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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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IBCC Digital Archive
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Stephenson, S
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20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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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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V GROUP NEWS
[Stamp]
No 29. December, 1944
[Page break]
V GROUP NEWS
No 29. December, 1944.
[Page break]
Foreword by the A.O.C.
In this foreword I say Goodbye to 5 Group after two years of command, covering a period when the Group, in common with the other Groups in Bomber Command, has seen much hard fighting and very great damage inflicted on Germany. In particular, the Winter campaigns of 1942/43 and 1943/44 will be looked back upon in future years as outstanding examples of sustained courage and endurance on the part of the crews, some of whom made 12 or more attacks on Berlin alone. In those days neither the training organisation nor the factories could maintain a sufficient flow of crews and aircraft to keep pace with losses, and Squadrons were often 25% below establishment; but it was those campaigns, with the parallel campaigns by the U.S. forces, which were then arriving in strength, which finally put Germany on the defensive in the air. They forced her to turn over her production from bombers to fighters and to draw off for the protection of her industries many hundreds of aircraft which she badly needed to support her battle fronts. They marked the beginning of her decline as an Air Power.
During 1943 the new equipment which was beginning to come along was still far from perfect. There were no A.P.I’s to watch over course keeping; Gee and the D.R. Compass were still being introduced, and H.2.S. was yet to come; while systems of target marking were in their infancy. The past two years have, therefore, been periods of development and training which have had to be continued while a major campaign was in progress. In spite of the hard knocks which the Group has had to take, progress has been steady until, nowadays, targets are seldom missed when conditions are reasonably satisfactory.
The special technique against small targets which has been built up in this Group, based upon low level marking and off-set bombing, has achieved results which, in terms of bombs per acre over the target area, are unsurpassed by any other bombing force in the World. For this state of affairs, all in the Group share the credit – the aircrew for having down to a heavy training task at a time when they might hope that their period of arduous training lay behind them – the ground crews who have never failed to get an aircraft into the air if it was humanly possible to do so – the specialists in every branch for their ingenuity in servicing highly complicated mechanisms – and finally the whole body of personnel whose determination that the Group should never pull less than its full weight has been a great incentive to me personally and I believe to all the other senior officers throughout the Group.
It is, as a team, that the work has been done, and in saying Goodbye to its members, I include every officer, airman and airwoman in the Group. I thank you all for your extraordinary exertions over two difficult years and ask you to accept that the honour, which H.M. The King recently bestowed upon me as Air Officer Commanding, is a tribute to the growing list of targets destroyed and thus to the work of everyone in the Group.
I wish you all Good Luck.
V” group news. No. 29. December, 1944.
[Page break]
[Drawing] tactics
December has been marked by the first serious attempts by the G.A.F. to intercept Bomber Command aircraft in daylight. On two separate occasions formations of 30 to 40 ME.109’s and FW.190’s attacked bomber gaggles and succeeded in destroying several bombers before the fighter escort came to the rescue. The enemy fighters showed a marked disinclination to attack the main gaggles which tightened formation when attacked, but concentrated on picking off stragglers and aircraft in the thinly spaced parts of the bomber stream. Although corkscrewing by stragglers proved effective in some cases, the main gaggles carried out no combat manoeuvres. Several fighters were claimed destroyed or damaged, including a claim by one mid-upper gunner of two destroyed – a good effort.
Although during these attacks some bombers fired a few Green Verey cartridges the fighter escorts never saw them. Crews should therefore in future continue firing Greens until it is obvious that the fighter escort has seen and engaged the enemy.
German night fighters are still expending considerable energy and fuel without achieving much success, and have again failed this month to offer effective opposition even to deep penetrations. There are signs, however, that the lack of success over Germany may tempt the enemy to resume intruder activity over this country. With the large number of aircraft now operating and with no IFF in use it will be very difficult to detect intruders returning with the main stream, particularly if the return route to the Group area is from the North Sea. Suitable action is being taken to deal with this danger, but crews must remain on the alert over this country, particularly when circling the airfield lights preparatory to landing, and should view with extreme suspicion any twin-engined aircraft seen, even if it is burning navigation lights.
V” group news. No. 29. December, 1944.
[Page break]
[Drawing] operations
[Underlined] HEILBRONN – 4/5TH DECEMBER, 1944. [/underlined]
Master Bombers:- Town - W/Cdr. Smith
Marshalling Yards – W/Cdr. Shorthouse.
A force of 292 aircraft took off to attack the town and marshalling yards. Nos. 53 and 55 Bases and 106 Squadron were detailed to attack the town. Aircraft were spread over an 85° sector, and crews were to aim at the red markers, delaying release as ordered.
No.56 Base was to attack the marshalling yards, which were to be marked with Yellow T.I., aircraft to aim at the T.I. and delay release dor4 seconds.
[Underlined] RESULTS [/underlined]
[Underlined] TOWN [/underlined] Weather over the target varied between no cloud and 5/10ths alt. cu. at 12/14,000 feet. Illumination and marking went according to plan, and the marking was assessed as accurate. The markers cannot be plotted on the night photographs. An initial tendency for the bombing to undershoot was corrected by the Master Bomber, and a good sector attack developed. An area of 2000 X 1500 yards has been wiped out, and on the West side damage is severe and widespread. Only the outermost suburbs to the South and West have escaped lightly.
[Underlined] MARSHALLING YARDS [/underlined] One Yellow T.I. was assessed as 100 yards South of the Marking Point, but the Master Bomber was unable to distinguish it from flares burning on the ground, so did not issue any instructions. Crews also had difficulty in identifying the marker, and approximately 50% attacked the town instead. Subsequent reconnaissance has revealed only limited damage to the yards.
[Underlined] GIESSEN – 6/7TH DECEMBER, 1944. [/underlined]
Master Bomber:- S/Ldr. Benjamin.
Target – Marshalling yards and town some 35 miles North of Frankfurt. Force 265 aircraft, the majority on the marshalling yards.
[Underlined] PLAN [/underlined] Normal marking and illumination were used. The marshalling yards were 1 1/2 miles South of the town, thus presenting a difficult marking problem. The solution was to select a common marking point to the South of the yards, and issue the marshalling yard force with two false wind vectors calculated to spread the bombs up the centre of the yard. The force on the town was to carry out normal overshoot procedure on a common heading.
[Underlined] RESULTS [/underlined] Blind marking and illumination were good. One Red T.I. dropped visually is known to have been placed accurately on the marking point, while another has been plotted about 1 1/2 miles East of the town. It is apparent that the majority of crews attacked
“V” GROUP NEWS. No. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
the accurate T.I. while a small minority (which proved to be inexperienced crews) were attracted by the inaccurate marker. Photographs have shown that two sticks of incendiaries fell across the accurate T.I., one in the early stages of the attack, and another later. Only careless and slipshod bombing drill and failure to adhere strictly to briefing instructions could have been responsible for this.
Fortunately these loose sticks did not obliterate the accurate marker and a good concentration developed.
[Underlined] RESULTS [/underlined]
[Underlined] MARSHALLING YARDS [/underlined] A heavy concentration fell on these yards, which almost entirely destroyed the round houses, and cause very considerable damage to rolling stock. At the Southern end of the yard, three tail bridges over the roadway were destroyed or very badly damaged, as were also the important fly-over bridges. The standard of concentration was equal to that on French marshalling yards.
[Underlined] TOWN [/underlined] The town has suffered heavily throughout, the main city area to the North being almost completely devastated by fire. Included in this devastation were a rubber works, the arsenal, the gas and water works, engineering works, and the power station.
[Underlined] URFT DAM – 8TH DECEMBER, 1944. [/underlined]
The Urft Dam lies a few miles south of Duren. In the event of an enemy withdrawal, he might well blow up the dam and flood the surrounding country, thus seriously impeding Allied ground forces.
206 aircraft were despatched in an attempt to breech the crest of the dam overflow, and so forestall any action by the enemy at a critical period. The dam itself was too strong to be destroyed even by ‘Tallboy’ bombs.
[Underlined] PLAN [/underlined] The main force were to attack in pairs of squadrons at five minutes [sic] intervals. Crews were to bomb visually.
[Underlined] RESULTS [/underlined] Unfortunately 6 – 9/10ths cloud at 6 – 8,000 feet was encountered over the target, and only 128 aircraft identified and bombed. Due to weather conditions bombing was scattered and although hits were claimed, the dam was not breached.
[Underlined] URFT DAM – 11TH DECEMBER, 1944. [/underlined]
This target was again attacked in daylight by 233 aircraft.
[Underlined] PLAN [/underlined] Similar to previous attack, though the overall T.O.T. was shorter. Aircraft carrying 12,000 lb bombs were to attack last.
[Underlined] RESULTS [/underlined] Once again the weather for bombing was bad, cloud being 5 – 9/10ths at 6 – 8000 feet. 176 aircraft bombed through gaps in the cloud, and claimed hits. Army ground reports claim six hits on the spillway, bit the hoped for erosion had not taken place, although some reduction in the water level was apparent.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] OSLO FIORD – 13/14TH DECEMBER, 1944. [/underlined]
Master Bomber:- S/Ldr. Benjamin.
Sixty-one aircraft of No.54 Base were detailed to attack enemy shipping in Oslo Fiord. The chief target was the cruiser Koln. It was known that this ship had been very active recently, but the chief difficulty lay in locating it, as it returned to different berths after each operation.
[Underlined] PLAN [/underlined] No.54 Base provided their own illumination and marking. In the light of flares, Mosquitoes were to mark a selected position near the supposed anchorage of the ship, and the Lancasters were to aim visually.
[Underlined] RESULTS [/underlined] The target was reported to have moved North from the briefed position. This made visual identification extremely difficult, and bombing results were not observed. The force started to bomb in the vicinity of the proximity markers. On instructions from the Master Bomber, bombing was shifted to a large merchant vessel in the centre of the harbour. A little later, a cruiser believed to be the Koln was identified lying some two miles West of the marking point, and those crews who had not already bombed were ordered to attack the new target. Bomb splashes were observed round the cruiser, but no damage has been established.
[Underlined] MUNICH – 17/18TH DECEMBER, 1944. [/underlined]
Master Bomber:- S/Ldr. Stubbs.
289 aircraft took off to attack this very important target, determined to atone for the last attack which was only partially successful. The illuminating and marking plan was normal, except that the visual Red T.I. were to be backed up with a White T.I. flashing ‘V’. The attack was to be in two man sectors, and bombing on the Red markers with overshoot as ordered.
[Underlined] RESULTS [/underlined] Weather over the target was clear with good visibility. Marking and illumination went according to plan, and a good concentration of Red T.I. was achieved. Except for an initial stick of incendiaries which fell across the markers, crews reported good bombing and a successful sector attack. Although the town is of more substantial construction than other targets attacked successfully by this Group, day cover shows very considerable areas of severe damage spreading out from the main station, and covering the old centre of the town.
[Underlined] GDYNIA – 18/19TH DECEMBER, 1944. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
This large Polish port is the main base for what remains of the elusive German Fleet, and at the time of the attack all except two of the larger operational units were present, as well as a large concentration of U-boats, and merchant shipping. 227 aircraft attacked the target.
[Underlined] PLAN [/underlined] The target was out of range of Mosquitoes, so all marking was carried out by Lancasters. The target was to be illuminated blindly, and by the light of these flares a picked force of
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
the best bombing crews were to attack the pocket battleship LUTZOW visually. Marking for the main attack was to be a stick of Red and Green T.I. dropped visually at the South Western side of the docks. The Master Bomber was to select the most accurate of these T.I’s and instruct the main force to bomb it with a false wind vector.
[Underlined] RESULTS [/underlined] Weather over the target was clear, but with moderate visibility and a smoke screen late in the attack. A few crews identified the LUTZOW and bombed her, and the remainder joined in the main attack. Illumination and marking was good, and the most Southerly T.I. was accurately backed up. Due, however, to an error of calculation before take-off (a reciprocal wind was used), the Master Bomber’s navigator issued a strong wind vector, and the main weight of the attack fell to the North and West of the berth where the main naval units were lying. Although day photographs show no damage to the main fleet, and old SCHLESIEN class battleship is down by the stern, and damage is visible to warehouses, floating docks and merchant shipping.
Instead of an outstanding success the Group achieved some slight damage incommensurate with the weight of the attack. This attack affords a good example, which all should note, of the far reaching effect of small mistakes.
[Underlined] POLITZ – 21/22ND DECEMBER, 1944. [/underlined]
Master Bomber:- W/Cdr. Woodroffe.
207 aircraft took off to attack the synthetic oil plant, one of the most important and most heavily defended targets in Germany. It had already been attacked by American heavy bombers, but was back in full production at the time of the attack.
[Underlined] PLAN [/underlined] The target was to be marked blindly with Yellow T.I. and White flashing ‘V’. In the light of flares, the marking point was to be marked with a stick of Red and Green T.I. The Master Bomber was to pick out the most suitable T.I. and order main force to bomb it with a false wind vector set on the bombsight.
[Underlined] RESULTS [/underlined] Weather at the target was clear, but an extensive smoke screen was in action which made visual identification of the target very difficult. In addition to this, a number of flares did not light until they struck the ground, and others ignited just above the ground. These were confused with the Yellow proximity T.I. and added still further to the difficulties of the Master Bomber and visual markers. Nevertheless, Marker I, identifying what he considered to be the marking point, dropped his stick of Red and Green T.I’s. The Master Bomber called for an assessment, and three separate and independent assessments were made, two of 200 yards North, and one of 200 yards N.E. On the basis of this, the Master Bomber instructed Link I to work out a wind vector assuming the T.I’s to be 300 yards North of the marking point. This was then issued, and the main force called in to attack.
Night photographs show that the markers were centred some 2,000 yards North of the target and the main weight of the bombing was displaced accordingly.
The bomb aimer of the marker aircraft which dropped the stick of Red and Green T.I’s claims to have identified visually the marking point in relation to three well defined pin points, and there is no evidence to show why the markers fell so far North.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] ST. VITH – 26TH DECEMBER, 1944. [/underlined]
Master Bomber:- Provided by 8 (P.F.F.) Group.
The target was a concentration of armour, troops and supplies inside the salient made by the new German thrust on the Western Front. Conditions for take-off were bad with very poor visibility, and only 26 aircraft took off for the attack.
[Underlined] PLAN [/underlined] Target was to be marked by Oboe aircraft with Red T.I, backed up with salvoes of Red and Green T.I. Bombing was to be direct on the markers, or as ordered by the Master Bomber.
[Underlined] RESULTS [/underlined] Crews reported marking accurate and on time, and bombing was well concentrated.
[Underlined] RHEYDT – 27TH DECEMBER, 1944. [/underlined]
Master Bomber:- Provided by 8 (P.F.F.) Group.
44 aircraft took off in conditions of poor visibility to attack the marshalling yards South of Munchen Gladbach, which were handling a large volume of military traffic for the German thrust on the Western Front.
[Underlined] PLAN] [/underlined] The method was controlled Oboe ground marking. The aiming point was to be marked initially with Red T.I., backed up with salvoes of Red and Green T.I. A Master Bomber was to direct the bombing.
[Underlined] RESULTS [/underlined] Weather over the target was clear, and the first wave had no difficulty in identifying visually. The target was soon covered in a dense pall of smoke which tended to obscure the markers, but all crews reported a good concentration of bombing. P.R.U. cover shows severe damage in the yards, with a slight spread of bombing into the town area.
[Underlined] OSLO FIORD – 28/29TH DECEMBER, 1944. [/underlined]
Master Bombers: S/Ldr. Benjamin and W/Cdr. Petty.
Two forces totalling 67 aircraft took off to attack shipping in Oslo Fiord. The larger force had for its target the cruiser Koln, lying off Horten on the West side of the Fiord, and the secondary force was to bomb any shipping seen off Moss on the Eastern shore.
[Underlined] PLAN [/underlined] Due to the very bright moon it was decided to dispense with flare illumination. The marking force was to drop Wanganui flares and Flame Floats near any large vessel seen, and the main force was to attack visually, running up-moon.
[Underlined] RESULTS [/underlined] Weather over the target area was clear, but a thin layer of cloud at 15/20,000 feet diffused the moonlight, and made deceptive shadows on the water. Neither force could identify shipping clearly, but several large ships were bombed with unobserved results. One large merchantman off Moss may have been damaged by several near misses, and a small ship seen on the early night photographs had disappeared by the close of the attack.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
[Underlined] HOUFFALIZE – 30/31ST DECEMBER, 1944. [/underlined]
The target was a concentration of enemy armour, troops and supplies concentrated In and around a village a few miles North of Bastogne. 156 aircraft took off for an attack in the early hours of the morning.
[Underlined] PLAN [/underlined] The aiming point was to be marked with Red T.I. by Oboe aircraft, and crews were ordered to bomb direct. Due to the proximity of friendly troops, crews were ordered not to bomb unless the Red T.I. were positively identified.
[Underlined] RESULTS [/underlined] 5 – 8/10ths cloud was encountered at the target, and only 90 aircraft bombed, reporting a good concentration of bombing around the markers. The remaining aircraft were unable to identify the Red T.I. so brought their bombs back to Base, as ordered.
[Underlined] OSLO FIORD – 31ST DECEMBER, 1944. [/underlined]
A force of 28 aircraft took off in search of shipping, especially the cruiser Koln, in the Fiord, including 12 aircraft of No.617 Squadron carrying 12,000 lb Tallboy bombs.
[Underlined] PLAN [/underlined] Marker aircraft were to illuminate the area and mark the ships and cruiser with Wanganui Flares and Flame Floats. Bombing was to be visual in the light of further flares. The Tallboy bombs were fused .5 seconds delay so that they would explode 100 feet under water. The remaining aircraft carried 1000 lb MC/GP bombs fused TD .025.
[Underlined] RESULTS [/underlined] Weather over the target area was clear, and the cruiser, together with several merchantmen were claimed as identified. The cruiser was under way during the attack, which made marking and bombing very difficult. Results of the attack on the cruiser were unobserved, but a near miss on a large ship by a Tallboy swung her 90° to starboard and brought her to a standstill.
[Underlined] SPECIAL OPERATIONS. [/underlined]
[Underlined] IJMUIDEN – 15TH DECEMBER, 1944. [/underlined]
The target was the concrete E/R boat pens, and was attacked by No.617 Squadron carrying 12,000 lb Tallboy bombs. Hits were obtained and the pens suffered further severe damage.
[Underlined] ROTTERDAM – 29TH DECEMBER, 1944. [/underlined]
No.617 Squadron carried out another precision attack with 12,000 lb Tallboy bombs, the target being the concrete E. boat pens. Crews reported concentrated bombing, and P.R.U. cover confirms a heavy concentration of craters on and around the target, and two out of the three sections of the pens have been severely damaged by direct hits.
[Underlined] OSLO – 31ST DECEMBER, 1944. [/underlined]
No.627 Squadron celebrated New Year’s Eve by a pinpoint attack by 12 aircraft on the Gestapo Headquarters in Oslo. The attack
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] OPERATIONS. [/underlined]
was carried out in two waves of six aircraft, and all the first wave reported successful bombing. The second wave was hampered by smoke and dust from the bomb bursts, but two aircraft identified the target and bombed. Flak was intense and all the aircraft were hit, but returned to base safely. Rumours current in Stockholm suggest that the attack was highly successful.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Diagram] gardening
Unfavourable weather caused many operations to be cancelled at the beginning of the month, but when conditions improved on the 14th December the Group Gardeners ‘set to’ at such a pace that our previous record of 520 vegetables was in danger of being beaten before the end of the year.
Reviewing the month’s activity, all Gardeners have been most decidedly successful in planting 415 vegetables by 84 sorties in little over a fortnight. This total, 35.6% of the Command effort (1162), places 5 Group well in the can of Gardening operations, and is a commendable achievement befitting the end of a hard but memorable year of war.
[Underlined] 55 BASE [/underlined]
55 Base evenly distributed their effort by most Squadrons operating nine sorties each, visiting a selection of Kattegat and Eastern Baltic areas. On one occasion this was combined with a Group bombing force on an important Naval Base, which, in conjunction with 106 Squadron’s lay, a few days before, produced some highly satisfactory results, denying the use of the Port to the enemy and closing his Exercise Areas for U-boats and surface craft outside. Southern Norway also received attention in co-operation with other Groups, directed primarily against the movement of troops and material for the Wehrmacht from Norway to Denmark. There is conclusive evidence to show that shipping in the Fjords was seriously held up. The closing of the main ports and the consequent dislocation of traffic, had an even greater importance than the actual number of casualties caused.
[Underlined] 54 BASE. [/underlined]
54 Base have surpassed previous records by the excellent performance of 106 Squadron and the Mosquitos of 627 Squadron.
[Underlined] Fine Work by Metheringham. [/underlined]
R.A.F. Station, Metheringham, have repeatedly succeeded in lifting eleven maximum loads under difficult conditions, and on one occasion raised their record to fifteen Gardeners loaded at short notice and ready by ‘take-off’ time. These results cannot be obtained without the co-operation and hard work of the Ground and Armament staffs, who are to be congratulated on a fine month’s work.
[Underlined] 174 Vegetables Planted by a Single Squadron. [/underlined]
106 Squadron have had the busiest month of any Gardening Squadron on record, and have successfully planted a total of 174 vegetables for 36 sorties.
[Underlined] An Outstanding Operation. [/underlined]
Quite the most outstanding operation performed by 106 Squadron was their lone visit to the Eastern Baltic in the Privet and Spinach areas, when 15 Gardeners delivered their loads off an enemy port on a round trip of 1810 miles. Taking into consideration that no other Gardeners were in operation on this night, it stands as one of the greatest Squadron penetrations, and all who took part are to be congratulated on their effort.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GARDENING. [/underlined]
[Underlined] Mosquitos. [/underlined]
627 Squadron were able to perform their first operation with Mosquitos on the 29th December, when Gardeners were briefed for an important river target, high on the priority list. Four Gardeners were very successful in planting their vegetables in the correct area without opposition, while three others unfortunately had difficulty in the area and returned with their loads. This unusual method of Gardening promises well for the future, as specially selected areas can be planted where it is bound to cause the greatest inconvenience and damage to enemy traffic. The results of this small scale planting were most effectively obtained for the cost of eight Vegetables. Time, opportunity and weather permitting, will tell its own story with regard to the menacing effects of Mosquito Gardening in the forthcoming year.
[Underlined] SQUADRON SORTIES. [/underlined]
[Table of Gardening Sorties by Squadron]
[Underlined] 5 GROUP CALENDAR – 1944. VEGETABLES SUCCESSFULLY PLANTED [/underlined]
January 25
February Nil
March Nil
April 388
May 520
June 30
July 64
August 260
Sept. 77
October 316
November 126
December 415
[Underlined] Total Planted – 2221 [/underlined]
[Underlined] GROUP MONTHLY SUMMARIES – DECEMBER, 1944. [/underlined]
No.5 Group 415
No.6 Group 232
No.1 Group 212
No.3 Group 168
No.4 Group 135
[Underlined] GARDENING POINTS. [/underlined]
(i) Only one Vegetable had to be jettisoned “Safe”. This was done in the correct manner.
(ii) All Gardeners unable to pin-point their target by H2S or ‘Visual’ returned with their load in the correct manner, or laid in Secondary Gardens.
(iii) 97.4% of the Vegetables dropped were planted successfully.
(iv) 12 Gardening areas were visited this month, covering a mileage flown of 98,230 miles in 7 nights.
[Underlined] CONCLUSION. [/underlined]
Although it is difficult to appreciate the results of our efforts without conclusive proof of sinkings or damage, it is firmly believed that many plantings have brought great success. It is estimated that at present the rate of sinking and/or damage, to enemy ships stands at 46 Vegetables per ship. It can therefore be satisfactorily assessed that, by planting 2221 Vegetables in the past twelve months, 5 Group alone have accounted for no less than [underlined] 48 ships SUNK [/underlined] or [underlined] DAMAGED. [/underlined] This figure gives at least one ship per week, and does not take into account the dislocation of shipping caused through closed ports, ships waiting to be discharged, extensive minesweeping operations and heavy
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GARDENING. [/underlined]
repair work, combined with the feeling that it will be for ever unsafe to travel at sea until the bitter struggle ceases.
In conclusion it may be safely be said that it has been a splendid Gardening Year, and that all Gardeners have indeed maintained their high standard of efficiency; let us continue to do so, and face the year of 1045 with ever increasing zeal to destroy and annoy our enemy’s shipping.
[Underlined] THE FOLLOWING CASUALTIES HAVE BEEN REPORTED. [/underlined]
A German steamer was mined and sunk five miles SW of South Langeland about 15th November, 1944.
German BRYNGE was mined and sunk in Kalundborg Fyord in Summer of 1942. This ship was reported as mined in July 1941.
German MAGDELINE VINNEN (4594 G.T.) was in dock in November, 1944, for extensive repairs after mining.
German TELDE was under repair after being mined. This ship was reported as mined on 13th October, 1943.
Danisg VIBORG (2028 G.T.) was mined (i) on 1st September, 1944, (ii) on 17th September, 1944. The vessel reached port under her own power and as far as can be seen she is undamaged.
A Danish broadcast of 13th December, 1944, reported that wreckage of the motor vessel GRETE (51 G.T) was found North of Laeso in the Kattegat.
The Danish PHONIX (895 G.T.) struck a mine and grounded off Hals on 4th November, 1944.
An unidentified German vessel was also damaged by a mine off Hals on 4th November, 1944.
The German steamer CONSTANZA was heavily damaged by a mine off Kullen on 1st December, 1944.
Several overlapping reports give the following casualties in Oslo Fjord during November, 1944:-
(a) A tug mined and sunk in Horten Inner harbour on 29th November.
(b) The SVEIN (119 G.T.) damaged by a mine off Gulholmen on 16th November.
(c) Two M.T.B’s sunk by mines in the harbour at Horten on 29th November.
(d) A small merchant ship mined and sunk near Veslos, Horten.
An unidentified Finnish vessel of about 1000 G.T. was damaged by a mine in Oslo Fjord on 14th December, 1944.
A Swedish broadcast on 18th December reported that the Norwegian EGORVUS arrived at Bergen on 4th December. The ship was badly damaged aft, probably by a mine.
A German ship HERMINA was sunk by a mine in Stettiner Haff on 19th August, 1944.
The German S.S. ARION (2297 G.T.) was damaged by a mine near Nordenham in the Weser estuary during October, 1944.
The German hospital ship MONTE ROSE (13,882 G.T.) arrived Moss in Oslo Fjord on 12th November following repairs at Akers to make good damage caused by mining.
The Norwegian NINA (1,487 G.T.) was damaged by a mine off Schultzegrund on 27th October, 1944.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] signals
1944 was a memorable year in the Signals life of the Group, and we can look back with satisfaction on such accomplishments as the general installation of V.H.F. R/T equipment and Loran into all aircraft in the Group; the improvements obtained by the Coningsby Radar Development Party in the performance of H2S Mark III; and the evolution of the ideal technique of W/T control in the target area. Let us take each of these four items in turn, and see if there are any lessons to be learnt.
[Underlined] V.H.F. R/T. [/underlined]
When No.617 Squadron were carrying out training for their famous attack on the German Dams, it became obvious that the existing bomber R/T (T.R.1196) was incapable of providing the efficient inter-aircraft R/T communication required, owing to severe interference experienced at night on the frequency band used. The V.H.F. R/T set T.R.1143 was therefore fitted, and gave excellent results. V.H.F. R/T was used by 617 Squadron for several other special operations. In April, 1944, 5 Group began operating as a separate force on special targets – carrying out their own marking and controlling. It was decided that aircraft of the Illuminating and Controlling team should be equipped with V.H.F. R/T and the remainder of the force be controlled by W/T.
[underlined] H2S Interference. [/underlined]
All Lancaster aircraft of Nos.83 and 97 Squadrons were, therefore, equipped with T.R.1143 V.H.F. R/T sets. This was the first occasion on which V.H.F. R/T sets had been fitted to aircraft carrying the H2S equipment, and on the first operation it was found that very severe interference was caused to the V.H.F. R/T by the H2S. Test proved that the interference was being picked up by the base of the V.H.F. aerial which protruded through the aircraft skin near the H2S set. All V.H.F. aerials were immediately mounted outside the aircraft skin and this cured the trouble.
[Underlined] Main Force Fitting Programme. [/underlined]
In June 1944 it was decided to fit all the remaining aircraft of 5 Group with V.H.F. R/T, and by the end of July this fitting programme was completed – thanks to the good work of a small 26 Group fitting party, and to the enthusiastic support of individual Squadron Signal Sections.
[Underlined] Removal of S.B.A. [/underlined]
To ease the burden on these sections and to put an end to much useless waste of energy and material, S.B.A. equipment was removed from all 5 Group aircraft.
[Underlined] Inadvertent Radiation of Intercomm. [/underlined]
Airborne R/T equipment is normally operated by the pilot, and he must be able to change from receive to transmit with the
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
minimum of trouble. A small “press to speak” switch is therefore mounted on the control wheel, the mere pressing of which actuates a relay which causes the V.H.F. R/T to radiate. Occasionally relays come out of adjustment and occasionally pilots squeeze the “press to speak” switch unknowingly. It is not surprising, therefore, that we soon had cases of crew intercomm. being radiated continuously in the target area – almost completely ruining the control R/T. The ease with which the unwitting culprits were tracked down by their nicknames indicated a somewhat lax crew discipline.
The first countermeasure was an order to the effect that all transmitter crystals were to be removed from main force aircraft. This action proved to be an effective cure, but placed an added burden on the Wireless Mechanics. Bardney produced the answer – the fitting of a simple switch in the transmitter H.T. circuit – accessible from inside the aircraft. In all main force aircraft this switch is sealed in the off position after each D.I. check. In aircraft which may have to transmit the switch is placed in the on position. This scheme still left 20 or 30 aircraft liable to radiate intercom., and in spite of careful briefing and especial care of relays, the inevitable occurred and another operation was nearly ruined by one of the Illuminating Force radiating intercom. throughout the attack. Woodhall Spa produced the cure this time in the shape of a neon indicator which illuminated the words “Check VHF” everytime [sic] the V.H.F. R/T set was in the transmit condition.
[Underlined] Enemy Freya Interference. [/underlined]
During an attack in September, unusually severe interference was experienced from enemy Freya transmissions occurring on our V.H.F. R/T frequencies. With the prospect of an increasing number of operations over Freya Territory, this interference constituted a serious threat, and Headquarters, Bomber Command, made immediate arrangements for R.A.E. Farnborough to find a cure. Tests soon proved that the inclusion of a simple device known as a “series limitor” would completely eliminate Freya interference.
[Underlined] All aircraft change over to American SCR.522 sets. [/underlined]
Fortunately for 5 Group this modification coincided with the decision of higher authority to refit all our aircraft with the American V.H.F. R/T set SCR.552. This new set was already fitted with the series limitor. During the night of the 16th October the colossal task of setting up and changing 350 aircraft V.H.F. R/T sets was accomplished without a hitch. All pilots expressed themselves as highly satisfied with the excellent performance of the American sets, but there was a general complaint regarding the fact that the incoming V.H.F. R/T signals tended to swamp crew intercom. We were told to adjust the pre-set volume control in the set!
[Underlined] Effect of Icing on V.H.F. R/T Aerials. [/underlined]
The advent of winter and resulting increase in icing risks was brought home on the night 19/20th October when a large number of V.H.F. R/T aerials broke off. Our friends at R.A.E. once more came into the breach and quickly produced a modified form of mounting for the whip aerials so that they really could whip and thus prevent ice accretion. All aircraft are now being so modified as fast as the necessary parts arrive.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] Pilots’ Manual Volume Control. [/underlined]
No matter how carefully the pre-set volume control was adjusted it was found that it was impossible to cater for all requirements, and pilots continued to complain of the loud V.H.F. R/T signals jamming vital crew intercom. As a result of a unanimous demand from Bases made at the November Group Signals Conference, a number of volume controls were received for trial. These trials resulted in an immediate plea for general fitting throughout all Group aircraft, and this was acceded to.
[Underlined] R/T Speech Training. [/underlined]
The best R/T equipment – like the ordinary trunk telephone must be met half way with properly articulated speech. The average airman does not possess a natural telephone voice but the excellent R/T speech training unit at Woodlands, Stanmore, soon remedies this. During 1944 [underlined] 140 [/underlined] pilots of 5 Group have benefited from the instruction given by this School.
[Underlined] FINALE. [/underlined]
The closing days of 1944 thus found the final chapter of our V.H.F. R/T story completed – a pilots’ volume control – no more inadvertent radiation of intercom. – no more Freya or H2S interference – no more broken aerials – just perfectly clear R/T at a strength to suit all pilots.
It has been an interesting story and it is hoped that those about to sample the joys of V.H.F. R/T in bomber aircraft will benefit from our experiences.
[Underlined] THE DEVELOPMENT OF W/T CONTROL TECHNIQUE. [/underlined]
At first sight it would appear to be a simple matter to arrange for one aircraft to control 250 other aircraft in the target area by W/T. The T.1154/R.1155 W/T equipment carried by our Lancasters is very efficient and easy to manipulate, and the W/T frequencies available to the Group are as clear of interference as one can expect these days. It was found by grim experience, however, that the accuracy of tuning by the average operator was below the standard required for control purposes. On more than one occasion, we regret to say, the control operator was as much as 30 kc/s off frequency – with the result that few aircraft received the control signals.
[Underlined] Crystal Monitor. [/underlined]
It was found that the only certain way of ensuring that the control operator was precisely on frequency was to resurrect the crystal monitor type 2, and make him tune the transmitter by plugging his phones into the crystal monitor and tuning his transmitter to the dead space.
[Underlined] Crystal Controlled Transmitters. [/underlined]
This scheme proved a complete cure, but was rather cumbersome and profiting by Binbrook’s experiments, a number of Controllers’ W/T transmitters were modified for crystal control. All that was necessary was to plug the appropriate crystal into the master oscillator grid circuit. This certainly simplified the tuning problem, but deprived the operator of listening-through facilities, and also his ability to hear his own morse. This latter failing resulted in the transmission of poor morse, so the scheme was abandoned and we reverted to the crystal monitor.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] Transmission of Perfect Morse. [/underlined]
The job of finding W/T operators capable of transmitting perfect morse under rather nerve wracking conditions was slightly more difficult that the problem of accurate tuning. Operators who produced copy-book morse in the Squadron Training Room were sometimes found to possess nerves when they remembered that 250 other operators and several ground stations including Group Headquarters were hanging on every dot they made. A special test for Controller Operators was therefore introduced, covering morse, tuning ability, and correct procedure. During 1944, a total of 170 W/T Operators in the Group successfully passed the rigorous test, and many of these operators have since proved themselves on actual controlled operations.
[Underlined] Control Procedure. [/underlined]
To ensure that all aircraft W/T receivers are accurately tuned, the control operator transmits six callsigns a few minutes before target time. This transmission also enables the deputy control operator to check the tuning, and also to take over control if the transmissions are not heard. Thereafter throughout the attack, the control operator transmits two callsigns every minute unless control code signals are being handled. This scheme was evolved to enable W/T operators to concentrate on their tail warning device without missing any W/T signals.
[Underlined] Control Code. [/underlined]
To ensure speed and security, a special three-letter code covering all eventualities likely to arise during the illuminating, locating, marking and destroying of targets was evolved. A new code is used for each operation.
[Underlined] Deliberate Enemy Jamming. [/underlined]
To counter possible attempts by the enemy to jam the control frequency, an elaborate system of alternative frequencies and W/T guards is laid on for each operation, but happily, so far (touching wood) we have only been ‘jostled’ into doing this on two occasions and each time the scheme worked satisfactorily. We now realise just how effective 100 Group’s Countermeasure ‘Jostle’ really is!
[Underlined] Enemy Spoofing. [/underlined]
The Hun is quite capable of attempting to spoil a controlled attack by putting out spoof transmissions on our frequencies. To counter such attempts operators are reminded of the challenge procedure used with SD.0182 verification tables. No such attempt has, however, ever been made.
[Underlined] RESULTS [/underlined]
With the experience of 170 successful controlled attacks behind us in 1944, it can be said that we now have a system which is guaranteed to produce excellent morse, precisely on frequency and at the exact time required. It has resulted in the birth of a brand of wireless operator of an efficiency far exceeding that attained in the old days of perpetual W/T silence. The never failing manner in which diversion signals, wind messages and ‘target attacked’ signals are handled reflects the effect which the 5 Group Signals procedure has had on its wireless operators. Their morale was never higher and their keenness never greater. They are a credit to the Radio Schools, O.T.U’s and Conversion Units who produced them. May they keep it up in 1945.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] H.2.S. MARK III. [/underlined]
In August, 1944, it was decided to exploit the blind bombing potentialities of H2S Mark III to the full, and resultant action took two parallel courses, viz:-
(a) An intensive training programme for set operators, with the object of thoroughly familiarising them with the equipment.
(b) Considerable cleaning up of the equipment to obtain increased accuracy, improved presentation and high sensitivity. This latter programme consisted of the selection of the most efficient units from the available H2S equipment and their embodiment into one aircraft installation, coupled with a detailed bench setting procedure.
This work naturally clashed with the prevailing shortage of Radar Mechanics. This was overcome by attachments from the Headquarters, Bomber Command, Radar Development Party, and from No.53 Base, as a result of a decision to curtail the fitting of H2S within that Base. Bench and workshop accommodation was extended in sympathy with the manpower increase.
Flight tests and H2S photography soon demonstrated that the scanner was a definite weakness in the equipment. Severe gaps appeared in the P.P.I. presentation, which made an accurate bombing run exceedingly difficult. Two mechanics under T.R.E. direction constructed a scanner tester with which the scanners could be tested on the ground. The gaps in the polar diagram were filled in by means of a sheet of perspex mounted on the face of the mirror, the ideal position of which was fond by trial and error. This treatment was successful with approximately 50% of the scanners.
[Underlined] The Perfect Scanner. [/underlined]
At this time a perfect scanner was loaned to Coningsby by T.R.E., and flight trials soon demonstrated that the adjective “perfect” was not an exaggeration. As a result, action was taken with our local manufacturer to cast a mirror to the perfect mirror. Trials with the cast mirror were carried out with the resultant paradox that the polar diagram was an improvement over the original. The production of cast mirrors was extended, and operational results proved that the presentation obtained was the best ever.
This labour reaped its dividends in no uncertain fashion; the ability of the operators to obtain best results from the equipment under operational conditions, coupled with the increased efficiency and accuracy of the equipment, were producing remarkably low bombing errors. Figures of a 300 yards error on the live bombing range were by no means uncommon. A still more satisfying substantiation, of course, came from the raid results.
[Underlined] H2S MARK IIIE. [/underlined]
In parallel with this improvement programme, two mechanics have been attached to T.R.E. to construct two sets of H2S Mark IIIE under T.R.E direction. Their work was completed in November, and the equipment transferred to Coningsby, where flight trials proved that it was vastly superior to H2S Mark III, and possessed the added advantage of requiring a less detailed setting up procedure. It is hoped to continue this story at a later date.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
[Underlined] LORAN. [/underlined]
As the operational policy of ‘evasion’ developed, Radar transmissions became more and more restricted, and as a reult [sic] it was decided to install Loran in all aircraft of No.5 Group. This was a bold decision, because the equipment had not been adequately proved operationally, and the prospects of jamming were menacing.
The fitting was carried out in two phases, as equipment became available. Firstly in Nos. 53 and 54 Bases, and finally in Nos. 55 and 56. Each programme was completed rapidly as a result of excellent co-operation between the Engineering and Signals Branches.
[Underlined] Teething Troubles. [/underlined]
Initial results were not so good; Loran required longer manipulation than Gee, and while targets were within Gee coverage, the new equipment did not offer much temptation. Furthermore, the divider circuits were temperamental and suitable areas for training were too far away to allow training flights to be carried out. However, a successful raid on Munich proved the worth of the equipment, and instated it as a very necessary aid outside the limits of Gee coverage. Each navigator was issued with a screwdriver and was instructed in the art of setting dividers in the air.
The trailing aerial was a nuisance. One very vicious specimen, which brought matters to a head “collected large lumps of Window, which jammed the aerial when the wireless operator attempted to wind it in when approaching the target. He succeeded in cutting it away whereupon it jammed the bomb doors; it was cut loose again and it wrapped itself around the rear turret”. Experiments were carried out, as a result of which it was found practicable to use the 27 ft. forward suspension of the T.R.1196 aerial and a suitable loading unit. This modification has been passed to Bomber Command.
A similar aerial was developed for Mosquito aircraft, for which the internal aerial for Loran had proved unsatisfactory.
H2S interference has been experienced. A modification to suppress the receiver during the H2S transmissions has been found successful on the bench, and is undergoing air tests.
[Underlined] Prospects. [/underlined]
It is a simple device to maintain, and in these days of acute shortage of Radar Mechanics, that is an important factor. It does not radiate any energy and is therefore quite safe to use on our deepest penetrations. We look forward to doing great things with Loran in 1945.
[Underlined] TELECOMMUNICATIONS. [/underlined]
1944 saw the final completion of the Base organisation, and the resolution of all queries concerning the positioning of Ops. switchboards and the occupation of Secon huts – both of which caused a considerable amount of heartburn and one time or another. The year saw only one new change, and this was the introduction of a new scheme to speed up the passing of operational information to Bases and Stations. New? We were told that we were going back to 1939 by introducing this scheme but whether new or old it has served one purpose very well.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
Prior to January, 1944, all operational “gen” had been passed by “scrambler” to Base or parent stations, and passed on by the latter to stations or satellites, and a very cumbersome and doubtful method it was. On at least one occasion the omission of the word “if” nearly wrecked an operation. Delays were excessive and the whole system needed a thorough overhaul.
It was decided, therefore, to enlist the aid of the teleprinter network, and the first move at Group was to put an ops. teleprinter in a specially built cubicle adjacent to the Ops. planning room. Bases and Stations were then asked to take similar action, which by hook or by crook they speedily carried out. The final step was to arrange for a simultaneous broadcast to all Bases and Stations and this presented some difficulties, because half the Group was still in the parent/satellite stage. Nevertheless, the difficulties were soon overcome, and the scheme became a working proposition.
The advantages have been manifest from the outset. Messages are handed to the teleprinter operator as soon as they are written out, and are teleprinted at once. The broadcast remains set up as long as planning continues, and handles no other traffic; it is strictly unidirectional. The moment messages are received at Bases and Stations they are handed into the Ops. Room. Thus the overall delay has been cut to the absolute minimum. At the same time speech circuits and “scrambler” phones have been relieved of a tremendous load, and are free for conferences and for the passing of sudden changes of planning detail. In addition to these points, the broadcast network has proved so efficient that operations can now be laid on at extremely short notice, e.g. thirty minutes between time of laying on and time of Flight Planning, a state of affairs quite unthinkable more than 12 months ago.
[Underlined] SIGNALS SECURITY. [/underlined]
Now that the Hun has lost his radiolocation network in France and the Low Countries, it is more than ever necessary that the maintenance of R/T, W/T and Radar silence should be strictly applied in accordance with briefing instructions. He must also never be allowed to note the difference between an operational and a non-operational day. In this connection, the following inadvertent radiation of intercom. on H/F R/T was actually heard by Waddington during a recent daylight operational take off:-
First Dim Wit: “What is going on down there?”
Second Dim Wit: “It is an Ops take off.”
First Dim Wit: “Where are we?”
Second Dim Wit: “Waddington.”
First Dim Wit: “I suppose their satellite is u/s.”
Needless to say, callsigns were not employed in this tea-time chatter otherwise there would have been most serious repercussions for someone.
[Underlined] CODES AND CYPHERS. [/underlined]
1944 saw a radical change in the cypher policy in Bomber Command. In January all cypher facilities were withdrawn from Stations, and Group assumed the responsibility for this traffic, transmitting it to Bases in plain language either by “scrambler”, teleprinter or postagram.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
This released two Section Officers from each Base, who were replaced by one Flight Officer, who became a librarian of all secret and confidential publications.
Early in the year R.A.F. Cypher Sergeants were posted into the Group to gain experience before overseas service, and they are now doing vital work in our forward communications in the battle zone.
Life went on uneventfully at Group until shortly before ‘D’ Day, when only the chosen few and the cypher officers knew the actual time and date of the invasion.
And then again, from early in September until the sinking of the Tirpitz, the Group Cypher Office enjoyed a spell of heavy traffic. After some difficulty in obtaining speedy transmission of messages, direct communication was obtained with Archangel, thus making it possible to deliver in Russia deciphered messages within one hour of origination.
It is occasions like these that relieve the dull monotony of a Cypher Officer’s life – the perpetual routine messages and amending and checking of documents – and make them feel that they are perhaps of some slight use.
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
Throughout December a large decrease in the number of W/T Controllers’ tests, due to adverse weather conditions, has shown that every available opportunity must be taken by the wireless operator (air) to carry out these tests. This requires good co-operation between the Signals Leader and the Squadron and Flight Commanders, and Signals Leaders must ensure that they carry out their part in placing all their requirements before these people, who will do their best to meet these requirements.
During December, 20 tests were carried out, and of these, 16 passed as fit for W/T Controller’s duties. The Squadrons who carried out these successful tests were:-
83 Squadron – 4
97 Squadron – 1
44 Squadron – 2
57 Squadron – 4
630 Squadron – 2
227 Squadron – 1
50 Squadron – 2
Controlled Operations.
Reception of W/T messages transmitted by the W/T Links was again very satisfactory. The standard of operating by the Link operators was quite good, though there is still room for improvement in procedure. Study of 5 Group Air Staff Instructions Sigs/1, and constant practice will eliminate these small mistakes. The transmission of the “Target Attacked” signals presents no problems to our operators, and we are
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] SIGNALS. [/underlined]
happy to state that up to date there have been no failures in this respect – keep it up.
[Underlined] Group W/T Exercise. [/underlined]
Despite the re-arranging of sections and times of this exercise, the results are far from satisfactory. Signals Leaders must have a drive on getting every Wireless Operator (Air) in their squadrons to take part in at least one exercise per month. The number of crews per squadron are such that, even if they have been operating the previous night there should still be available a quota of operators to carry out these exercises the following morning. If they are being detailed for other duties, point out the requirements of this exercise to your Squadron Commander. He will co-operate.
[Underlined] Points for Signals Leaders. [/underlined]
During the past year, Wireless Operators (Air) of this Group have shown that they can carry out most duties assigned to them, but a summary of the year’s work reveals that there are still a few loopholes in their work which require filling up. For instance, the number of manipulation failures for the year was 20. Now this is a very small percentage of the sorties flown, but it can and must be reduced until in 5 Group such a thing as a manipulation failure ceases to exist. Never let it be said that the equipment is better than the man. Also, the reception of, and action on, diversion messages still leaves much to be desired. These, and other weak points can only be overcome by proper instruction and practice.
[Underlined] Categorisation. [/underlined]
Now that the majority of Squadrons have an Analysis Officer attached for categorisation duties, the results of their labour should soon be forthcoming and all Wireless Operators categorised when they arrive on the Squadron, and at their 10, 20 and 30 sortie checks. The standard categorisation paper has met with universal approval and it now rests with the Signals Leader and his assistant to ensure that these tests are carried out as instructed.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Drawing] navigation
[Underlined] REVIEW OF NAVIGATION FOR THE YEAR, 1944. [/underlined]
During the past 12 months many innovations and improvements in Navigation have been initiated by No. 5 Group. The most notable of these are:-
(i) Introduction of the A.P.I. attachment, which ensures more accurate windfinding for bombing.
(ii) Introduction of the A.P.I. and A.P.I. attachment windfinding drills.
(iii) A reduction in the practice bombing vector error from 9 m.p.h. in January to 3.4 m.p.h. in December as a result of (i) and (ii) above. Also a corresponding decrease in the operational bombing wind finding errors, although this fact is difficult to determine for obvious reasons.
(iv) New log and chart work procedure, in which all duplication of work is eliminated.
(v) Introduction of the Categorisation scheme.
(vi) Appointment of Navigation Analysis Officers.
(vii) Reduction of the “Spread” of aircraft on operations from a concentration box 100 miles x 50 miles in January to a concentration box 50 miles x 25 miles in December. (Room for still more improvement here).
(viii) Elimination of Astro and a consequent increased amount of time available for teaching more essential subjects.
The most notable of these new activities were the Categorisation Scheme, coupled with the appointment of Analysis Officers and the monumental decrease in bombing wind finding errors. They have greatly increased the standard of navigation and bombing accuracy.
This improvement in navigation must continue and be accelerated. Suggestions as to how the present standard and technique can be further improved will be welcomed. So, go to it, and don’t be afraid to voice your opinions and suggestions – and make sure that 1945 is a year of Victory.
[Underlined] IMPORTANCE OF ACCURATE TRACK KEEPING AND TIMING. [/underlined]
The general standard of track keeping and timing which was achieved on the shorter range operations is still being maintained on the longer range sorties we are now undertaking. There are [underlined] STILL, [/underlined] however, a few STRAGGLERS. No matter what is said or done either by Group Headquarters or the Station and Squadron Navigation Officers the percentage of stragglers still remains the same. A few of them are unavoidable, e.g. genuine compass failure, late take off, failure of all Navigation instruments combined with sudden wind change; but the majority are due either to poor and indifferent navigation or else a lack of understanding of modern tactics.
Aircraft in the concentration enjoy first the protection afforded by other aircraft, second the protection of “Window” and
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
third the protection of the countermeasures provided by No.100 Group aircraft. It is therefore impossible for a fighter, once he has got into the stream, to home on to an individual aircraft in that concentration. On the other hand, it will be very simple for the fighter to home on to any straggler, because that aircraft will be isolated from the concentration and will therefore stand out. This applies to aircraft who are out in timing, as well as off track.
Concentration in both track keeping and timing is also a safeguard against flak. It is obvious that a compact mass of aircraft will completely black out a Cathode Ray tube, and make it impossible for any one aircraft to be singled out for attack. Also it is equally obvious that the chance of being hit is considerably diminished as all aircraft are passing through the defended area in a very short space of time.
So now you know!! Keep on track and on time throughout the whole operation and minimise tour chance of being shot down.
[Underlined] PRACTICE BOMBING VECTOR ERRORS. [/underlined]
The average vector error obtained by squadrons this month is 4 m.p.h. exactly. This figure is an increase of .2 m.p.h. on last month’s figure. It is only fair to state, however, that much of the practice bombing this month has been done by the new crews, and this fact may account for the slight increase in the vector error. Remember the goal we set ourselves last month – an average vector error of below 3 m.p.h. Can we achieve it? The answer is YES – but only if EVERY navigator does his very best on every exercise. Let us start the New Year well and achieve our goal in the first month.
[Table of Average Practice Vector Errors by Squadron]
97 Squadron have been rising rapidly in this table and have now reached second place. Well done, and it is hoped that your ambition does not end there, but that you will go on and beat 9 Squadron, who have held the lead for seven consecutive months.
No.56 Base are still in the bottom half of the list. Next month we hope to see all their squadrons at least six places higher. What about it, No.56 Base?
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Drawing] THIS MONTH’S Bouquets [Drawing]
The names of the eight navigators, two from each Base, who submitted the best work this month are set out below. They have been chosen for their consistently accurate and methodical work, which includes good track keeping and timing, constant wind velocity and ETA checks and log and chart work of a very high order.
F/Sgt. Leigh – 106 Squadron
S/Ldr. Burnside – 97 Squadron
F/O. Reeves – 61 Squadron
F/Sgt. Edwards – 467 Squadron
F/Sgt. Treadwell – 189 Squadron
Sgt. Smith – 49 Squadron
W/O. Rose – 619 Squadron
F/Lt. De Friend DFM – 57 Squadron
P/O Searle, 227 Squadron, who has appeared in the last two summaries and W/O Murray, 50 Squadron, who appeared in the last summary, have both again submitted work of an exceptionally high standard. This is an excellent performance on the part of these two navigators and we congratulate them.
They have been omitted from this month’s list however, so as to give the remainder of the Group a chance!
[Underlined] UNION NEWS. [/underlined]
F/Lt. De Friend, D.F.M. – No.57 Squadron Navigation Officer, to be Station Navigation Officer, Fulbeck. Now S/Ldr.
[Underlined] ANALYSIS AND CATEGORISATION. [/underlined]
The Navigation Analysis is going very well. Analysis Officers on all Squadrons are doing an important job in a very efficient manner. Theirs is a tiresome and tedious job, but, if it is done conscientiously and well, it will pay handsome dividends in the form of better and more accurate navigation. It is to be hoped that all navigators are taking advantage of this extra service and are liaisoning [sic] with the analysis officers. Listen to what they have to say, note where you lost marks on your last sortie, and then follow their recommendations, and those if the Station Navigation Officer.
Lack of system is causing an appreciable loss of marks to some navigators, this applies particularly to the new crews. Working to a system will halve your navigational difficulties. The time to complete each cycle of operations is left for you to decide, but it is always best to work on an easy fraction of an hour, e.g. 10, 12 or 15 minutes. No system should have a time interval of more than 15 minutes.
The categorisation scheme has been in operation for 4 months
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
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[Underlined] NAVIGATION. [/underlined]
now and is well established. It is interesting to note that over this period, the number of “A+” and “A” category navigators has risen from 116 (12 Squadrons) to 203 (14 Squadrons), and the number of “C” and “D” category navigators has been reduced from 63 (12 Squadrons) to 28 (14 Squadrons). These figures are very encouraging. We should, however, have NO “C” or “D” navigators in the Group. Station Navigation Officers and Analysis Officers must concentrate on these crews until they reach at least the “B” category.
[Underlined] BRIEFING. [/underlined]
It has often been said that a really first class briefing is half the operation. Whether that statement is strictly accurate or not is difficult to say, but it is a fact that a well briefed crew has a far better chance of completing a successful sortie, no matter how adverse the conditions, than a badly briefed crew.
One or two navigation briefings which have been attended during the last month have been below the standard required. Station and Squadron Navigation Officers must pay particular attention to this aspect of their work. The most noticeable faults of briefing officers are:-
(i) Speaking too quickly;
(ii) Not raising their voice;
(iii) Speaking with a cigarette or pipe in the mouth;
(iv) Rushing through important details and not repeating them at least once;
(v) Failing to give a little advice on navigational details, particularly to the inexperienced navigators.
Navigation officers, do any of these faults apply to you? If so, then remedy them immediately, and give your navigators a chance. Squadron Navigation Officers should detail two deputies and train them to give a good briefing, so that a high standard will always be maintained.
Navigators do you always get the most out of each briefing? Do you listen to all the valuable information and advice given you and do you use it, or are you one of those people who knows all the answers and just don’t listen to the briefing officer. If so, then revise your ideas immediately. No matter how rushed you are, always listen to the Briefing Officer and make notes of all the important points. That extra 10 minutes attention in the briefing room will save you many a headache on the operation. Once you are airborne it is too late to remember something which you forgot to ask in the briefing room.
[Underlined] SAFETY HEIGHTS. [/underlined]
With the present tactics of flying low over parts of the Continent, it is essential to know the safety heights along the route. Do YOU always note the safety heights along the track and also for a distance 20 or 30 miles either side of track, just in case? Mark the spot heights in feet, on your plotting chart. This will act as a double check.
Several reports have been received from crews in recent weeks of aircraft crashing into high ground when flying low. None of these reports have yet been corroborated, but they may be true. So take warning and don’t end your days on the side of a mountain. It’s too cold this weather anyway.
Remember that spot heights on a topographical map of the Continent are always given in metres, with the exception of the Straits
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] NAVIGATION. [/underlined]
of Dover sheet. All spot heights for Great Britain are given in feet.
[Underlined] SELF-ANALYSIS CHART. [/underlined]
Here is the second analysis chart fir you to complete. If you missed the fist one for any reason look it up now and answer those questions too.
(i) Have you read and do you know all the Air Staff Instructions and 5 Group Drills which apply to YOU?
(ii) Do you know all your compass drills?
(iii) Do you know the maximum coverage of each Gee chain and which is the best chain to use over (a) North Western Germany, (b) Southern France, (c) Frisian Islands, (d) Paris area, (e) North West Denmark?
(iv) Do you know the maximum height at which H2S should be switched on?
(v) Do you know the position on the return journey of an operation, from which you are allowed to relax your timing? Do you know why you are allowed to relax timing from this position, and why this position was chosen?
(vi) Do you know [underlined] all [/underlined] the Group flight plan speeds for climbing, diving, straight and level flight, with and without a bomb load?
(vii) Do you always fill in your Form 2330 correctly and hand it to the Me. Officer on return?
(viii) Do you always pass the drift to the pilot after each alteration of course, especially on the run up to the target?
(ix) Do you always check your altimeter with the pilot’s when descending, and do you regularly check your A.S.I. with the pilot’s? When there is a discrepancy between the two A.S.I’s which do you take as being accurate?
(x) Do you always make allowance for time of turn when altering course, e.g. 1/4 minute before E.T.A. for turns up to 30°, 1/2 minute between 31° and 60°, and 3/4 minute between 61° and 100°
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] radar nav:
[Underlined] REVIEW FOR THE YEAR 1944. [/underlined]
During the past 12 months considerable strides have been made by No.5 Group both with the introduction of new Radar navigational aids, and in the use of those that existed prior to the beginning of the year. The most notable have been:-
(i) The introduction of H2S MK.II into Nos. 44, 207 and 619 Squadrons.
(ii) The introduction of H2S MK.III into No.54 Base.
(iii) The introduction of an H2S categorisation scheme at Coningsby in order to ascertain the most efficient blind marker crews.
(iv) Experiments at Coningsby to determine the efficiency of H2S MK.III and the production of specially selected MK.III equipment to give far more efficient blind marking than before.
(v) Incorporation of the 184 indicator in H2S MK.III, which has enabled a blind bombing technique of releasing direct on the response to the developed to a high standard of proficiency. [sic]
(vi) The introduction of H2S photography both on MK.II and MK.III squadrons from which it has been possible to ascertain the positions of release of mines and T.I’s and also give us considerable H2S cover of the Continent.
(vii) The introduction of the R.F. Unit 27 for use with the Gee receiver.
(viii) Consequent upon the invasion of Europe, the introduction of Continental Gee chains which give more accurate coverage over Western Germany.
(ix) The introduction of Loran, which has resulted in long distance fixing, and a consequent improvement in D.R. navigation.
(x) The appointment of Station Radar Navigation Officers who are responsible for the application of, and training in, Radar Navigational aids throughout the Group.
Most notable of the above activities were the experiments at Coningsby, which have resulted in a considerable decrease in blind marking errors, and have produced equipment which has given far better responses on the H2S MK.III P.P.I. than ever before. Coupled with this is the introduction of Loran into the whole of the aircraft in No.5 Group, which has further raised the standard of navigation, and resulted in fixes being obtained over various areas of enemy territory with considerable success and without enemy interference of any kind. This was an ambitious scheme as it involved the fitting of all aircraft and the training of all navigators within a period of six to eight weeks, and great credit is due to the Radar sections and Loran Instructors for carrying it out without a hitch.
This improvement in navigation must continue and be accelerated in the forth coming year, not only by the introduction of new Radar
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
navigational aids, but by the raising of the standard of efficiency of the present equipment. Suggestions as to how this can be done will be welcome. Do not be afraid to let us have your ideas and opinions. No matter how trivial they may seem to you, they may have far reaching effects if applied throughout the whole Group. If you do this far better Radar navigation facilities may come into being, and possibly help to win the victory this year.
[Underlined] LORAN. [/underlined]
The majority of operators have made good use of this aid during the month and much information has been obtained on the operational value of the chain.
A summary of results obtained on the three long range operations is as follows:-
[Underlined] MUNICH [/underlined] Rate 4 signals, particularly the Master signal, were weaker than usual with considerable splitting, thus decreasing the value of the S.S. Chain as a whole on this particular sortie. Rate 5 signals were much stronger than previously reported, perhaps due to the southerly route taken. Investigations have been made into the possible causes of the difficulties experienced and have rather indicated that weather conditions were the primary cause of the Rate 4 signals’ weakness, as the worst meteorological conditions lay between the Rate 4 Master Station and the route taken. A plot of the first and last fixes taken on this operation indicates, however, that despite the difficulties outlined, Loran could have been used from 0400E on the outward route on 0700E on the return route. It is apparent from this plot that many operators did not make full use of this aid, and it can only be assumed that they did not persevere with the equipment to ensure fixing at frequent intervals.
The procedure of watching the signals and taking readings between splitting cannot be too highly stressed. A visit to the Radar Section at night now and again and watching the S.S. Loran Chain on the bench set will prove of great value if you wish to become really efficient on this excellent navigational aid.
[Underlined] GDYNIA & POLITZ [/underlined] Much to the surprise of the majority of Loran operators exceptional coverage was obtained on these attacks. Although the routes lay mainly outside the service area, signals were strong and fairly easily recognisable, and a considerable number of operators were able to obtain fixes from the Danish Coast to the target and return. Once again, however, the first and last fixes plotted indicate that operators are not persevering. It is appreciated that many little difficulties crop up in flight but when Loran is the only aid available there can be little excuse for not endeavouring to use it.
It should be possible to obtain a first and last fix plot which shows a concentration of fixes at the point of entry into the service area and another concentration at the target. Whether or not this can be achieved is entirely up to the skill and initiative of every individual operator.
The main snags encountered on operations this month were:-
(i) Incorrect alignment of dividers.
(ii) Dampness.
(iii) H2S interference.
(iv) Difficulties with the trailing aerial.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
Divider trouble appears to be an inherent fault of this equipment and has occurred more frequently in the past few weeks due to dampness. Switching the set on and leaving it for a little while to dry out may cure the trouble due to dampness. If the set does not react, then it is up to the operator to carry out the correct alignment procedure. Screwdrivers are trickling through slowly, and when all operators are equipped failures due to divider trouble should be things of the past.
In addition to divider trouble, there are still some operators who report equipment unserviceable although on check nothing can be found wrong. In the majority of these cases the remedy is simple such as turning up the brilliance, switching on the master switch, or checking and replacing blown fuses – small points but essential ones, and if you know your Loran Aircraft Drill you should have little trouble from this source.
As regards snags (ii) to (iv) the Radar Sections are working out means of counteracting efficiently the snags which have cropped up from these sources, and we expect to hear of their solution any day. 55 Base are busy with a fixed aerial which has already been used on operations with success.
Further trials are to be carried out and if successful it is intended to adopt this aerial throughout Group.
[Underlined] GEE. [/underlined]
Gee has again proved the most valuable navigation aid during the month, although from maximum fix plots it is evident that operators are still failing to obtain maximum coverage from the Continental chains.
With little or no jamming reported on the Continental chains there should be little difficulty in obtaining fixes to maximum range, and the spread between maximum fixes obtained by squadrons should be less than 1/2 a degree and not 3 degrees as is the case at the present time. The fact that all squadrons are also using Loran should not prevent operators from obtaining an occasional Gee fix as a check.
Due to circumstances beyond control, one of the Ruhr Gee Chain Stations has had to be moved away from the vicinity of the front line. This Stations [sic] has been re-sited and the Ruhr Chain has been renamed the Cologne Chain. Topographical Charts have been issued but once the front line is again stabilised it is anticipated the Ruhr Chain will once again come into being.
News has also been received of new lattice charts to a scale of one million. These charts covering the London-Berlin and London-Munich areas will give the lattice lines for the Continental Gee chains and they should be in general use by the end of January.
Navigators are reminded that the Eastern Chain is now phased for a point in the North Sea, and that inaccuracies occur in the chain South of a line Calais to Frankfurt. If you are flying below this line remember the fixes you obtain should be from either the Ruhr or Reims Chain and [underlined] not [/underlined] the Eastern Chain.
[Underlined] H2S [/underlined]
H2S Mark II have been used on two occasions during the month, and operators, despite their various activities with Gee and Loran,
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] RADAR NAVIGATION. [/underlined]
managed to obtain good results on the equipment. This is evident from the excellent P.P.I. photographs which have been produced both of the targets and landmarks on track. It is, however, evident from H2S reports that many operators are still failing to use H2S (when they can) for a check on the target. Although you are bombing visually, there is no reason why you should not set up your H2S for blind bombing – the Air Bomber’s remark “Bombs gone” will serve as an admirable check on your estimation of the release point on H2S.
The highlight of this month’s activities with H2S Mark III has been the introduction of H2S Mark IIIE which gives much more clearly defined response and incorporates sector scan. So far blind bombing errors on this equipment have averaged .4 of a mile. In addition a new scanner has been manufactured which is practically perfect, and it is anticipated will give far better reception on the P.P.I. than before. Further tests are being carried out before any general statement as to its efficiency is made.
Intense interest has been shown in this Group’s challenge to 8 (P.F.F.) Group for an inter-Group Blind Bombing Competition which 8 (P.F.F.) Group have accepted.
The final details of the competition are almost complete and the contest will take place during January on the neutral Bombing Range. Good luck 54 Base and may the best side win.
H2S Photography has improved considerably during the month with both Mark II and Mark III squadrons producing excellent results. Revised H2S Photographic Instructions have been issued, and every operator should visit the Photographic Section and acquaint himself with the provisions laid down in these instructions.
Once again the reputation of the Group has been maintained on Gardening sorties. Both photographs and plots indicate that plantings have been in the correct furrows. These results indicate that despite restrictions, operators can still use H2S efficiently when required.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] air bombing
1944 has been a year of exceptional progress from the bombing aspect of the activities of the Group. The average crew error for December 1943 was 295 yards at 20,000 feet, and our present results have not been achieved without a sustained effort on the part of everybody concerned to reduce that figure to the present error of 171 yards at 20,000 feet.
Changes have taken place in equipment and methods of training during the past year, and all possible means of improving the bombing accuracy of the Group have been investigated and, where possible, put into operation. The more important changes were as follows:-
The introduction of a completely new method of Bombing Analysis and the provision of a tour-expired Air Bomber to conduct the analysis on each squadron.
The categorisation of all crews on their ability to bomb accurately.
The installation of the Mark XIVA Bombsight.
A drive on the crew aspect of bombing training and the installation of Automatic Observers and sensitive skid recorders in selected squadrons to determine the errors due to inaccurate flying.
Permission to build two new targets at Wainfleet was obtained, and clearance for local dropping of T.I’s was granted.
A quarterly inter-squadron bombing competition was started, the winning squadron to hold a splendid trophy presented by Lord Camrose.
Crews were instructed to bomb on briefed tracks to provide training in operational methods.
An extension of flashlight targets took place early in the year but other commitments have caused the reduction of flashlight facilities at the present time.
Improved methods of transmitting bombing results from ranges has provided means of early analysis and assessment.
The two most notable events were the introduction of the new form of bombing analysis and the system of categorisation of crews on their ability to bomb accurately. Bombing analysis provides a method of determining the source of errors and has produced an excellent standard of wind finding, and bombsight maintenance, but it will not provide the maximum benefit until every captain studies the analysis of the exercises completed by his crew, and ensures that everything possible is being done to eliminate errors.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
The categorisation of crews, although based on practice bombing only, does give an indication of a crew’s ability on operations. When a crew obtains an A+ or A category it proves three things:-
(i) The Captain can make an accurate bombing run with no skidding turns or sudden changes in the flying attitude of the aircraft.
(ii) The Navigator can find a good wind.
(iii) The Air Bomber knows how to use his bombsight correctly and can guide the bombsight graticule [underlined] on [/underlined] to the target and not merely in the vicinity of the target.
It is reasonable to suppose that a bombing team displaying these qualities on a practice target can reproduce similar efficiency on a real precision target, but it would be unreasonable to suppose that a crew obtaining ‘C’ or ‘D’ category results during practice will obtain better results on a real target. Therefore it is essential that Squadron Commanders and Flight Commanders make every effort to provide these low category crews with as many opportunities as possible to improve their position.
The weather experienced recently, plus unavoidable commitments has reduced the time available for training, but a study of the summary of practice bombing illustrates the disparity in the number of bombs dropped by various squadrons.
During the coming year it will be more necessary than ever to maintain steady progress in bombing accuracy, targets will grow smaller and more valuable to the enemy. It is certain that the Hun will make strenuous efforts to defend them; his defences can be outwitted, but it is all of no avail if the percentage of bombs required to demolish a target fails to hit that target. A continuance of progress already made, and a repetition of the excellent co-operation existing between our crews, armourers and bombsight maintenance staffs will make an early end to the War something more than wishful thinking.
[Underlined] BOMBING RANGES. [/underlined]
The lifting of black-out restrictions on certain areas is causing some confusion in the identification of bombing ranges at night, and it is only by good fortune that serious accidents have been avoided. Bombing Leaders must make sure that crews taking off on a night bombing detail are conversant with the lighting arrangements at the Practice target. The installation of illuminated signal arrows on all Bomber Command ranges should eliminate any doubts concerning identification, and it is expected that all crews know the provisions of 5 Group Air Staff Instruction BL.24.
Another point which is not receiving the necessary attention is the firing of smoke-puffs during a practice bombing exercise. At least one smoke-puff [underlined] must [/underlined] be fired during every exercise, and to enable the range staff to find an accurate wind the smoke-puff must be fired directly over the range signals area. Some smoke-puffs intended for Epperstone have been fired over Nottingham, and the Hill’s Mirror (Observation) is not sufficiently mobile to cope with these approximations.
[Underlined] THE “LORD CAMROSE” TROPHY. [/underlined]
The trophy, awarded to the squadron producing the best average crew error over a period of three months, is leaving Skellingthorpe
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBER. [/underlined]
for Bardney. No.9 Squadron has achieved an outstanding result with an average crew error of 127 yards for 570 bombs, during the months of October, November and December. No.50 Squadron made a gallant attempt to retain the trophy for the third successive occasion, but their average crew error of 139 yards for 420 bombs during the same period only took them to second place.
No.9 Squadron’s success was made possible by the hard work and co-operation of all concerned with the bombing effort, and it will be necessary for other squadrons to obtain extraordinarily good results if the trophy is to change hands at the end of March.
Well done No.9 Squadron!!!
[Underlined] BOMBING ANALYSIS. [/underlined]
56 Base (S/Ldr. Walmsley) is making efforts to find ways and means of obtaining a true wind for purposes of bombing analysis. The method now adopted seems promising and after an extended trial it might be worthy of adoption by all Bases. A smoke-puff is fired at the commencement of the exercise and the wind found is recorded at the range. At the end of the exercise, when times and headings are passed to the Range, the A.P.I. wind used for the exercise and the A.P.I. wind found from the positions recorded during the exercise are both transmitted to the Range. All three winds are then sent on the same signal as the bombing results e.g.
SP 300/40
API 290/39
MAPI 305/42
If a squadron carries out four exercises it can be seen that twelve winds are easily available for analysis purposes.
[Underlined] SQUADRON BOMBING COMPETITION. [/underlined]
[Underlined] SQUADRON AVERAGE BOMBING ERROR FOR 8 EXERCISES. [/underlined]
1st 97 80
2nd 463 87
3rd 9 89
4th 630 95
5th 50 97
6th 467 106
7th 207 107
8th 619 108
9th 49 116
The remaining squadrons did not complete sufficient exercises to submit an entry.
No.97 Squadron have headed the Group competition after being placed second last month. Their effort during this month was undoubtedly the best in the Group, both in numbers and quality, and the Squadron is to be congratulated on the results. The efficiency of a squadron is reflected in the condition of its various Sections, and the Bombing Section at 97 Squadron H.Q. is an example of what it should be.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] DECEMBER’S OOUSTANDING CREW ERRORS. [/underlined]
SQDN. PILOT AIR BOMBER NAVIGATOR ERROR AT 20,000 FT. IN YARDS
44 F/O Daggett F/O Sharpe F/O Hindlay 55
50 F/O Lillies F/O Skinner Sgt Tye 71
189 F/O Herbert F/O Cottier F/O Skinner 43
207 F/O Cook F/S Boddy F/S D’Arcy 75
227 F/O Skipworth Sgt Steadman Sgt Ward 72
617 F/O Leavitt F/S Oldman F/O Withams 49
F/O Flatman F/O Kelly F/O McKie 53
F/L Dobson F/O Johnstone P/O Knight 55
619 F/L Brown F/S Meakin F/O Thanes 68
5 LFS F/O Blair F/S Bethune F/S McShane 74
[Underlined] CREW CATEGORISATION [/underlined]
[Table of Crew Categorisations by Base]
Crews are categorised on the average crew error of their last three bombing exercises and the following limitations apply to the various categories:-
A+ 85 yards or less
A 140 yards or less
B 210 yards or less
C 280 yards or less
D Over 280 yards
All A+ crews can be congratulated on the exceptional standard of accuracy and efficiency attained by the bombing teams. It is not just luck which produces results, methodical work and attention to detail is the basis of accurate bombing.
[Underlined] AIR BOMBER QUIZ [/underlined]
1. What are the safety heights for the release of a 4000 lb. bomb over land and water?
2. What suction recordings must be obtained to ensure full bombsight serviceability?
3. What prevents condensation on the lens of the collimator?
4. Is it possible to do a “lights” check with bomb doors closed?
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] AIR BOMBING. [/underlined]
[Underlined] HIGH LEVEL BOMBING PRACTICE. [/underlined]
[Table of High Level Bombing Practice Results by Squadron]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] engineering
[Underlined] SUMMARY OF ACTIVITIES FOR THE YEAR 1944. [/underlined]
On the completion of the first full year of Base Organisation, progress can now be reviewed. For inclusion in this Summary such a review must necessarily be very brief, but it is the intention to produce one in detail under separate cover so that lessons learnt during the year can be made clear, and faults can be analysed and suggestions made for improvements.
53 and 54 Bases have completed a full year unhindered by unheavals [sic]. 51 Base after a long period of excellent work in the Group transferred their affection wholly to 7 Group on formation of the separate training group. 56 Base, which was the original 52 Base at Scampton had unfortunately to break down their organisation at Scampton and rebuild it on new ground at Syerston. This did not retard progress to a great extent, but the smooth running efficiency of the Base Organisation was some weeks getting into its stride again. 55 Base is our only Base which is formed on a war-time station, and has been functioning as such for the latter half of the year; the problems of the economical and efficient running of this type of Base vary from those which are housed on stations built to peace-time design.
The basic principle behind the original scheme of Base organisation is the economy in man power, material and equipment, and this economy has been implemented in the Bases in 5 Group since their formation.
Conservation of equipment is the key note of serviceability. The least line of resistance is to remove an unserviceable item of equipment from an aircraft and fit a new item from the main stores caring little of what happens to the unserviceable item removed, which is returned to the main stores for ultimate transfer to a Repairable Equipment Depot. There is no doubt that up to a point, serviceability can be maintained with this short-sighted outlook; but by this means much equipment is en route between stations and R.E.D’s and between R.E.D’s and repair contractors, and much more is heaped up outside these various places waiting repair. So there must come a day when many particular items are in very short supply. By taking full advantage of the Base organisation and the repair facilities of the Base Major Servicing Sub-sections, the unserviceable item removed can be repaired and kept in circuit. It can be used time and time again, maintained in a serviceable condition, and a good Base can pay a dividend rather than rely on a subsidy. Such conservation of equipment has been made possible by the formation of the Base specialist repair bays, i.e. hydraulics, pneumatics, tyres, brakes, sparking plugs, propellers, metal repairs, modifications, power plants, instrument and electrical sections.
Much thought has been given to the building and improvement of these specialist bays and, for instance, the spark plug cleaning is now in its correct perspective. Due to a large amount of pressure and powers of local purchase being brought to bear, ideal cleaning and test equipment is available in Bases in this Group, and Bases are
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ENGINEERING. [/underlined]
capable of catering for cleaning and testing up to a thousand plugs a day. As Base organisation was a scheme devised subsequent to the building and planning of stations, no designed housing for the various sections was available; therefore improvisation of certain other rooms, buildings and sections has been necessary by local initiative. The equipment required for the repair and testing od the hundreds of components has not been available through Service sources, as the requirement at the time of Base sub-section organisation was not known to higher authority. Therefore local initiative was brought to bear again, and Base major servicing sections are now in possession of excellent test equipment which will cater for the efficient testing of the various services.
[Underlined] TRAINING UNIT SERVICEABILITY. [/underlined]
[Table of 5 LFS Serviceability]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] training
[Underlined] PROGRESS DURING THE YEAR. [/underlined]
There were numerous changes and developments in training throughout 1944 to meet operational requirements and to deal with new equipment, particularly Radar devices. As a background to all that was new there was a constant pressure on basic flying and operational procedure in an endeavour to improve standards and enable crews to raid successfully in more rigorous conditions.
On other pages of this Summary, developments in training are dealt with in detail. The main task has been to produce sufficient crews of a good standard to do the job, and at the same time to form new squadrons.
The year opened with the Training Units in the throes of conversion to Stirling aircraft and the L.F.S. in its infancy. This 2-type training on 4 engined aircraft created many problems which made the life of aircrew under training extremely strenuous. New, at the end of the year a change-over is again in progress, but squadrons fortunately have a surplus of crews to help them through the Winter months until “all through” Lancaster training is in full swing.
Among the many new features introduced into training, the Categorisation of aircrew members was perhaps the most interesting and represents an attempt to increase the individual efficiency by frequent detailed tests of his ability and analysis of his results. As an essential part of this policy, various instructors and Analysis Officers were appointed to squadrons and the value of their work was soon evident.
Crew members thus have the opportunity of finding out quickly where they are wrong, why they are wrong and what they can do to improve their efficiency. Squadron Commanders and Specialist Officers can also place their fingers quickly on the weak spots in crews.
The year also saw the introduction of No.5 Group Aircraft Drills, Check Lists in aircraft, and the addition of several new and important Air Staff Instructions; one of the latest and most important being “Precautions against Hazards in Conditions of Cumulo Nimbus Cloud”.
Other new features were the production of the new Lancaster Aircrew Quiz and the standard No.5 Group Link Trainer Syllabus which was produced to meet the particular requirements of four engined pilots. All these things provide sufficient material for crews to “find the answers” if they are in doubt and give instructors the facts necessary for the production of high standard crews.
Figures are not the final measure of effort, and “figure chasing” invariably defeats its purpose. They do, however, provide a basis for comparison and do indicate if an effort is being made. The final measure comes in the assessment of raid damage, the casualty lists and the squadron record of early returns and abortive sorties.
It is interesting to note, therefore, that parallel to the
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
increase in sorties flown and bombs dropped, training hours and figures have also improved. The total of practice bombs dropped has increased and the error has gone down. Assessable fighter affiliation exercises have more than doubled themselves, and in particular, night affiliation grew from nothing to a satisfactory total of nearly 350 exercises in the first month of the Winter. Navigation errors came down. Link Trainer hours rose steadily and instrument flying standards improved – a little slowly perhaps but the ground was ploughed.
There must be no relaxation in training during 1945. It has no saturation point.
[Underlined] EVENTS DURING DECEMBER. [/underlined]
The exceptionally bad weather during December made regular training difficult, but despite this, Squadron Instructors completed 102 Category Checks, leaving 159 Category Checks to be done to give every pilot in the Group a Category. There are now 185 pilots in the Group holding Categories. Nos. 54 and 55 Bases are well behind the other Bases in their category tests. The following table shows the state of categorisation of pilots in the Group:-
[Underlined] CATEGORY OF PILOTS. [/underlined]
[Table of Pilot Categories by Base]
Total squadron training amounted to 2200 hours – a very big increase on the previous month owing to the weather. Of this total 1650 hours were by day and 550 by night. The average per squadron was 122 hours. Six squadrons were very low on the list – No.61 Squadron did 50 hours; 189 Squadron 58 hours; 227 Squadron 64 hours; 630 Squadron 65 hours; 44 Squadron 85 hours. It is hoped all these squadrons will double their efforts during January.
[Underlined] NO. 5 L.F.S. REPORT. [/underlined]
No. 5 L.F.S. produced 73 crews for squadrons at an average of 13 hours per crew. The Unit flew 1100 hours. Loran training was given during December, and bombing results showed improvement on November.
[Underlined] 1690 B.D.T. FLIGHT. [/underlined]
The Flight was “grounded” by weather for 14 days, but they flew whenever squadrons asked for details. A total of 252 day details and 91 night details were flown. This included 97 da details and 41 night details for No.75 Base.
Total hours for the Flight were 323, and the average hours per aircraft on charge was 24. Pilots averaged 18 hours per month.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] INSTRUMENT FLYING AND LINK [/underlined]
During the Winter of 1943 there was definite evidence that the standard of instrument flying was not sufficient to meet all the requirements of operational flying in conditions of adverse weather, and special attention was paid to this phase of flying throughout 1944. A summary of the action taken to improve instrument flying throughout the Group is tabulated below:-
(i) More flying on primary instruments, by the inclusion of specific exercises in the Heavy Conversion Units, and the inclusion of a test on this point in the Pilot’s Category Check.
(ii) A revival of the use of the “hood” to provide more genuine I.F. practice in the air in day light.
(iii) The issue of a standard 5 Group Link Trainer Syllabus to meet the particular requirements of pilots of four engined aircraft (corkscrew on instruments, and flying on primary instruments only, etc.).
(iv) A modification to the Link Trainer to enable the Artificial Horizon and Directional Gyro to be “toppled” during an exercise.
(v) The introduction of a new type Artificial Horizon with a reduced turn error.
(vi) The acquisition of additional Link Trainers and Instructors towards the end of the year, which now gives each squadron one machine and one instructor.
The effort made is revealed by the fact the Squadron Link Trainer hours rose from 495 hours in December, 1943, to 1804 hours in December, 1944 – just short of a four-fold increase. The new squadrons and new Link Trainers now make more practice easier, and the acid test is the squadron average spread equally over all pilots and flight engineers on strength, and most of all, the quality of the instrument flying.
December was the best month to date and congratulations go to Nos. 49, 467 and 50 Squadrons for having reached the target for pilots on the Link Trainer. This was the third consecutive month in which No.49 Squadron has reached their target. No.44 Squadron went very close to the squadron target of 132 hours, but the bulk of the time was done by the flight engineers, the pilots being below the average with a total of 44 hours.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] TRAINING. [/underlined]
[Underlined] LINK TRAINER TIMES. [/underlined]
[Table of Link Trainer Hours by Base and Squadron]
GRAND TOTAL – 1804 hrs.
ACTUAL AVERAGE PER SQUADRON – 78.8 hrs.
REQUIRED AVERAGE PER SQUADRON – 132 hrs.
+ SQUADRONS WHERE LINK TIMES ARE FAR TOO LOW.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
second thoughts for pilots
[Underlined] SWINGING ON TAKE-OFF. [/underlined]
There have been two swinging accidents on take off recently and on each occasion the Pilot flagrantly ignored the Lancaster Swinging Drill (No.5 Group Aircraft Drill No.5). Read the Drill through carefully again and make sure that both you and your Flight Engineer know it thoroughly.
[Underlined] FIDO LANDINGS. [/underlined]
The average hold-off tends to be too long and the landing too far up the runway. This is largely because Pilots, having an exaggerated idea of the bumpiness in the box, come in at too high an airspeed – 115 m.p.h. I.A.S. is quite sufficient. Check this tendency particularly when returning with full bomb load.
On the circuit “glare” makes it difficult to see other aircraft on the same level, or slightly above. Ensure a careful “circuit look-out” normally is maintained and that navigation, upper and lower identification lights are on.
Turn your cockpit lighting on full before entering the funnel. This will enable you to read your instruments in the glare on the approach.
[Underlined] OVERSHOOTING. [/underlined]
The following are the commonest causes of overshooting:-
(i) Airspeed too high on the approach into wind. It should be 120m.p.h. with a moderately laden aircraft on the initial approach, and [underlined] 105 – 110 m.p.h. over the boundary. [/underlined] With an all up weight of 55,000 lbs to 58,000 lbs. it should be 120 m.p.h. on the initial approach and [underlined] 115 m.p.h. over the boundary. [/underlined]
(ii) Too high over boundary. You should not be above 25 – 50 feet over the boundary by day or in the Green of the G.P.I. by night.
(iii) Throttles left open too long after the initial check thus prolonging the float.
[Underlined] LOSS OF CONTROL. [/underlined]
Straight and level instrument flying is fairly sound with the amount of practice that the average pilot has during training and operations, but instrument flying with Artificial Horizon or A.S.I. u/s, steep turns, combat manoeuvres, etc. are known to be weak through lack of practice. There is no reason why this weakness should exist as there are ample opportunities for instrument practice on N.F.T’s and training flights generally.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] SECOND THOUGHTS FOR PILOTS. [/underlined]
[Underlined] CUMULO NIMBUS CLOUD. [/underlined]
Take special note of the new Air Staff Instruction Trg/6 – “Precautions against Hazards in conditions of Cumulo Nimbus Cloud”. This instruction contains three main points:-
(i) A Safety Area for climbing and descending.
(ii) A maximum height above which the aircraft is not to fly until it enters the Safety Area.
(iii) A minimum ”cross country” height above the cloud after climbing in the Safety Area.
Make sure you can see clear skies above by day or stars by night before climbing in the Safety Area. Do not fly in Cumulo Nimbus cloud. Turn round and fly clear.
[Drawing] Do [underlined] you [/underlined] always catch the “LATTICE LINE SPECIAL”
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] gunnery
[Underlined] “DECLINE AND FALL OF THE G.A.F.” [underlined]
[Underlined] DESTROYED [/underlined]
4/5.12.44 “P” – 106 Squadron – JU. 88
4/5.12.44 “Q” – 61 Squadron – ME.410
4/5.12.44 “M” – 189 Squadron – JU. 88
6/7.12.44 “V” – 630 Squadron -JU. 88
6/7.12.44 “B” – 57 Squadron – ME.110
[Underlined] PROBABLY DESTROYED [/underlined]
6/7.12.44 “L” – 97 Squadron – JU. 88
6/7.12.44 “F” – 463 Squadron – ME.110
[Underlined] DAMAGED [/underlined]
4/5.12.44 “A” – 619 Squadron – FW.190
4/5.12.44 “W” – 207 Squadron – JU. 88
4/5.12.44 “B” – 463 Squadron – JU. 88
6/7.12.44 “S” – 227 Squadron – JU. 88
6/7.12.44 “D” – 463 Squadron – JU. 88
6/7.12.44 “S” - 44 Squadron – ME.410
6/7.12.44 “O” – 619 Squadron – ME.110
6/7.12.44 “D” – 49 Squadron – FW.190
All the above claims have been confirmed by Headquarters, Bomber Command.
There was a marked increase in the number of combats this month, though the majority took place on the first two operations of of [sic] the month; the targets being Heilbronn and Giessen respectively. These two nights contributed 82 combats to the total of 101 for the whole of the month, and it will be noted that all the successes claimed were registered on these two nights.
Five enemy aircraft are claimed as Destroyed, two Probably Destroyed and eight Damaged. Five cases were noted of gunners firing on enemy aircraft attacking another Lancaster, and in one case the fighter was destroyed. In all the other cases the enemy aircraft broke off his attack. These gunners are to be congratulated on their vigilance and offensive spirit. See the fighter first and shoot first are the two best axioms for gunners; it has been proved that they pay.
[Underlined] RESULTS OF C.G.S. COURSES [/underlined]
F/O MacIntosh – 207 Sqdn – Cat. “B”
F/O Van Beck – 619 Sqdn – Cat “B”
F/O Ray – 97 Sqdn – Cat. “B”
P/O Hansom – 83 Sqdn – Cat. “B”
F/O Burnham – 467 Sqdn – Cat. “B”
P/O Annandale – 50 Sqdn. – Cat. “B”
It is good to note that the standard of candidates selected
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GUNNERY [/underlined]
for C.G.S. courses has been such as to show a return of 9 Cat. “B”s out of the last 9 nominations. Keep this up Gunnery Leaders, and submit to your Base Gunnery Leader any gunner who possesses the necessary qualifications for C.G.S. Gunners who have been categorised as “A+” on Squadrons should be automatic selections as candidates for C.G.S.
[Underlined] REVIEW OF ADVANCEMENT IN EQUIPMENT AND TRAINING DURING 1944 [/underlined]
1944 marked the advent of new training equipment and new ideas on training, which have resulted in a marked improvement in training on Squadrons.
The most important items are as under:-
1. Standard Free Gunnery Trainer.
2. Flash Trainer.
3. Turret Manipulation Assessor.
4. Skeet Ranges.
5. Self-towed Drogue.
6. Categorisation of Air Gunners.
7. Gunnery Analysis Officers.
8. Infra-Rad Photography on Night Fighter Affiliation Exercises.
9. A.G.L.T.
Of the above items, Categorisation of Gunners has gone ahead in Conversion Units and on Squadrons and every Squadron gunner now has a category. 92 Group have now followed suit and are now categorising gunners on similar lines.
Gunnery Analysis Officers were instituted on the basis of one Officer per Squadron, whose duties are to supervise and co-ordinate all training, both practical and theoretical, on Squadrons. These duties include Skeet Range shooting and assessment of all cine gyro assessor films. Each Officer has attended the Skeet Range Shooting Course and an Aessment [sic] Course at 1690 B.D.T. Flight.
[Underlined] GUNNERY AIR TRAINING [/underlined]
[Underlined] FIGHTER AFFILIATION – ORDER OF MERIT [/underlined]
The Order of Merit is based on the following system of marking:-
Night Affiliation (Camera and Infra-Red Film) – 10 points.
Night Affiliation (without Camera) – 8 points.
Day Affiliation (Gyro and Camera) – 5 points.
Day Affiliation (Camera only) – 3 points.
Day Affiliation (without Camera) – 1 point.
[Table of Fighter Affiliation Order of Merit by Squadron]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] GUNNERY. [/underlined]
[Underlined] SUMMARY OF AIR TRAINING EXERCISES. [/underlined]
[Table of Air Training Exercises by Squadron]
[Underlined] TOTAL OF AFFILIATION EXERCISES FOR DECEMBER – 502 [/underlined]
Bad weather and operational commitments have brought the total of Fighter Affiliation details for the month down with a rush; this month’s total being less than half of the total for November. Even with this low total, it is very satisfactory to note that [underlined] Night Affiliation exercises totalled 111, [/underlined] eleven of which were with Infra Red film. It is to be hoped that squadrons will fit the camera to the maximum number of aircraft carrying out Night Affiliation.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] armament
This year 1944 has seen the introduction into the Group of many new items of equipment and stores; a review of the changes and the part taken by Armament personnel in producing the right answers, or getting the inevitable gremlins out of new equipment will not come amiss in this issue.
[Underlined] BOMBS. [/underlined]
This subject is overshadowed by Tallboy; the introduction of this large egg has been most successful but has entailed a lot of hard work and hard thinking for armament personnel. Other bombs which arrived are the American series A.N.-M.44, 58, 59, 64, 65 and 76.
[Underlined] CLUSTER PROJECTILES. [/underlined]
The long awaited incendiary clusters have arrived in the form of Nos. 4, 14, 15 and A.N.M.17. So far these clusters have proved a mixed blessing, and have not yet replaced our old friend (or enemy) the S.B.C.
Handling clusters in the open resulted in many attempts to devise a satisfactory lay-out, but no really satisfactory method, providing adequate protection against weather and damage during handling, was evolved.
The A.O.C. came to the rescue with the Large Incendiary Store House Scheme. Successful trials have been carried out which indicate that this scheme will solve all our troubles, and damaged clusters will become a thing of the past, or a case of excessive handling.
[Underlined] BOMB GEAR. [/underlined]
The introduction of hydraulic winches has saved much sweat and many man-hours.
Modification No.74 has been incorporated to enable 18 bombs (20 when No.13 Station adaptors is available) to be dropped in one stick.
The Type N. Release slip arrived fortunately in small numbers, as snags were soon found to exist. No.53 Base have done a lot of work and finally produced a modification which it is expected will eliminate the danger of accidental release during bombing-up and de-bombing.
[Underlined] MARKER STORES. [/underlined]
Since No.5 Group has carried out its own target marking, many stores have been introduced, considerably complicating armament work in No.54 Base, and calling for local modifications to meet ever changing operational requirements.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ARMAMENT. [/underlined]
[Underlined] FUZES AND PISTOLS. [/underlined]
The introduction of new stores has brought with it a corresponding increase in the variety of Fuzes and Pistols. The quantity necessitated the approval of an additional storehouse.
[Underlined] BOMB HANDLING AND STORAGE. [/underlined]
Stacking trucks have made their appearance, and have proved useful tools. The cry is for more and we hope to see more during 1945.
Equipment for handling S.B.C’s including the heavy transporter (once again modified) is arriving, and all stations should be fully equipped early in 1945. Some of this equipment can be used in handling cluster projectiles and mines.
[Underlined] MINES. [/underlined]
The variety has increased and is still increasing, calling for carefully planned storage so that any type can be made available at very short notice.
[Underlined] TURRETS. [/underlined]
The F.N. 121 has arrived in small numbers. No.56 Base found some snags in the Servo Feed and initiated remedial action.
[Underlined] GUNS. [/underlined]
Great strides were made at the beginning of the year in solving the gun freezing problem. Experiments were carried out with various types of anti-freeze oil, both for the turret hydraulic system and for the guns themselves. Gun ejection seals were introduced and extensive firing trials carried out on operations to ascertain whether, in fact, it was the accumulation of ice on the breech block which caused failures, or the freezing of static oil in the Palmer Firing Gear. Attempts were made to raise the internal temperature of the turret by the use of first, the Galley heater, which proved unsuccessful, and secondly, with ducted heating both to the rear and mid-upper turrets. This type of heating has proved more successful, and is being incorporated in production aircraft, many of which are already in service.
[Underlined] MODIFICATIONS AND IMPROVEMENTS. [/underlined]
Apart from those already mentioned, Armament personnel were responsible for many bright ideas, some of which are reported below.
A de-belting and cleaning machine for .303 ammunition was designed an manufactured by R.A.F. Station, Swinderby. It is understood that Bomber Command is interested in this machine which has been working satisfactorily for some months.
The enlarging of trigger guards to enable gunners to have easy access to the triggers when wearing thick gloves. Now a Bomber Command modification.
Modification to F.N. 120 turrets to enable gunners to wear the pilot type parachute submitted by R.A.F. Waddington, now as a Command Modification.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ARMAMENT. [/underlined]
Heating for the Palmer Firing Valve Box, submitted by East Kirkby and issued as a Command modification.
Re-positioning of the MK.IIC C.G.S. Junction Box to enable the ‘C’ type parachute to be used in F.N.121 turrets. Submitted by R.A.F. Station, Waddington, and issued as a Bomber Command modification.
Improvements of Bomber Command Mod. No.3 to increase the Gunner’s vision, submitted by R.A.F. Waddington, and at present being investigated by Bomber Command.
All electrical firing gear in turrets. This modification submitted by Metheringham was at first turned down due to the inability to obtain the necessary solenoids. M.A.P. have recently shown interest in this modification and have requested full particulars.
The re-positioning of F.N. 50 Solenoids and the shortening of the Bowden Cable. This modification was submitted by R.A.F. Station, Bardney, as a means of preventing the Bowden Firing Cable from catching on the armour plating and causing run-away guns. Although not accepted, an alternative modification was incorporated in production.
East Kirkby were responsible for a modification to the No.44 Bomb pistol which facilitates the fitting of safety wires. Now a Command modification.
R.A.F. Station, Bardney, were responsible for the design and manufacture of a triple adaptor to enable 3 X 500 lb. bombs to be carried on the four centre stations of the Lancaster bomb bay. This modification aroused great interest both at Headquarters, Bomber Command, and at the Air Ministry, but was eventually turned down as the Ministry of Aircraft Production had, at this time, a similar development under way to achieve the same purpose. This adaptor took the form of a quintuple carrier slung across the bomb bay. It is understood that progress with this development is satisfactory.
Due to the delay in the manufacture of the new Heavy S.B.C. Transporter a protective plate to prevent damage to 4 lb. incendiary bomb tails when carried in S.B.C’s was introduced by R.A.F. Station, East Kirkby, and has since been issued as a Bomber Command modification.
[Underlined] BOMBING RANGES. [/underlined]
To meet the increased number of bombing targets required for practice bombing, personnel at Wainfleet Range erected two additional targets at Ingoldmells and Wrangle, the former was initially used as a dive bombing target. The range personnel worked hard to keep this target in repair and put up a tough fight against the sea assisted by well aimed bombs.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ARMAMENT FAILURES TABLE. [/underlined]
[Table of Armament Failures by Squadron]
A – MANIPULATION B – MAINTENANCE C – ICING D – TECHNICAL E – ELECTRICAL F – OBSCURE
[Page break]
[Drawing] flying control
A year ago, the “5 Group Quick Landing Scheme” was introduced, following trials at Skellingthorpe. During the year developments in the scheme have speeded up the landing times. In September, 1943, the Group average was 3.67 minutes. On the introduction of the scheme this average fell to 2.66 minutes in January, 1944. Since May, 1944, when it fell to 1.99 minutes, the figure has remained below 2 minutes and in December, 1944, reached its lowest level, 1.61 minutes.
The main alteration to the original scheme took place at the end of September, on the introduction of the Command Standard Landing Procedure, when the Group scheme was amended to bring it into line with the Command Scheme by advancing the initial call-up point to the funnel, increasing the height at the initial call and renaming the calling positions.
Developments in airfield lighting have assisted in this reduction of landing times, mainly in conditions of poor visibility. Sodium lights in the funnel and on the flarepath have been of great value. Speedier clearance of the runway and perimeter track have been assisted by the introduction of directional arrows and illuminated dispersal numbers.
Tarmac and asphalt used in the surfacing of runways and perimeter tracks have improved serviceability, though considerable difficulties have arisen in the case of satellite airfields carrying two squadron traffic.
Radar developments during the year foreshadow and entire change in flying control methods, when much of the present use of lighting will be subordinated to control through Radar. The increased heavy traffic in all areas of Bomber Command makes such development vitally necessary.
[Underlined] LANDING TIMES FOR DECEMBER, 1944. [/underlined]
[Table of Landing Times by Base and Station]
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] photography
[Underlined] ANALYSIS DAY PHOTOGRAPHY – DECEMBER, 1944. [/underlined]
[Table of Day Photographic Analysis Ranked by Squadron]
[Underlined] ANALYSIS NIGHT PHOTOGRAPHY – DECEMBER, 1944. [/underlined]
[Table of Night Photography Analysis Ranked by Squadron]
This photographic inter-squadron ladder is produced on the number of failures (excluding “Target Conditions” “T.C.”) incurred during the past month, as a percentage of the number of events.
+ 617 and 627 Squadrons are omitted from the ladder in view of the relatively low number of attempts of each.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] aircrew safety
[Underlined] THE PAST YEAR. [/underlined]
The drive to save lives of ditching bomber crews and crews forced to bale out or crash land was continued. It is hard to establish how many lives were lost due to ignorance of procedure, Safety Drills or equipment, but a review of successful incidents shows a trend towards better knowledge and understanding of the drills and a decline in the number of stupid mistakes.
The year saw the ‘K’ type personal dinghy come and go. It also saw the completion of successful trials in 5 Group of the prototype Back-type parachute, which it is hoped will soon be available to all heavy bomber crews. As an interim measure the Seat-type parachute was made compulsory for Pilots and Rear Gunners.
An ingenious “Warning horn” for emergency in the air was devised within the Group and tested successfully. It has been forwarded to Bomber Command for approval and general adoption. The horn gives audible warning to all crew members to bale out or prepare for ditching when the intercomm. has failed.
[Underlined] INTO THE SEA. [/underlined]
One known ditching occurred in the Group during December – an aircraft (believed to be of 189 Squadron), returning to a diversion airfield after attacking Politz, came down in the sea about 5 miles N.W. of Banff. No signals were received from this aircraft, the incident being reported from land, and in spite of an extensive search no survivors were picked up though an aircraft wheel was seen.
[Underlined] CRASH STATIONS. [/underlined]
There have been several crashes recently in the vicinity of airfields during return from operations in bad weather. Captains of aircraft are reminded of the “Crash Landing Drill” (Appendix ‘C’ to Drill No.8 of 5 Group Aircraft Drills refers). This Drill says “The Pilot is to order ‘Crash Stations’ as soon as a crash is imminent or probable, i.e. landing in bad visibility or when the aircraft has suffered damage which is likely to make a normal landing difficult”.
[Underlined] PARACHUTES. [/underlined]
It has been noticed that a lot of pilots and rear gunners are still not using the Seat-type parachutes on all flights. This is now compulsory. See Air Staff Instruction Trg./7.
[Underlined] DRILLS. [/underlined]
A reminder that Saturday morning is still the Safety Drill morning. Get a practice done once a week and you won’t get your feet wet if you have to ditch. It’s cold in the North Sea these days.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] accidents
In reviewing flying accidents for the past 12 months, it is only fair to record what the Group has achieved in effecting a reduction in the actual rate of accidents during the period. This is best shown pictorally by means of the following graph:-
[Graph of Aircraft Damaged per 10,000 hours through 1944.]
The graph is self-evident and the consistent decrease in the rate throughout practically the whole year is something of which we can be proud. At the same time, without wishing to belittle the efforts of the those who have been responsible for achieving this reduction, we must not be misled by these figures into thinking that the accident rate is by any means satisfactory.
The hard fact still remains that in 12 months 360 aircraft were seriously damaged in flying accidents. Of these4 125 were totally destroyed including 60 cases in which one or more members of the crew received fatal injuries. In squadrons you can probably recall a fatal crash and perhaps a taxying collision and you may even have been involved in an accident yourself. We at Group as onlookers see most of the game; the accidents we can call to mind are not just isolated instances and it is for this reason that the above figures are quoted: to emphasise the serious consequences of accidents and to make quite clear that great effort is still required if we are to fulfil our aim of entirely eliminating unnecessary loss of lie and unnecessary damage to aircraft.
[Underlined] CAUSE AND PREVENTION. [/underlined]
If you have read past issues of ‘V’ Group News you will have seen repeated references to taxying accidents. It is not surprising therefore, that when examining all the avoidable accidents which have occurred during the year, we find that no less than 32% occurred whilst taxying. Barely is there the slightest excuse for this type of accident, particularly as Air Staff Instructions give adequate advice as to the means of safe taxying. Read Flying Control 24.
Overshoots and heavy landings together accounted for 22% of the avoidable accidents. These two causes have been linked together because
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] ACCIDENTS. [/underlined]
the root cause of each often lies in the approach and a good approach is dependent to a very great extent upon speed. Remember that when landing heavily laden there is no need for an excessively high final approach speed: 115 m.p.h. but never faster.
The next most serious cause from the point of view of numbers was swinging during take off and landing, accounting for 16% of the total. Once again we repeat the warning to open throttles slowly, easily and smoothly, and do not open up to full throttle before travelling 500 yards down the runway irrespective of your load.
A reminder to Squadron Commanders. Do not forget Air Staff Instruction Ops.2/47. This will help materially in the general drive to keep accidents down to a minimum.
[Underlined] THE NEW YEAR. [/underlined]
Thank you for the results achieved in 1944. You have proved what can be done and it only remains for this success to be continued and bettered in 1945.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] equipment
[Underlined] USE OF EQUIPMENT. [/underlined]
The Powers that Be are becoming very anxious about the large quantity of Service Equipment which is being mis-used. Instances quoted are Navigation Bags used for weekend holdalls, blankets as table coverings, etc. Equipment Officers can help the Station Commanders to stop this mis-use by pointing out any irregularities that come to their notice.
[Underlined] DISCREPANCIES IN BARRACK INVENTORIES. [/underlined]
Attention is drawn to Headquarters, Bomber Command, letter BC/50816/E.1 dated 19th December, 1944. If the station has not already broken down the Barrack Inventory into site inventories, under A.M.O. A.559/43, this should be done at once.
[Underlined] IN RETROSPECT. [/underlined]
The Equipment Officers and their staffs very rarely see the result of their work. Nevertheless the work they have put in during the last year has certainly helped the Group’s achievements. Without their good work this Group would not have done as much as it has. The New Year motto for the Equipment Section is “We get ‘em, you smash ‘em – we getcha some more!”
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
education [Drawing]
During December, Bomber Command opened its own E.V.T. school at Bourne. The aim is to train instructors for E.V.T. work after the cessation of hostilities with Germany. Groups are being asked to supply 10 instructors for each course, so that it is essential that a steady influx of volunteers is forthcoming from stations. Lists are submitted from Stations monthly, and the last two or three returns have not brought in nearly enough names to ensure the success of the scheme. There should always be publicity on stations asking for volunteers, and the importance of the work must be impressed on suitable candidates. It is realised that some men are put off by the fact that conditions of service have not yet been published, and by the idea the E.V.T. work might postpone demobilisation. It is thought that conditions of service will not be unfavourable, and great emphasis must be laid on the fact that no one will be kept in the service after they are due to be demobilised. It is clear that to postpone demobilisation after a person’s group is named to leave the service would destroy the whole foundation on which the scheme has been built.
The end of December makes a logical break in the winter programme, when the work of the last three months can be reviewed. Many stations have produced fairly good results, no station has done all that can be done even under present conditions. Classes at Lincoln have been well attended, there have been successful classes on stations. Some very good work has been done with aircrew cadets and handicraft and music clubs have flourished. There are still many deficiencies however. There are some stations where no classes are organised for Matriculation. It cannot be that on a station of strength 1000, there are not six people who want to take this important examination. The only explanation is bad publicity and lack of drive on the part of the Education Officer. Some stations have, as yet, no facilities for woodwork, while suggestions for the formation of cookery classes and instruction in Home Nursing for W.A.A.F. have brought little result. In some cases there is an inclination to wait for this Headquarters to arrange lectures and not enough initiative of the part of stations to obtain good lecturers themselves.
To an outside observer, the difference in the standard of News Rooms is very surprising. It is realised that some stations have better facilities for display and more comfortable furniture than others, although this is not always the fault of circumstances, but rather a lack of interest and initiative. Sometimes this deficiency is not on the side of the Education Officer, but often that officer is to blame for not making the best of his opportunities. There should be a frequent alteration of display material, with news and topical articles up to date. There is not enough variety of topics and far too many maps reproducing the same localities. One large map of Europe and one of the Far East are sufficient for keeping the War Fronts up to date. The large number of airmen using the News Rooms is a proof that far more time and attentions should be given by the officers concerned in making the rooms really first class.
The service as a whole has shown a greater realisation of the importance of education in the last six months. It is up to Education Officers to take advantage of this increased interest and to make their work attractive and appealing to the personnel of their station.
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] decorations
The following IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/O R.L. BLUNSDON DFC
P/O A.F. JONES DFC
F/O R.C. LAKE DFC
F/L E.F.A. JONES DFC
S/L A.G. WILLIAMS DFC
F/SGT A.H. HORRY DFM
P/O J.E. STOWELL DFC
P/O E. SHIELDS DFC
P/O D. MacINTOSH DFC
P/O W.D. TWEDDLE DFC
F/O R.C. HARVEY DFC
F/O F. SOWERBY DFC
[Underlined] 57 SQUADRON [/underlined]
A/F/O J.H.C. BRAHAM DFC
[Underlined] 617 SQUADRON [/underlined]
F/O A.J. WALKER DFC
F/O T.H.J. PLAYFORD DFC
W/O L.J. HAZELL DFC
P/O N. EVANS DFC
A/F/L R.E. KNIGHTS, DFC DSO
F/O A.E. KELL, DFC BAR TO DFC
W/C J.B. TAIT, DSO & 2 BARS, DFC & BAR 3RD BAR TO DSO
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
P/O S.J. BRISTOW
F/O N. STOCKWELL DFC
SGT H. McKNOX DFM
F/SGT A.J. FROST DFM
F/SGT E.R. BOLAND DFM
[Underlined] 49 SQUADRON [/underlined]
F/O H.F. ARNOLD DFC
F/O L.M. PEDERSON DFC
P/O J.C. FLEMING DFC
P/O J.A. CASTLES DFC
F/SGT E.R.G. HAINES DFM
F/SGT J. CHRISTIAN DFM
[Underlined] 49 SQUADRON (CONTD) [/underlined]
SGT J. SKIDMORE DFM
SGT J.A. RICHARDS DFM
W/O L.W.J. THOMAS DFM
[Underlined] 50 SQUADRON [/underlined]
A/S/L R.N. QUINN, DFC BAR TO DFC
P/O F.N. DAVIS DFC
F/O W.J. DAVIS DFC
A/F/O N. BALLANCE DFC
F/SGT F.A. KIRBY DFM
F/SGT E.T. MANNING DFM
F/SGT H. LEWIS DFM
[Underlined] 57 SQUADRON [/underlined]
F/O O.C. THOMAS DFC
F/O W.F. MARTIN DFC
F/SGT M.J. THORNE DFM
F/O K.E. BLY DFC
[Underlined] 61 SQUADRON [/underlined]
P/O D.W. SIMMONS DFC
W/O V.G. BURGESS DFC
F/SGT J.H. KEENAN DFM
W/O A.F.C. HARROW DFC
SGT J.A. LYON DFM
P/O E.J.H. ROBERTS DFC
[Underlined] 83 SQUADRON [/underlined]
W/O P.W. ALLWOOD DFC
A/F/O P.C. CORNISH DFC
F/O T.P. JUPP, DFC BAR TO DFC
F/SGT I.O. HARRIS DFM
F/O L. HATCHER, AFM DFC
F/SGT G.S. HAZELTINE DFM
F/O R. HOBBS DFC
F/O R.E.H. FOOTE, DFC BAR TO DFC
A/W/O W.G. TROTTER DFC
F/SGT M. BRENNAN DFM
W/O J.E. HUDSON DFC
P/O V.J. ROBLEY DFC
[Underlined] 97 SQUADRON [/underlined]
F/O J.A. PEARCE DFC
A/W/O G.D. MOIR DFC
A/F/L N.N. PARKER DFC
A/F/L G.H. LAING, DFC BAR TO DFC
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Underlined] 97 SQUADRON (CONTD) [/underlined]
F/SGT G. BROWN DFM
W/O A.J. CROLL, DFM DFC
W/O F.H. GREEN DFC
A/F/L G.H.R. POLSON, DFC, DFM BAR TO DFC
F/O P.J. HUMPHREYS DFC
F/SGT D.S. NICHOLLS DFM
F/SGT J.D. McINGLIS DFM
A/S/L T.H. MAKEPEACE, DFC BAR TO DFC
F/SGT W. MANDERSON DFM
F/SGT R. MOORE DFM
P/O A.A. AVELINE DFC
[Underlined] 106 SQUADRON [/underlined]
A/F/O J. NETHERWOOD DFC
F/O L. COEN DFC
A/S/L J.W. ALLINSON
[Underlined] 207 SQUADRON [/underlined]
F/O W. McINTOSH, DFM, DFC BAR TO DFC
F/O E. OAKES DFC
P/O C.B. SUTHERLAND, DFC BAR TO DFC
P/O G.D. CHESWORTH DFC
P/O J.S. COOK DFC
W/O G.W.J. AINSWORTH DFC
[Underlined] 617 SQUADRON [/underlined]
P/O W.G. EVANS DFC
W/O T.J. McLEAN, DFM DFC
A/F/O J. GINGLES, DFM DFC
[Underlined] 627 SQUADRON [/underlined]
F/L R.L. BARTLEY, DFC BAR TO DFC
[Underlined] 630 SQUADRON [/underlined]
A/S/L R.E. MILLICHAP DFC
F/L J.W. MARTIN DFC
F/O J.W. LENNON DFC
F/O M.A.J. BEAUDOIN DFC
A/F/L D.E. HAWKER DFC
F/O G.J. BATE DFC
F/O L.A.V. WOOD DFC
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
[Drawing] war savings
[Table of War Savings by Station]
[Underlined] GRAND TOTAL NATIONAL SAVINGS FOR DECEMBER, 1944 - £6,476. 7. 11d.
A- Approximate number of pence per head.
B – Approximate percentage of personnel saving.
C – Total savings.
[Page break]
It Happens Every Day!!
When A.C.W. Mary Jones arrived at Station Z,
She saw the Station Signals Off., and unto him she said,
“I’ve nine days leave to come, good sir, and it would be a boon
“If I could have it right away. My boy friend’s sailing soon”.
Without delay the woeful Waaf was whisked upon her way,
And when her time was up she sent a message reading “Pray
“Extend my leave a further week; the ship is still in port”.
The Signals Off. agreed to this – he was a decent sort.
But when the girl requested yet a further forty-eight,
He quite forgot his decency and telegraphed, irate,
“Return at once to unit”, but the errant maiden tarried,
And wired “I want another fortnight more, for I am getting married,
“The church is fixed; the guests are warned. This afternoon at two
“By special licence we’ll be wed. Our hours of bliss are few
“So please agree”. Defeated he confirmed this new request,
And fourteen days ensued of peace, with no word from the pest.
On day fifteen a gentle knock upon his office door
Announced that Mary Smith (nee Jones), was back in camp once more,
And wished to have an interview, which he with some elation
Agreed to give, because he wished a fuller explanation.
The genial soul was quite prepared to overlook the past;
A little talk was his intent, and so he gently gassed,
And maundered on, and moralised for quite a lengthy spell.
‘Mongst other things – “My dear”, he said, “I’m pleased to see you well;
“And now that you are back you’ll do your very best I know.
“The section’s very under-staffed. We need you ever so!”.
He stopped at last. The girl then spoke. (You’ll guess her purpose maybe).
“Oh sir” I’d like my ticket please” I’m going to have a baby!”
ANON. (Circa 1945.).
“V” GROUP NEWS. NO. 29. DECEMBER, 1944.
[Page break]
war effort
[Table of Aircraft and Sorties Carried out by Squadron]
[Underlined] NOTES: [/underlined] Squadrons are placed in the above table in order of “Successful Sorties per average aircraft on charge”. In view of their special duties, Nos. 9, 49, 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron, the sortie is divided between the two Squadrons. Squadrons above establishment are calculated on an establishment of 20.
[Page break]
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V Group News, December 1944
5 Group News, December 1944
Description
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Five Group Newsletter, number 29, December 1944. Includes a foreword by the Air Officer Commanding, and articles on tactics, operations, gardening, signals, navigation, this month's bouquets, radar navigation, air bombing, engineering, training, second thoughts for pilots, gunnery, armament, flying control, photography, aircrew safety, accidents, equipment, education, decorations, war savings, it happens every day, and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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IBCC Digital Archive
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1944-12
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Anne-Marie Watson
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68 printed sheets
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eng
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MStephensonS1833673-160205-18
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Royal Air Force
Royal Air Force. Bomber Command
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Belgium
Denmark
Germany
Great Britain
Netherlands
Norway
Poland
Atlantic Ocean--Kattegat (Baltic Sea)
Belgium--Houffalize
Belgium--Saint-Vith
Denmark--Kalundborg
Denmark--Langeland
England--Lincolnshire
Germany--Euskirchen (Kreis)
Germany--Giessen (Hesse)
Germany--Heilbronn
Germany--Munich
Germany--Rheydt
Netherlands--Ijmuiden
Netherlands--Rotterdam
Norway--Oslo
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Germany--Urft Dam
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1944-12
5 Group
air gunner
aircrew
bomb aimer
bombing
demobilisation
Distinguished Flying Cross
Distinguished Flying Medal
flight engineer
Gee
gremlin
H2S
Lancaster
Master Bomber
mine laying
Mosquito
navigator
Pathfinders
pilot
radar
rivalry
Tallboy
training
wireless operator
-
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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
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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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Transcription
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V GROUP NEWS V
AUGUST 1944 * [deleted] SECRET [/deleted] * NO * 25
FOREWORD by A.O.C.
In August the Group set up several new records for operations and training, and Squadrons got more hours flying out of their aircraft than ever before. Top of the list is No. 61 Squadron with a total of 105 hours per aircraft on charge, and close behind are Nos. 50 and 44 Squadrons with 103 and 101 hours respectively. These are splendid figures which reflect great credit on the maintenance staffs. The total flying for the month was 34,000 hours with 3,600 operational sorties.
A high proportion of the attacks was directed against naval targets, more especially the six ships in Brest Harbour, including the battleship Clemenceau and the cruiser Gueydon, all of which were sunk, thus preventing the enemy from carrying out his intention of blocking the harbour.
Two highly successful mining attacks were also undertaken against the ship canals at Stettin and Konigsberg. At Stettin a dredged channel crosses a six mile wide lake between the coast and the docks, and it was decided that a complete hold up of enemy shipping could best be caused by laying a considerable number of mines in this Channel. The sides of the channel were marked at the two ends and in the middle by small towers intended for lights, and between these by a double row of buoys. For the attack the area was first lit with flares and in their light, three marker aircraft laid flame floats down two sides of the canal, using the buoys as their guide, so that the aircraft carrying the mines had a well marked line in which to put them. The marking was magnificently undertaken in the face of considerable searchlight and light flak opposition and the whole operation proved an outstanding success. The average height of laying was 300 feet. The operations against the Konigsberg canal a few nights later was on a smaller scale, but two aircraft succeeded in placing all their mines in the channel again from a very low height and in the light of flares. It was after these two attacks that all Swedish shipping was withdrawn from Baltic trade.
During the month valuable support was also given to the Army in the Falaise area, and many sorties were directed against the flying bomb sites. This commitment has now happily come to an end with the capture of the flying bomb country, but the following message from the Air Ministry to Bomber Command will show the considerable part which the Command played in reducing the scale of this menace.
“The continuous and heavy bombing of the experimental stations, production plants, launching sites, storage depots and installations, which has been carried out by your Command, not only imposed on the enemy a prolonged and unwelcome delay in the launching of his campaign, but effectively limited the scale of effort which he was able to make. This notable achievement has added one more to the long list of successful operations carried out by Bomber Command.”
The month ended with two attacks by the Group on Konigsberg, capital city of East Prussia. The first attack had all the elements necessary for a decisive success but the misunderstanding by a few crews of their briefed instructions, led to the attack, which was the most concentrated ever undertaken by the Group, being centred 2000 yards from the aiming point and doing relatively little damage. As a result a further attack had to be carried out in much less favourable weather. Happily this attack was successful and resulted in the almost complete destruction of the chief port supplying the German armies in East Prussia.
The success which has, in general, attended the attacks delivered by the Group over the past six months has been largely due to the system of low level marking by Mosquito aircraft which was first tried out by Wing Commander Cheshire with No. 617 Squadron. I am sure that all in the Group will join me in congratulating him on the award of the Victoria Cross in recognition of his great gallantry over 4 years of War and 100 operational sorties.
[Page break]
[Cartoon] SPORTS [Cartoon]
[Underlined] CRICKET [/underlined]
The end of the season weather proved most unkind, and most teams found their last month’s activities very limited. Scampton completed three games, beating Rustons and A.A. Command but losing to R.A.F. Cranwell. Dunholme lost to Ruston Bucyrus away, beat Hartsholme away, and the local Cadets at home. Metheringham managed to complete only one inter-station game, and then operations caused them to field a weak side and they were well beaten by R.C.A.F. Digby. Metheringham have now completed eleven games in the season, won five, lost five and drawn one. The outstanding teams of the season were Woodhall and Syerston, both of whom were blessed with “stars”. It was fitting for them to meet in the final of the Group Trophy, and although Syerston were unlucky in having lost S/Ldr MacKenzie, Woodhall put up a splendid effort to add the cricket Trophy to 54 Base collection.
[Underlined] SWIMMING [/underlined]
Coningsby Squadrons took advantage of the last day of summer, and held the Inter-Squadron Swimming Trophy in the Open Air Pool at Woodhall Spa in the 13th August. Events were held in Free Style, Breast and Back Stroke over the usual distances, together with plunging and diving. No.83 Squadron emerged as winners, with 26 points, the next best being Metheringham with 22.
[Underlined] BADMINTON [/underlined]
Several Stations find the Badminton Court in great demand. Dunholme have just concluded a Doubles Tournament in which Cpls Pigott and Hurst beat ACs King and Wright by 21 – 19, 18 – 21, 21 – 17. Scampton have a Badminton Club. Here is a big field for inter-station friendlies, and it is hoped Stations will not miss the opportunity of taking Badminton teams to play away matches during the coming winter. Inter-station games do much to improve the standard of play, by giving players an opportunity of comparing themselves with entirely new opposition. Mixed Doubles is a successful Badminton event, giving the W.A.A.F. another opportunity of a vigorous winter sport. A combined Badminton cum Darts cum Billiards Inter-station tourney cannot fail to be successful.
[Underlined] WINTER SPORTS [/underlined]
On September 4th a Conference of Group P.F.O’s met at this Headquarters to discuss the winter programme. The starting dates for the three knock-outs were agreed as follows:-
MATZ CUP (SOCCER) – Early November
WINES TROPHY (RUGGER) – Early December
MIXED HOCKEY – Mid October.
In the near future invitation letters for the above tournaments will be issued, and a busy season is anticipated. It is hoped that as many Stations as possible will support the Mixed Hockey Trophy; mixed hockey is an enjoyable sport and provides, together with Netball, an excellent opportunity for the W.A.A.F.
[Underlined] VARIETIES [/underlined]
Winthorpe sport an enthusiastic W.A.A.F. Soccer Eleven. Any other Station that can produce eleven Amazons is invited to roll up and meet the Winthorpians in battle.
[Underlined] TRAVELLING [/underlined]
It is hoped to obtain an early decision from Command on the 5 Group suggestion that the limit for which a station can provide sports transport be increased from 5 to 20 miles (single journey). This measure will give an immediate fillip to all inter-station sport and alleviate the task of P.F.O’s in endeavouring to get variety into the programmes.
ENGINEERING
Another record number of sorties has been carried out, which entailed in turn a record number of flying hours.
The flying hours for aircraft on charge in the Squadrons has exceeded anything which has yet been achieved, and is proof of what can be done by good technical organisation and co-operation and the will to keep aircraft serviceable on the part of Officers, N.C.O’s and men.
It has been rumoured that the establishment of tradesmen was based on the assumption that a Lancaster should produce 40 hours flying a month. The hours actually flown per Lancaster on charge has varied between 80 hours and 105 hours in Squadrons for August. This means of course that the Maintenance Personnel have worked twice as hard as the Establishment Committee calculated they would. Many problems present themselves as a result of this high pressure flying, but one point is predominant: the flying has been done, and at the month end serviceability was still 90% of the U.E. aircraft.
Quite a number of aircraft are still operating although their flying hours are in excess of 1,000. The condition and work required on the 3rd major should be watched, and full advantage must be taken of 43 Group facilities for those aircraft which will require too many man hours to overhaul locally.
The increased periodicity between inspections has been approved at 75 hours for Minor and 600 hours for Major Inspection for Lancaster aircraft. This amendment will be issued within the next few days by Bomber Command.
Of the 3,600 sorties detailed 1.66% were unsuccessful due to engineering faults. This constitutes a slight increase over the July total.
No Squadron was entirely free from unsuccessful sorties, and No.52 Base are to be congratulated on having the lowest percentage.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability by Training Unit]
WAR EFFORT
[Table of Aircraft Serviceability and Sorties, including Star Awards by Squadron]
Squadrons are placed in the above table in order of “Successful sorties per average aircraft on charge”. In view of their special duties Nos. 9, 49, 83, 97, 617, and 627 Squadrons are shown separately. In cases where a crew has flown in an aircraft of another Squadron the [missing] is divided between the two Squadrons.
5 GROUP NEWS. NO. 25. AUGUST, 1944. PAGE 2
[Page break]
GUNNERY
[Underlined] OPERATIONS [/underlined]
Compared with July, this month’s total of combats shows a big reduction. There have been a total of 70 combats for day and night operations; the claims being:-
7 destroyed
- probably destroyed, and
4 damaged.
During the daylight operation on Bois de Cassan on 6th August, 13 combats were reported, 2 enemy aircraft being claimed destroyed and 3 enemy aircraft damaged. In this operation the enemy fighters exploited the old tactics of attacking out of the sun, and all gunners should take note of this and ensure that in future daylight operations they are equipped with anti-glare glasses. In one instance a Lancaster was attacked from below and seriously damaged, two members of the crew being killed and another seriously wounded. The first intimation of the attack was when hits were registered on the Lancaster, the first burst from the enemy aircraft neutralising both rear turrets. Search must be carried out assiduously to cover all sections of the sky, above and below, by day as well as by night.
As a trial, tracer has been removed from the first 300 rounds in each belt, and gunners’ views are required after having used this sequence in combat, as to whether sighting is easier without the trace or vice versa. Gunners must appreciate that success, the destruction of the enemy fighter, will only be achieved by the correct application of the sight.
[Underlined] NIGHT AFFILIATION WITH HURRICANES [/underlined]
Night affiliation with Hurricanes of 1690 B.D.T. Flight has been available to Squadrons since the beginning of August. Full information and details have been sent out to Bases and Units under reference 293/Trg. dated 3rd August, 1944, and it is encouraging to note that some Squadrons have already availed themselves of these facilities. In view of the advent of longer hours of darkness which means operations of longer duration, it is most essential that gunners’ night vision and practical experience of night interception be brought to the highest standard of proficiency by constant practice. From results of recent exercises, the fighter has not been observed until a range of 150 – 200 yards. The remedies lie in the more skilful use of Early Warning Devices and better night vision.
[Underlined] ODD JOTTINGS [/underlined]
A 400 yards range will shortly be available to the Group and Dunham Cliff. Instructions will be issued shortly. It is hoped that another 400 yards range will be sited at Wainfleet which will be more accessible to those Stations in the Eastern half of the Group.
An Air Staff Instruction has been issued for Skeet Range Shooting. This is to be adhered to closely to obtain the maximum benefit from this form of training.
Details have now been issued regarding Night Vision Training Exercises in blacked-out gymnasiums. The maximum use should be made of this training which will combine fitness with night vision training.
THIS MONTH’S BAG
[Drawings]
[Underlined] DESTROYED [/underlined]
Sqdn A/C Letter Date Type of E/A
44 “A” 6.8.44. FW. 190
630 “L” 12/13.8.44. JU. 88
50 “L” 16/17.8.44. ME. 410
44 “F” 25/26.8.44. ME. 410
106 “B” 25/26.8.44. JU. 88
207 “K” 25/26.8.44. ME. 110
619 “G” 29/30.8.44. ME. 109
[Underlined] DAMAGED [/underlined]
Sqdn A/C Letter Date Type of E/A
57 “U” 6.8.44. ME. 109F
57 “B” 6.8.44. ME. 109F
57 “D” 6.8.44. ME. 107F
9 “B” 12.8.44. JU. 88
All the above claims have been confirmed by Headquarters, Bomber Command.
[Underlined] AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING AUGUST. [/underlined]
[Table of Training Exercises by Squadron and Conversion Units]
X 49 Squadron employed on special training.
GRAND TOTAL OF FIGHTER AFFILIATION EXERCISES FOR AUGUST:- 2136
[Underlined] No. 1690 B.D.T. FLIGHT [/underlined] Grand total 760 hours and 712 details.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 3
[Page break]
TRAINING
During August 51 Base produced 151 crews and topped the previous month’s record by one crew. This was achieved despite several days unseasonable weather. The Base is confident that it can improve on this total for September. No. 5 L.F.S. continued to take Lancaster Conversion in its stride and completed its third month with over 2,000 hours flying.
Final training in Squadrons was abreast of the time throughout, and the Base Training Pilots and Flight Engineers did a good job in getting the crews fit for operations without any hold up despite the increased number of crews passing through their hands. 10 and 20 sortie checks were also carried out. Gunnery categorisation is now forging ahead, and towards the end of the month categorisation of Navigators was introduced. This will be followed shortly by categorisation of pilots and Flight Engineers.
The detached elements of 1690 B.D.T. Flight, comprising Martinets and Spitfires, were withdrawn from 51 Base airfields and centralised with the Hurricanes at Syerston. This did not interfere with fighter affiliation training and 1690 B.D.T. Flight as a single Unit are now providing both day and night affiliation for the Group from one Station, and in addition are affiliating with No.49 Squadron for special training. The number of details flown and gunners exercised are dealt with elsewhere in the News.
The formation of 1668 Lancaster Conversion Unit and 1669 Halifax Conversion Unit also took place during the month, and 5 Group is responsible for the training up to the present.
No.1668 Conversion Unit is due to open on the 1st September, and 1669 later in the month.
EQUIPMENT
[Underlined] ECONOMY IN THE USE OF EQUIPMENT [/underlined]
The war has now entered its sixth year and although things are going better for us, Equipment Officers should still strive after perfection in economy of equipment. This is an old and well known subject, but owing to its importance, it cannot be rammed home often enough.
Only by frequent review of establishments can correct provisioning be maintained. If provisioning is good, then the Station will not want and Station Sections will cease to hoard.
Therefore, all Equipment Officers can, by good provisioning, plus foresight, and good liaison with the other Sections on the Station, make every item of equipment do its correct job and prevent waste.
[Underlined] A.M.O’s OF INTEREST [/underlined]
A.738/44 (Parts III, IV and V) Civilian Repair Organisation – Repair of R.A.F. Equipment.
A.759/44 Contract Washing, Procedure for. Articles of Service clothing and equipment in the U.K.
A.774/44 Introduction of new small F.600.
A.775/44 Preparation of Carriers’ Notes.
A.806/44 Removal of components from aircraft in Category AC.
N.828/44 Revision of Scale of Watch, Clock and Instrument repair tools.
N.846/44 Revised scale of issue of Testers Insulation resistance, types A, B, C and D.
N.873/44 Introduction of Lubricator sets for Type B Mechanical Sweeper.
PHOTOGRAPHY
Condensation has again been the cause of a number of failures, and it is now considered that the majority of instances are the result of conditions at Base rather than conditions at or en route to the target. Experiments are being conducted to determine whether it is practicable to remove the register glass in the camera. So far success has attended our efforts and results are being watched carefully. If this can be done, then one of the surfaces on which condensation can form will have been eliminated.
Composite film join failures are still occurring and it has been decided to use French chalk on the linen side of the tape in order to prevent this sticking to the register glass of the camera. Photographic N.C.O’s are to select the tape used for this purpose with great care, as the quality of different rolls varies considerably.
The titling of photographs often leaves much to be desired. Operational air photographs without adequate and readable titling are useless. N.C.O’s are therefore to watch this point carefully. The printing of films could be much improved in many cases. Whilst speed is essential in the production of results, do not let the result be marred by bad workmanship. A green, badly titled print is an offence to the photographer’s eye.
The use of Standard Day Panchromatic Film on Day Operations should make for better quality results with much finer grain, but will, however, necessitate more frequent magazine loading in the changes from Day to Night Operations. Very great care must be exercised in handling the film during these changes.
Standard Day Film is to be used whenever possible for day operations.
ANALYSIS OF PHOTOGRAPHY
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 4
[Page break]
GARDENING
Business has been brisk this month In all departments of the offensive, but the Gardeners have certainly had their share of the task, and excellent results have been achieved, in High and Low Planting. The Command Gardening, totalling 1587 vegetables has been divided as follows:-
(a) A constant stream of planters directed at the U-Boat Bases on the West Coast of France.
(b) Large scale operations in the Baltic area with the object of dislocating the enemy’s sea-borne supplies for the Russian Front, and of severing all trade with Scandinavia.
[Underlined] The U-Boat Offensive. [/underlined] 5 Group, represented by 44, 97, 619 and 57 Squadrons carried out 6 operations in these areas, laying accurately by H.2.S. with slight to moderate interference from Flak.
[Underlined] Results. [/underlined] At the time of going to press, it is believed that all West Coast bases have been closed to U-Boat traffic for some time. This is more than embarrassing to a frantic enemy endeavouring to check our advances. The U-boat command must now be at pains to form any systematic plan of control for their U-boats already on patrol in the Atlantic. Individual Commanders are certain to be confused, dissatisfied and hampered by the continuous stream of contradictory instructions issuing from their superiors, on the best methods and routes for their return. Offensive patrols – already minimised to a large extent – will now have to be reduced to even shorter periods through lack of fuel, food and water; in short, lack to the North Sea Bases they will have to go, and the days of the U-boats are numbered. In co-operation with out Gardening efforts in this sector, the most striking results have been achieved by the brilliant bombing of 617 and 9 Squadrons on the Pens and Berths in these Bases. Naval Patrols have also been most successful along this stretch of water, and the future reading in Weekly Intelligence Reports should contain some interesting home truths of our enemy’s state of mind.
[Underlined] The Baltic Offensive. [/underlined] Among the many and varied targets on hand during this past month, not the least were our long and hazardous trips far into the Baltic. The nature of these operations involved dangerous low flying through heavy and light flak, concentrations of searchlights, and surprise flak ships placed in the most awkward positions. On the 16/17th August, the first strike at Stettin took place, and a special Gardening operation was co-ordinated in the main attack. 23 Lancasters were detailed from 44, 106, 57 and 97 Squadrons to pounce on the Kaiser Fahrt Channel, 97 Squadron performing marking duties ad carrying two choice vegetables apiece.
Little was known of the garden to be attacked, the only guide being the Light houses positioned in pairs, every 3 1/2 miles along the channel 157 yards wide, by about 10 miles in length. Careful timing, concise intercommunication, and cool heads were the Orders of the Day. When the force arrived the Light houses were lit, and remained so for sufficient time to reveal the line of the channel. Down went 97 Squadron to mark at mast head height with lines of flame floats. The Controller was first to mark, and laid most accurately, which was quickly confirmed by his Deputy flying between the Lighthouses at the time. The Gardeners were then called in to lay at 200 feet, meanwhile the main bomber force went for the town of Stettin, and other Groups were planting furiously to seaward. Two Gardeners were unfortunately shot down in the area – including the controller after performing an excellent task – two more were forced to jettison through flak damage, three were forced to jettison and return early with engine trouble, and two were unhappily non-starters. Out of 81 vegetables carried, 61 were successfully planted. It is estimated that a very high percentage of these now lie gracefully in the narrow waterway, including two discreetly dropped 3 1/2 miles inside the canal itself by Z/106 Squadron – a very fine piece of work. It can therefore, be said that this enterprising evolution was carried out with highly commendable skill and determination on the part of all crews in the face of intense opposition, and their combined team-work has added a further page in the history, already outstanding, of the Group’s Gardening efforts.
On the 26/27th, a similar operation took place, but this time in the Konigsberg area. Extensive planting took place to seaward in the approaches to important Baltic harbours, in which 44, 106 and 630 Squadrons took part, while four selected crews from 44, 57, 106 and 207 Squadrons made for the Konigsberg inland canal.
Illumination was provided by the main force as they retired from their target area, enabling the Gardeners clearly to identify their target. Unfortunately two aircraft were seen to be hit by flak and did not return, but R/106 and E/207 pressed home their attack with great zeal, and skilfully planted 10 of the best in the waterway. A fine example of courage and airmanship.
The main force returned to this target again on 29/30th and this time opportunity was seized to back up the previous lays in the outer gardens. 10 Lancasters representing 44, 49, 106 and 630 Squadrons completed a 100% planting of forty Mark IV vegetables with little opposition using H 2 S from high altitude. Very good records have already been received from P.P.I. photographs.
[Underlined] All is not well in the Baltic [/underlined] – The Swedish Home Service stated on the 22nd August that the State War Insurance Board had decided to stop granting war risk insurance to German Baltic Harbours for the time being, on account of the prevailing conditions.
The following tribute to the efficiency of British mining operations was paid by Rear Admiral Gadow, the Naval correspondent of the Deutsche Alhgemeine Zeitung. He wrote that the mining of the shipping routes of the North Sea had reached such a pitch of intensity that it was putting the heaviest strain on the German minesweeping flotillas.
[Underlined] General Summary [/underlined]
Sorties – 65
Successful – 53
% Successful – 81 1/2
Aircraft Missing – 4
Nights operated – 8
Mileage Flown – 96,312
Total Planted successfully – [underlined] 260 [/underlined]
[Underlined] NAVAL SUPPORT [/underlined]
In close connection with the general plan of denying the U-Boat Bases to the enemy is also the all important object of preventing the enemy from totally destroying or blocking these bases before they can be used by the Allies. With such enormous forces having to be maintained in Europe it is essential that we should have every available harbour working at full pressure for the off loading of stores and equipment from suitable big ship berths, rail and roadway centres. The enemy has been quick to realise this point, and has taken every step to bring about total destruction where he can, by the use of expert demolition squads, and the subsidiary use of Block ships in harbours.
Immediate steps were necessary, and taken, in the case of Brest, by allocating Block ship targets to 5 Group Squadrons. Great care and attention to detail wrought havoc to the enemy’s intentions, as one by one, the ships at anchor in the harbour were singled out for devastating attack, and successfully sent to the bottom by pin point bombing. The 11,000 ton tanker capable of completely filling the main entrance was the first to ‘settle’ safely in her berth, quickly followed by the aged French Cruiser “Gueydon”, a Sperbrecher berthed alongside the quay, and the half completed battleship “Clemenceau”. This stripped the saboteurs of any immediate facilities, but as they had previously disclosed their intentions by sinking one tanker and two small coasters near the entrance, the job was completed by satisfactorily destroying one large Merchant Ship and a large Sperbrecher undergoing repairs in the dry docks.
Such accuracy in bombing ships, for the sorties carried out, has seldom been reached before; the Squadrons involved are to be congratulated on their work, and helping hand given to the Royal Navy, which will greatly assist the common task of feeding our armies in the future.
WAR SAVINGS
(a) Approximate savings in pence per head.
(b) Approximate percentage of personnel saving.
(c) Total savings for the month.
[Table of War Savings by Station]
TOTAL SAVED [underlined] £6,625.15.5. [/underlined]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 5
[Page break]
SECOND THOUGHTS FOR PILOTS
Longer nights and longer sorties make accurate flying more important than ever. Here are three occasions when accurate flying is essential if you are to keep “ON TRACK AND ON TIME”.
(i) On the short leg out of the target. An incorrect airspeed can make you overshoot and put you several miles off track.
(ii) During the banking search. If poorly flown, or done more to one side than another, you will also wander off track.
(iii) During the corkscrew. If carelessly executed you might get on a reciprocal. It’s been done before.
[Underlined] FLYING INTO CLOUD [/underlined]
It takes all pilots 5 to 10 seconds to “settle down” on instruments after changing over from visual flying. Always go over the instruments well BEFORE entering cloud, and avoid adding that unsettled feeling to other difficulties that you may encounter. Check pitot head “ON”, Suction on both pesco pumps, all instruments O.K., and note outside air temperatures.
[Underlined] NOTES ON PURE FLYING [/underlined]
(i) Look round before starting a turn.
(ii) In turns, correct slip or skid with rudder and keep the nose in the correct position on the horizon with the elevators, not rudder.
(iii) Aileron drag produces yaw, and it is most notable when a large amount of aileron is applied. The solution is in the rudder. Use it.
[Underlined] USE OF BOMB DOOR SELECTOR LEVER [/underlined]
If the bomb door selector lever is half-up or half-down, you will get a runaway film on the camera. So make sure the lever comes right down when selecting bomb doors OPEN. Avoid selecting bomb doors open until on the bombing run, as each time they are selected open an exposure is turned over in the camera. If you have to test the bomb doors ensure that the bombsight is switched off first.
[Underlined] FIRE IN THE AIR – DON’T DIVE [/underlined]
Diving an aircraft in an attempt to put out a fire is forbidden. It invariably leads to disaster because:-
(i) The increased air flow in a dive feeds and spreads the fire.
(ii) The risk of structural failure, if the airframe is weakened by fire, is increased.
(iii) Baling out is difficult, and in a violent dive almost impossible.
[Underlined] CREW AIRMANSHIP [/underlined]
Most new captains have at least 2 – 300 hours flying experience. The crews may not have more than 100 hours. Take practical steps to ensure your crew’s airmanship is as good as your own. Remember the old adage “A chain is as strong as its weakest link”.
(Continued at foot of col. 2)
[Underlined] OVERSHOOTING [/underlined]
The length of landing run depends on many variables, including airspeed at touchdown, strength of wind, all up weight, amount of flap used and strength of brakes. The bar of white lights 800 yds from the upwind end of the runway, therefore, can only be used as a measure of distance and not as a safety limit before landing.
[Underlined] Motto for the Month:- [/underlined]
“IF IN DOUBT – GO ROUND AGAIN”
HONOURS & AWARDS [Drawing]
The following IMMEDIATE awards were approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
S/Ldr F.W. THOMPSON, D.F.C. D.S.O.
[Underlined] 50 SQUADRON [/underlined]
F/Lt B.H. BOTHA, D.F.C. D.S.O.
[Underlined] 57 SQUADRON [/underlined]
P/O W.H. GOLDING D.F.C.
W/Cdr H.Y. HUMPHREYS D.F.C.
[Underlined] 83 SQUADRON [/underlined]
S/Ldr L.C. DEANE, D.F.C. D.S.O.
A/W/C G.F. GEORGESON, D.F.C. D.S.O.
W/Cdr J.R. JEUDWINE, O.B.E., D.F.C. D.S.O.
A/W/C J. WOODROFFE. D.F.C.
P/O R.R. ORMISTON D.F.C.
F/O N.O. JOHNSON D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O R.L. ETHERIDGE D.F.C.
F/S D. BRYDEN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
Sgt R.O. NORFOLK D.F.M.
[Underlined} 617 SQUADRON [/underlined]
A/F/L B.W. CLAYTON, D.F.C. C.G.M. D.S.O.
A/S/L D.J. SHANNON, D.S.O. D.F.C. &BAR BAR TO D.S.O.
W/Cdr J.B. TAIT, D.S.O., & BAR, D.F.C. 2ND BAR TO D.S.O.
[Underlined] 630 SQUADRON [/underlined]
A/W/C W.A. DEAS, D.F.C. & BAR D.S.O.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
W/O H.F. ROBINSON D.F.C.
F/Sgt J. MICHAEL D.F.M.
F/Sgt C.R. BOLT D.F.M.
P/O A.W.M. BIRCHENOUGH D.F.C.
F/Sgt BOWER D.F.M.
Sgt H.O. SMITH D.F.M.
F/Sgt W.E. MILLER D.F.M.
F/Sgt. C.E. BOWYER D.F.M.
P/O F.S. COLMAN D.F.C.
[Underlined] 44 SQUADRON [/underlined]
F/O O.J. REYLAND D.F.C.
Sgt J.B. COWAN D.F.M.
P/O J. WOULD D.F.C.
Sgt K. WOOLARD D.F.M.
[Underlined] 44 SQUADRON (CONTD) [/underlined]
P/O R.L. DAVISON D.F.C.
Sgt R. WOODWARDS D.F.M.
F/Sgt D.M. MURRAY D.F.M.
P/O V.G. WILLIAMS D.F.C.
Sgt E.C. WREN D.F.M.
Sgt H.L. ROBERTS D.F.M.
Sgt J.H. DAVIDSON D.F.M.
F/Sgt K.F. LETTS D.F.M.
Sgt J. MICHIE D.F.M.
Sgt W.H.R. CHAMPION D.F.M.
[Underlined] 49 SQUADRON [/underlined]
P/O J.J. LETT D.F.C.
P/O J.C. MC.KAY D.F.C.
Sgt G.J.W. PARKINSON D.F.M.
P/O J.A. JONES D.F.C.
F/O J.H. SIMPSON D.F.C.
P/O R.H. EWENS D.F.C.
F/O K.S. STOKOE D.F.C.
F/Sgt J.R. PEAKER D.F.M.
F/O L.P. MAPP D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O L. CREED D.F.C.
F/Sgt S. BROWN D.F.M.
F/Lt F.W. CHADWICK D.F.C.
F/Lt A. HAWORTH D.F.C.
P/O J. WATT D.F.C.
F/O W.F. SWINYARD D.F.C.
F/Sgt F.E. BURTON D.F.M.
F/O A.H. CRAWFORD D.F.C.
Sgt D. GROSCOP D.F.M.
P/O D.S. RICHARDSON D.F.C.
F/O H.A. HUGHES D.F.C.
F/O A.R. VERRIER D.F.C.
F/Sgt L.C. HOGBEN D.F.M.
Sgt C.A. HORN D.F.M.
[Underlined] 61 SQUADRON [/underlined]
F/Sgt K. VOWE D.F.M.
W/O J. GRAHAM D.F.C.
P/O A.E. STONE D.F.C.
Sgt S. BILLINGTON D.F.M.
P/O R.A. GRIFFIN D.F.C.
F/O S.A. JENNINGS D.F.C.
P/O C.W.J. FRANKLIN D.F.C.
F/O J.C. HODGKINS D.F.C.
Sgt W. DACRE D.F.M.
F/Sgt O.H. MILLAR D.F.M.
A/F/O J.E. GIBBERD D.F.C.
[Underlined] 83 SQUADRON [/underlined]
F/O R.A.C. HELLIER, D.F.C. Bar to D.F.C.
W/O C.W. GRAY, D.F.M. D.F.C.
P/O M.A. ROONEY D.F.C.
P/O C.E. HAYNES D.F.C.
P/O C.E. ERICKSON D.F.C.
P/O F.A. MARDEN D.F.C.
P/O C.W. EARNSHAW D.F.C.
F/O R.E.H. FOOTE D.F.C.
F/O W.E. SIDDLE D.F.C.
P/O N.J. CORNELL D.F.C.
F/O C. BRUDETT D.F.C.
F/O R.E. FOSTER D.F.C.
W/O J.C. PARKER D.F.C.
W/O A.C. STRICKLAND D.F.C.
W/O E. PLUNKETT D.F.C.
F/O H.A. DICKINSON D.F.C.
F/O C.J. PURSEY D.F.C.
F/Sgt C. CASSIE D.F.M.
F/Sgt D.A. LAWES D.F.M.
F/Sgt M.J. BLOWER D.F.M.
Sgt F. WILDMAN D.F.M.
Sgt A.N. JONES D.F.M.
F/Sgt F. JOHNSON [sic]
P/O C.J. DUGGIN D.F.C.
(Contd. On Page 17 Col 2)
5 GROUP NEWS, NO.25. AUGUST, 1944. PAGE 6
[Page break]
SIGNALS
[Underlined] SIGNALS TRAINING [/underlined]
The month of August saw the start of controlled daylight formation flying, and again the Wireless Operator (Air) came in for a fair share of the work. The Master Bomber and Base Leader’s Wireless Operator had the task of transmitting instructions to the force, and reception of their transmission was very good.
From the W/T point of view, the control of operations during August was very good. The standard of operating by Controller’s Wireless Operators was good throughout, and the work of these operators is appreciated. It was unfortunate that, on the night on which both Link 1 and Link 2 failed to reach the target area, the primary W/T frequency was heavily jammed. We are now all well aware of the tremendous effect of “Jostle” – it really does amount to complete wipe out over a large band.
The initiative shown by the Link 3 Wireless Operator in taking over control, assessing the impracticability of the primary frequency for W/T control, issuing instructions to change to the alternative, and using this channel for W/T control, was very commendable. Also, in this respect, our congratulations go to the 97 Squadron Wireless Operator who, although not detailed as a deputy link, assumed the duties of one, and acknowledged all instructions sent by the Link3. A very good show by both Wireless Operators (Air).
[Underlined] CONTROLLERS’ OPERATORS [/underlined]
No. 54 Base again led the field in the number of Wireless Operators who carried out successful tests as laid down in No. 5 Group Signals Instruction No.13. No.55 Base have now taken up the challenge, and very soon we hope to see a healthy competition between all Bases in carrying out these tests.
[Underlined] GROUP W/T EXERCISE [/underlined]
Daylight operations during the month interfered a little with the Group W/T Exercise though some Squadrons made a good attempt to carry out every exercise. This is, perhaps, the best W/T Operating practice afforded to Wireless Operators while on the Squadrons, and every effort must be made to ensure that every Wireless Operator does take part. Some good exercises were carried out, but we still have a few offenders who will not listen out before transmitting; some still send VE before callsigns, and the proper use of QVU is not made. Signals Leaders please note.
[Underlined] EARLY WARNING DEVICES [/underlined]
The use of Early Warning Devices during the month was curtailed quite a bit by daylight operations, but, when required on night operations, they again proved their worth, judging by the number of contacts reported. Now that Squadron Signals Leaders are being given a three days course at the Bomber Command Tactics School, some very valuable information on the tactical use of Early Warning Devices and Radio Countermeasures should be gained, and passed on to the Squadrons, thus showing W/Op (Air) the value of his efforts.
[Underlined] GOOD SHOWS [/underlined]
An outstanding example and inspiration to all Wireless Operators (Air) was given by F/Lt Bean, Station Signals Officer, Coningsby, on the night of 16/17th August. The Controller detailed for the operation that night was without a complete crew, and F/Lt Bean, who had been primarily responsible for the high standard of W/T operating carried out by the Controllers’ Wireless Operators on 54 Base, and who had himself passed the test laid down in 5 Group S.I. No. 13, was detailed to carry out the duties of Controller’s Wireless Operator (Air).
Whilst over the target, the aircraft was hit and set on fire. F/Lt Bean, who was already transmitting his Captain’s instructions for the attack, sent out in plain language to the force the message “Hit and on fire”. Immediately after this transmission, he transmitted further instructions to the force to carry on the attack.
F/Lt Bean set a very fine example of coolness and devotion to duty, and it is hoped that he and all members of his crew were able to make a safe landing.
Further good shows were the commendable efforts of the two 97 Squadron Wireless Operators already mentioned, and a Wireless Operator of 44 Squadron, who, while sending an immediate sighting report of a dinghy, switched his I.F.F. to distress while over the dinghy, informed the M/F section of his action, and when leaving the area again informed the M/F Section of time of switching off. This action enabled a good fix to be taken on his aircraft. It is to be noted that an aircraft crew were rescued in this area the following day.
[Underlined] SIGNALS FAILURES [/underlined]
The percentage of Signals failures against the 3,600 sorties flown in August was 1.722. This is an increase of 0.32 per cent over the figure for July. There were no failures which prevented aircraft from taking off on account of Signals defects. Two early returns were attributed to Signals “equipment failures”. The remainder of the failures reported had no adverse effect on any of the operations.
Over 80% of the total defects were due to component failures, the others being under the category “Miscellaneous”. There were no “manipulation” or “servicing” failures. The result of five of the Signals defect investigations was “No Fault Found”. This is a most unsatisfactory type of report and every effort must be made to get at the roots of such reported defects.
[Underlined] V.H.F. [/underlined]
During the past month, replacement TR.1143 equipment has been in very short supply. It appears that the production of this equipment is decreasing whilst the requirements of A.D.G.B. are steadily increasing. As a result is has been decided to withdraw TR.1143’s and TR.1143A’s from all 5 Group aircraft, and refit the Group with the American version of this equipment, which is known as SCR.522. The problem presenting itself with this changeover is that a complete change of frequencies is also taking place. This means that a normal, steady re-equipping of, say, six aircraft per Squadron each day cannot be done, because all aircraft must be on the same V.H.F. frequencies, and TR.1143 crystals for the new frequencies are not available.
Full quotas of SCR.522 equipment have already been received by 53 and 54 Bases, and now 52 Base have received 75% of their quota. As the equipment arrives at the Squadrons, it is being set up to the new frequencies, modified and bench tested. This will ensure that, when sufficient equipment has been received to fit all Squadrons, a 100 per cent changeover throughout the Group can be effected upon receipt of the executive from this Headquarters.
[Underlined] RADAR [/underlined]
During August the disposition of Radar personnel underwent several changes. Radar Officers have been deleted from Squadron strength and placed on Stations as Station Radar Officers. A Radar Officer has also been allocated to R. & I. at Base Stations. Where two Squadrons are based on a Station, the Station Radar Officer controls the Radar servicing of both. The Radar mechanics are divided between the Daily Servicing Section and the R. & I. Section, and thus a division is made in the two maintenance aspects. This should improve the organisation very considerably. The decision to use Wireless Operators (Ground) to assist in Radar Servicing is now being implemented, and the advantage to be derived from this new arrangement will be self-evident.
[Underlined] LORAN [/underlined]
Although the policy on the use of Loran has not yet been decided upon, the intervening period between now and its installation should be utilised to train the greatest number of Radar Mechanics possible on its maintenance. The six mechanics who attended the course at Headquarter, Bomber Command, were selected as evenly as possible from Bases, and now they, with the aid of those who have had previous experience with the equipment in America, will instruct personnel within their respective Bases. Sets of equipment have been distributed to all Bases for instructional purposes. All relevant technical literature available in the form of the Bomber Command Radar Servicing Manual, Section XIII and C.D. O.526-A, has been issued.
[Underlined] REPEATER INDICATORS [/underlined]
Numerous unexpected delays have occurred in the production of these indicators, due to the great difficulty in procuring certain components. In some cases diversion orders had to be placed, and consequently temporary bottlenecks developed. Metal screens for the C.R.T. are extremely difficult to obtain, and in an effort to complete a sufficient number of indicators to equip the two Squadrons at Skellingthorpe, all redundant screens have been collected from Stations within the Group. It is hoped that by the time this summary comes off the press, this fitting will have been accomplished as well as that of the remaining Monica IIIA and V Squadrons. We take this opportunity of commending those concerned in 53 Base for their very fine work in constructing these units.
[Underlined] GEE [/underlined]
The serviceability of Gee maintained its usual high standard, during the past month, although we did not succeed in boosting it much above July’s figure (.02% to be exact). When it is remembered that at times less Gee sets were held than aircraft, all sue credit should be given to the maintenance personnel for keeping the serviceability at this high level. There were a total of 3207 sorties completed, and out pf these 88 difficulties arose, giving an overall percentage of 97.26. The difficulty in the supply position appears to be due to the shortage of crystals, and so,
(Continued on page 8, col. 1)
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 7
[Page break]
SIGNALS (CONT.)
bearing this in mind, all crystals should be returned to Group Headquarters for repair and re-issue immediately they become unserviceable.
[Underlined] H 2 S MARK II AND MARK III [/underlined]
Despite the new switching procedure used on two operations during August, the serviceability of H 2 S Mark II was slightly improved. For an increase in sorties of approximately 30% (1635 sorties), 90.52% were completely serviceable. Headquarters, Bomber Command, are analysing the effect of delayed switching of the modulator at high altitudes, and will, if found necessary, take adequate steps to counteract any adverse effect it may have. It would appear, judging from the last operation on which this procedure was used, that provided this switching is done at altitudes of 2000 – 4000 feet, there would be no decrease in serviceability.
Unfortunately Mark III serviceability dropped below July’s figure by 4.73%. Of the 172 sorties completed, 19 developed defects. The percentage free from defects was therefore 88.96. Two of the faults were due to enemy action, and amongst the remaining 17 there were no outstanding component failures. Nos. 83 and 97 Squadrons are almost completely fitted to Mark III now, and all replacements are of this same type. Several stabilised scanners have been received but at this stage it is difficult to assess their value and efficiency.
[Underlined] FISHPOND [/underlined]
Last month saw a slight improvement over July in the serviceability of Fishpond. 1424 sorties were completed, and of these 90.52% gave very satisfactory results. The minimum range of this device is one of the major problems and is one which requires continual attention. Where any evidence exists that the minimum range is abnormally high, immediate steps must be taken to bring it down to the shortest range possible by replacing the defective units.
[Underlined] MONICA [/underlined]
Monica IIIA resumed its normal position in serviceability during August. There were 36 defects out of 941 sorties completed, giving a percentage of 96.18 serviceable, or an increase of 2.36% over July. The end of the Monica IIIA supply has now been reached, but our first issue of Monica IIIC is being made from Headquarters Bomber Command early in September, to Waddington. Future replacements will be Mark IIIC, and should be in good supply at a very early date.
Monica V, by relinquishing second place, which it held in July, did not by any means experience a decrease in serviceability. Rather, an increase was obtained, and out of 649 sorties completed, 96.0% functioned in the most efficient manner. This fact adds further evidence that, regardless of the odds which may exist, no problem is insurmountable when the proper thought and energy is applied.
ARMAMENT
[Underlined] BOMBING [/underlined]
Headquarters, Bomber Command Armament Bulletin, Issue No. 6, dated September 1st, covers many of the points which would otherwise have been raised in this News.
Special attention is drawn to the responsibilities of Armament Officers in connection with bomb aiming problems. There are two courses now running. The first is the Mark XIV Bombsight Course, at present conducted in No. 4 Group. F/Lt Rogers, the Armament Officer from Winthorpe attended the first course. It is hoped that the Group will have further vacancies on subsequent courses, and it will be possible in time to give all Armament Officers the benefit of such a course. The second course is the Mark XIV Bombsight Analysis Course now being run at Bruntingthorpe. The first few vacancies on the technical courses are being allocated to Base Electrical Officers, and subsequent vacancies will be allocated to Armament Officers.
[Underlined] CIRCULATION OF INFORMATION [/underlined]
Do you circulate your copies of the Armament Bulletin to other Sections who may be interested in the various items? This is particularly applicable to Issue No.6.
[Underlined] DE-BELTING AMMUNITION [/underlined]
It looks as though we have at last found a solution to that vexing problem of de-belting and cleaning ammunition. The machines referred to on Page 29 of the Armament Bulletin are now improved and working at R.A.F. Station, Swinderby, where the Base Armament Officer will be pleased to demonstrate this equipment. Owing to the pressure of operations it is difficult to lay down a time for a visit, but Base Armament Officers should contact S/Ldr Rowed, and make arrangements to see and copy this equipment.
[Underlined] BOMB CARRIERS [/underlined]
Credit is due to R.A.F. Station, Bardney, for producing a prototype Triple Adaptor for the Lancaster centre Stations, to take 3 x 500 lb H.E. bombs.
[Underlined] ARMAMENT QUIZ [/underlined]
Do you know what the letter “G” on a bomb trolley means? If not refer to A.M.O. N.1236/43.
[Underlined] GUNS AND GUNNERY [/underlined]
With the approach of winter, gunnery problems will become more acute. In your keenness to obtain gun serviceability, do not forget that gun aiming problems as well as bomb aiming problems are Armament problems.
[Underlined] CO-OPERATION [/underlined]
Co-operation should extend beyond one’s own Unit, and when stores are required urgently for operational use by other Stations, any delay in delivery means inconvenience to other Units. If this Headquarters asks you to send stores immediately by road, make certain that any delay in sending them is reduced to a minimum, and if such a delay is unavoidable, let us know – in other words keep us in the picture.
[Underlined] WAR EFFORT [/underlined]
August has been a busy month, and all previous records have been easily surpassed by the totals of 3,600 sorties and 14,952 tons of bombs dropped.
Credit is due to all Armament personnel in having the goods ready for delivery to the place where it hurts the Hun most.
[Underlined] BOMB DUMPS [/underlined]
In order to keep up the tonnage of bombs dropped on the Hun, Bomb Dump organisation must be still further improved, and every yard of storage space used to the best advantage.
ARMAMENT FAILURES TABLE
[Table of Armament Failures by Squadron]
A = MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 8
[Page break]
NAVIGATION
Fifteen months ago our chief concern was whether the Navigational standard was sufficiently high to ensure that all aircraft would reach the target. With the increase in the number of aids available, this problem has solved itself, and our main worries these days are the finer points of navigation, i.e. rigid adherence to track and timing, and the finding, and the finding of accurate winds for bombing. The standard achieved in track keeping during the last two or three months does not leave much to be desired. We must now concentrate on the two remaining difficulties, i.e. Timing and bombing wind velocities.
If we are to achieve the concentration in timing necessitated by current tactics then all aircraft must arrive at each turning point en route and at the target within ± 1 minute. It is very hard to do this, but on the other hand it must be done. Constant checking of ground speeds and revision of E.T.A’s plus a change of air speed where necessary is the only way that really accurate timing can be achieved. Every Navigator must check and re-check his E.T.A’s as often as possible and must revise the air speed as soon as it becomes evident that revision is essential.
The finding of an accurate bombing wind in the target area is equally important. Here again this is only possible if those Navigators detailed as windfinders realise their responsibility, and work to the utmost limits of accuracy, e.g. do all the plotting necessary to find the target area wind on a large scale chart, plot air positions and fixes by use of dividers and finally check all computations and plotting again and again.
Station Navigation Officers are to concentrate on these two points during the next two months and are to make sure that all Navigators realise the necessity for accurate time keeping, and the finding of accurate wind velocities in the target area.
[Underlined] BROADCAST WIND VELOCITIES [/underlined]
The broadcast wind velocity procedure has been used on five occasions this month. In each instance the results have been very good. It is good to note that the majority of Navigators are transmitting every wind they find. This is of course essential if the Met. Staff are to note any sudden change in the wind velocity.
It would be wise to recall the Berlin raid of March this year, when the winds experienced were 50 miles an hour stronger than forecast. This change took place very suddenly and a vast majority of Navigators suspected their instruments and refused to believe the wind velocity could have increased by such a large amount. The result was that almost all of them “watered down” their wind velocities before transmitting. The Met. Staff, having no other data to work on, had to assume that the ”watered down” wind velocities were correct. At this time not many Squadrons in the Group were equipped with H 2 S, and also aircraft were flying over a continuous sheet of cloud. Consequently the majority of aircraft had to fly on D.R. using broadcast wind velocities for a period of 4 hours. At least 50% of the aircraft were 70 miles south on the return journey, and eventually passed over the Northern fringe of the Ruhr defences, without of course, realising where they were. The results were not as disastrous as they may well have been.
This must not happen again. Once again we repeat “[sic] If you obtain a wind velocity differing from the previous found wind velocities, then provided you are confident about the fix obtained and have checked the A.P.I. you must transmit that found wind velocity. If it is wrong it will be very apparent to the Met. Staff and no harm will be done. If, however, it is right and you do not transmit it, then a great deal of harm may well be done. Read this paragraph over again very carefully and digest it well.
Now to come back to a more cheery and less threatening note. The results obtained this last month have, as was said earlier, been very good. There are still, however, one or two points which are not entirely satisfactory. The chief one is coding and transmission of wind messages. A number of instances occur where the message is coded incorrectly and sometimes this is not very apparent to the receiver of the message. Also Wireless Operators make mistakes in transmission. In each instance the message is of no use. It is very annoying to think that you have worked so hard finding an accurate wind velocity, and then nullified its value by a small slip like wrong coding or transmission. Another point is that wind finders tend to slacken off on the return journey. It is realised that fatigue is partly responsible for this, but nevertheless the wind still blows and will still play tricks on you. So [underlined] DON’T [/underlined] slacken on the return journey no matter how great the temptation.
The best wind finders on each operation were as follows:-
1. BRUNSWICK (12/13.8) – F/O REID (106 Sqdn)
2. STETTIN (16/17.8) – F/O BAILEY (630 Sqdn)
3. DARMSTADT (25/26.8) – F/S KNIGHT ( 44 Sqdn)
4. KONIGSBERG (26/27.8) – F/O YOUDALE (619 Sqdn)
5. KONIGSBERG (29/30.8) – F/O McCAMM (630 Sqdn)
Good work – keep it up!
[Underlined] GENERAL HINTS IN NAVIGATIONAL PROCEDURE [/underlined]
(i) Don’t “flap” – ever!
(ii) Always work to a system, but see that the system is good. The cycle of operations, i.e. fix, air position, alter course if necessary, wind velocity, ground speed check, new E.T.A., should not be repeated oftener than once every 10 minutes nor less than once every 20 minutes.
(iii) Check every calculation at least once. If you are a slow worker, then to ensure you have sufficient time to check all your calculations, use a 15 or 20 minutes system.
(iv) When orbiting or dog legging, before setting course, keep the pilot informed of the number of minutes in hand, e.g. “5 minutes to go” – “3 minutes to go”, etc.
(v) Remember that an aircraft requires time to alter course. The heavier the load, the longer the time required. Make allowances for this, and so avoid overshooting any of the turning points, and subsequent displacement off track.
[Underlined] LOG AND CHART WORK [/underlined]
Four months ago we began a drive on more work on the chart and less in the log. The initial trials were a success, and the method was adopted throughout the Group. It was decided, however, not to force it on to the more experienced Navigators who had been used to keeping a very full log.
The reason for reducing the log work was to have more time available for the checking and re-checking of all calculations, and to enable Navigators to obtain that extra fix or ground speed check which is so often vital. A few Navigators can do all this and still keep a full log. If they wish to waste their time by recording unnecessary details, then providing their Navigation suffers in no way, there is no objection. It has been noted, however, that a few Navigators are keeping a detailed log at the expense of accurate Navigation, and constant checking. This must stop immediately. Station and Squadron Navigation Officers are to watch carefully for this, and must ensure that no Navigator is wasting valuable time writing a detailed log at the expense of accurate navigation.
[Underlined] A.P.I. ATTACHMENT FOR WINDFINDING [/underlined]
It was stated in last month’s News that 5 A. P. I. attachments were installed in aircraft in this Group and trials were to be carried out. The trials have now been completed, and the results achieved have come well up to expectations. More than 20 windfinding exercises were completed, and the winds found were compared with the Balloon Sonde Winds issued by the Met. Office. In every single instance the difference between the two sets of w/v’s was negligible. Practice bombing was completed after 10 of these exercises, and the average vector error obtained was 3 1/4 m.p.h.
The attachments have also been used on operations with equally good results. It is not possible to state the vector error obtained on these sorties, but the winds found by all A. P. I. attachment windfinders were very consistent.
One or two instances of completely “phoney” winds found by the attachments have occurred, however. Investigation has proved that in each case the error was attributable to incorrect tracking over the datum point on the second run up. A displacement of the datum point from the graticule of 500 yards, or a tracking error of 15 °, would give a wind error of 6 miles per hour. Errors of such proportions cannot obviously be tolerated, otherwise the attachment loses all its value.
It is obvious, therefore, that very great care is to be taken on the second run over the target to ensure that the aircraft approaches on the correct heading and the datum point is on the graticule. Such accuracy as is required can only be obtained by constant crew practice, and in view of the fact that these attachments will shortly be distributed to all Squadrons, crews are urged to practice constantly until they can achieve the required accuracy on each run up to the datum point. Windfinding is the responsibility of the Navigators, therefore, it is up to you Navigators to ensure that your pilot and Bomb Aimer practice constantly.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The average vector error obtained by all Squadrons and Conversion Units this month is as shown below:-
Average error of Squadrons – 6.5
Average error of Con. Units – 6.6
(Continues on page 10, col. 1)
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 9
[Page break]
NAVIGATION (CONTINUED)
These figures show an improvement for the Squadrons of 1 m.p.h. and for the Conversion Units of 1.4 m.p.h. This is very good. We must now endeavour to reach the ideal overall average of 5 m.p.h.
[Table of Average Vector Errors ranked by Squadron and Conversion Units]
It will be noted that 9 and 50 Squadrons are holding two of the first three places for the third month is succession. Also 207 Squadron have jumped from 16th place last month to first place this month. A very creditable performance on the part of these three Squadrons.
[Underlined] UNION NEWS [/underlined]
S/Ldr Creeth Base Nav. Officer, Swinderby to be Squadron Nav. Officer 83 Squadron.
F/Lt Patchett 49 Squadron Nav. Officer to be Base Navigation Officer, Swinderby.
F/Lt Catty, DFC. No. 54 Base to be Squadron Nav. Officer, No.49 Sqdn.
S/Ldr. Mason, DFC. Base Navigation Officer, Coningsby, to be Flight Commander, 97 Squadron.
F/Lt Warwick, DFC. Radar/Nav. Officer, No.1661 Conversion Unit, to be Base Navigation Officer, Coningsby.
F/O Bennet, DFM. No.617 Squadron, to be Sqdn. Navigation Officer.
RADAR/NAV
H2S Operators were presented with numerous opportunities of using H2S to full advantage this month in view of the long range targets that were attacked. It is gratifying to note that after the slackening off in the use of H2S which was noticed last month, operators have at last realised they were neglecting excellent opportunities for obtaining valuable experience of the set under operational conditions. That H2S has been used to advantage has been shown in the number and accuracy of winds received back from windfinding aircraft particularly on this Group’s attacks on Konigsberg. Opportunity was taken to examine some of the Navigators’ and Air Bombers’ charts on these attacks, and they indicated that excellent use had been made of H2S pinpoints en route, and in addition, track keeping, timing and concentration were extremely good. It is therefore up to Navigators, Air Bombers and H2S Instructors to see that this standard is maintained on all future operations.
With the winter months coming along, and the possible increase in the number of stand-downs due to bad weather, more and more time will be available for practice on the H2S synthetic trainers. It is realised that certain inaccuracies inherent in the trainer mechanism, make exact D.R. navigation difficult, but providing the potentiometers on the control panel are matched daily, and the trainer is run for 20 – 30 minutes before each exercise, wind vectors can be found to an accuracy of ± 10° and ± 8 m.p.h.
Standardised routes have been issued as navigational exercises for the Zuider Zee, Hamburg – Bremen and Frankfurt – Saarbrucken trainer maps, and Operators should endeavour to carry them out at frequent intervals, as if they were real flights. Fixes should be made as frequently as possible, and winds found every 15 – 20 minutes. H2S Instructors should check each exercise for accuracy of winds found, ground speed checks, adherence to planned track, E.T.A’s and reliability of fixes. Whilst it is appreciated that both the Navigators’ and set operators’ reactions to H2S may be entirely different in the air, these exercises may help to iron out a lot of difficulties, and assist in forming an accurate assessment of the capabilities of the navigational team.
A system of categorisation of H2S crews has been issued for Nos.83 and 97 Squadrons. This system depends on complete analysis of all operational and training flights, and is being done to ensure the best set operators are matched with the best equipment. It will also ensure that the best navigational teams are chosen as blind markers.
If this system is successful at 54 Base it may be possible to extend it to other H2S Squadrons and assist in ensuring that only the best crews are chosen for the two marker Squadrons.
This month we had the first opportunity of attacking a target entirely blind on H2S equipment. Unfortunately, due to numerous factors, the attack developed over a large area, but many lessons were learnt by this experience and should serve to make another such attack successful. Whilst it may not be possible to carry out this type of attack again, crews are reminded that they must take every opportunity to practice blind bombing, both on the trainer and in the air. Why not make it a habit to carry out at least one practice blind bombing run on H2S every N.F.T? Even if photographs cannot be taken you are at least developing the technique.
H2S mining has been carried out on numerous occasions during the month, and from P.P.I. photographs it is evident that the vegetables were laid in the correct gardens. A considerable collection of excellent photographs of different H2S Coastal landmarks has now been built up, and it has been suggested to Command that slides be issued of these landmarks for use at briefing. Incidentally if your garden is situated at a position which is covered by your H2S trainer maps, why not carry out your H2S briefing in the trainer room with an actual demonstration incorporating the method to be used? Crews will obtain ideal indications of the picture they can expect, and the difficulties they may experience. If you haven’t the map coverage try making your own training maps of the garden areas likely to be visited.
P.P.I. photography still continues to give a few headaches, both to Navigation and Photographic Sections. However, an improvement has been noted during the latter half of the month, and Squadrons are to be congratulated on the quality of the mining photographs taken. 97 Squadron obtained an excellent photograph of the French Coast near CAEN, the details of which have been confirmed by Command.
When using P.P.I. Cameras, a good photograph depends upon the complete absence of light except that from the cathode ray tube. Watch your cabin lights and the blackouts, and above all see that you give the correct exposure for the type of camera you are carrying.
PPI Photographic Interrogation Reports are being loosely filled in. If you want to be plotted in the position you actually were at the time the photograph was taken, please see you enter correct details on this form. You are probably saving yourself from an investigation at a later date.
By examination of P.P.I. photographs, several manipulation errors have come to light, particularly:
(i) Operators are still having too large a 10 mile zero in the centre of the P.P.I. on the 10/10 scan. By manipulation of the 10 mile zero control this hole should be more of the size of a sixpence, not a half crown.
(ii) Operators are not paying sufficient attention to the correct tuning of the set. They are content with the initial tuning, completely ignoring any retuning at half-hourly intervals, and before carrying out blind bombing runs.
(iii) Too much or too little gain is being employed, and consequently the responses are completely swamped by ground returns or the responses appear too faintly to be recognised or photographed.
(iv) The Contrast control is not being used to advantage. Whilst it is not the usual policy to allow untrained operators to use the contrast control, experienced operators may obtain considerable benefit by slight manipulation of the contract control, particularly when land/water definition is essential.
GEE
During the month, navigators have taken full advantage of the extended ranges now being experienced on Gee with a resultant improvement in navigation.
(Contd. At foot of Col.1)
(Contd. From Col.3)
Excellent use is being made of the frequencies on the RF27 Unit, and many operators report that fading signals are the only restrictions on range.
The new Channel Chain has come into operation this month, and so far the only indications of its range have been obtained on one operation when the average was 0530E at 4900N. No jamming was experienced.
Gee Operators are warned that the practice of calling charts be Series Numbers has been abolished. Sheets which have been re-printed are identified by the name of the chain only. A block has now been inserted to the right of the top margin for operators to insert the number of identification blinks for each chain.
A reshuffle of Gee frequencies is likely in the near future, and Gee operators should take every precaution of checking studs and frequencies before every flight in case sudden change has been made.
Once again it is necessary to warn Navigators that XF frequencies not allocated for their particular targets are not to be used by them. Fixes taken from such transmissions are likely to be in error up to 15 miles. Always ensure that when an XF transmission is given to you that it is for [underlined] your [/underlined] target.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 10
[Page break]
AIR BOMBING
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
In spite of very heavy operational commitments during August, twelve Squadrons qualified for the competition.
52 Base are to be congratulated on winning the competition for the fourth successive month (in June the Conversion Units were included and 619 Squadron were second to 1654 Conversion Unit).
49 Squadron have won the competition for the second successive month, and 44 and 619 Squadrons tie for second place. Next month all THREE Squadrons are fighting for 1st place. Any other opposition will be welcomed.
52 Base has also provided the three entries for the “Big Chief” Competition. Group Captain Weir improved his previous month’s result and won the competition.
Next month all crews must guard against larger errors, because we are now measuring all bombs from T.2. and [underlined] not [/underlined] from the C.M.P.I. If you are careless the errors will inevitably be larger. Air Bombers must take care to set on the bombsight the wind the Navigator gives him, and the Navigator must plot his A.P.I. wind correctly to avoid getting a reciprocal wind.
Are all Bombing Leaders aware that for competition purposes, only 5 bombs need be counted, but all 6 must be included in the weekly return?
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
1st – 49 Squadron – 71 yards
2nd – 619 Squadron – 78 yards
44 Squadron – 78 yards
4th – 9 Squadron - 84 yards
5th – 97 Squadron - 88 yards
6th – 83 Squadron – 90 yards
7th – 630 Squadron – 91 yards
8th – 106 Squadron – 104 yards
9th – 57 Squadron – 105 yards
10th – 207 Squadron – 106 yards
11th – 50 Squadron – 116 yards
12th – 61 Squadron – 117 yards
13th – 463 Squadron, completed only 5 exercises with 121 yards error
14th – 467 Squadron, completed only 2 exercises with 89 yards error
[Underlined] “BIG CHIEF” COMPETITION [/underlined]
1st G/Capt. Weir (Fiskerton) – 69 yards
2nd W/Cdr. Millward (619 Squadron) – 76 yards
3rd G/Capt. Jeudwine (Dunholme Lodge) – 125 yards
[Underlined] CONVERSION UNIT COMPETITION [/underlined]
1st – 1661 C.U. – 60 yards
2nd – 1654 C.U. – 66 yards
1660 C.U. – 66 yards
3rd – 5 L.F.S. – 92 yards
Congratulations to 1661 Conversion Unit on winning the competition for the second successive month.
[Underlined] HIGH LEVEL BOMBING PRACTICE [/underlined]
[Table of High Level Bombing Practice Results by Squadron and Conversion Unit]
AUGUST’S OUTSTANDING CREW ERRORS
Once again, owing to the number of crew errors below 100 yards, only those below 80 yards can be recorded.
Sqdn. or Con. Unit Pilot Air Bomber Navigator Error at 20,000 (in yards)
617 F/L Iveson Sgt Chance F/O Harrison 75 and 79
F/L Orum P/O Cole P/O Brand 79
S/L Cockshott P/O Booth F/S Gosling 80
F/O Joplin F/S Hebbard Sgt Fish 74 and 49
F/O Hamilton F/O Atkinson P/O Jackson 71
97 F/L Parker W/O Carvell F/S Fripp 46-48-54
61 F/O Gibberd P/O Roberts F/S Michael 70
1660 C.U. F/S Atkinson F/O Coyne Sgt Kingston 73
F/S Eakins Sgt Wente Sgt Moulds 80
F/S Croscombe Sgt Devine F/O Reeves 66
1661 C.U. F/S Barratt Sgt Berry Sgt Towle 35
F/O Dow F/O Muddle F/O Orrell 55
F/O Findlay Sgt Hemmingway F/S Larkin 76 and 67
F/O Symes Sgt Bayliss F/O Smith 70
W/O Harrison Sgt Barnett Sgt Smart 69
1654 C.U. W/O Ross Sgt Finch W/O Hayes 66 and 76
F/O Jory F/O Pooley Sgt Craig 61
5 L.F.S. P/O Arndell F/O Porter ? 60
F/S Wiley Sgt Evans Sgt Verry 72
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 11
[Page break]
AIR BOMBING (CONT.)
[Diagram] Fig. 1
[Diagram] Fig. 2
This article is addressed to ALL pilots, veterans and freshmen. At the top of this page will be found a plot of 15 bombs dropped by two pilots acting as Air Bombers. For reference purposes we will call the pilot who flew the aircraft for the first 9 bombs – No. 1 Pilot, and No. 2 Pilot flew the aircraft when 9 – 16 were dropped.
Now all fifteen bombs were dropped from the same aircraft, using the same bombsight, and wind velocity which was from 230°. The time taken to drop the bombs was seventy minutes. In other words, the aircraft did not land between the two exercises, not were any settings on the bombsight altered.
If we study the two groups of bombs for a few minutes, we see that there are two very definite groups. No. 1 Pilot (as Air Bomber) has obtained a much smaller group than has No.2 Pilot. [Underlined] WHY? [/underlined] – Can [underlined] YOU, [/underlined] as a pilot give an explanation? Don’t read any further for the moment; have another look at the plot (Fig.1). Now look at the bombs plotted on the same heading (Fig.2).
From these plots we see that there is a tendency for the Air Bomber to overshoot, but also present is a large pilot error. In short, the pilot who flew the aircraft for bombs 9 – 16 was steadier and flew more accurately, more relaxed if you prefer it. This was because No.2 pilot is an experienced Lancaster pilot, whereas No.1 Pilot has not yet mastered “The flying for bombing technique”.
Can [underlined] YOU [/underlined] as a pilot, see just how important you are in the bombing team? Grudgingly as Air Bombers, we have to admit that [underlined] you [/underlined] are definitely responsible for about 75% of the success of a successful exercise or operational sortie.
Remember that “flying for bombing” is an art, and only constant practice will ensure you becoming a good bombing pilot.
Remember, also that, as a pilot, flying for bombing with the Mark XIV, your worst crimes are flat turning, skidding, side-slipping and crabbing. The bombsight is fully stabilised. That means that if you bomb in a turn, you [underlined] must [/underlined] apply bank and rudder. In other words, do a PROPER TURN.
If you fly your aircraft in the correct manner on every run-up, you can be sure that [underlined] you, [/underlined] as the pilot, are contributing a great amount to cutting out errors in line.
In short, if you, as a pilot, fly your aircraft correctly, and your Air Bomber aims correctly, you automatically look after “line”. Your stick length looks after “range”.
There is another error present in [underlined] both [/underlined] exercises, and the main clue to finding it is in the above article. Bombing Leaders, Bombing Analysis Officers and Air Bombers – DO YOU KNOW WHAT THAT ERROR IS??? The answer is in another column!!!
RESULTS OF COURSES
F/O Baker (207) was 10th on No.89 Course with “B” Category.
F/O Arkieson (630) was 6th on No. 89 Course with “B” Category.
F/O Wilkie (1661) was 6th on No. 90 Course with “B” Category.
F/O Thomas (617) was 7th on No.90 Course with “B” Category.
F/O Points (61) failed to qualify as a Bombing Leader, obtaining a “C” Category.
Congratulations to F/O Soaper (5 L.F.S.) and P/O Alley (1654 C.U.) on obtaining 1st and 2nd places respectively on No.37 A.B.I. Course.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 12
[Page break]
AIR BOMBING (CONT.)
[Underlined] CREW CATEGORISATION [/underlined]
[Table of Crew Categorisation by Base]
A+ = 85 yards or less. A = 140 yards or less
B = 210 yards or less. C = 280 yards or less
D = Over 280 yards.
Congratulations to 50 Squadron on obtaining the 2 A+ categories!
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] F/L Campbell, D.F.C. (9 Sqdn) [/underlined] reports that No. 9 Squadron is now fully equipped with Mk. XIVA bombsights, and intend to win the Competition in September. At present they are having “teething” troubles.
[Underlined] F/O Clegg (619 Sqdn) [/underlined] is commencing a photographic album, 18” x 18”, in which is to be inserted the best photograph on any operation obtained by any one crew. Alongside the photograph is written such “gen” as bearing and distance from A.P., bearing and distance of markers from A.P. and marking technique etc.
Apologies are due to A/Cdre Sharpe, 54 Base, who carried out a dive bombing exercise in a Lightning during last month, averaging 9 yards for 6 bombs. This information was inadvertently missed last month.
[Underlined] “GEN” FROM THE RANGES [/underlined]
[Underlined] Wainfleet [/underlined] plotted 4123 bombs dropped by 841 aircraft.
[Underlined] Epperstone [/underlined] plotted 1397 bombs dropped by 242 aircraft.
[Underlined] Owthorpe [/underlined] plotted 1901 bombs dropped by 317 aircraft.
BOMBING LEADERS’ CORNER
S/Ldr Brewer leaves 1660 C.U. to take up duties as Bombing Leader at 83 Squadron.
F/Lt McRobbie takes over 1660 Base Bombing Leader duties.
F/O Kennedy (ex 100 Group) has joined No.49 Squadron’s Bombing Section.
F/Lt McCarthy (467 Squadron) tour expired, has moved to 1654 C.U.
F/Lt Woods has succeeded F/Lt Astbury as Bombing Leader to No.617 Squadron.
[Underlined] BOMBING “LADDER” [/underlined]
617 and 627 Squadrons maintain a Bombing “Ladder”. Top positions this month are as follows:-
617 Squadron 627 Squadron
1st F/O JOPLIN & CREW F/LT BARTLEY & CREW
2nd F/LT ORAN & CREW F/O WHITEHEAD & CREW
3rd F/LT IVESON & CREW W/CDR CURRY & CREW
[Underlined] ?? BOMBING QUIZ ?? [/underlined]
1. Your Computor [sic] Box Compass over-reads by 30 ° on all headings. What type of error would result?
2. A certain type of P.F.F. technique uses sticks of flares. Is it Musical Paramatta, Paramatta, Newhaven or Wanganui?
3. If you land away with your bombs fused with ?? you must inform the Armament Officer immediately. What fuses would be used to necessitate this procedure?
4. Some Squadrons have panels modified so that they have a 32 way distributor and [underlined] two [/underlined] pre-selector boxes. Your first pre-selector box reads:-
[Underlined] PRESELECTOR [/underlined] 1,2,3,4,5,6,7,8,9,10,11,12,13,14,15,16.
[Underlined] STATIONS [/underlined] 7,8,9,2,11,12.
You wish to drop 2 separate sticks of 3 flares; what selector switches would you use for each stick?
[Underlined] WARNING: [/underlined] This is not as easy as it first appears. It is vitally important that crews who have to carry out more than one bombing run, know the answer. SEE THAT YOU DO!!
[Underlined] WERE YOU RIGHT??? [/underlined]
The other error present in the two exercises plotted on the opposite page is a “Linear” error common to both exercises. This was caused by a sluggish D.R. compass.
LINK TRAINER
[Table of Link Trainer Exercises by Conversion Unit and Base/Squadron]
There was a slight increase in Pilot’s Link Times for the month but Flight Engineers dropped a little and the overall total was 20 hours less than July. Nos. 9 and 617 Squadrons were engaged on other special practices throughout the month and only Flight Engineers of 617 did any Link. It’s a point to note, however, that the Link flies well on a rainy day – there were several during August.
AIR SEA RESCUE
Two ditchings occurred in the Group during August. Both crews were saved. Neither ditching was “copy book”, nor were the drills up to the required standard, but in each instance, good use was made of the time available.
[Underlined] “G” of 1654 Conversion Unit. 14th August. [/underlined]
This aircraft was engaged on Air to Sea firing on the afternoon of the 14th, when the pilot found he was unable to maintain height at t low altitude because two engines gave trouble on account of fuel shortage.
There was no time to send out distress messages, but the pilot, seeing a trawler, ditched nearby. The ditching was very well carried out and no-one was hurt, though the Flight Engineer and the two Gunners had not reached their ditching stations and therefore were not braced for the impact.
No crew member inflated his Mae West before the impact and no emergency equipment was taken out of the aircraft. The crew was not aware of the existence of a locking pin in the Dinghy Manual Release and as a result of this and the failure of the immersion switch, the dinghy had to be forced out of its stowage.
The crew were picked up by the trawler within 20 minutes and after being transferred to an H.S.L. were taken to Grimsby.
[Underlined] “J” of 97 Squadron. 15th August. [/underlined]
This aircraft was returning from a daylight operation with the two port engines u/s due to enemy action. The Port inner engine failed to feather and its windmilling action together with other damage caused the aircraft to lose height until it ditched just off the Dutch coast.
W/T distress messages were sent out and the aircraft was in V.H.F. contact with the rest of the formation. It was also escorted by the Controller in a Mosquito.
The aircraft ditched successfully and no-one was hurt though the Wireless Operator stayed too long at his set and on impact was caught in the bulkhead doorway. Again in this ditching no crew member inflated his Mae West until after impact, and no emergency equipment was taken out of the aircraft.
Within two hours of ditching A.S.R. aircraft were on the scene and a Lindholme dinghy as well as an airborne lifeboat was dropped. The crew got the airborne lifeboat under way but because of the proximity of the coast, an H.S.L. was sent out an picked up the crew before they had gone very far.
[Underlined] POINTS TO WATCH [/underlined]
(i) Inflate your Mae Wests before impact.
(ii) Get to your ditching stations smartly on the Captain’s order.
(iii) Know where your emergency equipment is and take it with you.
[Underlined] NOTE: [/underlined] Due to the fact that no emergency equipment was got out of the aircraft and that the crews concerned did not inflate their Mae Wests until after impact (some members were stunned in each case) both these ditchings might have had sadder endings had not weather and light conditions been so favourable.
For the sake of your own lives don’t be half-hearted about your Safety Drills.
PRACTICE IN SAFETY DRILLS IS MORE EFFICIENT AND LESS EXPENSIVE THAN LIFE INSURANCE.
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 13
[Page break]
OPERATIONS
August started with three abortive attacks on Siracourt, La Beteque and Mont Candon. Unfortunately all three areas were cloud covered and aircraft brought their bombs home.
[Underlined] BOIS DE CASSAN – DAY, 2ND AUGUST. [/underlined]
Master Bomber:- S/L. Owen
PLAN 100 Lancasters were to attack this target visually using Oboe Markers as a guide on their bombing run. The majority of crews bombed visually and only a few reported seeing the Oboe markers.
RESULTS Partial P.R.U. cover obtained shows that the Northern half of the target was obliterated.
[Underlined] TROSSY ST. MAXIMIN – DAY, 2ND AUGUST. [/underlined]
Master Bomber :- W/C. Simpson
PLAN The target was marked by P.F.F. Oboe Mosquitoes. The 94 Lancasters and 2 Mosquitoes attacked in conditions of 3-7/10ths patchy cloud.
RESULTS P.R.U. and strike photographs reveal fresh damage in the target area, a large rectangular building partially wrecked, and a number of craters to the South and South East of the target area.
[Underlined] TROSSY ST. MAXIMIN – DAY, 3RD AUGUST. [/underlined]
Master Bomber:- W/C. Porter (Lanc.)
PLAN The aiming point was marked by Oboe Mosquitoes and crews were to bomb visually using these as a guide.
RESULTS 1 Group attacked this target 15 minutes before 5 Group, and consequently the aiming point was difficult to identify, owing to thick smoke in the target area. P.R.U. cover showed the area to have been well plastered, and certainly one and possibly three of the tunnel entrances were blocked.
[Underlined] ST. LEU – DAY, 5TH AUGUST. [/underlined]
Master Bomber:- W/C. Woodroffe
PLAN The aiming point was to be marked by both Oboe and 54 Base Mosquitoes and 189 Lancasters were detailed to bomb visually using the markers as a guide.
RESULTS 6/10th cloud at the target made bombing difficult. The majority of crews made runs from land marks in the target area, and consequently bombing was scattered. P.R.U. cover shows further subsidence round the Southern entrance to the caves, and road and rail communications leading to the entrance were blocked.
[Underlined] BOIS DE CASSAN – DAY, 6TH AUGUST [/underlined]
PLAN This Flying Bomb Storage target was to be marked by Oboe Mosquitoes and 101 aircraft were to attack the aiming point visually.
RESULTS This attack was unsuccessful due to the force running into heavy Cu.b. cloud on track about 20 miles from the target. The force became disorganised, and many aircraft returned to Base because they heard an order from the Master Bomber over R/T to do so. Considerable interference was present and the Master Bomber is missing so that it is impossible to check this order. 39 aircraft carried on and bombed the target which was clear. Fighter escort found their task extremely difficult with the result that more than 12 of our aircraft were attacked by enemy fighters in the target area. Two enemy aircraft were claimed destroyed and three damaged, while the fighter escort without loss, destroyed two and damaged two.
P.R.U. cover showed that what bombing took place was good and the storage units and buildings immediately South of the aiming point were hit.
[Underlined] SECQUEVILLE BATTLE AREA – 7/8TH AUGUST. [/underlined]
PLAN This target was planned to assist land forces. In all, five aiming points were marked by Oboe Mosquitoes. The first phase of the bombing went according to plan, but after five minutes the Master Bomber ordered crews back to Base as smoke was making bombing impossible.
RESULTS The attack, though generally concentrated around the aiming point spread to the North/North East for a distance of approximately 1500 yards.
[Underlined] CHATTELERAULT – 9/10TH AUGUST. [/underlined]
Master Bomber:- W/C. Woodroffe (W.A/P) W/C. Simpson (E.A/P)
PLAN On this attack two aiming points were allotted and a common marking point was selected. One force was to use an over-shoot and the second force a vector. Marking to be carried out by 54 Base.
RESULTS Marking was difficult and was delayed due to hazy conditions. The marking point however, was eventually marked with reasonable accuracy and both Master Bombers ordered their forces to attack as planned. After five minutes bombing the markers became obscured by smoke and further T.I’s were dropped; these undershot by some 20 yards, and fresh bombing instructions were given to each force, who completed their bombing.
P.R.U. cover shows storage areas around both aiming points to be heavily cratered. The effect of blast and fire is seen over a considerable area. This attack shows that although a minimum quantity of marking is necessary for a good concentration, initial marking should be adequate to ensure that it will stand the smoke caused by subsequent bombing.
[Underlined] BORDEAUX – 10/11TH AUGUST. [/underlined]
Master Bomber:- S/L. Owen
PLAN The aiming point was marked direct by Green T.I’s. Again there was some trouble from smoke and further backing up was ordered. Owing to crew manipulation error, incorrect switches were selected and the markers fell in a long stick, approximately 1,00 yards wither side of the aiming point. Bombing however, continued on the concentration of markers.
RESULTS P.R.U. photographs show the Eastern bank of the river to be heavily cratered and severe damage caused to an oil and petrol storage park and also to corn silos and warehouses. This is an occasion when bad drill on the part of a member of a crew can cause scatter to what might have been an extremely concentrated attack.
[Underlined] BORDEAUX – DAY, 11TH AUGUST [/underlined]
Master Bomber:- W/C. Woodroffe
PLAN The Master Bomber dropped yellow T.I. cascading on the aiming point. This was to serve as a guide for crews in the run-up. A visual vector point was selected and a vector wind broadcast by the Master Bomber.
RESULTS The attack went according to plan and a good concentration was reported, although P.R.U. cover showed little damage to the submarine pens.
[Underlined] GIVORS – 11/12TH AUGUST [/underlined]
Master Bomber:- (Northern Aiming Point) W/Cdr Simpson (Southern Aiming Point) S/Ldr Owen
PLAN Two aiming points were detailed for this target.
(i) Marshalling Yard to the South (Red Aiming Point).
(ii) Junction to the South (Green Aiming Point).
On the Northern aiming point vector bombing was employed and on the Southern direct bombing of the aiming point.
RESULTS On the Northern Aiming Point some uncertainty existed about the accuracy of marking. The force was instructed to stand off for five minutes and instructions were passed to backers up. Backing up was not accurate and a large concentration of markers resulted. Master Bombers ordered the crews to bomb the M.P.I. of the markers, which formed a triangle with sides about 500 yards, with zero wind. The correct wind vector, however, should have been 214/13 m.p.h. on the Southern Aiming Point, but bombing was completed before the Deputy Master Bomber realised his error. The direct marking went according to plan and accurate bombing followed. P.R.U. cover shows that the attack was fairly successful and that damage was inflicted around both aiming points.
[Underlined] BRUNSWICK – 12/13TH AUGUST. [/underlined]
PLAN This attack was of an experimental nature to determine the accuracy of blind bombing on H2S.
RESULTS P.R.U. cover shows some fresh incidents in the town but these are mostly scattered. There is one small concentration in the Northern part of the city.
[Underlined] RUSSELSHEIM – 12/13TH AUGUST [/underlined]
PLAN Approximately 200 aircraft of this and other Groups were to attack the Opel Works at Russelsheim. A Master Bomber was provided by P.F.F. and the aiming point marked by controlled Paramatta.
RESULTS The markers were rather scattered and although results were difficult to assess it would appear that bombing was not
5 GROUP NEWS. NO. 25. AUGUST, 1944. PAGE 14
[Page break]
OPERATIONS (CONTINUED)
particularly concentrated. P.R.U. cover shows that new damage was caused to the South West area of the target although fires spread to woods some three miles away and to residential property to the South East.
[Underlined] FALAISE – 12/13TH AUGUST [/underlined]
PLAN 25 aircraft from this Group were called for at short notice, together with 85 aircraft of other Groups to attack land positions in support of our land forces. Musical marking was carried out by P.F.F.
RESULTS P.R.U. shows very heavy cratering around the aiming point, with very few loose sticks.
[Underlined] BORDEAUX – 13TH AUGUST [/underlined]
PLAN 20 aircraft of 53 Base were detailed to attack oil storage. There was no marking and all crews identified the aiming point and bombed visually.
RESULTS Although several sticks were reported to have straddled the aiming point and strike photographs show bomb bursts in close proximity, P.R.U. cover showed only minor damage to the aiming point.
[Underlined] QUESNEY – 14TH AUGUST [/underlined]
PLAN This was a large scale attack in which Bomber Command gave support to our land forces. Aiming points were marked by Oboe Mosquitoes and as our troops were only approximately 2000 tards from the aiming point, accurate bombing was essential.
RESULTS Crews bombed either markers or the upwind edge of the area of smoke. Apart from one stick which appeared to fall about 600 yards North of the markers, bombing was concentrated. P.R.U. photographs taken show that the area was saturated and severe destruction inflicted.
[Underlined] BREST – EVENING, 14TH AUGUST [/underlined]
Shipping in Brest Harbour was the target for 130 aircraft of this Group. Targets were assigned as follows:-
No.52 Base – a hulk
No.53 Base - a tanker
Nos. 54 and 55 Bases – a cruiser
PLAN All crews were to bomb visually, no markers being dropped. The Master Bomber was to precede the force to the target and broadcast the direction and lie of the ships.
RESULTS Weather at the target was clear and all Bases claimed a proportion of hits on their aiming points. P.R.U. photographs taken on the 15th August at almost half tide showed that:-
(i) The hulk was still afloat.
(ii) The tanker was awash.
(iii) The cruiser had disappeared.
Photographs taken the following day show an object in the former position of the cruiser, which may be its wreck.
GILZE RIJEN AND DEELEN AIRFIELDS – 15TH AUGUST
These airfields were allotted to this Group with approximately 100 aircraft on each.
PLAN 54 Base Mosquitoes were to drop cascading yellow T.I’s on each aiming point and these were to be used as a guide to visual bombing. The aircraft were to fly in company, led by 54 Base.
RESULTS All crews were able to identify and bomb the target visually and heavy damage was inflicted on both targets.
[Underlined] STETTIN – 16/17TH AUGUST. [/underlined]
PLAN Approximately 450 Bomber Command aircraft were to attack Stettin with full P.F.F. Marking. The marking in the early stages was reported as accurate but as the attack progressed, the marking became more scattered. The Master Bomber controlled the operation as the situation demanded although bombing spread back on track and to some woods to the North West of the target.
RESULTS From P.R.U. photographs taken, devastation could be seen through a gap in the cloud, but the extent of this has not as yet been ascertained.
[Underlined] BORDEAUX – 18TH AUGUST [/underlined]
PLAN 25 Lancasters were to attack oil storage – all bombing to be carried out visually.
RESULTS The weather was clear but hazy. The attack was scattered due to accurate heavy flak, making a steady bombing run almost impossible.
[Underlined] L’ISLE D’ADAM – 18TH AUGUST. [/underlined]
PLAN 160 aircraft were despatched to attack a supply depot in the forest of the L’Isle D’Adam. Oboe Mosquitoes were to mark a point three miles from the target to assist crews on their run-up. Two aiming points were allotted which were marked by 54 Base Mosquitos dropping smoke bombs.
RESULTS All crews were able to bomb visually and P. R. U. photographs show the target area to be heavily cratered.
[Underlined] LA PALLICE – 19TH AUGUST [/underlined]
PLAN 51 aircraft of 53 Base were to attack oil storage installations. All bombing to be carried out visually.
RESULTS Cloud made target observation difficult and the attack was somewhat scattered, although some bursts were observed near the oil storage depot.
[Underlined] DARMSTADT – 24/25TH AUGUST [/underlined]
Master Bomber:- S/L. Owen
PLAN This town was to be attacked by the Group in strength. A point in the centre of the town was to be marked and each Base to use a separate false vector so that bombing would be well distributed over the town centre, around the aiming point.
RESULTS Weather conditions were perfect, and flares, although doubtful at the time, were proved by photographs to have been dropped accurately. Difficulty was experienced by the visual markers in identifying the aiming point. This was eventually recognised but before the Mosquitos could manoeuvre into position and carry out marking, the last of the flares had died out. The Master Bomber had to return early due to failure of VHF and Deputy 1 and Deputy 2 were shot down before reaching the target area. The main force therefore arrived at the target without a Master Bomber. In the absence of any marking and control, W/T Link 3 took charge and ordered the force to bomb on instruments.
P.R.U. photographs show some incidents scattered throughout the built up area. Although there was no control at the target, and the main reason for failure of the attack was due to no marking being down; the weather was favourable and the flares were accurate, and this case proves that it is impossible to spend too much time on careful study of target photographs. The visual marker, has only at the best a fleeting glance of the aiming point and he must arrive at the target with a complete and real picture in his mind of the aiming point and land marks in relation thereto.
[Underlined] KONIGSBERG – 26/27TH AUGUST [/underlined]
Master Bomber:- W/C. Woodroofe
Konigsberg was singled out for attention by 5 Group, 174 aircraft from all Bases being detailed. Weather at the target was clear, visibility good.
PLAN The normal 5 Group technique of illumination was employed, the aiming point to be marked visually and backed up if accurate. Crews were to bomb T.I’s direct.
RESULTS Illumination was punctual, three markers identifying the target simultaneously, and dropping their markers together. The first was 350 yards North West of the aiming Point, the second 1200 yards to the North East. The Master Bomber dropped his own markers about 500 yards East of the aiming
[Underlined] O.R.S. ANALYSIS OF RAIDS [/underlined]
(a) Percentage of loose bombs.
(b) Radius of 50% circle (i.e. half the bombs dropped fell more than this distance from the centre of concentration).
(c) Distance of M. P. I. from Aiming Point.
[Table of Analysis of Raids]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 15
[Page break]
OPERATIONS (CONTINUED)
point and midway between the two previous markers. He then ordered the backers up to back these up, but the first backer up disobeyed these instructions and backed up those which had fallen 1,200 yards to the North East, which he believed to be accurate. The Master Bomber was not aware of this misplacement of the concentration and once the bombing started he found assessment difficult due to glare. As a result the concentration of bombing fell to the North East of the aiming point. This failure proves two points, firstly that the technique of one aircraft marking and this marking being assessed is the only way to achieve success. The fact that three markers dropped their load together was the primary cause for the great spread in bombing. Secondly, had the backer up obeyed the Master Bomber’s instructions implicitly, then the attack would have been misplaced by some 500 yards instead of 1500yards. There must be one Controller only at the target, and his orders must be obeyed rigidly.
[Underlined] KONIGSBERG – 29/30TH AUGUST [/underlined]
Master Bomber:- W/C Woodroffe.
Another heavy attack was despatched against this target the following night, and it was hoped on this raid to make up for the failure of the previous raid. 8-10/10ths strato cu, base 11,000 feet was encountered at the target.
PLAN The marking force was allowed 12 minutes to illuminate and mark the target. On this attack a marking point was chosen, and was to be marked visually with Red and Green T.I’s. Each Base was allotted a separate heading of attack and release of bombs was delayed for varying time intervals, in order to get a good distribution of bombs around the aiming point.
RESULTS The attack went according to plan and P.R.U. photographs show that almost the entire built up area of the city has been devastated, except for two small areas. This area of devastation, almost entirely by fire, stretches nearly 3,000 yards from East to West, and 2,000 yards from North to South. This area is confined to the main built up area of the city and does not extend West of the railway bridge across the river.
[Underlined] ROLLENCOURT, AUCHY LES HESDINS, BERGENEUSE – 31ST AUGUST [/underlined]
Three forces of aircraft were despatched from the Group to attack the above three flying bomb targets.
PLAN In each case 54 Base Mosquitos were to drop smoke markers as a guide for visual bombing. Weather was uncertain and aircraft were instructed to orbit if the targets were temporarily obscured by cloud.
RESULTS Some orbiting was necessary, but all three attacks were carried out according to plan. Bombing on each target was fairly concentrated and P.R.U. cover gives evidence of very extensive damage.
The most successful attack of these three was on Rollencourt.
SPECIAL OPERATIONS
[Underlined] ETAPLES – 4TH AND 5TH AUGUST [/underlined]
617 and 9 Squadrons attacked the railway bridge at Etaples in daylight on August 4th. The weather over the target was clear although some patches of cloud were encountered on the run-up.
RESULTS Photographic cover shows that four direct hits were scored on the double track bridge, whilst the single track bridge also sustained damage.
This bridge was attacked by 9 Squadron on the following day, but although conditions were good the attack was generally disappointing. Due to a miscalculation on the part of the formation leader the actual bombing heading carried out was almost parallel to the bridge itself, and consequently 75% of the sticks burst to the West of the bridge. Although there are two possible fresh hits on the Southern end of the target, the attack must be considered a failure due to the wrong heading of approach.
[Underlined] BREST – 5TH AUGUST [/underlined]
On the 5th August 617 Squadron attacked the submarine pens at Brest with 12,000 lb. bombs. Aiming was visual and weather at the target was good.
RESULTS P.R.U. cover confirms at least five direct hits on the pens, of which three were definite penetrations.
[Underlined] LORIENT – 6TH AND 7TH AUGUST [/underlined]
On this attack 617 Squadron were supported by No. 106 Squadron and had submarine pens for their target in daylight. The 617 Squadron leader was to drop two red T.I’s as areas markers to assist visual bombing.
RESULTS It is believed that at least two direct hits were scored on the submarine pens with a number of near misses. P.R.U. photographs show four hits on the wet pens and further damage caused by 12,000 pounders between the wet and the dry pens.
617 and 9 Squadrons were detailed to attack this target the following day, but weather prevented visual bombing and bombs were brought back to base.
[Underlined] LA PALLICE – 9TH AUGUST [/underlined]
In this attack 617 Squadron were allotted the submarine pens whilst 9 Squadron were given adjacent oil installations. A 9 Squadron aircraft was to precede the main force by 20 minutes to find a bombing wind by means of the API attachment. All bombing was to be carried out visually.
RESULTS [Underlined] 617 Squadron. [/underlined] 12 x 12,000 lb. bombs were dropped and P.R.U. cover confirms that a direct hit or hits on the S.E. corner of the pens caused a collapse of the roof over an area of 240 feet x 120 feet. There were also three further direct hits with possible penetration.
[Underlined] 9 Squadron [/underlined] reported the attack to have been fairly successful although many under-shoots and over-shoots were reported. The storage tanks are not therefore thought to have received the full weight of the attack.
[Underlined] LA PALLICE – 11TH AUGUST [/underlined]
The submarine pens were again the target for 617 Squadron who were carrying 2,000 lb. A.P. bombs. Bombing was to be carried out visually from beneath 16 and 18,000 feet.
RESULTS The bombing was accurate although smoke tended to become troublesome towards the end of the attack. P.R.U. cover shows at least four hits although none of these appear to have penetrated the roofs of the pens.
[Underlined] BREST – 12TH, 13TH AND 14TH AUGUST [/underlined]
Continuing the attacks against submarine pens, 617 Squadron visited Brest in a daylight attack in which 8 x 12,000 lb bombs were to be aimed visually at the aiming point.
RESULTS Weather at the target was clear and only one bomb reported to be wide of the target. P.R.U. cover shows that two bombs penetrated the roof, one in the centre making an opening of almost 50 feet across, whilst a third has taken off part of a corner of the roof at the Western side. There are two other possible hits which have not penetrated the roof.
[Underlined] 13TH AUGUST [/underlined]
On the following day 9 Squadron supported 617 Squadron in a second attack on the pens and shipping in the harbour. 5 x 12,000 lb. bombs were carried, the remaining loads being made up of 1,000 lb. A.P. bombs.
RESULTS P.R.U. cover reveals one direct hit which may have penetrated the pens, with two other very near misses close to the Northern wall.
9 Squadron were allotted a tanker in the harbour whilst aircraft of 617 Squadron were to attack the cruiser. P.R.U. cover showed that the cruiser was still intact, but that the tanker was awash at the stern and was resting on the bottom.
[Underlined] 14TH AUGUST [/underlined]
The cruiser was the target for 617 Squadron whilst 14 Lancaster of 9 Squadron were to attack a hulk which had been towed into the harbour. Weather was clear at the target. Bombing was not as good as had been experienced in previous attacks and P.R.U. cover showed that both vessels were still intact and undamaged after the attack.
[Underlined] LA PALLICE, 16TH AND 18TH AUGUST [/underlined]
617 and 9 Squadrons were detailed to attack the submarine pens but 9/10ths cloud was encountered at the target and the attack was abortive. On the 18th August, however, the Squadrons paid a second visit in good weather conditions. 6 x 12,000 lb. bombs were carried, the remaining aircraft carrying 2,000 lb. and 1,000 lb. A.P. bombs.
RESULTS P.R.U. cover shows at least one hit and possibly two on the roof of the pens by the 12,000 lb. bombs, but no bombs
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 16.
[Page break]
OPERATIONS (CONTINUED)
appear to have penetrated.
[Underlined] IJMUIDEN – 24 TH AUGUST [/underlined]
Enemy E and R Boat pens were the target for 617 and 9 Squadrons in a daylight attack when 12,000 lb. bombs and 1,000 lb. bombs were carried. The attack was carried out in clear weather.
RESULTS All crews were able to identify the aiming point and bombing appeared concentrated. P.R.U. cover shows one hit in the Western half of the pen which has penetrated into the pen and blown out a large portion of the rear.
[Underlined] BREST – 27TH AUGUST [/underlined]
A hulk and Sperrbrecher were detailed for 617 and 9 Squadrons respectively for a daylight attack. Weather at the target was clear with slight haze. All crews to bomb visually.
RESULTS Hits were claimed by both squadrons on their aiming points, and these are confirmed by P.R.U. cover, which was taken on the same day. This revealed that the hulk has disappeared and that there are signs of mud displacement around the position of this vessel. The Sperrbrecher is still afloat with much debris on the decks.
Wishful Thinking
I saw a Service switchboard,
A most amazing sight,
It filled me with deep wonderment,
And thrilled me with delight.
For dainty creatures fingered
Their cords with grace and charm,
And [underlined] rarely [/underlined] gave wrong numbers,
And [underlined] never [/underlined] lost their calm.
They all had silvery voices,
Melodious and untarnished,
And each had lovely finger-nails,
Not one of which was varnished.
Their speed was quite phenomenal,
Their tact a perfect joy;
Their supervisor sat at ease,
With nothing to annoy.
They never cut subscribers off,
They always saw calls through,
And never, never argued
With their clients as others do.
Their calm serene detachment,
No traffic could abate.
They scarcely ever faltered
Or were known to hesitate.
A vision so astounding
Pure phantasy did seem.
The shock it gave awoke me
And dispersed my precious dream.
Anon. (Circa 1944)
HONOURS & AWARDS (CONTINUED)
NON IMMEDIATE AWARDS (Continued)
[Underlined] 97 SQUADRON [/underlined]
F/Lt E.F. CAWDERRY, D.F.C. Bar to D.F.C.
P/O J.K. BELL D.F.C.
F/O W.H. BENTON D.F.C.
P/O J.P. DOWN, D.F.M. D.F.C.
F/O R.M. NELSON, D.F.C. Bar to D.F.C.
F/Lt C.B. OWEN D.F.C.
F/O W.G. WISHART, D.F.C. Bar to D.F.C.
F/Sgt SMITH D.F.C.
A/F/O B.J. LINDSAY D.F.C.
F/O P.J. CRANE D.F.C.
[Underlined] 106 SQUADRON [/underlined]
F/O A. ROMANO D.F.C.
F/O J.R. GLAZEBROOK D.F.C.
F/O W.G. SEYMOUR D.F.C.
F/Sgt J.V. BEVAN D.F.M.
F/Sgt A.M. McKIE D.F.M.
F/Sgt G. HOYLAND D.F.M.
F/Sgt R.A. SNOWDEN D.F.M.
Sgt J.S. WILLIAMS D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/O G.G. FURNISS D.F.C.
F/O G.R. ANDREWS D.F.C.
P/O F. COLLIS D.F.C.
P/O F.J.A. REDMAN D.F.C.
P/O V.J. GLANN D.F.C.
P/O A.G.R. UDSON D.F.C.
F/Sgt E.J. DAWISON D.F.M.
F/Sgt C. ALLSOP D.F.M.
F/Sgt R. EDWARDS D.F.M.
F/Sgt R.S.J. CAPON D.F.M.
F/Sgt G.J. SCUFFINS D.F.M.
F/Sgt F.W. LOGAN D.F.M.
Sgt C. GIDMAN D.F.M.
Sgt A.H. ALLISON D.F.M.
Sgt W.H.A. YOUNGS D.F.M.
Sgt H.G. HALL D.F.M.
[Underlined] 463 SQUADRON [/underlined]
F/Sgt D.A. BROOM D.F.M.
P/O A.R.S. BOWMAN D.F.C.
F/Sgt M.C.J. BARBER D.F.M.
F/O F.L. MERRILL D.F.C.
P/O J.F. FREEMAN D.F.C.
W/O K.F. FLUTE D.F.C.
Sgt E.F. MARTIN D.F.M.
[Underlined] 467 SQUADRON [/underlined]
P/O H.W. COULSON D.F.C.
P/O W. MACKAY D.F.C.
P/O W.L. GIBBS D.F.C.
P/O G.B. QUARTERMAINE D.F.C.
P/O J.W. McMANUS D.F.C.
[Underlined] 619 SQUADRON [/underlined]
P/O P. BUTLAN D.F.C.
P/O L.J. WARNER D.F.C.
P/O J.C. DOUGHTERY D.F.C.
F/O F.C. SECKER D.F.C.
P/O F.L. CHIPPERFIELD D.F.C.
P/O R.W. OLSON D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/O J.A. SAINT-SMITH, D.F.M. D.F.C.
F/O G.B. HEATH, D.F.M. D.F.C.
[Underlined] 630 SQUADRON [/underlined]
P/O N.W. HILL D.F.C.
P/O H.C. RODGERS D.F.C.
F/O F.D. SPENCER D.F.C.
F/Sgt A.W. JEFFREY D.F.M.
F/Sgt G.A. DAVIES D.F.M.
FLYING CONTROL
Successful trials at Dunholme Lodge of an addition to the present landing scheme have resulted in its introduction throughout the Group. The addition has been effected by bringing back the call-up point to the funnel and renaming the existing call-up point “CHECK” where the pilot does actually check his Stud ‘B’. This has entailed an amendment to the Plus 1/2 and Plus 1 position which are now defined as QDM of runway plus 90 degrees. The additional position gained by moving the call-up point has minimised stacking and given the pilots further time in which to adjust their positions. The major gain made by the move is, however, that at all airfields the call-up point is very definitely marked by the first lead-in light.
Experiments are being conducted at Waddington with “American High Lights”, located in the centre of the airfield to define the various positions on the circuit. These lights give a beam of 15°and are of the type now being installed at Winthorpe for runway lighting in conditions of poor visibility.
Following the success of Spilsby’s experiment of utilising the second Duty F.C.O. to “shepherd” the aircraft on the circuit, the practice is to be made general throughout Group. “Shepherding” has resulted in regular spacing with consequent greater safety margin and improved landing times. In effect, the F.C.O. “talks down” the aircraft. For weather protection, Spilsby have given the F.C.O. a m/u turret on the roof. Their lay-out and the method of control used are worth seeing and will well repay a visit.
Landing times can still be much improved. Aircraft are still arriving at irregular intervals. S.F.C.O’s must continue to impress on crews at briefing the essential point of a regular flow of aircraft on return. Spasmodic “bunching” and unnecessary delay break down the whole principle upon which the landing scheme is based. Crew drill can give the same regular flow to one squadron airfields as to two squadron airfields, and crew drill is solely dependent on discipline of the highest order.
One final point about overshoots. The airfield controller has a large responsibility in that final instructions to overshoot if necessary will emanate from him. Although the airfield controller will always err on the safe side, there are still far too many instances of aircraft being instructed to overshoot, when in actual fact they could land with safety. This is proved time again by the fact that the overshooting aircraft rarely overhauls the aircraft on the runway until is clearing the runway.
It is also realised that the airfield controller finds difficult to access the range of approaching aircraft solely by means of
(Contd. In Col.1)
(Contd. From Col.3)
navigation lights. To assist them therefore simple range finders will be provided.
S.F.C.O’s should point out to airfield controllers that an overshoot is not without a certain amount of risk, and that whenever possible aircraft should be allowed to land, and not just be given instructions to overshoot in order to be on the safe side.
[Underlined] AUGUST LANDING TIMES [/underlined]
[Table of Landing Times by Station]
5 GROUP NEWS. NO.25. AUGUST, 1944. PAGE 17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
V Group News, August 1944
5 Group News, August 1944
Description
An account of the resource
Five Group Newsletter, number 25, August 1944. Includes a foreword by the Air Officer Commanding, and features about sports, engineering , war effort, gunnery, training, equipment, photography, gardening, war savings, second thoughts for pilots, honours and awards, signals, armament, navigation, radar navigation, air bombing, air sea rescue, link trainer, operations, special operations, flying control, wishful thinking, tactics, accidents, and the Stirling.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
18 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MStephensonS1833673-160205-29
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Lincolnshire
France--Brest
France--Creil
France--Etaples
France--Falaise
France--Hesdin
France--La Pallice
France--L'Isle-Adam
France--Lorient
France--Pas-de-Calais
France--Siracourt
Germany--Braunschweig
Germany--Darmstadt
Germany--Königsberg in Bayern
Germany--Rüsselsheim
Netherlands--Arnhem
Netherlands--IJmuiden
Netherlands--Tilburg
Poland--Szczecin
France--Bordeaux (Nouvelle-Aquitaine)
Poland
Temporal Coverage
Temporal characteristics of the resource.
1944-08
1944-08-03
1944-08-07
1944-08-08
1944-08-14
1944-08-15
5 Group
air gunner
air sea rescue
aircrew
bomb aimer
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Trossy St Maximin (3 August 1944)
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
pilot
radar
rivalry
sport
Stirling
tactical support for Normandy troops
training
wireless operator
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine wearing flowered dress. On the reverse 'To Sgt J R M Valentine, British Prisoner of War No 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterdon Grove, London NW4’. Stamped “Geprüft 32”.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-09
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010095, PValentineJRM18010096
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
Temporal Coverage
Temporal characteristics of the resource.
1942-09
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.
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Formal head and shoulders portrait of Ursula Valentine wearing dark dress and pearl necklace. On the reverse 'No 49, To 125404 Sergeant J R M Valentine, Stalag Luft III, Germany, From Miss B Griffin, Lido, Tenterden Grove. London N W 4, England'. Stamped "Geprüft 32".
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010099, PValentineJRM18010100
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Half-length portrait of Ursula Valentine wearing pleated top. In the background part of trellised fence. On the reverse 'No 51, To Sgt J R M Valentine, P/W 450, Stalag Luft 3, Germany, From, Mrs Valentine, Lido, Tenterden Grove, London NW 4'. Stamped “Geprüft 68"..
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010103, PValentineJRM18010104
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
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224f6535992732ebaf011ab55fa54031
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19828/PValentineJRM18010104.2.jpg
256f742ea334cf654a3d960fe55539af
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine wearing buttoned top. In the background a trellis fence. On the reverse 'No 51, to Sgt J R M Valentine, P/W 450, Stalag Luft 3, Germany, From Mrs Valentine, Lido, Tenterden Grove, London NW4'. Stamped “Geprüft 68”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010103, PValentineJRM18010104
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine wearing flowered dress. On the reverse 'No 52, Sgt J R M Valentine, British POW No 450. Stalag Luft 3, Germany, from Mrs Valentine, Lido, Tenterden Grove, NW4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010105, PValentineJRM18010106
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine smiling and wearing buttoned top with trellis fence in the background. On the reverse 'No 53, To Sgt J R M Valentine, P/W 450, Stalag Luft 3, Germany, From Mrs Valentine, Lido, Tenterden Grove, London NW 4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010107, PValentineJRM18010108
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
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.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Half-length portrait of Ursula Valentine wearing white dress with flower in her hair, She is holding a white clutch bag with beaded strap. On the reverse 'No 54, To Sgt J R M Valentine, British Prisoner of Warno 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterden Grove, Hendon NW4, London'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010109, PValentineJRM18010110
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Full-length portrait of Ursula Valentine sitting wearing a white dress and flower in hair. She is holding a white bag. In the background pleated curtains. On the reverse 'No 55, To Sgt J R M Valentine, British P-o-W No 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterden Grove, Hendon, NW4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010111, PValentineJRM18010112
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
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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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Full-face portrait portrait of Ursula Valentine smiling and wearing pearl necklace. On the reverse 'No 56, To Sgt J R M Valentine, British Prisoner of War No 450, Stalag Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterden Grove, London NW4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010113, PValentineJRM18010114
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
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.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19834/PValentineJRM18010115.2.jpg
b4ab803a342e2f7513753652c4b29151
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19834/PValentineJRM18010116.2.jpg
5f9cf0db090d663635871b7f1e09dcb6
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine wearing white dress and pearl necklace. On the reverse 'No 57, To Sgt J R M Valentine, British P/W No 450. Stalag Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterden Grove, London NW4'. Stamped “Geprüft 74”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010115, PValentineJRM18010116
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
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.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19835/PValentineJRM18010117.2.jpg
6c1195a1c9a223bb07b2b5efa6c94213
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19835/PValentineJRM18010118.2.jpg
5e2f1eae4137249ea96a6fe26890cb76
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine wearing a jumper and necklace. On the reverse 'No 58, To Sgt J R M Valentine, P/W 450, Stalag Luft III. Germany, From Mrs J R M Valentine, Lido, Tenterden Grove, London NW 4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010117, PValentineJRM18010118
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
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.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19836/PValentineJRM18010119.2.jpg
7c5c8ae2eb7eb3b2a4416c8053756278
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19836/PValentineJRM18010120.2.jpg
fe6924a93971ebcaa0d69ab1ef923ec4
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine looking to right wearing white dress, pearl necklace and earrings. On the reverse 'No 59, To Sgt J R M Valentine, British P/W 450, Stalag Luft III (Stalag Luft VI), From Mrs Valentine, Lido, Tenterden Grove, NW 4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010119, PValentineJRM18010120
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
Lithuania
Lithuania--Šilutė
England--London
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.
prisoner of war
Stalag Luft 3
Stalag Luft 6
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19837/PValentineJRM18010121.2.jpg
9d5d006b3278d5fd72578ac009b75123
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19837/PValentineJRM18010122.2.jpg
11fbe28f3eb749e1572747f88a425592
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine looking slightly to the right wearing white dress, pearl necklace and earrings. On the reverse 'No 60, To Sgt J R M Valentine, British Prisoner of War No 450, Stalag Luft III, From Mrs J R M Valentine, Lido, Tenterden Grove, NW 4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010121, PValentineJRM18010122
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19838/PValentineJRM18010123.2.jpg
c7f9d33ebf0bd3be462796c91ebb48a0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19838/PValentineJRM18010124.2.jpg
0f99aeee18915c72d5893912a7f0574a
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine looking over her left shoulder wearing dress and pearl necklace and earrings. On the reverse 'No 61, To Sgt J R M Valentine, British Prisoner of War No 450, Stalag Luft III, Germany, Freom Mrs J R M Valentine, Lido, Tenterden Grove, London, NW 4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010123, PValentineJRM18010124
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19839/PValentineJRM18010125.2.jpg
e7d530bfa51c9be9c026111813cb1920
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19839/PValentineJRM18010126.2.jpg
8e6e716f1208af3af0e18c6f4dd84189
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine wearing white jacket over a white dress with pearl necklace and earrings. On the reverse 'No 62, To Sgt J R M Valentine, British Prisoner of War No 450, Stalag Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterden Grove, London NW 4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010125, PValentineJRM18010126
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19840/PValentineJRM18010127.2.jpg
4afe41960805b20e315399c75f086be1
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19840/PValentineJRM18010128.2.jpg
5daffdd18ac0b0fdcd50f596d0bd440c
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula Valentine
Description
An account of the resource
Full-face portrait of Ursula Valentine wearing dark flowered top, On the reverse 'No 63, To Sgt J R M Valentine, British P/W No 450, Stalag Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterden Grove, London NW 4'. Stamped “Geprüft 65”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010127, PValentineJRM18010128
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19726/PValentineJRM18010009.1.jpg
2f42a67456cffc30eab70eabc7a5db44
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19726/PValentineJRM18010010.1.jpg
eb03fabe99553a3ff2a3d9309acd340f
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine in garden
Description
An account of the resource
Full-length image of Ursula Valentine standing on lawn bending down to hand something to a standing toddler Frances Valentine who is wearing white dress. In the background left shrubs and a fence, in the centre pots and right a tree. On the reverse 'No 4, To Sergeant J R M Valentine, British Prisoner of War No 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterdon Grove, Hendon NW4'. Stamped “Geprüft 25”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010009, PValentineJRM18010010
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19727/PValentineJRM18010011.1.jpg
7ce4afc1414582e200c1203c60b353f9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19727/PValentineJRM18010012.1.jpg
2bf32abe677458592e39b686db88bbc1
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine in garden
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine holding up a ball for baby Frances Valentine who is wearing a white dress. In the background a wooden fence, shrubs and part of a house. On the reverse 'No 5, To Sergeant J R M Valentine, British Prisoner of War, Stalag Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterdon Grove, London NW4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010011, PValentineJRM18010012
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-07-25
Temporal Coverage
Temporal characteristics of the resource.
1942-07-25
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19734/PValentineJRM18010025.2.jpg
6b475c3bb89fee8a7663d77226f39a68
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19734/PValentineJRM18010026.2.jpg
bf153b93352a79fd6510b21f9bd1eece
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine in garden
Description
An account of the resource
Ursula Valentine sitting on lawn holding onto a standing toddler Frances Valentine. In the background flower beds, shrubs, fence and part of a house with double door. On the reverse 'No 12 To Sergeant J R M Valentine,Stammlager Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterdon Grove, Hendon NW4, England'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010025, PValentineJRM18010026
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19753/PValentineJRM18010057.2.jpg
f9022199f3038a18bde25a5f8031516b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19753/PValentineJRM18010058.2.jpg
8976f29798cf9ebe8ffd5f3b5380c370
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine in a garden
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine on the right wearing shirt with sleeves rolled looking at something in her hand. On the left, Frances Valentine wearing coat looking down at her hands. In the background a fence. On the reverse 'No 28, To Sgt J R M Valentine, British P/W 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterdon Grove, London NW4’. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010057, PValentineJRM18010058
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19774/PValentineJRM18010089.1.jpg
d8621ab262439c90029a0e7cb59cfe3d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19774/PValentineJRM18010090.1.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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine in a garden
Description
An account of the resource
Ursula Valentine standing wearing skirt and blouse bending down offering a jar of sweets to a boy (David Simmonds) on the right. On the left, Frances Valentine watches. In the background flowers, fence and trees. On the reverse 'To Sgt J R M Valentine, British P/W 450, Stalag Luft III, Germany, From Mrs J R M Valentine, Lido, Tenterdon Grove, London NW4’. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010089, PValentineJRM18010090
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19735/PValentineJRM18010027.1.jpg
b80fb92a41893016b9122efdbdb4dbe6
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19735/PValentineJRM18010028.1.jpg
5e2c9523faef1533bea8e6347d53b5a9
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine
Description
An account of the resource
Three-quarter length portrait of Ursula Valentine wearing flowered dress sitting with toddler Frances Valentine wearing white dress perched on mother's knee. On the reverse 'No 13, To Sergeant J R M Valentine, British Prisoner of War No 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterdon Grove, Hendon NW4'. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010027, PValentineJRM18010028
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19748/PValentineJRM18010047.2.jpg
40d84fd9baf421ddf787d7045f4b3663
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1317/19748/PValentineJRM18010048.2.jpg
5069069820957afbdfed64e5e971c7c7
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
Valentine, John. Valentine wartime family photographs
Description
An account of the resource
Series of photographs of baby daughter Frances and wife Ursula sent to John Valentine while he was a prisoner of war
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
Ursula and Frances Valentine
Description
An account of the resource
Head and shoulders portrait of Ursula Valentine on the left wearing a facinator hat and pearl necklace smiling at Frances Valentine on the left wearing jumper and holding a biscuit. On the reverse 'No 23, To Sgt J R M Valentine, British P-O-W No 450, Stalag Luft III, Germany, From Mrs Valentine, Lido, Tenterdon Grove, Hendon NW4’. Stamped “Geprüft 32”.
Format
The file format, physical medium, or dimensions of the resource
On b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PValentineJRM18010047, PValentineJRM18010048
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Poland
Poland--Żagań
England--London
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.
prisoner of war
Stalag Luft 3