.
WT: No.
BB: At that time of the war.
WT: No.
BB: No.
WT: No.
BB: No.
WT: In fact the first one was Fort [Frederick Heinrich] just on the Dutch coast.
BB: Oh right. Ok.
WT: But that was a full.
BB: Ok.
WT: That was full.
BB: Yeah.
WT: They were all full.
BB: Yeah.
WT: ‘Cause we didn’t do very many French ones.
BB: No. Not at that stage. No.
WT: No. We were going out.
BB: No. No. Right.
WT: Including Dresden.
BB: Yes. Now what was you’re, ok we’ll get to Dresden later.
WT: Yes.
BB: ‘Cause it’s been quite controversial and everybody sees that as the bad thing that Bomber Command did. Um what what’s your opinion of that?
WT: My opinion is as I’ve said to many people we bombed Dresden because we, one, we were told to. But it turns out afterwards that Mr Churchill was given from the Russians three, three targets that needed to be hit, Dresden and two others. I don’t know which they were. And he was given to us, he gave them to Bomber Harris and said, ‘There’s the three. You do them whenever you think right.’ And we went on the Dresden -
BB: Yeah.
WT: Trip.
BB: Yeah Churchill gave them to Portal who was chief of the air staff.
WT: Yes and he -
BB: And Portal gave them to Harris.
WT: Yeah and Harris, Harris sent them.
BB: Just did what he was told basically.
WT: Yeah.
BB: Yeah [?]
WT: But Harris said to us, you know, we didn’t, he chose them.
BB: Yes.
WT: He chose Dresden. Ten hours twenty that was.
BB: Yes it was a long trip.
WT: It was. And it was the best bonfire night I’ve ever seen.
BB: Yes it did. It was rather grand.
WT: But -
BB: As far as the crews were concerned –
WT: I found out afterwards and I’ve got the book saying -
BB: Yes.
WT: That Dresden was a target. It was full of troops. They were making very small arms stuff.
BB: Yeah.
WT: For submarines and things like that all scattered all over the place.
BB: Yeah it was a -
WT: So -
BB: Legitimate target.
WT: A legitimate target.
BB: Legitimate target. Yes. So that was Dresden and I think in the post war my own opinion and this is my own opinion and you know Churchill wanted to stand in the Conservative government. Labour were coming up and what we understand of labour it’s now called Labour it was a socialist government coming up and he wanted to back away from the actual how effective Bomber Command had been and um and more or less threw Harris to, to the wolves.
WT: And washed his hands.
BB: And washed his hands of it. But he did the same with Dowding after the Battle of Britain so there we go it says something about the great Churchill doesn’t it?
WT: No. I don’t, don’t respect him.
BB: No.
WT: Anymore.
BB: Anyway -
WT: Sorry.
BB: Enough of that.
WT: Go on.
BB: No. No. It’s ok but I saw Dresden on your bookcase and I thought I’d ask about it.
WT: I got it there.
BB: Now getting back to the crew.
WT: Yeah.
BB: And how you all trusted each other and had to rely on each other.
WT: Yeah.
BB: What, were there any, I mean were you scared?
WT: No.
BB: You weren’t scared.
WT: Never scared.
BB: Ok. Funny I’ve heard this a lot from Bomber Command crews. They weren’t, they were apprehensive but they weren’t particularly scared.
WT: No. We just went in and did it.
BB: And did it. Yeah ok. Now we’ve read a lot, or I’ve read a lot, there’s been a lot of post-war um study on LMF issues.
WT: Yes.
BB: Lack of moral fibre issues. In your time in Bomber Command did you ever come across anything of that sort?
WT: I think there was one. One night that I never found out true there was three of us three kites on a set of pads.
BB: Yeah.
WT: Or whatever you call them.
BB: Yeah.
WT: And we did a run up and then we used to come outside -
BB: Yeah.
WT: For a smoke or whatever knowing that the signal would go up, get in your kites, and there was a pilot on one of those things and I didn’t know him sat in the hedge smoking a cigarette and there was a little bit of a kafuffle and three staff cars came down and he went with them. Now, that was the bloke who had refused to go that night. When we got back everything was hushed.
BB: Was he commissioned?
WT: Yes.
BB: Yeah.
WT: We didn’t, I don’t know what had happened to him. I didn’t know the guy.
BB: He was just posted. That was it. Gone.
WT: It was just, he was just taken off. Yeah.
BB: Yeah ok. What year would that be roughly? Roughly. Doesn’t have to be exact.
WT: I can’t remember. It was certainly in ’44.
BB: Ok.
WT: ’45 I mean.
BB: ’45.
WT: The beginning of ’45.
BB: Because, coming back to my late uncle’s crew his rear gunner um Sergeant Clegg had been a pre-war warrant officer but had been busted down to sergeant many times for doing nasty things, naughty things I should say. I won’t go into details.
WT: Right. No.
BB: But he was always in and out of Sheffield. You know what Sheffield was?
WT: Yeah.
BB: Yeah. He was always in and out of Sheffield and that’s another place that doesn’t have much publicity. It was the air crew rehabilitation centre or whatever they wanted to call it.
WT: Ahum.
BB: But I only found this out by looking at the form 500, 540.
WT: 540.
BB: Yeah and it had all the missions for my uncle and the crews and you’d see Sergeant Clegg and then you’d see three or four trips no Sergeant Clegg some other gash gunner had gone in and I asked some survivors on my late uncle’s crew what about Clegg? At first they were all very protective and then they said well actually Clegg was a bit of a lad and he got into trouble with drink and women and was always been sent to Sheffield but in in the air he was a perfect rigger just I mean you know my uncle trusted him implicitly and when he was at Sheffield my uncle felt really, really uncomfortable with this gash gunner sitting at the back who he didn’t know. But you know he got, he got through his tour unfortunately my uncle but was killed instructing.
WT: Our wireless op he was, he was an Australian and he was a silly B really and he drank like old boots so when he got in the kite he would do everything he had to do but Jack, our navigator was a great guy ‘cause he knew there was a group, a message to come. I’ve forgotten was it half hourly -
BB: Yeah.
WT: Quarter hourly.
BB: Half hourly.
WT: He’d give Digger a kick.
BB: Usually the weather and, yeah.
WT: We’d could usually hear, ‘Digger wake up you silly B.’ And he’d be, ‘Oh oh alright,’ he says and he never missed, he had everything down, he never missed a thing. He knew exactly where we were going.
BB: Yeah. That’s great. My uncle’s navigator was the old man of the crew. He was -
WT: Yeah.
BB: He was thirty two.
WT: Yeah. Yeah.
BB: He’d been a postmaster in the Isle of Man and had volunteered to be a navigator because he was very good at maths but he was the old man of the crew and the rest of the crew called him Pop. Because the average age on, the average age on my uncle’s crew was what nineteen, twenty.
WT: Ahum.
BB: My uncle himself he was twenty one when he was killed. And that’s having done thirty trips.
WT: I was, I got I was twenty one in Canada. While I was in Canada.
BB: Yeah.
WT: I got deferred service so so such a long time.
BB: Yeah.
WT: In fact I registered as I had to do.
BB: Was that because you were local government job that was deferred?
WT: No nothing to do with that at all. ‘cause they were happy.
BB: It wasn’t a reserved occupation or anything.
WT: No it wasn’t.
BB: No.
WT: It wasn’t reserved. What happened was I signed on as we had to do and I said look here’s my number. Oh yes well that’s ok. Three weeks later I got called up for the army and [noise off] that’s somebody downstairs.
BB: Oh right.
WT: Don’t take any notice of that. And I got called up for the army and I managed to get out of that with a big brigadier somebody that we well knew. He rang them up and he said silly B. He told you what was happening because they were going to come and fetch me.
BB: Yeah.
WT: So that worked out alright.
BB: Good.
WT: Because, you know it didn’t always go right.
BB: No.
WT: I was lucky.
BB: So there were, there were evidence of LMF when you were on the squadron.
WT: Just that one.
BB: Just that one.
WT: Just that I know of.
BB: Yeah. Exactly. Just that you know of. And he was commissioned.
WT: Yeah.
BB: Yeah. I’ve heard other stories where had it been a sergeant air crew Harris was so worried about this kind of thing that we would call it post-traumatic stress disorder.
WT: Yeah.
BB: Today um they were, they were lined up in front of the whole squadron, stripped of their chevrons.
WT: That’s right.
BB: And their brevets taken off. Which was very very harsh but it did get the message. And other aircrews I’ve spoken to they were more scared of that happening to them.
WT: That they -
BB: Then facing the Germans.
WT: So that kept them going.
BB: And I suppose that was Harris’ view. You can either be scared of me or you can be scared of them.
WT: Sure.
BB: Make your choice.
WT: Yeah.
BB: Um but it now the Americans had a completely different attitude to it in the 8th air force and they were flying daylight raids.
WT: Ahum.
BB: As you know. So there was a different thing. The other commands, coastal, fighter, transport they had their, it wasn’t so prevalent.
WT: No.
BB: In those commands. But it’s, it’s, it’s an issue that is very interesting academically and the Sheffield thing. So that might be something that might be an aspect of the Bomber Command research.
WT: [?]
BB: No I’m just saying but you knew of it, it happened on your squadron and that was -
WT: That’s it.
BB: Quietly posted away.
WT: Didn’t take no notice of it.
BB: Yes, that’s right. I mean, you know, a very good friend of my father’s, a chap called Musgrave who was a pathfinder, a pre-war fitter when the heavies came in he volunteered to be a flight engineer, went to St Athan, came out with [E] joined his crew at the Heavy Conversion Unit and went on and did his thing but he did ninety three ops at the end and I said to him once, sadly he’s no longer with us but I have his log books and he said, ‘Well, you know we were dead anyway after four,’ four to five ops in that tour no statistically, statistically -
WT: I know. Yes.
BB: Dead. So let’s go.
WT: I’m going to empty that.
BB: Oh I’m sorry. Right.
WT: Are you going to switch it off or not? Whichever you want to do.
BB: No I’ll just.
WT: I’ll run.
BB: No don’t run. Take your time.
WT: No. No.
BB: Take your time.
WT: It’s only two minutes.
BB: Yeah.
[Pause]
BB: Ok.
WT: Sorry about that.
BB: No, don’t be. No, it’s fine.
WT: You can’t stop it you see.
BB: No. I know you can’t. Thank you very much.
WT: You know.
BB: So that’s great.
WT: You know.
BB: That’s great.
That’s great. Sure
BB: We’ve covered why you wanted to join, you joined, you got re-mustered from pilot to bomb aimer sorry NavB er went to Canada for your initial training.
WT: Yeah.
BB: And then came back to the Heavy Conversion Unit. Lancaster finishing school.
WT: Right.
BB: And went to the OTU and got your crew.
WT: Yes. That’s right.
BB: And you did your, you did your trip. Was it twenty nine do you remember? You told me.
WT: We did twenty nine. I always say one was a half.
BB: Ok.
WT: We got out one night and we had an engine go.
BB: A boomerang.
WT: And she wasn’t very, we weren’t very happy but we carried on for a while and then another one started to go sick so we turned -
BB: Now -
WT: So we turned and came back.
BB: Yeah.
WT: That was about -
BB: What mission, what sortie was that?
WT: That was about the 8th of February.
BB: 8th of, yeah.
WT: Politz I think it was called.
BB: 8th of February 45.
WT: Hmmn?
BB: 8th of February 45. Yeah.
WT: Yes.
BB: Yeah.
WT: And er when we got back somebody said, ‘Why didn’t you go on?’ And he had a few rings there and I said, ‘Sir look out on the pan. There’s an aircraft out there. It’s got two good engines. One is alright I think. The other one’s rough.’ I said, ‘There’s seven of us here.’
BB: What did the flight engineer think about it? He must have made the judgement on that?
WT: No, he had -
BB: The captain.
WT: He had to shut it down. It was -
BB: Yeah.
WT: So I said, ‘And you’ve got the seven of us are here are ready to go again.’ I said, ‘We didn’t go over and get a VC and lose your aircraft for you.’ Cause that -
BB: What did he say to that?
WT: So he said, ‘Well forget it.’ I said, ‘just as well [stress] sir.’
BB: Station commander?
WT: Hmmn?
BB: Was that the station commander?
WT: Yeah. No. It was the er -
BB: Squadron commander?
WT: No. It was the station commander. He happened to be there, yes.
BB: Yeah. Station master as they used to call them.
WT: They usually had four rings.
BB: Yeah. Group captain. Yes.
WT: There was the AOC there. He was there. He was great ‘cause I was friendly with his WAAF lady.
BB: Yeah.
WT: I used we used very friendly just chatted and all that and had a drink and I was saying good night to her outside his house one night and suddenly he tapped me on the shoulder, he was coming in. He said, ‘Don’t keep her up all night because she’s got to get me breakfast in the morning.’ He said, ‘This isn’t a -
BB: Yeah, but they knew what was going on.
WT: He knew.
BB: They loved their aircrew. Yeah.
WT: He was happy.
BB: Now -
WT: I’ve done a whole lot screed on me.
BB: I’ll look at that later.
WT: Yeah that’s what I wanted to -
BB: One other thing I wanted to mention to you because -
WT: Yeah.
BB: Bomber Command had a high instance of venereal disease. VD.
WT: Yeah.
BB: And it was, it was a big a big issue because crews were getting sick and having to go to Halton and all these other hospitals and Harris had a view of it that, ‘cause the chief medical officer in Bomber Command went to see him about it, right. Went to see Harris
WT: Ahum.
BB: To, you know, tell him, you know, it’s got to stop and he said, ‘If my old lags want to have a bit of fun let them have it because they could be dead tomorrow. Now get out of my office.’ He said something like that. But I mean did you, were you aware of any of that?
WT: No. No.
BB: Were there any kind of big posters?
WT: No it was -
BB: Or lectures?
WT: No. It was a good squadron as far as that was concerned. No. We had good fun. We had this -
BB: Yeah
WT: We did a lot of that.
BB: Right. But less of the other.
WT: As far as I’m concerned.
BB: Apparently it was a big problem in Bomber Command but probably in certain areas.
WT: We, we were lucky. I was lucky. I think we had a good squadron there.
BB: Yeah.
WT: They really were. I didn’t know all of them or anything.
BB: No. No, of course.
WT: I didn’t get to know them.
BB: No. No. No. You didn’t.
WT: No.
BB: And I suppose there was the usual horror story in the morning when you went in for breakfast and there were blank chairs. Guys didn’t come back.
WT: Yeah but then I mean people weren’t in because I was lucky I was in the mess lower ground floor. All I had to do was come out of my room turn left and right and there was the dining room.
BB: Right.
WT: So I was dead lucky. Well the bar well there was no bar because it was a peacetime mess.
BB: Sure.
WT: I mean we had to go down a little alleyway.
BB: Sure.
WT: And get served in the trap hatch as we called it.
BB: Right.
WT: The [corps?] was very good.
BB: Now inter relationships within the crew between commissioned and non-commissioned crew members? Any, now you flew as a crew and that was it but of course when you landed you went to your separate messes.
WT: Yes well the, Bruce and I were in -
BB: The other mess, officer’s mess.
WT: The other -
BB: Sergeant’s mess.
WT: Five were together in a house.
BB: In a house ok they were billeted in a house.
WT: One of the wartime houses they were in.
BB: Ok. Ok. Right. I’ve heard a lot of stories where they couldn’t mix formally on base so they went to the local pub and the crew got out all together.
WT: Well you couldn’t do it on base.
BB: No. I know.
WT: You couldn’t be walking -
BB: No. I know.
WT: Around chatting.
BB: No but I meant there was the officer’s mess and the sergeants mess.
WT: They couldn’t mix them up. No.
BB: So they went off base to do it. At least that’s what my uncle did.
WT: The only time we, the only time we mixed was the pre-ops meal.
Interview: Yeah.
WT: And usually that was the sergeant’s mess because it was bigger because of their numbers so we could join them there for the meal.
BB: That’s right.
WT: ‘We had our pre-op meal there altogether.
BB: Because you were one of the privileged guys in the Lancasters. PNB pilot/navigator/bombardier. They were the three main crew PNB and they were recruited -
WT: Ahum.
BB: You know as slightly more rigorously selected and recruited more rigorously than let’s say the gunners because you had the, had to have the education to do those jobs.
WT: Oh you did. Yes.
BB: And you had to have the right characteristics.
WT: Yeah.
BB: So -
WT: I had my London General School Certificate.
BB: Well that’s right. That’s right um well that was, that was good. Let’s see, course you came, I mean I’m not, the time you got into the squadron -
WT: Yeah.
BB: It was late ‘43 or early ’44?
WT: Do you know my memory.
BB: Yeah.
WT: It’s the age.
BB: It’s ok.
WT: Alright. My first op was on the 15th of October ‘44.
BB: ’44. So the war was, the war was still there. And -
WT: Oh yes.
BB: Still brutal.
WT: Oh yes.
BB: Bombers were still being lost.
WT: Yes.
BB: Right up to the last day.
WT: Yeah. Yeah.
BB: But was there any feeling of it can’t be long now or did you think it was just going to go on and on until it stopped. I mean did you have any sense that we were winning?
WT: No.
BB: And doing all that stuff?
WT: We were, as I said.
BB: D-day had finished of course.
WT: No, no, yeah it didn’t. D day, D-day, D-day was over, yes.
BB: Yes.
WT: When I was at OTU.
BB: Yeah but there was still, you know -
WT: Yes.
BB: Still the fighting.
WT: Oh yes well we were the old line.
BB: Still bombing.
WT: The line went further -
BB: Yes.
WT: And further back.
BB: Yes, that’s right.
WT: But there was still a line.
BB: Oh a lot of day -
WT: There was.
BB: Yeah. And did you go on any daylights? Because there were a lot of daylight raids coming in
WT: We did, we did the odd daylights. We did one, two, three. About three. No four. I think there were four -
BB: Four daylights and at that stage of the war was the Luftwaffe still effective or were they -.
WT: Hang on. The last one we did was in April.
BB: April.
WT: ‘45.
BB: Ok.
WT: That was at Nordhausen. Wherever that was.
BB: Nordhausen ok but the um but the Luftwaffe by that stage was essentially gone. I mean no fuel, and losses had been high.
WT: They were up in the air.
BB: Yeah.
WT: And I spotted and -
BB: Did you ever see any of the new jets? ME262 or -
WT: I was going to say because I spotted some one night when we were out and we couldn’t understand. We thought they were rockets and they seemed to be going straight up and this happened a couple of times. It was more over Holland.
BB: Oh the V2s coming off.
WT: No. It was, it was the -
BB: Oh the exhaust from the -
WT: New jets.
BB: The new jets. Oh ok.
WT: The new jets no the V2s had finished by that time.
BB: You didn’t, you didn’t
WT: But we, I reported it but didn’t know anything.
BB: Yeah.
WT: I just said I didn’t know what they were.
BB: Yeah ok.
WT: So that was up to them. I, I didn’t know what they were.
BB: No.
WT: Until after the war. I found out.
BB: Yes. Yes and the German night fighters were still around, prowling around um did you, did you at that time they had Junkers 88s and Messerschmitt’s 110s with the Schräge Musik. Upward firing guns.
WT: Yeah. That was yeah.
BB: When they started to appear crews would just see this massive explosion in the sky and -
WT: Ahum.
BB: Thought they’d been hit by flak. They hadn’t, they hadn’t realised that they were getting under the -
WT: No.
BB: The belly and er it took a long time for Bomber Command to actually tell the crews -
WT: Yeah.
BB: About it.
WT: We knew about it.
BB: You knew about it but it, it was a very effective night fighter technique and -
WT: We only, we used to see searchlights in the sky.
BB: Yes.
WT: And there was the old master one.
BB: Yes.
WT: The red one.
BB: Yes and that was the radar and if that locked on to you the radar guided one -
WT: That was radar but one of them was coming towards us and I was screaming to Bruce and he said give me an idea of timing and I said, ‘Now,’ and what we did then we went straight through it.
BB: Yeah.
WT: As quick we could and he went like this and he disappeared.
BB: Yeah.
WT: So in other words he’d he’ll find somebody else.
Instructor: Yeah he’d find somebody else and ‘cause once you’d been combed that was it.
WT: We did it twice.
BB: More or less. Did it twice.
WT: That happened twice.
BB: Yeah.
WT: Ahum.
BB: That was it to get out.
WT: We didn’t get fired at.
BB: Well it happened to my uncle once and he actually put the aircraft straight down the path of the searchlight as best he could.
WT: The front gunner.
BB: With the front gunner blazing like mad.
WT: I would that’s right.
BB: And quick get out of the way and that ‘cause they changed that but it was -
WT: No. But we were, we were lucky.
BB: The [line was still] well ok with the advance of the allies but the German night fighter force went on quite effectively until more or less the end were constrained by fuel at the end and losses.
WT: It was.
BB: And losses of course. But what would between the flak and the night fighters and collisions and all that sort of thing what would you say was the main, the main fear? Night fighters?
WT: I don’t think we had fear.
BB: No.
WT: I’m sorry if -
BB: You put it away.
WT: It sounds big headed but -
BB: No, no, no.
WT: I don’t. I don’t think.
BB: No. I’m not I’m not. Yeah.
WT: We knew we had a job to do. If we didn’t do it -
BB: Ok. I’ll put it -
WT: We were in trouble.
BB: I’ll put it I’ll put it another way.
WT: Yeah. Go on.
BB: When you had the intelligence briefing.
WT: Yeah.
BB: At the brief.
WT: Yeah.
BB: Obviously they briefed you on night fighter tactics
WT: Yeah
Instructor: And where the flak concentrations -
WT: Yeah.
BB: Were and your route was planned.
WT: Yeah.
BB: To avoid these things and you had Window ah Window.
WT: Window.
BB: Were you dropping Window at that stage as a regular thing?
WT: All the way. All the way we could.
BB: And you had Boozer giving you the electronic aid that latched on to the night fighter radar.
WT: I didn’t do anything about that.
BB: Ok. That must have been with the wireless op.
WT: Wireless op had that.
BB: Yeah.
WT: Because he had, he had a little book.
BB: Yeah. That’s right because the Germans countered that by finding the frequency and all the -
WT: That’s right.
Instructor: And all the rest of it.
WT: That’s right.
BB: Everything like that. It went back and forth I think on the -
WT: Yeah he had that on his table.
BB: Yes. Ok. Rebecca and Boozer and all this stuff.
WT: Yeah we had [?]
BB: Yeah but window was quite effective, yeah.
WT: We did that religiously.
BB: Yes.
WT: I was glad to get rid of it mind.
BB: Yes.
WT: Get in the blooming way.
BB: Now the, my uncle’s wireless operator, he was the warmest guy on the Lanc. Everybody else was cold but he was the warmest behind his little curtain.
WT: Yeah.
BB: Um so he was either too hot or too cold but usually hot.
WT: I was happy.
BB: You were alright in your -
WT: I was alright.
BB: Your place.
WT: Where I was.
Instructor: Could you, you were usually you were at the front of course.
WT: Yeah.
BB: Yeah and I mean for take-off you weren’t there you were probably back -
WT: For take-off we had an arrangement. When we were on OTU -
BB: Yeah.
WT: They trained the, what do you call it, to take off with Bruce?
BB: Yeah.
WT: What’s the, God -
BB: Flight engineer.
WT: Flight engineer. Sorry, I’ve got amnesia.
BB: It’s alright.
WT: No the flight engineer he trained, he was trained to take off and land so -
BB: Yes. That’s right.
WT: Fine. Instead of me being down in the nose which was a bad place to be -
BB: Yeah, Yeah.
WT: I’d be sitting on the engineer’s seat and there were two red wheels and those were the fuel.
BB: Yeah.
WT: And they said to me if I ever saw a red light come up.
BB: Scream.
WT: Do that.
BB: Turn it off.
WT: No turn them both off.
Instructor: Yeah.
WT: And that’s what I did until he poked me in the back and he said, ‘I’ve finished Bob, now’ and I’d say, ‘Cheers.’ and I’d go back to my office. We did that. I came up to landing the same way.
BB: Right. Now again I’m sorry to go back again to my uncle’s crew because it’s, it’s not him we’re talking about but they were representative. His bomb aimer, every time they were approaching the target, the whole crew would get on you know well the captain would say, ‘Try and make it one run this time will you?’ ‘Cause you know, ‘Sorry I’ve got to go around again boss. You know it was like it was never did so it was -
WT: Never did one more round. We went in every time.
BB: Excellent. Excellent.
WT: ‘cause I think it was a question of where you were.
BB: Yes, I understand. In the bomber stream. Yes.
WT: You know, in the stream. But I never had to once.
BB: Because you know the Germans were great at having dummy markers and flares.
WT: Sure.
BB: And changing the, trying to get a feel for the aiming point and, you know.
WT: And the whole thing when you worked it out the whole cross wind.
BB: Yes. Yes.
WT: You could pick it up
Instructor: Yes,
WT: Ages before you
BB: Right.
WT: And I’d get Bruce to change so that we had a good direction.
BB: Right. Ok.
WT: And he was very good ‘cause he just used the pedals to to do
BB: [the rudder bar] yes that’s right to correct the [yaw] My uncle’s bomb aimer only went around I think twice on one target but it was, it was, it was an important one. Um ‘cause my uncle went to Peenemunde. He did the Peenemunde raid. Well he was lucky. He was in the first wave. The diversion raids had, there were no night fighters because -
WT: No.
BB: They had, they weren’t there.
WT: They were somewhere else.
BB: They were somewhere else.
WT: Yeah.
BB: But the guys in the third wave-
WT: They copped it didn’t they?
BB: They copped it. Yeah. But of course they weren’t told what it was for.
WT: We were very, very lucky. I really think we were.
BB: I think luck had a big part to play whether you survived your tour or not
WT: I think so.
BB: And that yes as well
WT: Yes.
BB: That and a great crew and a competent crew.
WT: Well our navigator was red hot.
BB: Yeah.
WT: ‘cause one day Bruce said to him, ‘Jack, why don’t you let Bill take over?’ And before I could say anything he said, Bill you don’t mind or Bobs they used to call me. ‘Bobs you don’t mind but I’d rather be responsible myself for what’s happening.’ I said, ‘I’d rather you did.’ And he did. And he didn’t want me to help with the Gee. He did it all himself.
BB: No. Yeah. Yeah.
WT: He wanted to do it all himself. No, he did it all himself.
BB: Yeah. My uncle’s navigator too. He had all these aids.
WT: Yeah.
BB: But he liked to do it himself and used Gee as a backup you know and -
WT: You know Jack was a good navigator.
Instructor: Yeah.
WT: In fact I contacted him after the war. He was over in er, on the east, west coast somewhere and I had a couple of words with him, He got taken ill and died just like that within nine months of my knowing him.
BB: Oh dear.
WT: There’s one of our crew left still here. Harry the rear gunner. He’s down in Yorkshire.
BB: Oh right I must get his -
WT: He’s not a hundred percent.
BB: No.
WT: At the moment.
BB: No.
WT: And we have a reunion of 153 but it’s got that about there’s only about two members.
BB: No.
WT: That go. It’s all the associate members.
BB: I know.
WT: But they meet every year down in err oh down the road -
BB: Scampton oh in Yorkshire. No in -
WT: Lincoln.
BB: Lincoln. Scampton, Waddington.
WT: No. In Lincoln itself.
BB: Oh Lincoln. Ok
WT: In a pub, in a, in a hotel
BB: Yes.
WT: And go to BBMF.
BB: Yes.
WT: And BBMF -
BB: Yes
WT: Bring them in.
BB: Yeah it’s great. I’ve been there.
WT: They are very much with us.
BB: I had the very great privilege of flying in the BBMF Lancaster.
WT: Did you?
BB: Yeah I was on duty as a reservist and briefing and debriefing crews. Modern crews.
WT: Yeah.
BB: And they said do you want, do you want a flight? And I said yeah. They said, ‘There’s Jacko Jackson over there.’
WT: Ah.
BB: ‘He’s the captain.’ He said, ‘Go and see Jacko.’
WT: Yeah.
BB: And he’ll fix you up and I went across and I said, I was a flying officer at the time and I said, ‘Good morning sir.’ And he said, ‘Yeah. I know about you. You’re coming with me on a one hour flip around in the Lanc.’ We were doing a test, air test of something so
WT: Ahum.
BB: It was wonderful and I told him about my uncle and all that and I went to every position except the rear gunner position.
WT: Yeah.
BB: They wouldn’t let you in there but I went mid upper gunner, I went down the bomb aimer and it was the bomb aimer’s place. It was, it was great but you get a sense of how that main spar going across could be a real hindrance if you had to get out.
WT: I’ve got some photographs I don’t know where they are now of our people in that one going over the main spar.
BB: With all the kit on?
WT: No. Well we didn’t have that. We used to throw that down over the top but there’s one of the ladies, she took over as the squadron scribe, association scribe and I still keep in touch with her and there’s one of her looking over the top and all I could see was her backside so it appeared on the thing
Instructor: Yeah.
WT: Guess who?
BB: Guess who. Because you either went out the main door at the back.
WT: Yeah.
BB: Or you went out the bomb aimers hatch at the top.
WT: Hatch.
BB: Yeah and when that, if that’s in a spin or you know it was difficult but it was difficult getting out of the Lancaster but it was quite difficult when those things -
WT: Sure.
BB: When they caught you.
WT: I say, you know, we were so lucky.
BB: Yeah.
WT: So lucky.
BB: Yeah. So did all your crew that you trained with and flew with survive the war?
WT: Yes we all survived.
BB: All survived.
WT: Together yes we all survived together and after that we were dispersed to various place
BB: Of course. Yes.
WT: I went one way, somebody went, Harry funnily enough he was a sergeant he was sent to India and he was in the post office out there somewhere and they dropped him to corporal.
BB: Yeah. That happened a lot.
WT: Terrible that was. I couldn’t understand that.
BB: Wartime temporary. Now you’re a corporal. Yes.
WT: Yeah.
Instructor: That’s right. Yeah. And err in your own case when the war finished when did you actually leave the air force? Was it ‘46 sometime or -
WT: Yeah. I think, ohI can’t remember offhand.
BB: Well just vaguely?
WT: It’s in my in -
BB: Logbook?
WT: No. It’s in my script somewhere.
BB: Oh ok. Well anyway it was most. Most were let loose by 1947.
WT: Yeah.
BB: Yeah. Most.
WT: Where did I put my scribe script?
BB: Oh don’t worry about it but where
WT: Oh, here it is in my hand.
BB: What did they have you do in that time?
WT: Oh.
BB: Were you supernumerary somewhere or were you -
WT: No they wanted, wanted us to train as something and I trained as an equipment officer.
BB: Right ok so the whole surplus aircrew thing.
WT: Yes.
BB: Because of the war
WT: Yeah.
Instructor: They said you can go home, you’re a good bloke, you’re commissioned we need you blah blah blah but you got to remuster as something else.
WT: Yeah.
BB: And, and -
WT: And I was told that’s what I was going to be. I did a course for six weeks on equipment. Got sent to RAF Strubby.
BB: Oh I know where -
WT: Which had been -
BB: Strubby is in Lincolnshire.
WT: Coldest place on earth. Was shut down and it was ready to be everything taken out.
BB: Right.
WT: And I had a few bods there to do that and we had trucks coming out
BB: Taking -
WT: Getting rid of stuff and so on.
BB: That’s right
WT: And I had another guy ‘cause I was attached to some maintenance unit over on the coast and they sent a guy to help me Frank Wilkes bless him a brummy and we worked together and we both got our going off together so we, we, we went off down to London to get our -
BB: Right got your demob suit and out you went.
WT: I didn’t want a hat so he put his, he put my hat that I would have on. I took it outside and I gave it to - [laughs]
BB: So, ok. So you were demobbed.
WT: Yeah.
BB: After all of that. Having gone through that having gone through all that with Bomber Command being demobbed, done your trips with all the trials and tribulations and terror of what could have happened. What did you do then?
WT: I went back to my job.
BB: You went back to your job.
WT: It was reserved. I joined the health department of the Cornwall County Council in September ‘39, no August ’39.
BB: Yeah.
WT: So I was there then until I joined up but my job was held for me, my, while I was only on my two bob or whatever it was a week my pay was made up.
BB: Right.
WT: But as soon as I got more that stopped and I had to go in and pay the, pay the difference
BB: And obviously you rebuilt your life.
WT: Yeah.
BB: After that and here we are and well done.
WT: My wife, my wife was -
BB: I was going to ask about that.
WT: She was -
BB: Did you meet her in the RAF?
WT: No I met her in, at work.
BB: At work.
WT: I remember it was -
BB: Post war work.
WT: Yeah. The uniform did it.
BB: Ah the uniform did it.
WT: So what I would -
BB: It still had the pull of the air crew.
WT: Well I always went up in my full uniform.
BB: Of course you did.
WT: And it was funny when we had that grand loop.
BB: Yeah.
WT: I went home on leave. I went up to see somebody and I went in see the boss ‘cause I was his favourite. He was the first boy post boy he’d ever appointed ‘cause he was new.
BB: Ah.
WT: Dr Curnow and
BB: Curnow?
WT: Curnow same as Cornwall
BB: Yeah.
WT: Curnow.
BB: Yeah.
WT: C u r n o w.
BB: Yes I had, one of my medical officers was from Cornwall. His name was Curnow.
WT: Yeah. He, he stayed there all the time. For a long, long time and he said to me, when I’d finished I went back, and there was a brr brr and his secretary said that, ‘Yes he is.’ She said, ‘He says go in.’ He said, ‘Sit down. Have you finished?’ I said, ‘Yes.’ He said, ‘Hold your hands out.’ He said, ‘You couldn’t do that last time you were here,’ he said, ‘You had the twitch.‘
BB: I was going to come to that
WT: [?] yeah
BB: This chap Musgrave I was telling you about. The guy that did the ninety three trips. He had a permanent twitch. It was sort of –
WT: Ahum.
BB: Like that.
WT: No. No.
BB: But he had a twitch and everybody knew you know he had been
WT: Yeah.
BB: Bomber command but he was very, not because he was boasting about it they just knew that he got out. He finished the war with DFC, DFM and God knows else what but he’d been a pre-war guy but he had a twitch and I asked him once where he got it. How it started. And he said he’d had a crash and er he survived. One or two guys didn’t and that affected him.
WT: That was, that was from when it started because he had said he hadn’t noticed it before.
BB: Yeah.
WT: He was a good chief was Doc Curnow.
BB: So
WT: I was his boy.
BB: Yeah. So these things did have a knock on, knock on affect.
WT: Sure.
BB: Now, the, and then you had all that post war thing you know getting a job, getting married, a family and all of that. Most of the Bomber Command people that I have met and indeed other wartime aircrew not just Bomber Command they never, ever talked about it for years and years. Never.
WT: I agree.
BB: And some of them really still are reticent to talk um either it’s too painful for them one way or another.
WT: I don’t know.
BB: Or it’s just that was that was a bit of my life I’ve now put it in a cupboard.
WT: That was me.
BB: And get on with life.
WT: For a long, long time.
BB: Yeah.
WT: Until eventually I joined you know the Aircrew Association and so on
BB: Yes. That’s right.
WT: Especially when I came up here.
BB: Well I mean you guys were young and you’d gone through such a lot.
WT: Ahum.
BB: And it was very hectic and life was for today.
WT: Yes.
BB: Tomorrow you didn’t know if it was going to happen.
WT: I was, I was getting, I was married.
BB: Yeah. You had responsibilities.
WT: And we had our -
BB: And other things took priority over all of that.
WT: Yes, there were.
BB: And then of course there was this post war denial about Bomber Command.
WT: Yeah.
BB: And what they did and all the rest of it. How did that make you feel? Did it make you feel angry? Did it make you feel what the hell did we do it all for?
WT: I could have killed Churchill. Easily. You know, without any argument.
BB: Because of what he did.
WT: Because of Bomber Harris.
BB: I mean they called him Butch.
WT: Yeah.
BB: Because you know but he he loved his crews and -
WT: He was, he came to Scampton once and he was great.
BB: And they loved him
WT: Yeah.
BB: Despite you know sending them off every night knowing that x number of Lancaster’s wouldn’t come back or Halifaxes or whatever. But that’s how he got his name Butch, Butcher.
WT: Yes.
BB: Butcher Harris but they seemed to get on with him.
WT: Yeah.
BB: They seemed to like, you know, his manner.
WT: Yeah.
BB: And his we’re going to do this, we’re going to do that.
WT: The one person on the squadron the squadron we didn’t like was the four ringer.
BB: The group captain.
WT: The group. He was not a nice fellow at all. We didn’t like him a bit and he used to come in to get his fags so we’d push him to the top of the queue so he could get the hell out.
BB: Did he ever fly? Did he ever go off?
WT: Yes he did a few.
BB: Yeah.
WT: He did one or two.
BB: Yeah.
WT: And he was, fortunately not with us but the AOC was there. He was -
BB: Was that Cochrane? Or Saunby?
WT: I don’t know what he was called.
BB: Yeah.
WT: He was a lovely fellow.
BB: Yeah.
WT: He had his own little [?]
BB: Yeah.
WT: In fact his WAAF
BB: Driver.
WT: No.
BB: His PA.
WT: No. Looked after him.
BB: Oh right.
WT: Looked after him. I got courting with her a bit.
BB: Ahh.
WT: Nothing like, nothing
BB: Nothing like going for the top.
WT: Untoward and one night we were saying goodnight and suddenly there was this tap on my shoulder, ‘Hurry up, don’t keep her up all night. She’s got to get my breakfast in the morning.’
BB: The morning. You said, ‘Yes sir.’
WT: Now who would have said that?
BB: They knew and, they knew and they let the guys get on with it.
WT: I saw her afterwards.
BB: In that respect.
WT: And she said that he laughed his head off.
BB: Oh that’s great. That’s great.
WT: They were a good lot.
BB: And now you’ve got your grandchildren, great grandchildren.
WT: Great grandchildren.
BB: And you’re going to be giving them your logbook and one thing and another.
WT: Paul my grandson. I’ve got a grandson and a granddaughter. Paul is supposed to inherit all my stuff.
BB: Yes.
WT: Which he will do.
BB: Yes. Good.
WT: But in the meantime.
BB: I hope you’ve written that down in a will or something?
WT: I don’t. My son knows.
BB: Ok.
WT: He knows. He’s as good as gold but Paul sorry my oldest grandson, great grandson Jack is very keen on Lancasters ‘cause they live in Lancaster.
BB: Yes of course.
WT: And he knows all about that so Jack has got lots of stuff to do with Lancasters and I said I’ve got all these books I don’t know whether I ought to be getting rid of them sometime. Pete said to me, that’s my son, the other day, ‘Dad don’t do anything until August. Jack’s coming up. He’s mad on the Lancaster’s and things, he’s got stuff all over the place so, in his room.’ so there’s four Lancaster – one, two, three, four, five books.
BB: Yeah.
WT: But you know
BB: Garbett and Goulding books.
WT: Yeah I met him and one other there and he’ll have those whatever happens. What, what about the others in the bottom lot I don’t know ‘cause the top one is all Cornwall but they’re spoken for one way or another.
BB: I have four hundred such books and I do a lot of research and I write occasionally in Flypast and other magazines um and they’re just for my own research. I mean, for example you said you were 153 I went to the books oh yes but now coming back to the controversial issue of medals.
WT: Sorry.
BB: Did you have to apply for your medals or did they come through the post eventually to you?
WT: I had to apply for them.
BB: You had to apply for them. And when did you apply for them
WT: Lord knows. I can’t remember.
BB: Yeah because they ok they had a lot to get through.
WT: No. That’s not true. I, I when I was an equipment officer before while I was still under training a bit with another thing.
BB: Yeah.
WT: I was asked to go up the headquarters somewhere and I took the logbook with me and I went through about my medals then and then I said, ‘Yes but I want the Air Crew Europe.’ ‘Well you can’t have it.’ ‘Well I said I don’t want any more.’ I went to go out and they pushed me back in again and they insisted that I had to have these four.
BB: Right, so now the, I had a very, my father knew another very nice man and his name was Slim Summerville. He had been a pre-war regular but he was a wireless operator I gather on Whitleys the one’s that flew like that -
WT: Ahum.
BB: And he hated them. But then he was shot down in November 1940 in France he made a crash landing. All the crew got out, sorry Holland, all the crew got out still fly, they flew in their number ones. Odd. But anyway they were all sitting around, standing around this aircraft trying to get it to burn and they couldn’t burn it. The Germans came. November ‘40 Battle of Britain had just finished. There they were. This Luftwaffe feldwebel came to them and said, ‘look we’ve got nowhere to put you but this Dutch, this Dutch farmer will look after you, we’ll put one of our guards there promise you won’t try and escape.’ ‘We can’t do that,’ they said but, ‘Never mind you go there.’ A month they were in this farmhouse having a life, they thought this is alright. This is ok. And then things got, they were then they were sent back in to Germany and they were sent towards the east. They were part of the great march but and he finished the war all the rest of it. When he was ill he came, I went to see him and he said, ‘Look,’ he said, ‘Bruce I never claimed my medals because I didn’t think I’d have very many being a POW but I’d like to pass them on to my grandchild.’ So I said, ‘Well ok.’ He said, ‘I can’t give you my logbook because it was when I was taken prisoner it was all lost and whatever.’ So I had to go to the National Archive in Kew and reconstruct his logbook and I took all this stuff and I said right your entitled to the Aircrew Europe, you’ve done, you’ve done all these missions between the qualifying dates of the -
WT: Yes sure.
BB: Award. Why, they said he wasn’t entitled to it. That he was only going to get the ‘39 to ‘45 star, the defence medal and a war medal. That’s all he was going to get.
WT: Oooh there’s one -
BB: Because he was -
WT: There’s one missing there really.
BB: So -
WT: France and Germany.
BB: Yeah but he was a POW. He wasn’t there.
WT: But did he -
BB: So -
WT: But he’d been doing work.
BB: Yeah but he was captured in 1940. So anyway so I went back and I said no you did x number of missions on the Whitleys you’re entitled to the Air Crew Europe so he said, ‘Well you write. I’ll give you permission and you write.’ So I wrote back to them first to air historical branch then to RAF records and they sent, they said, ‘Yes you’re right.’ So they reissued it. But with, but with the Air Crew Europe and I had them mounted for him and I took them to the hospital to see him in hospital and I pinned them to his pillow and he died three hours later. But he was so happy -
WT: Lovely.
BB: To have got them.
WT: Of course he was.
BB: Yeah. And he said -
WT: I’ve got mine here somewhere.
BB: All the rest was rubbish but Air Crew Europe’s the one so I am going to take your fight up.
WT: No.
BB: If I can do it for him, I can do it for you.
WT: Oh, there’s no point.
BB: Yes there is.
WT: I shouldn’t bother.
BB: Your grandchildren need it. I understand how you feel but if you’re entitled to it why don’t you take it?
WT: I’ve got them somewhere. I thought I had them there.
BB: Let’s have a look. Oh there they are. Right.
WT: They’re a replacement ‘cause I lost mine.
BB: Did you?
WT: And I lost the -
BB: What happened?
WT: Hmmn?
BB: What happened?
WT: I don’t know it was -
BB: They were all issued unnamed.
WT: It was in a move.
BB: They were all issued unnamed.
WT: Yeah.
BB: Now you see if I get you the Air Crew Europe. Right. Just say, let’s just say no this annoys me with the the whole medal thing you did all of that. Now I know you’re very proud and, and, and you don’t particularly want it but you earned it and this parsimonious government took their bloody time in giving you the Bomber Command clasp which I, did you ever claim it?
WT: No.
BB: Right.
WT: Yes I got that.
BB: Right.
WT: Yes.
BB: You need to sew that on.
WT: Yeah.
BB: Now, if I get you the Air Crew Europe if by chance we’re successful they’ll probably give you the Air Crew Europe with the France and Germany clasp.
WT: Ahum.
BB: ‘cause you couldn’t have both.
WT: Ahum.
BB: So you have to give that one back.
WT: I think the other one’s still there ‘cause I always said I can’t sew so
BB: So what I’m saying is they’ll probably take that one probably ask you to return that one.
WT: I’m not fussed about it you know.
BB: I’m just going through the procedure.
WT: I know.
BB: And um they that’s what they would do. Um but it is such a prestigious, it was only it was the only thing of the stars that I’ve talked to with the guys before that meant anything was the Air Crew, Air Crew Europe whether your coastal, bomber or whatever -
WT: Yes. Exactly.
BB: It was. Because they didn’t get a medal. That was only medal they actually got that was you know air force.
WT: I got mine. Those are replacements.
BB: Yes.
WT: Because -
BB: Exactly I’ll take a photo of those later.
WT: In transferring -
BB: Well -
WT: Something got lost and we never found them. I didn’t, I didn’t -
BB: Let me put it this way let me see what I can do and if I can do it you’ll take it. Right? You’ll take it if I can get it for you.
WT: Alright.
BB: Fine. Good.
WT: You’ve won.
BB: I feel very strongly about that ’cause you know medals are very emotive things even today.
WT: I won’t argue with you.
BB: No. Good. Ok well I’m going to stop the interview now. I think we’ve covered all the ground. Is there anything else you’d like to say that I may have forgotten?
WT: No.
BB: To ask?
WT: [If you]
BB: Are these your target pictures?
WT: Target pictures.
BB: Yeah.
WT: We were allowed to have those as the crew, the crew -
BB: Now -
WT: Took some as well.
BB: The other thing that used to get people a bit jumpy, ‘Have you got the flash skip? I’ve got to go around again.’ And, ‘Oh go on then.’
WT: No.
BB: Because a lot of crews were really ‘cause that was flying straight and level for a bit of a time to get that flash picture and if you missed it the first time you had to go back and at debriefing as you know once they processed the film -
WT: [?] that’s right.
BB: You were kind of ticked in the box that it was ok.
WT: The problem was the bottom of those it was -
BB: Yeah.
WT: A job to read
BB: Yeah.
WT: Very difficult to read
BB: It is.
WT: All the stuff.
BB: It is but -
WT: But the one there the first one Fort [Frederick Heindricks].
BB: Yeah.
WT: That was an aiming point.
BB: Yeah.
WT: So I was told.
BB: Right.
WT: You could see the smoke coming away.
BB: How, we hear a lot about the pathfinders and the marking and all these different marking techniques. Were they, were they good? I mean were they -
WT: They were good as far as we were concerned. We would come up and every now and again they would say please you know bomb on so and so -
BB: Yeah they had the master bomber saying forget that that’s a spoof yeah go to -
WT: That’s right.
BB: Bomb on the greens.
WT: Yeah.
BB: Bomb on the greens. That kind of thing.
WT: Yeah. We had that.
BB: Yeah and because so -
WT: And that, that’s they’re all the same
BB: Oh ground zero.
WT: That’s, no that that’s Dresden.
BB: That’s what I’m saying ground zero at Dresden
WT: I wouldn’t know. With, you can see the modern building.
BB: Yeah.
WT: And the one that’s been destroyed.
BB: Yes.
WT: A friend of mine he lives here in Morpeth and they went over to Dresden and he came back he said, ‘Bill I thought I’d take a photograph. This is what you did you B.’
BB: Well yeah tough it was a legitimate target.
WT: Oh yeah as far as I was concerned it was.
BB: Thank you very much. They’re very interesting.
WT: Yes, I, those are, you know, to me, the crew had some you know.
BB: Yeah.
WT: So -
BB: My uncle had some and they used to put them in their logbook.
WT: Yeah.
BB: Because the pilot’s logbooks were different as you know.
WT: Yeah.
BB: They were slightly bigger.
WT: Yeah well they were. That’s why mine is a bit of a mess and just written on. You know, scrolled
BB: I’ll have a look at that later. So I’m going to stop the interview now. Are you happy with that?
WT: Yes you -
BB: Ok.
WT: I don’t know if you saw those. That’s my doings. That’s, that’s how I got to know you.
BB: That’s all the stuff.
WT: And that was the newsletter. Yes.
BB: Yeah.
WT: And that’s, yeah, that’s ok.
BB: And there’s your medals back.
WT: Oh there’s, ok.
BB: Give those back to you there.
Yeah oh don’t worry about that. Oh yes that’s the Bomber Command clasp in there.
BB: Oh yes well let’s have a look, you’ve got to sew that on haven’t you?
WT: Well yes I said my daughter and grand daughter.
BB: Well why don’t you. Is it still in it’s envelope? Let me just take a picture of that ‘cause that’s you. That’s-
WT: You can undo that clip better than I can.
BB: That’s very nice.
WT: That’s what it should be.
BB: About bloody time too.
WT: I think -
BB: I was -
WT: I, I hated the thing actually it should have been a blooming thing like the other people had.
BB: Yeah. I was I was privileged in being selected to be an usher at the Bomber Command memorial opening in London.
WT: Lovely.
BB: And I was in my squadron leader stuff and all my own medals on and it was great and I was given, I was given six, three Australian, three New Zealand, three Australian and three New Zealand air crew to look after. To host.
WT: [?]
BB: Yeah and they were all of your vintage, your age, you know, now.
WT: Yeah.
BB: And they’d come all the way from Australia and New Zealand for free business class with [doorbell] New Zealand sorry
WT: That could be your wife.
BB: Could be my wife.
WT: Oh she’ll be, open the door.
BB: Oh I can get that for you sorry.
WT: No that’s alright. It could be somebody else. Hello.
Other: Hello.
WT: I’ve got someone with me. We thought it was his wife.
Other: Oh a parcel for me.
WT: Oh yes darling.
Other: That’s why I came. That’s very kind of you, Bill.
WT: That’s alright.
Other: Thank you very much indeed.
WT: I’ll keep the sixpence you’ll, I’ll send you the bill.
Other: Sixpence and you’ll send me the bill.
WT: We do things for one another.
BB: Yeah of course you do.
WT: Only around the corner. She’s a dear.
BB: Well done for that.
WT: When I came home last time from hospital I weren’t all that brilliant and she was doing shopping, she was insisting on doing my laundry and all that and I said -
BB: So -
WT: So I took a parcel in for her today.
BB: Right so -
WT: Where’s that going in there wasn’t it
BB: It’s with your medals yeah. Yeah yeah. So I’m with these guys and we’re all sitting them all down and I was getting and it was a pretty hot day and one of the Australians said ‘cause my name’s Bruce you see.
WT: Yeah.
BB: ‘Here, Brucie go and get us a beer mate.’ So I went and got them the beer and they ate this up and, ‘Here, I’m pretty hungry mate. Got any sandwiches?’ And we were going away and they said, ‘Look mate it’s getting hot here when’s this thing going to you know finish?’ I said, ‘Well, you know, the royals are going to be there. The Queen’s going to open it and so on and Prince Charles and Camilla will come and see you.’ ‘Right. Right. Ok.’ So this went on and the RAF BBMF Lancaster flew down and dropped these poppies but it got it wrong got it, slightly, slightly off track and all the poppies ended up in Piccadilly all over the place and -
WT: That’s one of them,
BB: Yes. Yes I know. I recognised that,
WT: Yeah.
BB: And this Australian looked up and he said, ‘Oh Christ the navig, the navs all wrong you know’ and, you know, ‘I suppose you can’t get the people these days’ and all that sort of talk, you know. Anyway I sent one of my little one of my helpers, one of my guys in our squadron, a corporal. I said, ‘Go and pick up as many of those as you can get.’
WT: Sure.
BB: And he met a policemen, this guy, with his helmet -
WT: Yeah.
BB: Just doing this you see and the policeman kept some in his pocket and he gave the rest to this guy so he gave each one of these guys one of the poppies and that was great but this Australian who was really quite vocal, nice bloke but he had with him a group captain Royal Australian Air Force from the embassy must have been the air attaché standing maybe just about there and you’re the guy right and he said, ‘Brucie, look when the royals come down can I ask when I’m going to get my’ dot dot ‘medal because I’m getting old and I’m going to fall of my perch mate and I’d rather like it.’ And I said, ‘Well you could but I don’t think it would be, you know, polite.’ He said, ‘[Dot dot] polite mate I’ve been waiting a long time.’ And then the group captain came across and said, ‘Look I’ve told you about that. That’s my job. Leave that to me.’ You know. Blah. ‘Well you’d better hurry up mate.’ And that was the end of that conversation and of course you get your, get the clasp.
WT: Oh dear.
BB: But it all went it all went it all went very well and every time I’m in London and I’ll be there next week I always get one of those British Legion wooden little wooden crosses.
WT: Yes.
BB: With the poppy on.
WT: Yeah.
BB: And I take my uncle’s crew and -
WT: Put their names down
BB: Just the one name. So my uncle first, then the bomb aimer, then and I put them all down and I look at the little little book they’ve got there.
WT: Yeah
BB: And its people write things down.
WT: Yeah
BB: And there’s obviously flowers. There’s things that gets me is this little one flower and an old plastic see through bag or
WT: Yeah.
BB: Something. With, ‘To Uncle George’ killed blah blah blah blah and you think gosh, you know and it’s such a focus that place for everybody to come and do stuff.
WT: Standing there with tears streaming down my eyes that day
BB: Yeah. Yeah.
WT: I couldn’t even -
BB: And I said to the Ben Fund people
WT: I shouted once, ‘Excuse me I’ve got to go to the toilet. Don’t do anything.’ [laughs]
BB: And I said to the Ben Fund guys who run it you know I hope someone collects all this stuff and takes it away.
WT: Yeah.
BB: Because -
WT: Sure.
BB: You should do a book after five years or something with all the, ‘cause they leave copies of pictures.
WT: Sure.
BB: And crew pictures and -
WT: Yeah.
BB: You know, it’s a great archive there just on its own.
WT: Yeah.
BB: Yeah.
WT: One of their associate members who’s a bit of a B really but he rang up and said Bill I’ve got a poppy that came falling down. Did you want one? And he sent it up to me.
BB: Oh excellent.
WT: So that’s why I popped it on there.
BB: Yeah.
WT: And it keeps falling down but it fell behind one day so I put it there -
BB: I think -
WT: So it doesn’t go anywhere else.
BB: I think –
And by the way that -
BB: Yes.
WT: Is as good a representation of a lot of us coming off -
BB: Ops.
WT: Off ops yes.
BB: I’ll take a picture of that.
WT: The actual depth of that thing.
BB: Yeah. I’ll take a picture of that but -
WT: It’s terrific.
BB: I think I have at home a programme from that day. I’ll send it to you. From the Bomber memorial.
WT: I was here then.
BB: Yes I know but I’ve got -
WT: Yeah.
BB: You know I think I’ve got a number of spares. I will send it to you.
WT: But I would love to have been there.
BB: Well it was such a privilege.
WT: Two or three of our members were there.
BB: Yeah it was a privilege to be there and, and
WT: ‘cause we had a, I started a help doing it with Johnny [Johns?] on, who by the way has written a lovely book on our stuff. Did I have that out? No I didn’t
BB: That’s ok well I’ve got a feeling -
WT: That is
BB: Ok.
WT: That’s on.
BB: 153.
WT: That is done. Is on the internet somewhere or something.
BB: Is it?
Yeah.
BB: I’ll try and find it when I go back.
WT: Johnny’s done it. He’s got -
BB: When was that written? Let’s have a look
WT: Just inside is by the date its a few years ago. I don’t know if
BB: Oh here we are. April 1998.
WT: Yeah Johnny was one of the pilots that came just after when the war was more or less finished. He started just when we were just finishing the war but he became the chairman of our Association.
BB: Yes. How lovely.
WT: It’s a terrific book because it’s got -
BB: It’s a lovely book.
WT: You know you can see when everybody did everything.
BB: Yeah it was a lovely book. And it’s, it’s -
BB: It’s terrific.
BB: I have one similar for 9 squadron but not in so much detail.
WT: That, that has got every op was done and who was on it and everything else.
BB: Yes.
WT: And about all these tables.
BB: Has anybody got all these for the national -
WT: And the aircraft.
BB: We would have got these for the national archive.
WT: Oh no. No he -
BB: Logbooks.
WT: He was down there. He used to go down and, and -
BB: Yes at the archive.
WT: Yeah, he’d go down there.
BB: Oh I was down. It’s a great place to be it really is.
WT: He lived down in York way.
BB: Yeah.
WT: No he didn’t Salisbury sorry it was Salisbury ‘cause his daughter, one of his daughter is still there.
BB: Yes, That’s lovely.
WT: He used to come regularly to our dos.
BB: And you were on C flight yeah.
WT: Hmmn?
BB: C flight.
WT: No A.
BB: A flight. Ok.
WT: I was A flight. Yeah.
BB: A flight. Ok.
WT: Yeah there was -
BB: Sorry.
WT: You will see our crew there somewhere.
BB: Yes. I’m just looking for it here.
WT: Bruce Potter at the top.
BB: Potter’s crew eh.
WT: Did you not see it?
BB: Yeah hold on.
WT: He was on A flight.
BB: Potter.
WT: Almost where you had your thumb there.
BB: Potter.
WT: Is it over that side somewhere?
BB: Oh here he is. Potter. There we are.
WT: Yeah.
BB: I’ll take a note of that.
WT: His name was Bruce.
10859
BB: Well he’s got an Australian name mate.
WT: Certainly has, yes mate.
BB: Except mine’s more Scottish than Australian. In fact one of my objectives for this when I was down here my uncle who was the Australian he married my mother’s sister ‘cause I was born in Gainsborough which is Bomber Command Hemswell not too far from Hemswell.
WT: Yes, Hemswell. Yeah.
BB: And my brother was born in Newark and my, this Australian pilot was courting my mother’s sister while he was on ops but he wouldn’t marry her while he was on ops ‘cause he didn’t feel, he’d had so many young ladies coming to the mess after their husband’s had died and he wouldn’t do it. He said he would marry her when he’d finished ops but he was killed instructing and they were only married four months but my cousin was born you know shortly thereafter well you know nine months later basically and so he, he was born in the place where I was brought up by my grandmother at Coldstream in Berwickshire and the family claimed, the family claimed the body.
WT: Oh yeah.
BB: And he was brought up by train to Cornhill station and lay overnight in the family house and my grandfather had, was a commander of the local home guard having been an old soldier and he wanted to open the coffin ‘cause it lay in the front room with a flag on it and my mother was a nurse and my mother said I don’t think we should do that ‘cause he was burnt. She knew he had been burnt and so they didn’t do it. They said let’s just remember him.
WT: As we thought he was.
BB: As we was and when the guys came up from, from the RAF station he was at for the funeral his widow, my aunt, said I’d like his watch or his flying jacket please. Sorry all we’ve got is this this and which you’ll get from the committee of adjustment and they’ll send to you and all the rest but so when you go to this little Scottish cemetery you’ll see this Australian AF war grave.
WT: Right.
BB: That’s him.
WT: That’s him. Well I never.
BB: But he was only twenty one and the last time his mother saw him was when he was seventeen and a half to leave, leave Australia to come home come here.
WT: Yeah.
BB: You know.
WT: Yeah.
BB: It was just one of those awful things.
WT: What are you trying to do there?
BB: He had finished his, he had finished his, his ops and was screened and funny you know the crew all got together you know.
WT: Ah huh.
BB: And they said, ‘We’ll go on pathfinders. We’re safer on pathfinders than we are instructing.’ And that was the view and he said, ‘No, I can’t. I’ve got to, I want to get married and I’m not going to that.’ but if he had done that he probably would have been alright.
WT: Yeah.
BB: Yeah.
WT: Exactly.
BB: There we go. It wasn’t to be I suppose. These things are always -
WT: Yeah.
BB: Sad.
WT: Sent to, sent to try us.
BB: They are. Well Bill thanks very much.
WT: That’s alright my friend.
BB: And I’ll be back I’m sure if I’m down this way again. It’s so lovely to talk to you.
WT: Yeah.
BB: There’s all your bits.
WT: Yeah. You’ve got, you’ve got the medals.
BB: I’ve got that picture you leant me and I’ll send that back when I get home tonight and I’ve got -
WT: You didn’t, you didn’t take the medals.
BB: No. No.
WT: No.
BB: No you’ve got them. Better check I don’t want you to, there they are in the bag
WT: That’s alright, they’re in the bag.
BB: They are in your just check please just check. No, no, no I haven’t got them. There they are
WT: I don’t know why, yeah they’re there such as they are.
BB: Well we’ll try and change that.
WT: I’m never bothered about medals.
BB: No. Well a lot of people don’t but the gran
WT: I’m not a medal man.
BB: No. A lot of people weren’t but you know there’s things like grandchildren who, who -
WT: Well. Paul -
BB: You’ve got, you’ve got your grandchildren now.
WT: My grandson.
BB: Who you would obviously like.
WT: They’re down in Salisbury at the moment I’m hoping they’re going to move a bit nearer but he’s interested but his nephew bless him is he’s only seven and a half at the moment.
BB: Yeah.
WT: But there’s a photograph of him up there. Jack. He’s very, very keen on it. Very keen.
BB: Well so he should be. It’s a great honour that you’ve done this.
WT: There’s the office.
BB: There’s the office, that’s right.
WT: These were, these were taken from the just, what is she called the one over, Just Jane over there in, we used to go down there a lot to the Panton Brothers where they’ve got the aircraft that taxies around.
BB: Yeah. Ok what have I got to do here now?
WT: [yawn] excuse me. This is all to do with the Lincolnshire arrangement that going, the spire’s gone up hasn’t it?
BB: Not yet. No, no, no, not -
WT: Oh I thought they’d already lifted it because our lot were down on oh a month and a half ago to their, to the reunion and that was the day when it was going to be delivered. They moved, had to move away because time was going on they’d only just got down the road and they saw it going back up.
BB: Right.
WT: Just coming. So they couldn’t do anything about it.
BB: No.
WT: I thought they said they put it up that night. Erected it.
BB: What? The spire?
WT: Yeah.
BB: In Lincoln?
WT: Yeah.
BB: Well to tell you the truth it might have done but I haven’t heard of it yet but -
WT: Well I thought that’s what they it had happened. They brought that in and the lorries or whatever was carrying it were going to get it upright for them to to anchor it down or whatever. I don’t know. Because they are going to build a great big wall around it aren’t t they with the name of the people who died
BB: Yes
WT: Or were killed. So [they’ll have old Giffords?] down on that one bless him. My room-mate.
BB: Oh God. There’s more bumph here.
WT: Cost you more money now.
BB: Yeah. Yeah. Right so we’d better get on with the paperwork. Let me just have a look at it
WT: Oh I thought you’d done it.
BB: No I’ve just been reading it here so we’ll better get on with it. Won’t be a minute. I think I’ll just call my wife up I’m a bit worried about her. See where she is
WT: I was going to say from my bedroom you can probably see the car.
BB: So when’s your next medical people coming in. When, when do they come in, every day to see you?
WT: No. No. No Wednesday is the day when everything normally happens.
BB: Yeah.
WT: At the moment I’ve got ear trouble but I’m off for another week but on Wednesday they come in to change your leg bag and do all kinds of things so I have to watch it but I’m alright I’m off for the next week or two I’m not doing too badly.
BB: Hi Jeannie. It’s me. I’m finished with Bill. I wonder if you could come back to to look at this documentation. It might need a witness. I’m not sure. Ok I’ll call you later. Or you can give me a call now. Thanks bye.
WT: Oh you’ve left her a message have you?
BB: Yeah she’s -
WT: Oh.
BB: She’s probably walking the dog.
WT: Stay where you are I think I can see the car from here.
BB: Ok thanks.
From the bedroom.
[pause]
WT: No the trees are in the way. I said the tree is in the way.
BB: Oh its William [Headley] Thomas isn’t it?
WT: [Headley].
BB: Oh that’s worth, that’s worthy of a photograph.
WT: Oh I don’t know I was just going to show you that. They were taken more or less the same time. You see what she’s wearing?
BB: Yes.
WT: A new pair of wings.
BB: Oh that’s lovely. May I take a picture of that one?
WT: Oh, go on. You don’t want that man.
BB: Yes I do. You’re, now that, now that you’ve been interviewed my dear boy you are now part of the national archive.
WT: Don’t.
BB: You are going to be in the Bomber Command archive.
WT: Am I?
BB: Yeah, you are.
WT: I thought, I thought it was the Lincolnshire.
BB: Yeah but it’s going to the University of Lincoln.
WT: Yeah.
BB: Yeah.
WT: Yeah.
BB: But that’s why we’ve got to sign this other stuff.
WT: While you’re doing that it’s happened again this damned bag.
BB: Oh I’m sorry.
WT: No it’s alright ‘cause it just happens like that I have a big bag to put on the end of it at night thank God.
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 Bill Thomas
Description
An account of the resource
Bill had joined the Air Defence Cadet Corps and Air Training Corps. He volunteered as a pilot in the Royal Air Force and flew Tiger Moths at RAF Sywell but was re-mustered as a navigator. Bill went to Canada as part of the Empire Air Training Scheme, where he did bomb aiming, gunnery and navigation training. He was offered a commission and did some special training on Prince Edward Island before going to the holding unit at Moncton.
Bill returned to Scotland and converted to bomb aiming. He crewed up at RAF Castle Donington and went to RAF Sandtoft and RAF Hemswell to the Lancaster Finishing School. Bill was transferred to 166 Squadron at RAF Kirmington, flying Lancasters. They then went to RAF Scampton as 153 Squadron. Bill conducted 29 operations and one which was aborted because of engine problems. Bill then trained as an equipment officer, being sent to RAF Strubby. He then demobilised and returned to his job in local government.
The interview discusses relationships between commissioned and non-commissioned crew, Bill’s thoughts on Dresden, Bomber Command and Arthur Harris, and the awarding of medals.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AThomasWH150711
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
Canada
Alberta
Ontario
Ontario--Toronto
Prince Edward Island
Québec
England--Cornwall (County)
England--Harrogate
England--Hastings
England--Lancashire
England--Leicestershire
England--Lincolnshire
England--London
England--Manchester
England--Northamptonshire
England--Redruth
England--Sussex
England--Yorkshire
Scotland--Wigtown
Wales--Aberystwyth
Germany
Germany--Ruhr (Region)
Germany--Cologne
Germany--Dresden
Germany--Kassel
Germany--Kleve (North Rhine-Westphalia)
Germany--Stuttgart
Germany--Wanne-Eickel
New Brunswick
New Brunswick--Moncton
United States
New York (State)
New York (State)--New York
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-11
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Sally Coulter
Creator
An entity primarily responsible for making the resource
Bruce Blanche
Format
The file format, physical medium, or dimensions of the resource
01:19:53 audio recording
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
153 Squadron
166 Squadron
aerial photograph
aircrew
bomb aimer
bombing
bombing of Dresden (13 - 15 February 1945)
Bombing of Peenemünde (17/18 August 1943)
Churchill, Winston (1874-1965)
crewing up
ground personnel
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
lack of moral fibre
Lancaster
Lancaster Finishing School
memorial
observer
Operational Training Unit
perception of bombing war
promotion
RAF Bicester
RAF Castle Donington
RAF Hemswell
RAF Kirmington
RAF Sandtoft
RAF Scampton
RAF Strubby
RAF Sywell
target photograph
Tiger Moth
training
Wellington
-
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1922/36160/OMcCronSLW191097-170817-010002.2.jpg
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
McCron, Samuel Lorne Wilfred
S L W McCron
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
2017-08-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McCron, SLW
Description
An account of the resource
39 items. The collection concerns Sergeant Samuel Lorne Wilfred McCron (R/191097 Royal Canadian Air Force) and contains documents and photographs. He was training as a wireless operator / air gunner and was killed 30 November 1944 when his Wellington crashed. <br /><br />The collection has been donated to the IBCC Digital Archive by Ken Proteau and catalogued by Barry Hunter. <br /><br />Additional information on Samuel Lorne Wilfred McCron is available via the <a href="https://losses.internationalbcc.co.uk/loss/115416/">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
Sam McCron's Record of Service
Description
An account of the resource
A record of Sam's service in the Royal Canadian Air Force.
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Geraldton
Manitoba--Brandon
Manitoba--Winnipeg
Saskatchewan
Alberta--Calgary
Alberta--Lethbridge
Québec--Montréal
Ontario
Québec
Alberta
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 Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Format
The file format, physical medium, or dimensions of the resource
Two printed sheets with handwritten annotations
Identifier
An unambiguous reference to the resource within a given context
OMcCronSLW191097-170817-010001, OMcCronSLW191097-170817-010002
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
Canada. Royal Canadian Air Force
82 OTU
air gunner
aircrew
killed in action
Operational Training Unit
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1922/36189/EMurrayJMMcCronF451017.1.jpg
376b79f8ba16f1448bfb7eeb05c1080d
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
McCron, Samuel Lorne Wilfred
S L W McCron
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
2017-08-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McCron, SLW
Description
An account of the resource
39 items. The collection concerns Sergeant Samuel Lorne Wilfred McCron (R/191097 Royal Canadian Air Force) and contains documents and photographs. He was training as a wireless operator / air gunner and was killed 30 November 1944 when his Wellington crashed. <br /><br />The collection has been donated to the IBCC Digital Archive by Ken Proteau and catalogued by Barry Hunter. <br /><br />Additional information on Samuel Lorne Wilfred McCron is available via the <a href="https://losses.internationalbcc.co.uk/loss/115416/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] ROYAL CANADIAN AIR FORCE [/underlined]
File: R91332(DAF/F-2-5)
Date: 17th October, 1945.
Mr. L.W. McCron,
Box 202,
Geralton, Ontario.
Dear Sir:
We have received an application for the war service gratuity in respect of the late Flight Sergeant W.G. McCron, from Mrs. Florence M. McCron.
In the case of death of a member of the forces, regulations provide that the gratuity on his behalf is to be paid either to a person who was dependent upon him at the time of his death or, if there was no dependent, it is then to be paid into his service estate for distribution in accordance with the terms of his will or, in the absence of a will, to the person or persons legally entitled to his estate.
Records reveal that pay was assigned to you by the deceased at the time of his death, which may or may not indicate that a state of dependency existed. Therefore, before we can deal with the claim which has been received, and in order to hasten settlement of the gratuity payable in respect of the deceased, we must first ascertain whether or not you were dependent upon the assignment received.
If dependency is claimed, your case will be referred to the appropriate authorities for investigation. On the other hand, if no dependency is claimed by you, further steps will be taken to deal with the application submitted by Mrs. Florence M. McCron, to determine whether or not that person could classify as a dependent. Finally, if it is determined that no one is dependent, the gratuity will be paid into your brother's service estate.
Since the advice requested will be of distinct assistance to us, an early reply will be appreciated.
Please forward your letter to the Secretary, Department of National Defence for Air, Ottawa, Ontario (Attention: DAF/War Service Gratuities Section) quoting the above file number.
Yours truly,
[signature]
(J. MacL. Murray)
Air Commodore
for Chief of the Air 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
Letter to L W McCron
Description
An account of the resource
The letter from the RCAF was trying to determine if he was a dependant of Sam's since his widow was claiming his war service gratuity.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-10-17
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Ottawa
Ontario--Geraldton
Ontario
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 Canadian Air Force
Civilian
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
EMurrayJMMcCronF451017
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
Canada. Royal Canadian Air Force
Temporal Coverage
Temporal characteristics of the resource.
1945-10-17
Contributor
An entity responsible for making contributions to the resource
Sue Smith
aircrew
killed in action
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1922/36190/ESullyJAMcCronSH441208.1.jpg
c9e4ceab531f586a8b4e492be7536097
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
McCron, Samuel Lorne Wilfred
S L W McCron
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
2017-08-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McCron, SLW
Description
An account of the resource
39 items. The collection concerns Sergeant Samuel Lorne Wilfred McCron (R/191097 Royal Canadian Air Force) and contains documents and photographs. He was training as a wireless operator / air gunner and was killed 30 November 1944 when his Wellington crashed. <br /><br />The collection has been donated to the IBCC Digital Archive by Ken Proteau and catalogued by Barry Hunter. <br /><br />Additional information on Samuel Lorne Wilfred McCron is available via the <a href="https://losses.internationalbcc.co.uk/loss/115416/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
R191097 [symbol] (R.O.4)
OTTAWA, Canada, 8th December, 1944.
Mr. S.H. McCron,
Box 221,
Acton, Ontario. [symbol]
Dear Mr. McCron: [symbol]
It is with sincere regret that I must confirm the telegram recently received by you which advised that your son, [symbol] Sergeant Samuel Lorne Wilfred McCron, [symbol] was killed on Active Service. [symbol]
The Royal Canadian Air Force Casualties Officer, Overseas, has informed me that your son [symbol] lost his life during flying operations at 11:39 A.M. on November 30th, 1944, at Crow Park, Nottinghamshire, England. [symbol] The aircraft, of which he was a member of the crew, fell to the ground. [symbol] His funeral took place at 12:00 noon on December 4th, at the Royal Air Force Regional Cemetery, Brookwood, Woking, Surrey, England. [symbol] May I assure you that when any further information is received it will be communicated to you immediately. [symbol]
I know the sorrow this news has brought you, and I know full well how weak and fruitless are any words of mine in the overwhelming loss of your two gallant boys. [symbol] I extend to you my deepest sympathy and may the Great Architect comfort and strengthen you.
Yours sincerely, [symbol]
(J.A. Sully)
Air Vice-Marshal,
Air Member for Personnel. [symbol]
MS
[signature]
[inserted] [indecipherable word] 7/12 [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to S H McCron
Description
An account of the resource
The letter confirms that Sam McCron died during flying operations.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-12-08
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Acton
Great Britain
England--Nottinghamshire
England--Woking
Ontario
England--Surrey
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 Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
ESullyJAMcCronSH441208
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
Canada. Royal Canadian Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-12-08
Contributor
An entity responsible for making contributions to the resource
Sue Smith
aircrew
final resting place
killed in action
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1922/36193/MMcCronSLW191097-170817-15.2.jpg
1a1a0d40b69ae58a8c43f8fc1885a4ed
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
McCron, Samuel Lorne Wilfred
S L W McCron
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
2017-08-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
McCron, SLW
Description
An account of the resource
39 items. The collection concerns Sergeant Samuel Lorne Wilfred McCron (R/191097 Royal Canadian Air Force) and contains documents and photographs. He was training as a wireless operator / air gunner and was killed 30 November 1944 when his Wellington crashed. <br /><br />The collection has been donated to the IBCC Digital Archive by Ken Proteau and catalogued by Barry Hunter. <br /><br />Additional information on Samuel Lorne Wilfred McCron is available via the <a href="https://losses.internationalbcc.co.uk/loss/115416/">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
Sam McCron's Personal Details
Description
An account of the resource
A card created after Sam's death with personal details and wife's and mother's addresses.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ontario--Acton
Ontario
Ontario--Thunder Bay
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 Canadian Air Force
Civilian
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
MMcCronSLW191097-170817-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Canada. Royal Canadian Air Force
Temporal Coverage
Temporal characteristics of the resource.
1945
aircrew
killed in action
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/607/8876/AMaywoodRM151109.2.mp3
773cbbdec73ec1fb4e55919303593c37
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
Maywood, Dick
Richard M Maywood
R M Maywood
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Maywood, RM
Description
An account of the resource
Three items. An oral history interview with Warrant Officer Richard 'Dick' Maywood (1923 -2016, 1623169 Royal Air Force), his log book and a certificate. He flew operations as a navigator with 608 and 692 Squadrons.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-09
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
CB: This was the, this was the interview with Mr Richard ‘Dick’ Maywood at xxxx and he was a Mosquito Pathfinder navigator.
[Recording resumes]
RM: Above the main bomber stream. Twenty eight thousand. We carried one cookie.
CB: Four thousand pounder.
RM: Four thousand pounder.
CB: Yeah.
RM: And we had the Mosquitoes with the bulged belly. Now a lot of those — that was the B16. A lot of those appeared in the film, “633 Squadron.” Now, that film was the biggest load of bullshit you ever came across. It was so ridiculous that a lot of people would believe it. The bombs which they showed being loaded up on these, for the operation, were cookies. The four thousand pounder bombs that we carried with the peculiar tail fin added and they were supposed to drop these bombs so that they hit the base of the rock and bring it down. Now, with the four thousand pounder we were told safety height above one of those is five thousand feet or more. They wouldn’t have been more than five hundred feet away from that rock. So, the best part of that film as I was concerned was the theme song. The theme music.
CB: Yes. Exciting.
RM: Which I intend to have played at the end of my funeral service.
CB: Oh right.
RM: Because I’m gone.
CB: Yeah.
RM: The other Mosquito film they made. “Mosquito Squadron.” Again. That was largely, sort of, bull but there was one interesting point there which is true and that is the point where they had Mosquitoes practicing dropping bombs or lobbing bombs in to tunnels and that actually did occur. And one of the Polish squadrons. I think it was 305 was involved in that but other than that away we go. The Amiens raid which was a true one.
CB: Pickard. Yeah.
RM: That formed the basis of Mosquito squadrons attack. So, in actual fact “Mosquito Squadron” in spite of the American CO and all that sort of nonsense did contain certain aspects which were very true. Curiously enough, as I say, most of the light night striking force operations were either nuisance raids to divert fighter aircraft from the main bomber stream and were raids in their own right or they were on the same targets but about a mile higher than the main stream. So, some of them, the runs, were particularly with Berlin. They used to call that the Milk Run.
CB: Yeah.
RM: Yeah.
CB: So how did that work?
RM: In exactly the same way as an ordinary raid would be set out. You’d be given the route. You’d plot the route. And you’d be given the Met winds which the weather people had found and were vital because A — you needed it for navigation in the days of steam navigation. And you also needed it as the only setting to be put on the Mark 14 bomb sight. And that was the gyroscopically controlled one. I can tell you a story about that too. I shared a bombing range with a B17 on one occasion at Boxmoor near Oxford. We’re at twenty five thousand feet. We had six practice bombs. It was a NFT. And I was sharing a range with a B17 and he could not have been more than fifteen thousand feet. With the bomb and the pickle barrel from thirty thousand feet. Norden bomb sight. His bombing error was twice mine. I was knocking up around about sixty, seventy yards and he was around about the, probably a hundred and twenty, hundred and fifty yards and as I say he was probably ten thousand feet below me. Two miles below me. So much for the American bomb sight. And that Bomb sight the bombardier had to take it out of the aircraft every time he flew and put it back in to safe keeping and then draw it out because they didn’t want the Germans to get it. But what they’d overlooked was the fact that the Germans had hacked down quite a lot of B17s and knew everything about the bombsight. But there we go. I’m afraid that you are probably going to think that I am very biased against the Americans. I’m very biased against the American navy. And I’m not particularly, sort of enthusiastic about their air force either. Any air force which bombed in daylight, in formation. Well, at a steady height. Steady speed. Nearest approach to suicide you could get. The B17 crews, I must admit, were very very brave people. Very brave people. But in those days as I say we hadn’t got much reference for them because most of the big B17 stations were around here. in this area. Northamptonshire.
CB: Near Peterborough.
RM: Peterborough and that area.
CB: Yeah.
CB: And all that area. And George, my pilot, if we were coming off a night flying test he’d look around for one of these and he’d formate on a B17 and sort of drop his undercarriage and put the flaps down and sort of follow on its wingtips and then when he’d had enough of that he’d go clean. Both engines. And then he’d fly in a circle around them as they went along because I mean we could do a hundred and ninety knots quite comfortably on one engine. But to give you some idea. On one occasion, on an authorised low flying exercise an American B, a P47, the Mustang — formated on us. “Air Police” written along it’s side and he was going like this. More or less telling us to get up. I gave him the washout sign. I said to George my pilot, I said, ‘We’ve got a visitor.’ ‘What’s that?’ He looked, ‘Oh him,’ he said. He said, ‘Let’s teach him a lesson.’ And he just took both engines through the gate and we left.
CB: Left him standing.
RM: Within a minute he was a dot. He could have beaten us at low level because of course our B16s that we were flying at that time, although it’s low level, really didn’t get into their own until we were at twenty one thousand feet or over. But going through the gate gave us that little bit extra. And that was it. Because we used to — from Downham Market we exited down between the old and new Bedford Levels right down to Royston. That was our route out. Incidentally, after VE day they said, ‘You’re coming off high level bombing. You’re going low level daylight in the far east and map reading.’ Now, that is the equivalent of going off an HGV on to formula one practically. Now, a lot of people don’t believe this but I can assure you, hand on heart, that it’s true. We were told, ‘Now, when you go to low level that is fifteen to twenty five feet.’ And we did it. Fortunately, my pilot, when he was an instructor in Canada at Estevan on Oxfords had four instances of collecting rubbish from the undercarriage of his Oxfords. Low level. Unauthorised. But he was very very good at it [laughs] and we had quite an amusing incident to do with that but if we go back to the light night striking force. As I say that was part of 8 Group which was given the permission to put eight, in brackets, PFF force. Group rather. Pathfinder force. Because each station in 8 Group had one Mosquito which was mainly light night striking force and one squadron of Lancs which were again associated with the Pathfinder force and they were equipped with H2S which gave you the map. And of course H2S was the result of quite a lot of Lancs being shot down because the night fighters, German night fighters could tune in. Home in on them and bang. And then again, the Germans had a very nasty idea called Schrage Musik which you’ve probably heard of. The upward firing guns. So, they’d home in underneath an unsuspecting Lanc and bang. That was it. But once they got wind of this then they put the Mosquito night fighters in with the bombers and that did reduce the losses a little because it upset the Germans. Now, is there any aspect that I could fill you in on? Because I don’t exactly know what you’re after you see.
CB: That’s alright. So, what I’d like to suggest is that we start with your earliest recollections of your life. What you did at school? Where you were born? And then after school what did you do?
RM: Yeah.
CB: And how did you come to join the RAF?
RM: Yeah.
CB: I’m just going to stop for a mo.
RM: Yeah.
[recording paused]
CB: Hang on. Let me just get it started again. So now we’re restarting with the early days, Dick.
RM: Yeah.
CB: So, where you were you born and —
RM: I was born —
CB: Just up the road.
RM: Just around the corner.
CB: In Peterborough.
RM: In Peterborough yes. I went to the local school which is about a hundred and fifty yards around the corner from here as an infant. From five to seven. They had the junior section then from seven to eleven and when I was eleven I got a scholarship to the local grammar school which was called Deacon’s School. Peterborough had two grammar schools. Deacon’s and King’s, of which, of course, there was very considerable a rivalry between the two [laughs] as you can imagine. Now, with King’s School it didn’t matter so much about passing the school cert exam. Eleven plus equal. With King’s School you had to be able to sing because that was the Cathedral School. And curiously enough at the service yesterday at the Peterborough Cathedral I remarked on the fact that we must be getting old because the choirboys looked smaller and smaller. I was actually in school to hear war declared. I’d reached the sixth form. And we were actually called in during the holiday to the sixth form to deal with the evacuees from London. Now they, that started on a Friday. The evacuees came into the school and we were there to separate these various children and give them to the groups to which they’d been allocated so that they could be taken to their future homes. And about half past ten, quarter to eleven on the Sunday morning the headmaster came around and said, ‘Forget about the evacuees. All of you assemble in the music room because Neville Chamberlain is going to speak to the nation at 11 o’clock.’ So, we went in there and we heard the war declared and that was that. Now, I came to the conclusion then that instead of staying on to go, say to do my A levels and go to university if that would be interrupted by war service. Now, I’d always been, from the age of about nine when I’d got a book called the Boy’s Book of Aircraft for a Christmas present I’d always been interested in the flying aspect. Biggles and all that sort of thing. And I developed quite an interest in flying from the reading point of view and from the model aircraft point of view. And I thought well why not volunteer for the air force. So as soon as I was eighteen, that was in 1941, I nipped up to Cambridge because at eighteen if I volunteered for the air force I wouldn’t be called up for the army or the navy. And so, I volunteered. I was accepted for further investigation. That was in 1941 and then in December ‘41 was called to Cardington where I had my aircrew medicals and aptitude tests and was accepted as future aircrew. And much to my annoyance, that was December ’41, I was actually called up to Lord’s Cricket Ground August bank holiday Monday 1942. I hopped off one foot on to the other. I thought that was a dirty trick [laughs] Anyway, we were assailed with needles and vaccinations and boots to be cleaned and uniforms. Paraded up and down Earl’s Court and so on and went to the zoo for meals. From there I eventually went to Number 6 ITW at Aberystwyth. I’d only been there about six weeks on a ten weeks course when I had to report sick on the Tuesday. I’d got a swollen throat and what not. Sore throat. Went to the sick quarters and the MO there sort of looked, ‘Ah, Mist Expect three times a day for three days. Come again on Friday.’ Well, this Mist Expect was a brown lotion. Yuck. Which was very evil tasting. Anyway, by the Friday morning I more or less managed to crawl up to the sick quarters and they said, ‘Strange. We’ll have you upstairs under observation.’ And that was on the Friday. On the Sunday morning I developed the classic male symptoms of mumps. Now, as soon as they realised this they whipped me off to the local isolation hospital called Tanybwlch where I was the only patient and I distinctly remember it. There were five Nurse Williams’ and one Nurse Prodigan there. I lived like a lord but the interesting thing was that I was there for a week and at the end of the week they said, ‘Right. You’ll be going home Monday. Fourteen days sick leave.’ Now, before the Monday, on the Friday, about twelve of the people who were in my flight at ITW reported in to Tanybwlch with mumps. And what they were going to do to me was nobody’s business until I mentioned fourteen days sick leave. I was the flavour of the month after that. Anyway, from there, after a week, a few weeks due to bad weather I finished up as Desford Leicester, grading school where I did my twelve hours on Tigers. Selected for further pilot training. The interesting thing was there the instructor that I had was a Sergeant Collinson. He was an ex-bank manager and three weeks after I’d finished and gone to Heaton Park word filtered through that he’d had a pupil who’d frozen on the controls and killed them both. And a nicer bloke you couldn’t have wished for. He was the exact opposite to the American instructor which I had at Grosse Ile. Anyway, as I say, we did this grading school and then from there we went to Heaton Park which of course was the centre from which all aircrew to Canada, America — the USA, South Africa were sent simply because there was no room in the sky to have UT pilots barging about and getting in the way even though the Tigers were painted yellow. But, and as I say from there I volunteered for the Flying Boat course which was rather ill fated. I did get about thirty — thirty five hours solo on Stearman N2S4s which I thought was a beautiful aircraft. It really handled superbly. The sort of one that the wing walkers are using now. Much nicer aircraft to fly then the Tiger. Had twice as much power and on Tiger if you came on the approach five miles an hour too fast you nearly floated across the airfield. You didn’t get down. With the Stearman N2S4 you came in and as soon as you got the right attitude closed the throttle, stick back and it would go down on a three pointer and stick. Much nicer. Also, had brakes which helped you to stop and manoeuvre because with the tiger they had to come out and take your wing tip.
CB: Now where was this? In the states. Where?
RM: This. Grosse Ile, Detroit.
CB: Grosse Ile.
RM: Yes. And the French Grosse Ile. And that was American navy. The only British officers that we had there were one RAF and one Royal Navy officer acting as liaison because of course not only did the RAF send pilots there but of course Fleet Air Arm. And it was the Fleet Air Arm course really. With carrier work and then Flying Boats because they had to be versatile with both but I could never understand why we were subjected to the first part of the course but it was a good thing in actual fact. But I couldn’t see it at the time. Because I couldn’t understand anybody would try landing a Catalina on a Flying Boat. It’s a ridiculous state of affairs to be. Anyway, from there, as I say, I was sent back to Canada. To Windsor, Ontario and had a re-selection board. Was re-selected as a navigator air bomber. The navigators could either be pure navigators, NavBs, NavWs nav wireless or Nav radio and in each case, it depended on the type of aircraft that they would be going on to for their training and radio mostly on fighters for instance. The day and night fighters. The —
CB: Can I just go — can I interrupt? Go back a bit? Why was it that you gave up the flying? The pilot training with the US navy.
RM: Why? I was washed off. Yes. I was washed off the course. They had a field. The main fields. Grosse Ile had several satellite airfields. Much more. And one of these was a square field on the edge of Lake Michigan and in the middle of the field was a hundred foot diameter circle. Now, it gets rather technical here because to explain it I’ve got to be technical. Imagine that there’s a line through the circle with the wind. Wind line. And this wind line when on the afternoon that I was taking my tests was at right angles to the shore of the lake. Now, this field was probably no more than four hundred yards long and the circle would be probably about eight or ninety yards in because you had to, sort of, do a touch down and off again. The afternoon, it was in August, the ambient air temperature was eighty five Fahrenheit. Now, you came down wind parallel to the wind line like a normal left hand circuit. Eight hundred feet. When your wings were opposite the circle you cut the engine and the rest was a glide. Now, you had to glide down across the wind line at between ninety and forty five degrees. Continue the left hand turn and make a right hand turn onto the wind line and in and drop. Because, of course with a lot of aircraft you’ve got no forward, fighter aircraft particularly, no forward vision. So they had to adopt this and they still do I believe. I’m not sure. Now, as soon as on the right hand turn, as soon as I crossed the shoreline I gained about fifty feet. Thermals. I’ve never done any gliding or known anything about it and I didn’t know what a thermal was. So I overshot. The next time. The second run. I came a little bit lower. I still overshot. And we had to get three out of six in the circle. The third shot. I came around and I still touched down just beyond the circle. So I knew that I’d failed but I opened up and ignored the instructor who was sitting by the side of the circle watching. Ignored his signals [laughs] I thought I will bloody well put one in and the fourth one in I actually undershot. But in order to do that my right hand wingtip on the right turn was almost in the water. It was that low. And as I say as soon as I muffed that third one I knew that I’d failed so it didn’t bother me much. Now, one difference between the RAF training aircraft and the American training aircraft was that with the Tiger Moth you had a two way Gosport system so you could talk to the pilot. With the Stearman N2S4s, both army and navy, they had one way Gosport. The pilot could talk to you but you couldn’t talk back. The other fact is that all of the instructors, army and navy instructors on pilot training in the States were usually first generation nationalised Americans. Now, they were not allowed to go to the actual warzones just in case they were spies and nasty types. So, you can imagine that these instructors had quite a bone to pick. You know. They were very bitter about being singled out for this and they took it out on us. Now, on one occasion I’d already upset my instructor. You know, before these circles landing. And if you had a high level emergency which usually occurred at two thousand feet you were supposed to glide round, selecting a field and then make this sort of approach. And we were stooging along on one exercise just before these circles and he suddenly cut the motor and said, ‘Right. High level emergency.’ And one of the satellite fields was just down there so, I gave it full left stick, full right rudder, organised a side slip and brought it right down in one go in to this field. Settled and did a three pointer. And I sat there and I thought bloody marvellous Maywood. The remarks that came over the Gosport were not printable. Definitely not printable. I had disobeyed every rule in their book. Disobeyed them. I was worthless. I was useless. He didn’t speak to me for a couple of days afterwards. He just took me up. But on the way back after the side slip he cut the visit short because we flew for an hour and a half at a time. We’d been flying for about a half an hour. He said, ‘Right. We’re going back to base.’ And he did flick rolls left right left right and obviously to try and upset me. And they had a mirror up in the centre section where they could see us and as he did these, the more he did it, you know, sort of thumbs-up which made him even worse. As I say for two days he would just take me out to the aircraft. We’d do what we had to do until this circle business and not a word was said. Now, after washing off this course, as I say, we had a re-selection board in Windsor, Ontario. It’s just across the water from Detroit and I was selected as a NavB. I had to do six months general duties work. Three months in Toronto manning depot. That was quite an interesting, mostly sweeping the floor but on one occasion. Two occasions. Two successive days. We had to, you know, two of us, another washed off pilot and myself chummed up and we were picked for guard duty in the detention barracks there. When we reported to the flight sergeant MP first thing in the morning we were handed side arms. 45 revolvers. And the SP said, ‘Now, the only thing I’m going to tell you,’ he said, ‘Is never ever let one of the prisoners get within shovel distance of you.’ Shovel distance. What’s that? He said, ‘Remember that.’ He said. ‘If they look like getting there,’ he said, ‘Shoot them because it might be the last thing you do.’ He said, ‘We won’t ask questions.’ Anyway, we went into this detention barracks and we were ushered in to a building which was about thirty feet wide. Probably ninety feet long and normal height of a shed. Say perhaps ten, twelve feet. Across the centre of the room there was a black line. Two inch black line that ran down the walls, across the floor and up the other wall. Now, you can imagine. You walk in there and you see this. At one end there was probably about fifty, sixty tonnes of small coal. The other end absolutely pristine walls and floor. Whitewashed. The prisoners had wheelbarrows and shovels and it was their job to shift this coal from one end to the other and then when they’d done that they scrubbed the floor and the walls. Whitewashed them. And then did the job again. Now, they were doing this probably for two or three months and they were, it was described as being stir happy. And this was the reason. They’d had one or two of the guards had been attacked with these shovels and had been seriously injured or killed and that was the reason why we were told. Now, we only had that for two days fortunately because we more or less stood back to back [laughs] watching each other’s backs and then back to the old sweeping routine. And that was for three months. Then from there I was sent out to a place called Goderich which is right on the borders. Western border of Ontario. That was a training station for twin-engined aircraft for Royal Canadian Air Force cadets. Spent three months there and then onto a place called Mountain View in Ontario to do the bombing and gunnery school. The flying was done on Mark 2 Ansons. You’ve probably seen pictures of those. And the gunnery was done with the Bollingbroke which was the Canadian version of the Blenheim 4. The turret. Have you ever seen the Blenheim gun turret?
Other: No.
RM: Most peculiar arrangement. Vertical column. And a beam pivoted on this vertical column. At one end of the beam is a seat. At the other end are two Browning pop guns. 303s. And handlebars. So when you — to operate the turret to elevate the guns or depress them you turn the handlebars like twist grips. And to turn the turret you steer it like a pushbike. So, if you were firing at aircraft up there your bottom was right down here and you’re looking up there. You’re not sitting in the chair and looking all over like did with the Fraser Nash and the other turrets. The locking ones. Anyway, we were quite interested because the first exercise that we did it was really a chastener. We had two hundred rounds each to fire. Now, what they did with the two Brownings — they put three hundred pounds in each with a dummy round of two hundred in each gun. So, the first person in to the turret, you flew in threes, first used the left hand gun. Two hundred rounds. Left it. The next person going in two hundred rounds from the right hand gun. And then the third one cleared both guns and a hundred from each. Now, the actual bullets — the tips were dipped in paint. So that when they went through the drogue, which was the target, you could see from the colour as to who hit and how many. The drogue was roughly in size a bit bigger say than the fuselage of a Hurricane or a Spit so you can see it was quite large. The first exercise was what was known as a beam target where the towing aircraft had towed the drogue on your beam two hundred yards distance. Steady. In other words you were firing at a static object. No lead necessary either way. And of course we just blazed away with these in short bursts and when we got down after the first exercise. This exercise. They gave us the number of hits. Now, believe it or believe it not at two hundred yards, steady target, no more than probably being on the gun boats — an extraordinarily good result was five percent hits. The average? Three percent. Which is amazing isn’t it? The reason? Vibration. The rigidity of the gun mountings of course allowed the guns to spray and this is one of the things where modern films and pre-modern films of aircraft fights where you see a nice line of holes being stitched across the fuselage — absolute bullshit. You were lucky if you get it off, peppered them. That was the gunnery and then we did sort of quarter cross overs and all that sort of thing. Mostly then with cameras attached to the guns. They took Cinefilms. They wouldn’t let us use live ammunition against [laughs] their aircraft. The bombing was done with Mark 2 Ansons. A very slow aircraft. And using the old fashioned Mark 9 bomb sight which was quite a Heath Robinson contraption really but it worked after a fashion. But it was designed to operate when aircraft were sort of doing their bombing runs at probably a hundred and twenty, a hundred and fifty miles an hour with very little relationship to the forthcoming four-engined aircraft. And for that reason they devised the Mark 14 bomb sight which was gyroscope labourised and it was a beautiful piece of work. But going back to what I was saying about the weather, aircraft and wind finding. With the Mark 14 bomb sight you had to put the wind velocity in. Feed it in manually. And the only other manual thing you did was fit the bomb type. Select the bomb type and it worked out the trajectory and everything. Not only that but with the plate glass, sight glass, you had the red cross with the sword and that was stabilised horizontally. So that it would, in actual fact, give you accurate bombing up to about ten degrees of bank. Whereas with a Mark 9 you couldn’t. You had to be absolutely spot on and running the thing accurately.
CB: Straight and level.
RM: Straight and level. Yes. So that was an advantage with it. And that was bombing and gunnery school. Then nav school, as I say, was at Charlottetown, PEI. Prince Edward Island. And it was there I had my first really narrow squeak. In training of all things. Now, the nav school at that time lasted for twenty weeks. At the end of ten weeks you got a seventy two hour pass. From the Friday night to the Sunday which you couldn’t do much about because by the time you got from Charlottetown on to the mainland it was time to come back again. Right out in the sticks there. You were in the boon docks. Anyway, because we had bad night flying weather in the first eight weeks of our course they decided that instead of us flying on the tenth week we would fly on our twelfth week and the next course — 97. Behind us. Two weeks behind us would fly in our place. Now, you can appreciate this obviously. We were, a group of us, were going into the local cinema and it was just getting dark. Nice bright moon. No wind. Not worth talking about. Beautiful night. When we came out of the cinema three hours later there was a forty five knot gale blowing. Now, I can visualise what I understood and if I was in the same position I might have made the same mistake. In fact, almost certainly would but the Met forecast for the whole of their four hours was light and variable winds. Now, a sprog navigator. They’d only done ten weeks. They were only half way through the course. You still, over there, only had radio bearings. Visual sightings. More or less. And astro compass. The old bubble sextant which I could never get on with to navigate with. And the first leg out probably — of course you see navigation in those, steam navigation the vital part was wind finding, direction of the wind because that meant that you would get to where you wanted to go to. Probably find wind— sort of ten knots. Well, that falls within the flight plan. Get on the next leg and then you suddenly find wind fifteen, twenty knots. Must be something wrong so you backtrack. Check all your doings and in the meantime still maintaining the same course. And eventually you think well the only thing to do is to go back to ten knots. So, you re-plot for ten knots. Come to the next turning point as you thought, make your turn and say ,with four legs ultimately, you’ll probably be getting, or getting readings of thirty knots, thirty five knots. Can’t be right. Must go back to flight plan. And at the end of the flight when you should have been back at Charlottetown if you’d sort of ignored the truth you were probably fifty, sixty nautical miles northeast of Charlottetown. Right over the main Gulf of St Lawrence. Well as I say when we came out of the cinema there was this forty five knot wind blowing. When we got back to the camp they said, ‘Course 96 report to briefing room first light.’ And they made sure that we were there at first light because they sent people around to get us up. And we were given a very quick course on how to conduct line square searches. And every available aircraft and staff pilot who were available flew us so that we did these searches over the Gulf looking for missing aircraft. Never did see any. I believe that just after we’d finished the course. Twenty weeks. And being on our way back that they found one empty dinghy out there. And I believe that in actual fact they found the wreckage of one on the coast of Labrador which is just across the other side. How many went missing we were never told. But I did find out from the archives of the Empire Air Training Scheme in Brandon near Winnipeg — that I think three crews were absolutely lost. But anyway, we measured that and as I say we came back to this country. We did, before they would turn us lose on anything, they said, ‘Right you’ve got your navigation brevets in Canada. From Charlottetown. Over the Maritimes. Where one road or one railway is a land mark. Now, you may find flying over Britain and the continent a bit different. So, before you do anything we’re going to give you three weeks intensive training on map reading.’ And we were actually posted to a lovely little station just outside Carlisle. I think it was called Longton, where we were piled in the back seats of Tiger Moths. They only had about eight of these Tigers with staff pilots there. So, as I say it was quite a small grass field and we did quite a lot of map reading and target spotting over the Midlands and the Lake District. And that was good fun actually. On one occasion we, I actually flew with a pilot. One of the staff pilots who was a little more daring than others and it was a very windy day and he said, ‘I fancy doing a trip. Do you want to come?’ So I said, ‘Yes.’ So, we took off and we were plotting our way around and the biggest rift that I calculated on that was fifty four degrees. And when we came over the airfield boundary at three hundred feet we actually landed ten feet inside the fence because the wind speed was virtually the approach speed of the Tiger. Yeah. That was quite interesting that was. Anyway, from there we went to AFU, Advanced Flying Unit and that was at Wigtown in Scotland. Halfway between Dumfries and Stranraer and that was on Ansons. Again, that was just generally getting used to flying over Britain. And then from AFU of course, straight on to OTU at Upper Heyford where we flew in Oxfords and we, more or less, we were [pause] our technique with Gee was a Gee fix every three minutes. DR after six. Six minutes. New course and again every three minutes. Every three minutes. And this was anything up to four hours. Which of course is the sort of navigation that we would be doing with the Mossies at night. And we also, we weren’t introduced to Loran until OTU and the snag there you see was the Gee would only be useful up to the Continent’s coast line. After that there was so much interference by the Germans. So much, what we called grass, that you couldn’t pick out the signal so we had to use LORAN which, curiously enough, they never did jam. It worked quite well and it worked out well over the Atlantic. Coastal command used it quite considerably. And as I say the last OTU trip we demolished a Mossie by going through the hedge and into trees on the way back with a single engine landing. Then, as I say, I’d only just started a tour before VE Day came. Just after VE Day the first thing we did were Cook’s Tours. We had two Mosquitos from each of the stations. 8 Group stations. Took off at one hour intervals during the day so that there was a route which went across northern Germany, the Ruhr valley then out more or less through the Danish border and back to home. And this was ostensibly to give us a picture of the damage which Bomber Command had done but if you bear in mind that these flights were every hour through daylight I reckon that the idea was a standing patrol just to tell the Germans we were still about. Now, at the risk of boring you here we were told that these Cook’s Tours would be a thousand feet. That’s a thousand feet above ground level obviously but George sort of took it upon himself to fly at a thousand feet. Now, the Ruhr valley is above sea level. About three hundred feet if I remember rightly. So, we were probably about seven hundred feet. Now, as I say the place was absolute rubble with steel structures. Just odd bits sticking up. Odd bits of concrete. Just like Hiroshima. And the Germans had bulldozed roads through this rubble so that they could get their troops. We were stooging along one of these roads. Sort of just ambling along at about a hundred and ninety knots. And we could see in the distance a chap ambling along with his stick and he heard us and he turned around. He recognised what we were and shook his stick at us. So, George said, ‘I’ll teach him a lesson.’ So, he sort of pulled up into a stalled turn and as he did he opened the bomb doors. Now on the B16 the bomb doors are big. Four thousand pound bomb size and from the front you can’t miss them. And this chappy, you could see, he sort of looked. Up went the stick and he was legging it down the road like mad, much to our amusement. Yeah. When it comes to low level flying though as I say our height was fifteen, twenty five feet. Clipping the grass almost. And on one occasion we were going across Wales, went down the valley and then up the other side. Big wide valley. Half way up this valley was a farmhouse and we were climbing up the slope and there was a woman pegging washing out. She obviously heard us and we could see her looking. Saw we were there and then she decided to look down and she could see us coming up and she legged it through this farmhouse. We could see her. And she ran out the other side as went over the top. Again, in those days our sense of humour was different to what it is now and as you probably [unclear] it was quite interesting. But fortunately for us — just after this 608 Squadron, the one we were on, was disbanded and we were posted to another 8 Group unit. 692 Squadron at Gransden Lodge which is just to the west of Cambridge and we, in actual fact, did one or two trips there and 692 was disbanded which meant that we were redundant aircrew. So we were sent first of all up to Blyton in Lincolnshire for re-selection board and I eventually finished up, although I’d opted for something different, on a flight mechanic engines course at Hereford. Credenhill. But there I learned all of the intricacies of the Merlin and the Pratt and Whitney Twin Wasp engine. And having finished that course I was posted to 254 torpedo Beaufighter Squadron at Langham in Norfolk. Langham, now, I believe is famous for its glass factory there which I think is on the old airfield where I became the flight tractor driver. And that’s what I stayed until I was demobbed. Now, they [pause] I could have opted to sign on with the air force. Not necessarily guaranteeing that I would fly as a navigator again but there was a pretty good chance. But in those days you had to do twenty one years for a pension which would have taken me from the age of nineteen when I joined up to forty. But you were too old to fly at thirty two. Now, as you probably appreciate after being grounded you don’t know what sort of job you’re going to get. General dogsbody usually. And the thought of eight years as dogsbody to get a pension didn’t appeal to me so I came out and I eventually finished up at teacher training college where I spent five years with a secondary mod trying to teach maths and science. And at the end of five years — because in the period between school and joining the air force I’d become an electrical trainee at the local power station so I’d got quite a good working knowledge of turbines, pumps and all that. Generators and so on. A good mechanical background. I managed to get a job as a lecturer in mechanical engineering at the local technical college on a one term temporary contract in 1954 and I was like old Bill in World War One. Unless you can find a better hole there’s no point in moving. And I eventually spent twenty eight years there and retired. Well, took voluntary redundancy in ‘82. And I’ve been a pensioner ever since. I think the Ministry of Education are busy making little plasticine models of me and sticking pins in because I’m quite expensive. Yeah. But that is that sad story of my life.
CB: Fascinating. Thank you very much. I suggest we have a break now.
RM: Yes.
CB: So, I’ll turn off.
[recording paused]
CB: So. Ken. We’ve just talked about Ken O’Dell being at Edith Weston near North Luffenham because he was also trained in America.
RM: Yeah. Now, if he was trained in America he wouldn’t necessarily be going to Grosse Ile because –
CB: He didn’t. No.
RM: He went under what was known as the Arnold Scheme and that would be usually around about Texas or somewhere like that. To one of the flying schools there with the American army and he would become an army pilot. Now, of course there would be some relevance there because the first part of their course would be for fighter aircraft. Fighter training. Single seat fighters. And this is probably where he went.
CB: Yes.
RM: Under the Arnold Scheme.
CB: His instructors were civilians.
RM: Yes. Yeah. And that did apply but not with the navy. The navy were all genuine navy types. For example, the chief petty officer who took charge of all the morning parades and what not — he had been in the American navy for eighteen years and he’d never seen the sea. Mind you, the Great Lakes, when it does get rough you do get thirty foot waves on it so it’s as good as the sea. And we can prove that because a group of us Fleet Air Arm and RAF types we hired one of these paddle steamers one Saturday night to go out on the lakes. You know, for an outing. This chief petty officer came with us. Now, admittedly it was a bit choppy but he spent all evening draped over the rail. Much to our delight. Much to our delight. Yes. Yes, he was not popular. The Americans for instance. The American navy have a very queer discipline which didn’t go with us. Very rigid. Whereas with the RAF you get a certain amount of latitude and humour. But not the Americans and for any minor misdemeanour the sort of punishment you got you went before the mast, you see and you were awarded this punishment. And that was known as square eating. Have you ever come across it?
Other: No.
RM: Ever heard of it?
Other: No.
CB: Never.
RM: Right. Now, at mealtimes because you were condemned to this you had to do a square eating. In other words [pause] that. That was square eating.
CB: So, lifting it up vertically and then pulling it, eating it horizontally.
RM: Yes. Horizontally. To eat.
CB: Into your mouth. With both knife and fork.
RM: Yes. Oh no. Usually with the fork because the Americans of course chop up their stuff.
CB: Of course. Yes.
RM: With a fork even. But if you did use the knife.
CB: Yeah.
RM: It had to be like. Now can you imagine anything more stupid? And that was the sort of typical sort of thing that you got. But the Americans, bless them, they weathered it so — good luck.
CB: Tell us about the accommodation. What did that they have?
RM: Oh, the accommodation was superb. These twin, these blocks that you see in the films. Two story blocks. Everything beautifully polished. Wood floors. The interesting thing is they had showers there and toilets. You had a single bed which was made up every morning. You know. Bullshit. And the interesting thing was the actual loos. Now, the loos were just like ordinary loos except there were no partitions [laughs] yeah. And we thought that strange. But they say you can get used to anything and it is so. Yeah.
CB: How many people? Were they, were you in dormitories?
RM: It was a dormitory. Yes. It would be about twenty — probably twenty four people. Twenty four cadets. Two sides. Twelves. Just like the dormitories you see on the films. The wartime films of the Americans. The American army of course were a bit more spartan than the navy. But everything was nice. The food though was good. Rather like the curate’s egg though. Good in parts. And you had very strange things like plum jelly with chopped celery in it and that would be a vegetable. Things like that. It was ingenious. Let’s put it that way. As I say, the discipline was very very good. If you heard the trumpet sound for the flag being lowered at the end of the day wherever you were and whatever you were doing you had to stand to attention, face the flag and salute whilst the trumpet blew. We did, in fact, there was one big navy battle that was conducted whilst I was there and I can’t for the life of me think what it was. I think it was Leyte Gulf but I’m not sure. On this particular occasion all flying stopped on this day. We were all assembled in one of the big hangars. All RAF. And five hundred of us all together. Fleet Air Arm types. All the officers there. The band. And the flags and banners and what not and we were given a very very stirring speech by the commanding officer on how good the American navy was and how brave they were and what a victory this had been. All this, that and the other. If you’d listened carefully at the back particularly with Royal Navy types, Fleet Air Arm types a series of raspberries. Yeah. Then having gone through all this marshall music we were all marched out again and continued. I remember that quite clearly.
CB: What time did you get up in the morning?
RM: Usually around about half six.
CB: And breakfast?
RM: Breakfast. Yes. You wandered over to the mess. That was one thing you didn’t parade for. You only paraded after breakfast. You know.
CB: Yeah. And what time did you go to breakfast?
RM: Usually around about half seven.
CB: And then you went for your parade. What time?
RM: About quarter past eight or so. From there disbursed to the actual flying field which — now this was quite interesting in actual fact. The main airfield at Grosse Ile didn’t have runways but it did have a huge circular patch of concrete about six hundred yards diameter so that you could land in any direction and you could land two or three aircraft side by side. Now, that was clear. All you had was hangars in the distance. And then beyond the hangars there was one vertical radio mast which was clearly visible. Now, that radio mast subtended a fraction of one degree from the field. So, you think nobody’s going to hit it. Wrong. Just before we got there some character flying solo. Chop. And the mast came down and hit the, fortunately the American seamen’s mess not the British mess and did grievous bodily damage to several of them. But nobody shed a tear from the British contingent for that. As you can gather I’m not terribly impressed with the Americans.
CB: Were the Americans training their people in similar numbers to yours or what was the situation?
RM: I don’t know what the navy situation was because this was the American navy base. And it was only RAF and Royal Navy.
CB: Oh was it? Training.
RM: Training.
CB: Right.
RM: Yeah. So, they must have had other bases. Probably in California and on the coast and so on. But we didn’t know anything about those and didn’t want to know anything about those.
CB: No. Tell us a bit more about these people who were first generation Americans. What sort of people were they and what was their attitude to the war?
RM: The one. My instructor and I only came across him really was a chappy who was a naturalised Dutchman with the rather curious name of Nieswander. Not spelt exactly as we’d pronounce it. N I E S W A N D E R. Now, he was, as a say, a naturalised Dutchman. First generation. And about six feet two, physique rather like a beanpole and of course like all of these other characters he had a chip on his shoulder. He wanted to be a fighter pilot. He was going to be a fighter pilot. Bugger this job sort of business. And he was, I suppose, fairly interested in teaching people to fly but you could sense and even it was expressed sort of rather obliquely to you by him that he wanted to go into the war zone but he was not allowed to.
CB: No.
RM: All of the pilots and this, of course, I think this also applied to the army pilots that they were not allowed to go into the warzone so they could either go on to training but curiously enough — transport. Cargo and all that sort of thing. And some of these cargo flights actually took them into the war zone. But they weren’t equipped with guns and what not so they couldn’t fight. Yeah.
CB: And what ranks were these people who were your instructors?
RM: Oh, practically all lieutenants. Junior grade.
CB: Right.
RM: Which would be equivalent to our POs. Pilot officers. Now, the interesting thing was there that in the RAF of course with commissioned and non-commissioned ranks you got upgrading in rank at given periods of time with aircrew and what not. Not so with the Americans. And I daresay that I was there, what, 1943. I daresay that in 1945 when the war finished he would still be a lieutenant. General. GJ. Lieutenant junior grade.
CB: And what rank were you at that time? An LAC were you?
RM: An LAC yes. Got, oh — Charlottetown, Prince Edward Island, where I got y brevet. The Wings Parade there. Now that was in July. And we were all drawn up. We’d finished our training satisfactorily and I was assigned the rank of sergeant. We did get about three or four commissions straight away but mostly sergeant rank. And we were drawn up 2.30 in the afternoon on the parade ground there at Charlottetown and we were addressed by the Governor General of Prince Edward Island after we’d been given our brevets. And this gentleman to us, at that time, we estimated his age at eighty. He was old anyway. He was quite short and apparently, he was deaf. His aide de camp was an army type, lieutenant, who stood about six feet two and this Governor General was making a speech which lasted in total about fifteen minutes. And in the speech, he congratulated us on being — becoming pilots with the Royal Air Force. Went on in this vein and his aide de camp, his aid, was nudging him. Almost to tell him. You know, we could see it happening but he ploughed on and at the end of it the aide de camp had a real chat with him. Now we were standing to attention. Blazing sun.
CB: July. Yes.
RM: And by this time our tunics were turning black with perspiration. And what does the silly old bugger do? Once he’d been told that we were navigators he went through exactly the same speech and substituted the word navigators.
CB: Yes.
RM: Now, if any of us had had a gun we’d have shot him. Without any doubt. He was definitely not the flavour of the month. I had, I have never ever been so hot because of course the Canadians had the lightweight summer gear. Khaki. Like the Americans. What did we have? Blue serge. We never had any and those blue serge uniforms were quite warm. Yeah. We could have shot him quite cheerfully.
CB: Yeah.
RM: But –
CB: Now the Canadians. Excuse me. I’m going to stop a mo.
[Recording paused]
CB: So, let’s just talk about the Canadians.
RM: The Canadians except for the French Canadians in Quebec were charming people. Now, as far as the Americans are concerned — individually very charming. We had individual hospitality through their USOs where you go and have a weekend with a family and so on. Superb hospitality. But when you get them in a group you’re on a different planet. Terry Thomas had the best description of a group of Americans. Remember his –?
Other: No. I remember him but not –
RM: Described an absolute shower. Yeah. And we found that afterwards actually when my first wife and I went across to the Continent in the early 60s. On the ferry we bumped into a bunch of Americans. Loud mouthed. Uncouth. But if you separated them they were quite charming to talk to. Now, the Canadians — much more reserved but just as genuine and I made quite a few friends there except at Charlottetown. Which — there’s a joke about Charlottetown actually which was very true at that time and the joke goes like — that in summer they raise potatoes and in winter children. Now, they still had prohibition there when we were there. That would be in late ’43, early ‘44. And apparently, prohibition stopped only perhaps twenty years ago so consequently the local inhabitants made their own alcoholic drinks by filtering off brasso and stuff like that or using rubbing alcohol. And the weekend before we got there. Two of the erks off the station because there were RAF aircrew there had purloined from the stores a quart of glycol, mixed it with orange juice and two of the local popsies and these two had a beano at the weekend. On the Monday morning the two popsies were dead, one of the erks was in sick quarters blind and the other one was rather non compos mentis. And both of them by the time we got there at the next weekend were on the boat home to Britain. That’s the sort of thing they got up to. As far as I can remember with Charlottetown you had large numbers of children who did the same sort of thing as a lot of the children you see where troops are concerned, and where the Americans are concerned. You know. Chocolates. They wanted chocolates and sweets or whatever and I was not impressed. Nothing would tempt me to go back there again even though it has changed apparently. The Maritimes, the western provinces, New Brunswick and so on — very sparsely populated and very uninterested. The only thing with them is trees, more trees and even more trees with roads, odd roads going through. Nah.
CB: Now when you were flying in Canada —
RM: Yeah.
CB: Were the instructors all Canadians? Were they British? What were they?
RM: A lot of them were RAF seconded over there. What happened, say take twin engine aircraft. You get the RAF sent over there — say to Estevan. He would do his course. The few people at the top of the course, the really high flyers would be retained.
CB: The creamies.
RM: As instructors and would do a full tour. Now, this has a bearing actually on George, my pilot and 8 Group. Now, all 8 Group Mossie pilots had to have at least a thousand hours on twin engines and the twin engines were mostly of course Oxfords which handled apparently rather like a Mossie. Either that or they were tour expired Lancasters. But you didn’t get anybody who just got his wings becoming a Mosquito pilot. Now that was just 8 Group. I don’t know what happened with 5 Group or 2 Group which were the other two groups that I remember being a part of Bomber Command. And it worked. It worked quite well. There were Canadian instructors obviously. RCAF. That is, if they hadn’t been posted to Britain which they were. I mean, they were coming over. When it comes to going over to Canada and the States I travelled on the Queen Elizabeth and it was like a mill pond and of course the Lizzie and the Mary were run by the Americans. They were handed over to the Americans and based at New York. And typically from New York they would come across to Glasgow — Greenock, with a division of American troops. Eighteen to twenty thousand troops on. They would unload them. They would then load returning Americans or returning Canadians and all RAF aircrew that were going for training. Royal Navy and so on. Roughly about five thousand at a time. And they would go to Halifax. At Halifax they would discharge and pick up a Canadian division. Bring those back and then you’d have aircrew that were going to the United States on the Arnold Scheme and people like that. Returning Americans going back to New York. And that’s how they did it. Now, going over there the actual mess deck had tables for twelve diners. Twelve people. And the cooks cooked in batches of twelve and you had, each day, one person went from the table to the mess. The cooks collected a tray say, of twelve steaks. Twelve chops. Now, when I say steaks — American steaks. Not British steaks which were postage stamp sized. But these were genuine. Genuine pork chops. Sausages. Those twelve helpings came to the table. Now, we got on to the QE in Greenock at midnight. The engines were running. There was a bit of vibration there. We sailed on the first tide which was about 6 o’clock in the morning. Just breaking day. We had to go to breakfast around about 7.30 again. And of course, we collected this tray. There were only four of us on the table. The other, sorry, six of us on the table. The other six were in their bunks seasick and we hadn’t even hit the Atlantic. Anyway, we got out onto the Atlantic and it was like a mill pond. There were six the first day, six missing the second day, four missing the third day. And we ate like lords. You know, God, we thought, you know, this is marvellous. We really ate. And these steaks and that were beautiful. Couldn’t grumble at that. And on the last morning they did manage to come down for breakfast before we disembarked. But one interesting thing. Each of us was given a job. The job that I was given was to go from the main stores with one of the American seamen to actually re-store or re-stock the canteens. Chocolate and so on. Which was quite a — not a very onerous job. Over and done with in an hour and that was it. But this American seaman I was with he said, ‘Have you got any currency you want changing?’ So I said, ‘Well, you’re not allowed to bring any currency out. Only ten pounds.’ He said, ‘Well,’ he said, ‘Supposing you got a bit more than that?’ He said, ‘Would you like it changed?’ He said. So I said, ‘Changed to what?’ He said, ‘Dollars. American.’ Now in 1939 the pound was worth four dollars American and four forty dollars.
CB: Canadian.
RM: To the Canadian. So you had this ten percent difference. So, I said, ‘Well, what’s your exchange rate?’ He said, ‘Well. For you it’ll be four dollars to the pound.’ So I said, ‘Well, it so happens,’ I said, ‘I’ve been a bit naughty. I’ve brought an extra tenner out. Twenty. I got twenty pounds changed into American dollars which, interestingly of course if you spent them in Canada which they were spendable — for ten dollars you’d pay the American ten dollars and get a dollar change. So, it worked out quite well. But the — I was talking to this seaman and I said, ‘We seem to be going at a fair old lick.’ I said, ‘What’s it doing?’ He said, ‘Well, I shouldn’t tell you.’ He said, ‘It’s more than my job’s worth.’ So, I said, ‘Go on. Nobody’s listening.’ He said, ‘Well,’ he said, ‘We’re cruising at twenty nine knots.’ But one night I woke up. It was only about 2 o’clock in the morning and the boat, you could tell from the vibration that they’d definitely sort of upped the steam but when we went to breakfast we were back to the twenty nine knots. So, I said to this chap, I said, ‘What happened last night?’ ‘Nothing very much,’ he said. So I said, ‘Go on,’ ‘You’re pulling my leg,’ I said, ‘You were going a lot faster.’ I said, ‘What speed were you doing?’ He said, ‘Thirty four knots,’ he said, ‘There was a sub scare.’ Now, of course the two Queens were unescorted but imagine this. A six inch gun fore and aft on the bow and the stern. On the main deck — Bofors and three inch guns. On the deck above you had Oerlikon cannons.
CB: Twenty millimetre.
RM: Yeah. Twenty millimetre. And on the roof you actually had two rocket launchers. So, as far as aircraft were concerned which of course would be the main thing they would have given them a very rough time. And on the second day they tried the guns out, you know, just to make sure they were working. And they did them one side and then the other. A big rocket flare went up, parachute flare, and they all opened up on this and it was quite deafening. Except the big six inch guns. They didn’t. But everything else —
CB: How many days did it take to get over?
RM: Four days and eight hours. As I say we lived like lords. Coming back. We came back on one of the old Empress boats. It was the Empress of Japan but it had been re-named the Empress of Scotland for obviously patriotic reasons. That took six days and a half. And on that they only had two meals a day. Not three. Now, you can believe this or believe it not. Going out the canteen had run dry so there was nothing on the way back. The first morning, I forget exactly which way around it was but this was the sort of thing. We had smoked haddock for breakfast. The evening meal — wiener sausages. Then for a change wiener sausages for breakfast. Smoked haddock. And we had that for six days. There was no sweets. No fruit available. And we were not in a happy mood. And then when we got into Liverpool Bay the boat had to anchor there for twelve hours before we could dock. And we could see the shoreline. People moving about. There would be restaurants there. And there we were. Stuck. We were not a happy crew. Funnily enough when we came back we had a full customs inspection. And you were allowed two hundred cigarettes, a bottle of Scotch say, or a spirit and a bottle of wine. The chappy in front of me, customs bloke ‘cause we were all queuing up, customs said to the chap. ‘Any cigarettes?’ Expecting two hundreds. The chappy in front said, ‘Six hundred.’ The customs officer looked at him and he said, ‘Surely you mean two hundred?’ ‘No,’ he said, ‘I’ve got six hundred.’ ‘Oh. Well, that’ll bloody well cost you then.’ [laughs] I mean how thick can you get? Dear. Oh, it was. I must say that in spite of our, got one, two or three near squeaks I can look back on my war service and it’s quite interesting. Very varied. And I met some jolly nice people.
CB: How many of those did you keep in contact with after the war?
RM: I kept in contact with my pilot up to a time and then I lost contact with him. The chappy that I was at the Toronto manning depot with we split up but I traced him afterwards. After we’d become civilians. And found out that he’d actually joined the Toronto Metropolitan Police. Been with them for ten years and then he’d left there and joined the Pinkertons.
CB: Right. In America.
RM: Now, I always thought that the Pinkertons was a mythical organisation and I was put severely in my place when Gordon — eventually I went over there in ‘86 and stayed with him and his wife. When I said that I thought it was mythical he said, ‘We’re international,’ he said, ‘We’re interested, more or less in industrial espionage and things like that,’ he said. ‘We’re not interested in police work.’ So, I was really put in my place there. Yeah. And my pilot. He died. Had a heart attack around about 1982 if I remember rightly going on a fishing trip from Vancouver to Nanaimo. Vancouver Island. And he died on the ferry. Had a heart attack.
CB: Was he a Canadian?
RM: No. He was a Londoner. But he had gone across to the States — to Canada. Done his pilot training, become an instructor at Estevan and while he was there he met his wife who was the daughter of a newspaper owner in Langley which is just outside Vancouver. And of course as soon as he was demobbed he shot off to Canada because he got free passage there. Free ticket back home. Yeah.
CB: I’ll stop there for a bit. Thank you.
[recording paused]
CB: Right. We’re now re-starting after a short break and we’re with Dick Maywood and talking now about LMF.
RM: LMF. Lack of moral fibre which was a euphemistic way of referring to cowardice. It was not unknown with, particularly Bomber Command crews that some of them lost their nerve. In fact it’s a wonder that they didn’t all lost their nerves on heavies. Anyway, if they were accused and if they did succumb to lack of moral fibre they more or less had a courts martial and were almost certainly stripped of all rank.
CB: Physically.
RM: Yes. And –
CB: In front of — sorry go on –
RM: They were also treated to so many months in the Glasshouse which was at Sheffield. And everybody knew. All their crew knew of Sheffield and what it entailed. And fortunately, from my point of view I mean flying in the Mossie was safe. I mean not like the heavies. Because the chop rate even in 1944/45 on heavies was still quite considerable. But on Mossies I think it worked out, on 8 Group Mossies something like about half a percent. But one thing that did strike me with that ‘casue in the Mossie, being wood, low thermal conductivity. Radiators between the engines and the fuselage on both sides with air bleeds. Sealed cockpits. We flew in battle dress. No gloves. But we did have the escape boots just in case we had to escape. That was it. And we had our own sidearms. In my case a .38 revolver and it was only about three years ago it that it suddenly dawned on me. Twenty five thousand feet. If we had been hit and had had to bale out we would have been dead. Lack of oxygen and cold because, I mean, the outside air temperature was around about minus sixty. Minus seventy. And apparently about thirty six seconds of that and its good night nurse. It was a good job we didn’t think about that otherwise we might have gone LMF. But no, I have the utmost sympathy because one or two of my friends I know have had a very sticky patch. One I was with yesterday he is ex-Bomber Command Lanc and he was telling a friend that on one occasion they had a twenty millimetre shell, or, no, it couldn’t have been twenty millimetre. It must have been bigger than that. Go in to the Lanc and lodge in the ironmongery and not explode. And Dennis said that they sort of fished this thing out and dropped it out. And the chap who was talking to him and said, yeah, ‘Didn’t it explode then?’ And Dennis said words to the effect, ‘You’re rather stupid. If it had exploded I wouldn’t be here.’ How silly can people get? It’s, but it’s surprising really. When it comes to the old Mossie they talk about the wooden wonder. They’ve heard of the wooded wonder vaguely. No idea what it did really. Couldn’t be very interesting because it’s made of wood. And when you consider it was the first RAF multi role combat aircraft. You had your weather versions. You had the oboe versions. You had the PR Unit versions. Night fighter units. You had the Coastal Command Banff Wing which for a time had those Tsetse Mosquitoes with the 57 millimetre gun and I know one or two of the 247 Squadron even now who flew in those. And one in particular and he said that every time one of those guns went off you lost twenty knots airspeed with the recoil. But they didn’t last long because they found that a battery of eight rockets, sixty pound rockets was a better bet than the Tsetse gun. That was known as the Banff wing. There was 235 and 247 Squadrons in the Banff Wing. Anti-shipping. You had second TAF who flew fighter bombers. That’s guns, cannons and two bombs in each and that would probably be either on interdiction, road transport, railways and what not. You had the night intruders. Now, had the war had gone on longer it would have satisfied my sense of humour to get on night intruders. Because I loved the idea of sort of just dropping an odd bomb on the runway as they were about to land or shooting the buggers down. Pardon my broken English. Shooting them down. It would have appealed to my sense of humour but no. No. But there we are.
CB: So, you talked about flying at very low level.
RM: Yes.
CB: Tell to us a little more about that. I mean we’re talking about being low indeed.
RM: Yeah.
CB: However you look at it. And what about the excitement and the danger? Or the other way around.
RM: Well excitement. Yes. Particularly when we were doing low level bombing because I’d be prone in the bomb bay looking out the window. The Mark 14 bomb sight was useless because it was a high level job. And they hadn’t got a low level bombsight so it was all done with Mark 1 eyeballs. Now we had a bombing range out at Whittlesea. Well, just the other side of Whittlesea. And flying PPL I often had a scout around there to find out where the field was and I couldn’t find it but this was a big square field with the target in the centre. Now, literally to go we were flying over trees and down again. That was, we were sort of doing. The reason for it was quite simple. We were told the lower — you were going out to the Far East. A lot of jungle. Clearings. The lower you fly the less time you’ll be a target for ground gunners. So, the closer you can get to the treetops and the ground the safer you’ll be. And as I say, fortunately George was extremely good at low flying. Quite interesting actually. If we were bombing on east west run we’d come in low level and then at the end of the run we’d do a slow climb up to about fifteen hundred feet and then do a turn, reciprocal, back down to height again and bomb in the reverse direction and when we were on that run. On the east west run. Our turn to go reciprocal was always over Peterborough Town Bridge. It was super you know. Sort of down there. Yes. Home.
CB: Now, what about navigating when you’re — because your vista is very restricted when you’re flying low. So how did you deal with the navigation in that context?
RM: That was extremely difficult because as you say your range of vision is restricted so you have to absolutely do the correct thing. You look out and you see on the map where you are. The common mistake with map reading is to look at the map and say, ‘Oh that must be it,’ Because as you are probably well aware it is in actual fact, it’s very easy to do that. To convince yourself but I’ve been ferried over the last two or three years on what was known as Project Propeller. And I have, I’ve had a variety of pilots and I’ve flown as passenger with them and quite interestingly I am deadly against wind — so called wind turbines. And I cannot convince the BBC or the papers just what a waste of money they are. But these wind farms shown on air maps are extremely accurate.
CB: Are they?
RM: And they make bloody good landmarks because they actually show the arrangement of them.
CB: Oh right.
RM: So, you can see an arrangement and you can look at the map. Well we must be there. But of course in those days we didn’t. And again, you see, over the jungle as far as I can make out fortunately we were three weeks from going out to the east with the B35s.
CB: Oh.
RM: Which was the later version of the B16. We were within three weeks and VJ day came. Now I cannot stand hot humid weather. Whether it’s a throwback to the Wings Parade with the Governor General or not I do not know but I just cannot stand it and the thought of going out there. I would have been a grease spot.
CB: Yeah.
RM: A grease spot. Yeah.
CB: Just picking up on the navigation.
RM: But it would be with maps.
CB: Yes but —
RM: And dead reckoning.
CB: Yes. Well, I was going to say you use IPs. identification points. Would you put more of those in?
RM: Oh yes. You’d put them on the map because you’d probably, you’d be looking for them on the course. And as I say you take the ground on to the map not the map to the ground. Yeah.
CB: Now, going back to what you were talking about before we started taping you talked about the three mishaps that you had. So, what were they?
RM: Right. The first one was at Navigation School at Charlottetown and that was the fact that due to bad weather we missed the bad weather which was not forecast for the people who flew in our place. So, they got lost and I’m pretty sure that if we had flown on that night and we’d been given that Met forecast — winds light and variable which would take as zero for navigation purposes. It might have been a case of there but by the God go.
CB: Yes. You might also have vanished.
RM: Yes. Yes.
CB: Yeah. In the Great Lake.
RM: No. The Gulf of St Lawrence.
CB: Oh, in the Gulf of St Lawrence sorry. Ok. Next one.
RM: That was the first one.
CB: Ok.
RM: Then at OTU on the return trip from France where we had to land on one engine. They put us on the shortest runway with no wind and of course we vanished through the hedge with rather dire consequences to the Mossie. But — and then the third narrow squeak we had was of course the first time we took off with a four thousand pound live bomb and we got off ten knots slower than we should have done.
CB: Now, the Mossie could take four thousand pounds.
RM: Yes.
CB: But it was just in this particular case. What happened?
RM: Well, we, we — it took us longer to maintain, to achieve height than it should have done. Let’s put it that way. There was considerable chance that if the engines had even stuttered under those conditions on take-off we would have wiped out half of Downham Market.
CB: Was it because of the wind? You took off with the wind? Or what was it that caused it?
RM: Oh, we always took off in to wind.
CB: I know but in this particular case why was it?
RM: George didn’t say very much but I think the engines were not producing as much as he expected or the flaps were not right or something like that but I was too busy then actually during take-off. Getting all the charts ready and getting ready to —
CB: Where were you going that day?
RM: We were going to a place called Eggbeck which was one of the satellite airfields for Kiel. The Kiel Canal in Denmark. And it must have been the name of an airfield because I’ve looked and I’ve actually been in that area. Motored in that area for quite some distance and never found a place called Eggbeck. But it must have been one of the fields which was known as that. Yeah. And that was the one and only.
CB: Right.
RM: I’m afraid. Much to my annoyance. I was really savage when VE day came along, you know.
CB: Yeah. I imagine.
RM: I wanted to get my teeth into the Germans. But these things happen. But as I say afterwards we did the Cook’s Tour. We did quite a few what were known as Bullseyes. Have you come across those?
CB: Yes. Would you like to describe that?
RM: Yeah. Bullseyes were exactly the same conditions you would fly an actual operation. The only difference was at the target area e didn’t drop a bomb. We took a photograph to prove that we were there and we got there on time. Now, to give you an idea of the difference because as I say we had the Lancaster squadron. 635 Squadron at Downham Market and on bullseyes we both did the same route. Now, the Lancaster chaps would go in for their evening meal, would go to briefing and would be taking off as we were getting ready to go to the mess for our evening meal. Our evening meal, briefing, take off. Fly the same route. Be on target at the same time. On the way back we would land, be debriefed and would be having our breakfast when the Lancs were coming in. So two hour difference. Solely due to speed. But here I can give you something which is even more interesting. The American B17, the Flying Fortress. Nine crew. Fourteen guns. Four engines. Bomb load to Berlin four thousand pounds exactly. Out and return nine hours. Now, our Mossies on 608 Squadron, 692 and the other ones on the, what we called the Milk Run. The Berlin run. Out and return time four and a half hours. Now, admittedly with the American the B17s there was time taken up getting into formation and breaking formation on the way back but a lot of people don’t realise with the Americans in daylight, they couldn’t fly at night. They couldn’t navigate. They didn’t know how. They flew in daylight. Formation. Now, they carried a master navigator and a master bomber and I think usually two deputies just in case. They’re in formation. When the lead aircraft dropped his bombs they all dropped theirs. So, what they were doing in actual fact was carpet bombing. Admittedly they’d blanket the target. They would hit the target but that would be covering an area. Now, of course Bomber Command was specific on target markers. You bombed a target and all of the aircraft bombed that target. Not just one or two. So, as I say the American B17 crews were very brave. Much braver than I’d be, I think, under those circumstances to fly in daylight, level thirty thousand feet. Fighter fodder. No doubt. Yeah. Whereas the old Mossie. You couldn’t describe [pause] they did, the Germans did do us an honour. I think it was the Henschel 219 but I’m not sure where it was designed as a two engine night fighter specifically to counter Mosquitoes.
CB: Was it really?
RM: And that was the biggest compliment they could pay us. Then of course the jets came along and that was a different matter. They could sort of commit mayhem. But the interesting thing was that on the raid that we were doing on Eggbeck we were going out and near the target one of the aircraft called out, ‘Snappers,’ and that was the code name for the fact that 262s were about.
CB: Right.
RM: But nobody got lost that night. So –
CB: Messerschmitt 262 jets.
RM: Yeah.
CB: Yes.
RM: I mean they were serious opponents those. The 30 millimetre cannon for a start. I mean you don’t argue with those. Yeah.
CB: What was your operating speed?
RM: Our normal cruising airspeed out was around about two hundred and thirty knots. But that was indicated air speed. I mean at twenty five thousand feet the true airspeed would probably be somewhere in the region of three hundred knots which was covering the ground fairly well. If we went flat out the highest ground speed that I ever recorded was four hundred and ten miles an hours. And that was without trying.
CB: Now, what was the pattern of your operation? Because you were much faster than the Lancasters so you took off late but you had to be there first so how did you do that?
RM: Well the oboe aircraft had to be first. And then the Mosquitoes that carried additional marker bombs would be on target more or less at the same time and they would be listening to the oboe.
CB: Which was the master bomber.
RM: Or the ground. Master bomber. Advising them where to drop their new flares.
CB: Right.
RM: Whether they’d drop them short, long, east or west and so on to correct the error. And then of course by this time the main force Lancs and Mossies would be coming up on the scene but in a lot of cases with 8 Group the light night striking force actually operated on different targets. These targets were designed to be diversionary to lure night fighters away so that they didn’t know whether to go for the Lancs or us and in that case you’d probably get about anything from forty to fifty Mossies attacking quite a valuable target. Yeah.
CB: Now, you talked about twenty five thousand feet. Was that your normal operating height?
RM: Yes. That was normal.
CB: Or did it vary much?
RM: It didn’t vary much. Anything from twenty five — twenty eight thousand. The oboe Mossies, of course, they went up to thirty seven thousand feet.
CB: Oh did they. Right.
RM: Because of course the radio waves were line of sight and at that height they could just get the Ruhr. And of course, the Ruhr was the main complex of the German war industry and after, in ’43 onwards it was systematically demolished with oboe and and with precision bombing. Yeah. As I say the whole area was completely derelict. There was nothing there.
CB: What was your most abiding memory of your experience in the war?
RM: Well, it may sound silly to you but the thing which stuck in my throat more than anything was catching mumps. I mean it was so demeaning. Orchitis. Which, of course is the classic symptoms of that. It’s not pretty and it’s painful and to catch that at nineteen years of age. It was a chance complaint and that, that really stuck with me more than anything. Yes. But that’s the way the cookie crumbles.
CB: Yes.
RM: I suppose in a way what with that and the fact that I got washed off pilots case and the fact we hit bad weather at Nav School. With the time I lost. If it hadn’t been for that I might not be here.
CB: But you might have done all sorts of other things. Operationally.
RM: I might have finished up on heavies with a much heavier chop rate. Yeah.
CB: Just going back to the American training experience. In essence it was to train for flying boats so that –
RM: Yes.
CB: What aircraft did they have in that area working on the lake?
RM: They didn’t. The Grosse Ile was the aircraft carrier part of the navy.
CB: Ah right.
RM: And once they’d completed that you then went down to Pensacola.
CB: Right.
RM: And the Gulf of Florida and converted on to Catalinas.
CB: Right.
RM: Now the interesting thing is that for many years RAF — the RAF Museum at Cosford encapsulated my wartime flying experience very very neatly. They had Canso, which was a Canadian built Catalina because it had a retractable undercarriage whereas the Catalina didn’t. And alongside it was a Mossie B35 which, to all intents and purposes, apart from an astro dome was the same, exactly the same as our B16s. And these were side by side. Now, nobody knew about me there so it was purely chance but I gather now that last year that they actually split them up into two different hangars. Which is a shame.
CB: Changing the subject a bit —
RM: Yes.
CB: A Mosquito is very cramped inside. Or is it? For the navigator? And how did you operate?
RM: Well, I was a lot slimmer than I am now. The amount of room we had. My seat was about that wide. In front of me we had a dashboard with a dropdown table for the maps and what not on. We were actually sitting on the main spar and the pilot’s seat was just in front of the main spar. Now, just here —
CB: In front of you.
RM: In front of me and to the left hand side would be the console with the undercarriage and flaps.
CB: Throttles.
RM: And throttles. For the pilot. Right handed. In front of me, underneath the dashboard would be the opening which I would go through to get into the bomb bay.
CB: Go in legs first.
RM: No. Head first.
CB: Right.
RM: Yeah. Because you had to be facing the front. Yeah. You could only go in head first. There was no room to do a hundred and eighty.
CB: Yeah.
RM: It’s very cosy. The pilot –he had roughly the same amount of room and all the gubbins in front of him and to his left. We were both slimmer and we could both get in. Now, the B, the bomber versions — you went in underneath. It had a floor entry. Like the prototype in South Mimms Museum. The fighter bomber versions had a side exit or entry and that was just aft of the propellers. About nine to twelve inches behind the propellers and in the event of getting out you had to go in. Go out head first facing the rear to make sure you didn’t get mixed up and come out as mincemeat. Yeah. They had a ladder which stowed in the aircraft that you climbed up. You went in facing backwards and then turned around. The pilot went in first, of course to get into his seat. Now, he would have a seat type parachute. We had just the harness and we had the parachute stowed down by the right hand side so that if we had to get out we could just pick it up, clip it on and out.
CB: So, if you had to get out are you going to go out through the canopy or through the floor?
RM: Oh you didn’t go out through the canopy except as we did when we crash landed at [unclear] when it was stationary. If you went out through the canopy you had a jolly good chance of being chopped in half with the rudder. So, you always went out the escape hatch at the bottom. Yes. It would be a very foolhardy thing to go out the top. Yeah. That was quite interesting now you’ve come to mention it. When we were at Gransden Lodge we were doing, going up on an air test actually and we got up to about ten thousand feet and all of a sudden there was a hell of a bang and a lot of rubbish and what not flying about and George said, ‘Get ready to jump.’ So, I sort of put the parachute on and he said, ‘Oh.’ he said, ‘The aircraft seems to be flying all right,’ he said, ‘I thought the front had gone in.’ You know, the nose, with all the rubbish and what not. We were looking around. Couldn’t see anything wrong. And then we looked up and we found that the top hatch had blown off. And of course the vacuum, the sort of [unclear] effect too place all the rubbish in the bomb bay had come out and he said just said, just tried it and he said, ‘The chances are it’s probably altered the stalling speed a bit.’ So instead of carrying on with the climb he played about and found out exactly how the aircraft handled at a hundred and twenty knots which was the normal approach speed and he found it was probably about a hundred and thirty knots with the extra drag. And so, we aborted and came back and landed. There was quite a hullabaloo, you know. ‘How come you lost that hatch?’ Well, one of those things. Yeah. They didn’t charge us for it [laughs] 664B. I take it you know what 664B was.
CB: No. Tell us. Tell us for the tape.
RM: 664B action was to re-claim from your wages.
CB: Yeah.
RM: The money for whatever it was that you’d lost, stolen or strayed. Yeah. A lot of people for instance lost their wristwatches and went on 664B because you could get a Rolex for around about six pounds ten shillings. The Longines. I had actually had a Longines wristwatch. We were issued with watches. I don’t know whether you realise this or not but we had, were equipped with aircrew watches and we had to rate them and adjust them so that they lost no more or gained no more than two seconds a day. Now, that stems from the vital necessity of having exact time to the second when you’re doing astro shots. Because one second in time can mean about a quarter of a mile in position. And for instance Coastal Command types. The Catalinas and the old Flying Boats.
CB: The Sunderlands.
RM: The Sunderland. If they were returning and they had very poor radio signals. Very few Astra shots. And could not be absolutely certain of their landfall because of the astro shots and wrong time. A few seconds. I mean a quarter of a mile could mean the difference between getting into a fjord or a bay or hitting the land at the side of it. So it was vitally important that you got the time down to a second. It wouldn’t have mattered now because course cards. So accurate. But of course with the spring you actually had to adjust them. Now, the first watch I had we were equipped with these at navigation school at Charlottetown. The first one I had was a Waltham. An American which was quite well thought of. But I just could not get it closer than about five seconds no matter how I tried. And after two weeks they said, ‘Right. That’s no use.’ So, I took it back and got a Longines and within a week I’d got that sorted out and it worked quite well. And kept that right the way through and stupidly I handed that in when I was demobbed. Because as I said 664B I could have had it for six pounds fifty. Six pounds.
CB: Even in those days.
RM: Another thing. Another thing too which I bitterly resent or regret handing in was my sunglasses. Now, they were Ray-Ban. Green. They were superb for sun. want a pair of Ray-Ban sunglasses now. Ninety quid. Ridiculous isn’t it? They would have cost about three pounds.
Other: Yeah.
RM: On 664B.
CB: You talked about astro shots. You talked about astro shots so where would you put the sextant. Could you hang it on the —?
RM: Yes, you hung it in the astro dome.
CB: Yeah.
RM: Now, you can turn this off because I’m going to be in trouble.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Dick Maywood
Creator
An entity primarily responsible for making the resource
Chris Brockbank
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
2015-11-09
Type
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Sound
Identifier
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AMaywoodRM151109
Conforms To
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Pending revision of OH transcription
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
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
Format
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02:21:54 audio recording
Spatial Coverage
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Great Britain
England--Cambridgeshire
England--Herefordshire
England--Norfolk
England--Oxfordshire
England--Lincolnshire
Scotland--Aberdeenshire
England--Leicestershire
Canada
Ontario
Ontario--Goderich
Alberta
Prince Edward Island
Prince Edward Island--Charlottetown
Germany
Germany--Ruhr (Region)
Ontario--Belleville
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1945-05-08
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
Description
An account of the resource
Dick was born in Peterborough and volunteered for the Royal Air Force in 1941. He was called up to Lord’s Cricket Ground in 1942. Dick went to No. 6 Initial Training Wing at Aberystwyth. He then went to RAF Desford, flying Tiger Moths and was selected for further pilot training. After Heaton Park, Dick volunteered for the flying boat course and flew on Stearman N254s at Grosse Isle in the United States. He returned to Canada, initially to Windsor where he was re-selected as a navigator air bomber. He was sent to Goderich and then Mountain View to the bombing and gunnery school on Mark 2 Ansons and the Bolingbroke. He gained his brevet at Navigation School in Charlottetown on Prince Edward Island.
Dick underwent intensive map training on his return and went to the Advanced Flying Unit in Wigtown on Ansons. He proceeded to the Operational Training Unit at RAF Upper Heyford on Oxfords, where he was introduced to Loran. He had just started a tour as a Mosquito Pathfinder navigator before VE Day. He describes the aircraft, Oboe, and the pattern of their operations. Dick participated in Cook’s Tours to the Ruhr Valley. He was in 608 Squadron but it was disbanded and so he was posted to 692 Squadron, another Group 8 unit, at RAF Gransden Lodge. This was also disbanded, and Dick was sent to RAF Blyton for a re-selection board where he was sent on a flight mechanic engines course at RAF Credenhill. He was posted to the 254 torpedo Beaufighter Squadron at Langham until he was demobilised.
608 Squadron
692 Squadron
8 Group
Advanced Flying Unit
aircrew
Anson
B-17
Beaufighter
Bolingbroke
Cook’s tour
flight engineer
Gee
Initial Training Wing
Master Bomber
Me 262
military living conditions
military service conditions
Mosquito
navigator
Oboe
Oxford
Pathfinders
perception of bombing war
RAF Banff
RAF Blyton
RAF Credenhill
RAF Desford
RAF Downham Market
RAF Gransden Lodge
RAF Heaton Park
RAF Upper Heyford
sanitation
Stearman
Tiger Moth
training