1
25
144
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/89/876/LCalvertRA1488619v1.1.pdf
a4d74b59eb8d89a89607ee6b934e1006
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
Calvert, Roger
R A Calvert
Description
An account of the resource
Seven items. The collection consists of an oral history interview with Flight Lieutenant Roger Alfred Calvert (b. 1923, 1488619; 152814), his logbook, navigators training course class book and 3 photographs. Roger Calvert was a navigator with 141 Squadron at RAF West Raynham flying Mosquitos on night intruder operations. For most of his operational career his pilot was Flight Lieutenant John Thatcher.
The collection has been loaned to the IBCC Digital Archive for digitisation by Roger Calvert and catalogued by Nigel Huckins.
Creator
An entity primarily responsible for making the resource
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-04-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Calvert, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Roger Calvert's Royal Canadian Air Force flying log book for aircrew other than pilot
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LCalvertRA1488619v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Ontario--London
England--Bedfordshire
England--Herefordshire
England--Norfolk
England--Northumberland
France--Dieppe
France--Paris
France--Pas-de-Calais
Germany--Bochum
Germany--Bremen
Germany--Darmstadt
Germany--Dortmund
Germany--Dresden
Germany--Emden (Lower Saxony)
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Mainz (Rhineland-Palatinate)
Germany--Merseburg
Germany--Nuremberg
Germany--Oberhausen (Düsseldorf)
Germany--Osnabrück
Germany--Rüsselsheim
Germany--Schleswig-Holstein
Poland--Szczecin
Germany--Stuttgart
Germany--Wiesbaden
Netherlands--IJssel Lake
Netherlands--Zeist
Poland--Police (Województwo Zachodniopomorskie)
Poland
Ontario
Germany--Ruhr (Region)
Description
An account of the resource
Royal Canadian Air Force flying log book for aircrew other than pilot of Flight Lieutenant Roger Calvert from 25 March 1943 to 6 July 1945. Detailing training and operations flown. Served at RAF Cranfield, RAF Great Massingham, RAF Ouston, RAF Twinwood Farm and RAF West Raynham. Aircraft flown were Anson, Beaufighter, Mosquito, Oxford, Tiger Moth and Wellington. He carried out a total of 32 intruder operations as a navigator with 141 Squadron from RAF West Raynham on the following targets in France, Germany, Poland and the Netherlands: Bochum, Bremen, Darmstadt, Dieppe, Dortmund, Dresden, Emden, Frankfurt, Gelsenkirchen, Hamburg, Kiel, Mainz, Merseberg (Leipzig), Nuremberg, Oberhausen, Osnabruck, Pante-Lunne airfield, Paris, Pas de Calais, Politz, the Ruhr, Russelhelm, Schlesvig, Steenwjik aerodrome, Stettin, Stuttgart, Wiesbaden, Zeist and Zuider Zee. His pilots on operations were Squadron Leader Thatcher and Flying Officer Rimer. The log book is well annotated and contains a green endorsement and several photographs of aircraft flown and attacked. Notes include an air sea rescue sortie, the sighting of a V-2 and one Me-110 claimed.
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-11
1944-08-12
1944-08-12
1944-08-13
1944-08-16
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-26
1944-08-27
1944-08-30
1944-09-11
1944-09-12
1944-09-12
1944-09-13
1944-09-15
1944-09-16
1944-09-17
1944-10-04
1944-10-06
1944-10-09
1944-10-19
1944-10-26
1944-10-29
1944-11-01
1944-11-04
1944-11-06
1944-11-10
1945-01-13
1945-01-14
1945-01-15
1945-01-16
1945-01-17
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-04-22
1945-04-23
1945
141 Squadron
21 Squadron
Air Gunnery School
Air Observers School
air sea rescue
aircrew
Anson
Beaufighter
bombing
bombing of Dresden (13 - 15 February 1945)
Initial Training Wing
Me 110
Mosquito
navigator
Operational Training Unit
Oxford
RAF Cranfield
RAF Great Massingham
RAF Ouston
RAF Padgate
RAF Torquay
RAF Twinwood Farm
RAF West Raynham
Tiger Moth
training
V-2
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/152/2146/AHemsworthR150729.1.mp3
da4b01008a71d120fe27835be4e272cc
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
Hemsworth, Ron
Ron Hemsworth
R Hemsworth
Description
An account of the resource
266 items. The collection consists of one oral history interview with Ron Hemsworth (1472158 Royal Air Force) and 265 photographs, mostly taken at Dulag Luft, Stalag Luft 1 and Stalag Luft 3 prisoner of war camps
The photographs have been organised according the initial letters of the caption.
A consists of 19 photographs taken at Stalag Luft 3 prisoner of war camp in August 1942. They cover the non commissioned officers’ arts & crafts exhibition: some models are for display and others are for use; there are also paintings and jewellery.
B of 54 photographs taken at Stalag Luft 1 and Dulag Luft, covering sporting, theatrical, musical and model making activities. The funeral of Sergeant J C Shaw, who was shot whilst attempting to escape is covered with several photographs.
C consists of 42 photographs taken at the sports day at Stalag Luft 3 prisoner of war camp in August 1942. Activities include rugby, running, high jumping, long jumping, long distance walking, shot putting, discus throwing and basketball. Betting on the events was carried on.
D consists of 42 photographs taken at Stalag Luft 3 prisoner of war camp in 1942 and 1943. They cover theatrical, musical and model activities. The plays were written or adapted by the airmen. Some of the models seen in section A are being sailed or steamed on the camp pond.
E consists of 39 photographs taken at Stalag Luft 3 prisoner of war camp in March and April 1943. They cover three plays written or adapted by the airmen.
F consists of 28 photographs taken at Stalag Luft 3, Stalag Luft 1 and Dulag Luft prisoner of war camps. They cover two plays written or adapted by the airmen. Also shown are views of the camp, four recaptured escapees, a sentry in his box, the NCOs rugby team and Christmas dinner 1940.
G consists of 38 photographs taken at the Flieger Jockey Club Gala Day at Stalag Luft 3 prisoner of war camp in August 1943. There are many varied fancy dress themes in addition to jockeys - an American cheerleader and an Uncle Sam, cowboys and Indians, a Welsh and a Scottish section, Indian (Asian) marching band, Maoris, Highland dancing, a lot of men dressed as women, bands, top hatted 'toffs'. Betting activities were carried out on the results of the hobby horse type races shown.
The collection has been loaned to the IBCC Digital Archive for digitisation by Ron Hemsworth and catalogued by Barry Hunter.
Identifier
An unambiguous reference to the resource within a given context
Hemsworth, R
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-04
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.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: This interview is being conducted for the International Bomber Command Centre. The interviewer is Clare Bennett. The interviewee is Mr Ron Hemsworth. The interview is taking place at Mr Hemsworth’s home near Bourne on the 29th of July 2015. Well, Ron, lets first of all talk about your early childhood if we may. You were born in Peterborough.
RH: Yeah.
CB: Ninety three years ago. Do you remember much of your early childhood?
RH: Not a lot. Not a lot. [laughs] I remember when I was about five I’d had enough of school so I climbed over the gates and went to the recreation ground and played on the swings with another boy and all the while we were there, ‘Is there anybody after us?’ [laughs] I can’t remember much but as I got older I, me and another friend started the Peterborough Model Flying Club and we, I stayed in that until even after the war so we was always mad on aircraft and where I lived at that time was close to what was called Westwood Aerodrome and the aircraft always, well, nine times out of ten landed over our house and they were so low you could see who the pilot was practically. Hawker Harts. Funnily enough a friend of mine when he had to join up that’s where he went to and another friend of mine was at the same place and I think he stayed there most of the war. He used to go up and take the met report. He had a nice cushy job. And of course we used to get all these air displays. I can’t remember the name of the most prolific one. Used to do all sorts of stupid things but we always used to go to those. We couldn’t stay away. And when it come to joining up I decided that I would volunteer for air crew which was the way that you could get in and they said if you was in a model flying club you stood a pretty good chance of being air crew. Whether there was any truth in it I don’t know but anyway we got in and I joined up on the 1st of January. I started the year right. That would have been 1941.
CB: What did your parents, your parents were around at this time.
RH: Oh yes. Oh yes.
CB: And did they, were they happy for you to join up?
RH: Well I don’t suppose so. We never, we never mentioned it. [laughs]
CB: But it was what you’d set your heart on.
RH: Yeah. Yeah.
CB: Did you have a particular crew position you wanted to do?
RH: Well everybody wanted to be a pilot didn’t they?
CB: Including you?
RH: Yes. Everybody. Everybody wanted to be a fighter pilot. I don‘t know why. Well I suppose probably safer than a bomber pilot, I don’t know, and actually I went in the first place as a W/Op AG.
CB: Yeah.
RH: Wireless operator/AG. But I failed the Morse code on sixteen words a minute. That was enough to drive you mad.
CB: Where was this at?
RH: At Blackpool.
CB: Oh yeah.
RH: I said I’d never go back and I never went back. You can imagine what Blackpool was like in the middle of winter. It was terrible. And the RAF took over, well all the places really. You know. And –
CB: Were you in a hotel or a guest room?
RH: Oh no. We were in guest house.
CB: Ah.
RH: And some of them were very good to us actually and some of them weren’t. And one we was at, one of the men, he was a friend of Charlie Kunz, the pianist and he used to give us, he used to give us a tune every night you know. That was alright. We were there having a tune one night and the boss came in with a dead cat and put it on the fire. Well everybody was up in arms. We went and reported it but nobody wanted to know.
CB: Oh dear.
RH: He said, ‘Well I’ve got nowhere else to,’ he said, ‘I can’t bury it ‘cause all I’ve got is concrete around the back.’ Every, everybody vacated the room quickly. And then when I failed that course I went on, I went in to the stores for a while while I was waiting for an air gunner course which, in those days you had to wait quite a while to get on one. Anyway, eventually I was posted to [pause] on the Fosse Way.
CB: Swinderby.
RH: Swinderby. Swinderby. Yeah. I went to Swinderby and of course everybody said, ‘Oh you’ll be here for years.’ Nobody, everybody was waiting. And I was only there a month or two and I got a course.
CB: How were things at Swinderby?
RH: Oh quite ok. Yeah. I went into the stores there as well. Oh, that, that was alright. But from there, after about a month I went into flying control. Now that that was a lovely job that was. I was in charge of keeping the availability of aircraft, of aerodromes. It was a huge book with every aerodrome in England on it and we used to get phone calls through such and such an aerodrome is not available, there’s a crash on such and such a runway and all that. All that had to be put down in the book. Yeah. So I was there for quite a while. There was only three of us in there. You wouldn’t run one of them for, with three people would you? Not today. And I mean I didn’t know anything about anything anyway and the one who was in charge was a sergeant pilot that had been, he’d been in a crash and he was sort of resting but I mean we didn’t know anything. Nothing in particular really. There were and there was, there was him, myself and a WAAF on the radio. That’s all there was. Anyway, from there on I went to, I can’t remember, oh I went to air gunnery school at [pause] up on the east coast near Scarborough. Bridlington.
CB: Ah.
RH: I can’t remember what number that was.
CB: No. Don’t worry.
RH: But from there we went to Morpeth and that’s when we did our air gunnery. And that was spectacular. We had Polish pilots and they were absolutely mad.
CB: What sort of planes would this be at this time?
RH: Do you know I was trying to tell somebody the other day? They were aircraft that nobody else wanted actually. They were supposed to have been torpedo bombers for the navy but they weren’t successful at all so they dumped them all at the –
CB: Albacores?
RH: No. They weren’t Albacores. No.
CB: Not to worry. Doesn’t matter.
RH: Yeah.
CB: So you, did you get on with these Polish pilots? They were -
RH: We got on fine with them. In fact, after the war one of them was a friend of mine for years but you know they’d do things like, ‘They say this aircraft won’t fly on one engine. Well it will. I’ll show you,’ and then switch one off you know. Absolutely mad. Yeah. I can remember while we was at Bridlington we were doing PT on the, on the beach and two Spitfires came over and they shot us up on the beach at about nought feet. Well everybody fell flat on the sand and then these two Spitfires went out to sea. They were so low one of their wings caught the sea. He did about ten cartwheels and burst into flames.
CB: Oh dear.
RH: Yeah. And they were both Polish pilots. The other one shot up to about twenty thousand feet. I don’t know what he told them when he got back. [laughs] Anyway, that was, after air gunnery school then we went to Honeybourne. Honeybourne was next. Cow Honeybourne and -
CB: This would be your OTU. Your -
RH: Yeah.
CB: Yeah. Operational Training Unit.
RH: And we weren’t crewed up or anything then.
CB: No.
RH: We were all this and that. And I know it was a terrible day when we got there about 4 o’clock in the afternoon and there was about twenty people got off the train and everybody was saying, ‘I suppose we wait for transport,’ you know so we were hanging about and this Aussie came up. He said, ‘What’s everybody doing?’ So we said, ‘Well, we don’t know. We’re just waiting.’ ‘Where’s the telephone?’ So he got on the telephone. He said, ‘There’s about twenty of us here waiting at the station for transport. Get it down here quick.’
CB: Was he an officer or just a, just -
RH: No. He was only a sergeant. I thought he’d be alright, you know. He was a pilot. Anyway, after we’d soon got to Honeybourne we had to crew up. Well I suppose everybody knows how we crewed up. Everybody in a room. Just walk around and find who you want you know and I got Bruce. The one that said, ‘Send somebody down’. I got Bruce. He were brilliant. He really was. Yeah. He looked a bit like Churchill and he was more or less his build. Quite fat you know. Yeah. And we went on a, on a course while we was there. Escape course and that. And we had to do everything at the double. It was an army place we went to. Even when you went for your meal you had to go at the double. So we passed Bruce on the way, walking. He said, ‘If you pomme goers want to run,’ he said, ‘You run.’ he said, ‘I’m walking.’ And he never did run [laughs]. He walked everywhere. It was when we were, had to climb over this wall and the rest of the crew trying to push him over this wall [laughs]. It was hilarious really. He always said, ‘If anything happened to the aircraft I’ll never get out.’ Of course poor old Bruce never did. No. Anyway –
CB: So you, you’re a crew now of seven.
RH: No. Six.
CB: Six of you.
RH: Six. Yeah.
CB: And you gelled quite -
RH: We was on Whitleys.
CB: Right.
RH: Yeah.
CB: And you gelled well. You all got on.
RH: Oh yeah. Yeah, we got on well. Yeah. [laughs] The bomb aimer was about twenty seven so we called him the old man. [laughs].
CB: So you were on Whitleys for a while.
RH: We were on Whitleys. I did, I suppose I did about a hundred hours on Whitleys but you see you do what you call circuits and bumps getting used to landings and take-offs and the only people on it was the skipper and me in the back. To balance it out I suppose [laughs]. I was only a balance really.
CB: What did you think of the Whitley as a plane to fly?
RH: I liked it. Oh she was a steady old thing you know and Bruce used to say that if you, if you banked to the left if you didn’t bring the stick back again straight away she carried on going over [laughs]. Anyway, it was a steady old bus and I think it could have taken a lot of punishment as well. Big old thing. You could actually, from the inside, crawl into the wings. There was an opening where you could crawl into the wings and get to the back of the engine because it was quite a -
CB: Yeah.
RH: Wing root. You know. Anyway, from there we went to multi engines. I can’t remember the name of that place.
CB: Did you say it was near York?
RH: Yeah.
CB: And you don’t think it was Elvington though.
RH: No. No. It was only for getting used to multi aircraft. I’ve got a relation lives there now. I can’t even think of the name of the place. That’s the trouble you know. Your brain goes.
CB: No. Not to worry. It might come to you. So you then went to this place.
RH: Yeah.
CB: And -
RH: Yeah.
CB: Went on to the Halifax.
RH: Yeah. And from there we went to Linton on Ouse which was 76 squadron.
CB: How would you compare the Halifax with the Whitley as a plane to be -
RH: Well of course it was completely different really. Faster, and could carry more and it had even got two beds in it. I liked the Halifax. We called it the Halibag actually. And I thought it was good but I mean they did have trouble with the, with the first few marks until they got it right. I think they got it right in about 1944 and they even changed the Merlins for some radial engines which were a lot better and more powerful but I don’t know about that. Anyway, we were there. We did, we only did four ops. The first one we had to come back. The intercom went. Then we went to Stettin and that was low level Stettin was. That was exhilarating. Quite interesting that was. We were low, we were lower than the land at one time over the water, over the Baltic and all the Dutch people were opening their doors, showing their lights you know and waving.
CB: What did you feel when you saw that?
RH: Pardon?
CB: It must have been moving to see that.
RH: Oh moving yeah and I mean we could see people on bicycles and all lit and everybody waved. It was lovely really. Until we got to the flak ships. It’s wasn’t very nice then. [laughs] Anyway, we did Stettin. I thought it was an easy op actually but a lot of people said it was, it was a bad one. I don’t think so. And then there was Duisburg. That was a horrible. Happy Valley was a Happy Valley. You know we called, [pause] Happy Valley, yeah. And mind you we were attacked at one moment but I gave instructions to slip him away because the idea was if you could get away without firing the rest of the fighters wouldn’t say, ‘Ah there’s one there,’ you know. Actually, you give the game away once you’d started firing. So I thought until he’s getting, you know, so he’s dangerous I won’t open fire. So we didn’t.
CB: You could seem him actually following you.
RH: He was just turning on to us.
CB: Oh.
RH: Yeah. I think it was a JU88 actually. And what was the next one? Oh the next one. That was a dead loss. We were doing a gardening trip. You know what gardening is?
CB: Mine laying.
RH: Mines. Yeah. And soon after we got off the ground the intercom went so we had to stooge around for five hours getting rid of the petrol. And then we had to come in with the mines still on board you know.
CB: Five hours.
RH: Sticking out the bottom as well, you know. The horns on them sticking out.
CB: Yes.
RH: A bit dodgy. Held your breath a bit.
CB: How did you feel when you were, you know, due for an op? You knew that your name was on the list. What did you feel?
RH: I can’t remember feeling particularly scared or anything. I think, I think you were so sort of tied up in it that you didn’t think about that aspect really.
CB: The morale was good with your crew.
RH: Oh yeah. Yeah. Yeah. Except my navigator. When we was at, we went to Duisburg. That was the Duisburg one and we were just coming up to the markers that the whatsitsnames had dropped and he said, ‘Skipper, can I go up front and have a look?’ He said, ‘I’ve never seen the target.’ He said, ‘Yeah Ted, you go up and have a look.’ We heard him unplug his, about two minutes later he plugged in, ‘I’m not going to bloody well look at that anymore.’ So he said, ‘We’re not going through that are we?’ He said, ‘Yeah. And it’ll be straight and level.’ ‘God,’ he said,’ I don’t want to look again.’
CB: So they’d dropped the target indicators.
RH: He, he -
CB: The target indicators had been dropped.
RH: They had been dropped. Yeah.
CB: And you were heading for the -
RH: And we were on the run in. You know.
CB: So you’d have all the colours and -
RH: Yeah. Oh yeah. Yeah. All the colours. Yeah.
CB: But could you see them? Had he gone through them, sort of thing?
RH: Yeah.
CB: You saw them from the back.
RH: Oh I got a better view than anybody.
CB: So, what, tell me about the conditions in the back with you being the rear gunner. It’s always thought of as the worst position in -
RH: Quite tight.
CB: At five foot eleven and a half I expect it was.
RH: Yeah. And of course when you got your full flying kit on everybody else wore sids, what they called sidcots but I had full ervins on, trousers as well you see and you couldn’t move about. I tried to do this once or twice. Well you can’t. You can’t do it. The guns get in the way or your knuckles get bruised.
CB: Did you remove the panel from the turret like -
RH: Yeah.
CB: Some of them did.
CB: Yeah.
RH: To have a better view.
CB: Yeah.
RH: You did that ‘cause that obviously made it very cold.
RH: That’s right. Very cold. We used to get, they used to pack us sandwiches and some silly fool packed salmon sandwiches one day and of course they froze didn’t they. Couldn’t get your teeth into them [laughs]
CB: I hate to mention a Lancaster but I’ve got to. Was your, the parachutes like behind the, the doors. It wasn’t -
RH: Behind the turret.
CB: Yes.
RH: Yeah. And then -
CB: So you had to swing around to get to it when you needed it.
RH: Yeah.
CB: Right.
RH: Yeah. And the Lanc was the same. Must have been.
CB: Yes. It was.
RH: ‘Cause you can’t wear your parachute in the turret.
CB: There wasn’t room for much.
RH: No.
CB: At all.
RH: And then you had to go, about that far from the turret was a door with a handle on it and that’s what I caught the parachute on which opened it and I didn’t know.
CB: So you’d done, you’d done one, you had to come back on and Stettin and Duisburg and then your, your gardening so was that you being shot down on the fifth or was that a bit later?
RH: No. Now that would have been if everything would have gone right which of course as I say we had to go back on two of them that would have been our fourth trip.
CB: Right.
RH: And at that time everybody, it worked, well they’d worked it out that the average that people did was four. You didn’t last any longer than four so we nearly did it. Yeah. I mean people who did thirty, God knows how. I mean I was reading a book earlier that somebody did thirty and they never fired their guns. They were never attacked. Well they must have been damned lucky. Must have been lucky ‘cause I mean the night fighters there would be sixty or seventy up a night. All around you, you know. And you’d see aircraft exploding all around you when they were hit. You see what they used to do they had to come up underneath and they had a gun, or two guns protruding upwards so all they’d got to do was come underneath and just pull the trigger and you couldn’t see it.
CB: Sneaky.
RH: Couldn’t see it happening and they didn’t seem to do anything about it.
CB: You were told that the operations you know that it was about four before, you know, trouble or whatever. Did that put you off making friends with others or did you just keep to your, your crew and -
RH: Oh no. No. As a matter of fact I had, I had a friend on the same squadron who worked with me before the war who I knew very well and he, he baled out and his chute caught on the tale wheel. Bob Cadmore and he went down with the aircraft. Yeah. [pause] No. No. No. We all mixed up alright together. Yeah. Yeah.
CB: Was it a good station? Linton on Ouse.
RH: I thought so. I thought it was very nice and of course we was at a famous hall about a mile away was where we were.
CB: Billeted. Yes.
RH: Where our mess was and our billet was and there was food on all day long there. You could just walk in and huge table with everything on it. It was a lovely place really and I’ve been back there since and we were in a particular room called the oak panelled room and when I went I went to that room and I thought I’d take a photograph, you know, just the same. There were nothing in it. Just the bare room and the panels ‘cause my, when we walked in my navigator said, ‘I wonder which one with the secret door is.’ You know. I always remember that. Anyway, this woman came along and she said, ‘You can’t take photographs in here.’ I said, ‘Oh what a shame.’ I said, ‘I lived in this room for a while in 1943.’ ‘Ahh take as many as you want.’ And I did take some.
CB: Good.
RH: Yeah. Anyway, that was, where did we get to?
CB: We’re on now, I think on this -
RH: 76 squadron.
CB: Yes.
RH: Yeah. Yeah. Which was Cheshire’s.
CB: Yes.
RH: Not at that time. He’d just moved on. Although he was around because I remember standing to attention as he walked in front of me once. Lovely bloke though. Yeah. Everybody liked him.
CB: Yes. I heard.
RH: Yeah. So there.
CB: So we, can we talk about the operation that was -
RH: Yeah. Yeah. Alright.
CB: The final one.
RH: Well it was dusk, duskish when we were taking off and everybody got in the aircraft and my navigator was still standing there. I said, ‘Come on Ted. Get in.’ He said, ‘No.’ He said, ‘I’m just taking a last look around,’ he said. ‘I’m not coming back.’ ‘Don’t be so stupid.’ He said, ‘I know I’m not coming back.’ And of course he didn’t. Anyway, I bundled him in and so we took off but we had problems right from the start and this was a brand new aircraft actually. Went for a burton on the first night.
CB: Oh dear.
RH: Another fifty thousand quid gone. And Ted was, he gave the wrong instructions as navigator and Bruce was questioning it. ‘I don’t think you’ve got that right, Ted.’ Anyway, somebody went to him and his oxygen pipe had come undone and he didn’t know quite what he were doing, you know.
CB: Oh.
RH: Anyway we got back on course and as I say as we saw the red markers go down they hit us just as we were turning on to the markers. Yeah. And of course the flames went back about fifty to a hundred yards. You could see everything like daylight and the side of the turret was melting. It was pretty horrendous really. So I got out quick. Forgot I’d got my helmet on and -
CB: When you say you got out quick you mean you turned the turret around.
RH: Turned the turret.
CB: And got into the aircraft.
RH: Well, I was facing that way anyway.
CB: Oh right.
RH: Yeah. Opened the doors. You know.
CB: Yeah.
RH: Got out, threw my flying helmet and picked up the parachute two hooks not knowing I’d only got one on and I went up to the escape hatch and my mid upper gunner was arguing with my engineer. I could see them arguing. I could see that he hadn’t got his parachute and he was trying to make him go, ‘Get back for your parachute,’ you know, and in the end, to save himself he went you know and I’ve forgotten his name now he jumped [without] his parachute. Panicked I suppose, you know, yeah and so we were the only three that went out there. My bomb aimer remembers the aircraft being hit. He don’t remember any more but he woke up on the ground with his parachute at the side of him and he said he don’t know, ‘Who put it on or who pushed me out.’ Somebody must have done. And that’s was how we, that was the end of our trip.
CB: It must have been, we’re talking about seconds here aren’t we in-between being -
RH: Must have been.
CB: Shot and -
RH: I mean I went to jump out the escape hatch, took a last look around and the parachute was all up against the door where I’d just come out of.
CB: You’d got it caught and it had come out.
RH: Yeah. I’d pulled the rip cord. Yeah. And I thought well that’s it. I’ll go and sit with the skipper. I made a move to go and sit up front with the skipper knowing I’d had it you know but something seemed to tell me to gather it up and try.
CB: What was the plane doing at this time? Was it just -
RH: Going down.
CB: Steadily going down.
RH: Yeah. Yeah. Steadily going down. And we’d still got all the bombs on and everything and they’d hit the petrol tank and the incendiaries so you could tell the starboard wing was well on fire. Where did I get to?
CB: You just -
RH: Anyway, I fell out.
CB: Yeah.
RH: I can see it now as plain as anything the tail was that about far from me, zipped over me like that as I was going backwards you know and the tail wheel fortunately never caught on the [?] on the tail pump, the parachute never caught on the tail wheel which a lot of people had that. They made it a retractable tail wheel in the end. Anyway, it opened but it was spilling air all the because it was only on, and I tried to get the other one but I couldn’t. I couldn’t. So I was going down pretty fast but it weren’t half quiet. You can’t, you know, once you baled you’ve been sitting there for about three hours with all that noise and suddenly silence and you think to yourself, ‘Where the hell am I?’ And I didn’t really know exactly where I was to be honest. And then I could see this house coming up. I thought well I can’t steer clear of it and there was such a crash and I went through the roof up to there. I made a lovely mess of the roof.
CB: Good.
RH: Do you know that’s what, that’s funny that’s what crosses your mind. To think that’s buggered the roof up [laughs]. Sorry.
CB: No. That’s quite alright.
RH: And the next thing I was worried about was the parachute. I thought well the parachute’s alright. They’ll use it. What can I do about it? Nothing. But one of the Germans that come up he cut all the cords off me. I thought, good he’s ruined the parachute too. Aint it daft what you think about? It took them about half an hour to get me off the roof but they were very good. They were very good.
CB: It sounds as if they arrived pretty quickly.
RH: Yeah. As soon as I hit the roof I could hear voices. Well I made enough noise.
CB: And where was -
RH: Every time I tried to move clatter clatter clatter clatter you know.
CB: So this would be -
RH: In other words, ‘Come over here. I’m over here.’ [laughs]
CB: I think it’s in the book where you, do you remember the town or the place where you landed so gracefully?
RH: I can’t remember it.
CB: It is in the book over there.
RH: I don’t think it’s very far from Munster because they took me to Munster Hospital. The Luftwaffe picked me up. No, first of all I went to a little hospital which must have been close to hand and I’d dislocated my leg and they tried to put it in with chloroform but the chloroform wasn’t any good. I could feel everything you know so they packed it up and then the Luftwaffe came and they put me in this Mercedes. I remember it was a Mercedes because I remember that bit on the front, you know and inside it was my mid upper gunner. I said, ‘Where’d you come from.’ He said, ‘Well,’ he said, ‘I did a bit of walking but they soon picked me up.’ And they took me to this aerodrome and they dropped him off at this aerodrome. I can always remember this there was FW190s there. We were quite close to them. Then they took me to Munster Hospital and they were, they were marvellous. They really looked after me.
CB: A civilian hospital.
RH: Yeah.
CB: Was it? Yes.
RH: Big hospital. I had a room to myself and when I was getting better, I was there a month, I mean I needn’t have been there a month really. I could wander where I wanted. Go outside. Do what I wanted. And there were nuns. A lot of the nurses were nuns and they were lovely. ‘Anything you want you tell me. I’ll get it for you.’ You know. And there was a picture of Hitler on the wall like that, about as big as that and the first thing I did I turned it around face to the wall you see and she came in she said, ‘You mustn’t do that. You can’t do that in Germany. You mustn’t do that. ‘And she put it back. When she went out I turned it back again. I was doing that backwards and forwards.
CB: Were they German nuns? Yeah.
RH: In Munster.
CB: Yeah.
RH: Anyway, I had a good month there really. There was a lot of French kreigies as we call POWs. There was a lot of French kreigies there and they kept coming in and bringing me some of their food and, although I got plenty of food, and there was a few Russians as well and they stole some neat alcohol and they were drinking this stuff. They wanted me to have some. I said, ‘Not likely. I’m not touching that stuff.’ Anyway, I’d been there about three weeks, no, perhaps about a fortnight, about a fortnight when they did the dams raid. They did the dams raid on the 16th and they brought this other fellow in and he was off my squadron. He was off 76 squadron as well, and he’d got five bullets in him so the doctor there who was a General actually, red stripe down his trousers, you know, he said, ‘We want you to come and hold him down.’ I said, ‘Hold him down?’ ‘We’re not giving him - ’
CB: Chloroform.
RH: ‘Chloroform or anything because we need it for ourselves.’ He said, ‘You’ll just have to hold him down.’ I thought this is going to be fine. Anyway, I went in the operating theatre and held him down while they started taking them out. It’s horrible really and eventually well pretty early on he passed out anyway which was the best you know but he’d got one in his back that was close to his heart. He’d been shot in the back and they went in like that about that far around, took the meat out, took the bullet out, put some stuff around it and put it back. Do you know in a month you couldn’t tell it had been done? He were running around. Tommy Thompson. Yeah. So anyway, we, we got over our little problems and they decided to send us to Dulag Luft. I suppose you’ve heard of Dulag Luft.
CB: Near Frankfurt.
RH: At Frankfurt yeah. So they sent these three Germans to pick us up. The two of us. Well one of them was a fighter pilot who was on a rest and he were lovely. He really was and then there was two more. He was in charge of the other two. So he said, ‘Well before we go to the station,’ he said, ‘If you don’t mind, if you don’t mind, I’m going to see my girlfriend who lives in Munster,’ he said, ‘And you can come along with us. And we went in this house, met his girlfriend and her parents, we had a cup of coffee and then we left to go to the station and all the stations were under water from the dams raid. All the platforms were under water. It was alright at Munster but some of the smaller ones were. Anyway, we had a compartment on our own and he took off his gun belt and threw it on the luggage rack and said, ‘We don’t need that today. We’re all friends.’
CB: You wouldn’t have known that the flooding was due to the dams raid.
RH: No. I didn’t -
CB: Obviously.
RH: Know about that.
CB: Did they mention why it was flooded?
RH: No.
CB: In any way.
RH: No. No. I didn’t find out till afterwards.
CB: Oh.
RH: I wondered what all the water was about, you know. But I mean people say, ‘Oh they didn’t do any good,’ you know. Believe you me they did. Anyway, we had to go down the Rhine and we had to change at Cologne. Change trains at Cologne and as we were changing, no before that, I won’t go too far ahead, when we got to Cologne we had to wait for the train so he took us into a restaurant and we had a meal in the restaurant. There was all German officers and that around. Nobody took any notice. No. Yeah. It was alright. I’d got my cap, no my gloves stuck in my epaulets. He said, ‘Would you mind taking them out? We don’t do that in Germany.’ He said, ‘It looks bad.’ So I stuffed it in my blouse you know. So after we’d had the meal he said, ‘Come with me,’ he said, ‘We’re going for a walk along the Rhine so I’ll take you in Cologne Cathedral. So we went into Cologne Cathedral and had photographs, well he took photographs of us together you know and we come back caught the train, well we got onto the platform and there was a little Canadian air gunner who were being escorted by a German Wehrmacht and he were knocking him about. So this pilot said, he said, ‘Look at him,’ he said ‘A hundred and fifty percent national socialist.’ So he weren’t for Hitler evidently.
CB: No. Well you were going through, you know you were travelling through Germany.
RH: Yeah.
CB: And we’d given it, particularly Cologne, quite a pasting.
RH: Yeah, this was, this was on –
CB: Did you see any of the devastation that –
RH: No. I didn’t.
CB: We’d caused.
RH: I can’t say as I did actually. No. I think we must have missed it. [laughs]
CB: [laughs] So the thousand bomber raid was a bit of a waste of time [laughs]
RH: I will admit that the nurses kept saying, ‘You don’t think they’ll bomb us again will you?’
CB: Ah.
RH: You know. I said, ‘No. I wouldn’t think so.’ They did though not long afterwards of course. Anyway, we had hours long down the Rhine and they kept pointing the different places out. We had a lovely time really. It was lovely.
CB: What was the food like? I mean they had poor rations themselves didn’t they? What food did they give you?
RH: I can’t remember.
CB: Well if it had been poor I think you’d have probably remembered
RH: Yeah. I don’t think it was. Yeah, it was quite good. Course the cinemas and places like that were closed, you know. Yeah. Yeah. It seemed funny to see people walking about though and -
Other: Passed on the right
RH: On the left.
Other: No right through dear.
RH: Right through on the Rhine.
[machine paused]
CB: Ok Ron. We’ve gone down the Rhine and we’ve arrived now at Dulag Luft
RH: Dulag Luft. We were just deposited at Dulag Luft and they put us in a six foot cell to try to get information. I was in that for about a week. Eventually they let you out and when I got out they lined me up at the end of the room, there were five or six more there. Then they brought another one out, another fella out, stood him at the side of me and he said, ‘I know you.’ I said, ‘Yes. I know you.’ I said, ‘It’s Mr Hands. You used to teach me mathematics didn’t you?’ It was my teacher.
CB: Oh good grief.
RH: Yeah. And we stuck together for the whole two years. Yeah. Yeah. That was interesting. Yeah. Anyway, we got into the main compound and there were Yanks in with us as well and from there on they sent us to Heydekrug but we did have normal coaches but they were wooden seats and I think we were about four days. Oh those seats were hard. I finished up in the luggage rack. More comfortable up there. So we got to Heydekrug and it was a fairly new camp actually at that time and had already brought some of Luft 3 in and gradually the camp filled up. Well, I was there for two years. Well not that one for two years but I was there for a year I suppose. It was quite interesting because we did, well I didn’t but they dug a tunnel and I think we got about thirty odd out and I think two or three got back and it was quite interesting really. We did hear. We got letters from them in code to say, you know, ‘We got back,’ sort of thing and then they took us to, we was in Poland. Thorn in Poland for a while. Can’t remember much about that and then from there we went to 357 and there was a lot of paratroops there because as far as the Germans was concerned paratroops were Luftwaffe.
CB: Yes.
RH: So we all got in together you know and they were from Arnhem. We had a lot of the Arnhem fellas in. But that was quite interesting.
CB: So this would be about September ‘44.
RH: Yeah. That’s right. And of course they moved us out of Heydekrug because the Russians were approaching. That’s why they moved us from there. Anyway, back to, Fallingbostel was 357. I have to think about this. They went out on the long march. Fortunately I didn’t have to go on that because I was in hospital at the time. I can’t remember what was wrong with me. So I got out of that one.
CB: So the conditions weren’t, you didn’t think they were too bad during this prisoner of war time.
RH: No. Not until about the last six months, nine months. Then of course we were coming in from one side and the Russians in from another squeezing them you know. We weren’t getting the parcels through. I mean at first we were getting nearly a parcel a week each but towards the end we weren’t getting much at all. All we were getting was potatoes and soup. Soup. Couldn’t call it soup really but we existed on it and got a parcel here and there from the Red Cross. Don’t know what we would have done without the Red Cross really.
CB: The escape from Stalag Luft 3 in March of ‘44 when the, and the fifty were eventually -
RH: Yeah.
CB: Captured and shot.
RH: Yeah.
CB: Was there anything, you know, recriminations or, you know how did you hear about it?
RH: I think the camp commandant told [pause] our leader. I’ve forgotten his name now.
CB: Shaw?
RH: No. Not Shaw. It weren’t Shaw.
CB: Oh.
RH: You’ve got that wrong. The footballer, well he wasn’t but we called him that for a bit.
CB: Oh Dixie Dean.
RH: Dixie Dean.
CB: Right.
RH: Dixie Dean. I think he told Dixie Dean and Dixie Dean said, ‘How many were just injured?’ Because they said they were trying to escape you see. They’d made a run and tried to escape.
CB: Yes.
RH: So he said, ‘How many were only wounded?’ ‘Oh none. They were all killed.’ He said, ‘That’s not possible.’ He said, ‘If you just fired like that,’ he said, ‘There would have been some that would have survived,’ and of course they couldn’t say anything about that.
CB: No.
RH: So the camp went mad. Took all the shutters off the windows, took them in the middle of the parade ground and set fire to them. That was our –
CB: Protest.
RH: Answer to it. You know. So that’s how we found about this. Of course a lot of the fellas that had come from Luft 3 knew all of these people. I didn’t and a lot of us didn’t but some did so –
CB: Was, was morale damaged or did you –
RH: Well we was pretty damned mad really.
CB: More angry than –
RH: Yeah. Yeah. More angry than anything. Anyway, as I say we got 357 and they went on the march and we were left behind fortunately and all I can think of now is this little armoured car came in the gates. One morning we woke up and there were no guards. Everybody had gone and this little armoured car come in. Of course everyone went mad. They crowded around this armoured car. Eventually some of the army came in as well you know and they were looking after us. The white bread was beautiful.
CB: What sort of thing did you do in the prisoner of war camp for entertainment and to, you know, pass the time?
RH: Well -
CB: What did you do?
RH: Of course, Heydekrug people were studying and you could do. It was all, it had been arranged that you could study and some, some people passed exams. So everybody got something to do if you wanted to and there was a good library. I started Polish. Learning Polish. I give it up. I couldn’t stand that. But people were studying all sorts.
CB: And the camp would put on theatre productions.
RH: Oh yeah well everybody got a bit of a hand in that.
CB: Yes. You didn’t take to the stage yourself.
RH: No. No thank you. No. No. And then we were doing things like making panels in the wall that took out so you could get to the next room. You see there were, the hut, there was like two huts like a semidetached house really and the door, the doors were side by side but you had to go up steps to go in one. Well we worked it out it took them so many seconds to come down the step, just walk across, go up the next steps in the next room so we took a panel out of the wall and made it so that you could, somebody’d slip through and back again and somebody in the next hut was one of the escapees so they took a panel off as the Germans went down the first lot of steps, took the panel off, I whipped through, jumped into his bed at the side, pulled the blanket over as though I was asleep and they’d come around counting you see. Well everybody was there but they weren’t. That were good fun. Yeah.
CB: Were there any tunnels that you knew of that were being dug?
RH: I know there was one from the, from the latrines and you know the latrines were actually about thirty holes so you had quite an interesting time when you went to the latrine. ‘Hello John how are you getting on? What are you doing?’ Are you doing so and so, you know. Everybody was talking [laughs] and so you’d go in there and instead of being there for five minutes you’d be there perhaps an hour talking to two or three other people, you know
CB: Did you ever fancy escaping yourself?
RH: No. I didn’t. I couldn’t get in a tunnel. Oh I couldn’t do that. No. I’d helped. I helped them. I helped. I did belong to tally ho as regards helping out with things. You know. Anyway, I thought it was more sensible to stay where you were. Don’t get shot so easily that way. Hopefully. Anyway, went in to the latrines one day and some bloke was standing there and said, ‘Don’t go in number one. They’re digging a tunnel down there.’ They were down there digging a tunnel. Of all the places to pick. But you see that was the closest to the wire. That’s why they went for that one and they did get about thirty odd out.
CB: Right.
RH: Yeah. I don’t know how they smelt but, I think, I bet the Germans picked them up easy [laughs] from their perfume. Oh dear.
CB: So -
RH: Do you know there were people even making model aircraft and flying them? And the only way you could get the glue, you know this sticky brown paper? We never threw, never threw anything away all that was boiled down and finished up as glue at the bottom of the pot you know. And silver paper, you can make things out of silver paper. It was all melted down but you, you needed a pile about half as big as this room to get a little bit of, and then they used to make a mould out of soap and pour it in and you got whatever you wanted so when they were making a German uniform they made the buckle out of silver paper that had been melted down, you know. ‘Cause I mean, we’d got people there that made uniforms and made clothes and all sorts of things because I mean the RAF uniform was almost the same as Luftwaffe. You couldn’t hardly tell the difference. So there was always somebody slaving away on something. Never a dull moment. I mean people, they would say, ‘Well didn’t you get bored?’ We never got bored. Too much to do. Yeah.
CB: Did you know what was happening in Europe war wise at this time?
RH: Oh yeah.
CB: Did you have a radio or -
RH: Yeah we had the radio. Every lunchtime this fella would come in, ‘Right chaps. Watch the windows,’ and somebody’d sit near the window, watching out the windows, see if there’s any moles about. ‘There’s one coming up.’ ‘Hang on a minute.’ ‘Oh sit down. We’ll wait till he’s gone.’ Everybody that walked into that camp, every German that walked in that camp was plotted all the way around. We knew where he was all the while from one mouth to another you know. So and sometimes somebody would say, ‘Ferret.’ We called them ferrets and you see the huts were about this high of the ground and they’d crawl under to make sure that there were no tunnels you see and somebody would say, ‘Ferret.’ ‘Where?’ About ten blokes would get together. They’d stand there, ‘Ready, steady go,’ and everybody would jump up and down. Well all the dirt used to fall like that you know and he’d come scurrying out the other end dirt all down [laughs] Oh we pulled their legs something horrible really. I mean when a, when a guard walked up and down with his rifle over his shoulder there would be about five blokes right on top behind him following him like this you know and then as soon as he turned around they just vanished. One, ‘cause as regards tunnels we had to shore them up with bed boards so eventually everybody had only got about three bed boards left. Head, bottom, feet, you know. Oh it was uncomfortable. And one day they came in, take, they took nearly all the bed boards away on this lorry and there were the German guards standing on top of them with a schmeiser, you know. So when he looking over that end someone were nicking them off the other end. As soon as he swung around they was nicking it off the other end. [Laughs] Whatsisname came around he said, ‘I’m afraid somebody is going to get shot.’ He said, ‘Why don’t they pack it in?’ He said, ‘They’ll get shot.’ Dixie Dean. He said, ‘I’m scared to death somebody’s going to get shot.’ Anyway, nobody ever was.
CB: I think you mentioned that the guards had a peculiar way of searching. They’d search for one thing one day and -
RH: Oh yes. Oh yeah. Yeah. They only took what they were looking for that day. Yeah. Yeah. Yeah.
CB: So if they were looking for scissors one day, the next day if they found some they weren’t bothered.
RH: No they weren’t bothered. No. Mad.
CB: What was the relationship between you and the guards? Did you -
RH: Well you got to know one or two of them yeah but don’t forget they were all old people. Not as old as me but they were, they were, some of them had been prisoners of war in England and you might get one that would talk to you, you know but there was always one or two of our people that spoke good German and they’d try and get things. You know. They were kept for getting and once, you know, they’d offer them something big or something that was not much at all but once you’d got him on, under your thumb the answer was well, I want so and so.’ Oh I can’t get that. I can’t get that.’ ‘Well you’d better or else you’ll be on the Eastern Front,’ ‘cause that was always their worry. Eastern front. You know. So they’d get it in the end. Bits for cameras and things like that. Yeah. But we did used to swap things with some of them. I mean I can remember when we were swapping tins of cocoa for a loaf of bread but I mean there was, it were full of sand with a bit of cocoa on the top. [laughs] Oh we were rotten. [laughs] Throwing it over the wire you know.
CB: Did you know when D-Day had happened?
RH: I was home on D-Day.
CB: Oh right.
RH: I was home about a week before D-Day.
CB: Oh.
RH: Yeah. Yeah fortunately because 357 was close to where they signed the -
CB: Oh the -
RH: Yeah.
CB: Armistice.
RH: Can’t remember where that was now but we were close to that. Yeah.
CB: So what was, what happened towards, you know the end of your captivity? How did it come about? The truck arrived. The, and was that the end? Did you -
RH: Yeah. Well they took us out in trucks to this aerodrome. I don’t know what aerodrome it was. I never did find out and we were there all day. There was thousands there you know and the army was in charge. There weren’t many RAF. Not at that moment. They were nearly all army and these Dakotas landed and Lancasters and Halifaxes. They’d pile the army in you know. Well we’d been there all day and one of our blokes said, he said, ‘I’ve had enough of this, they’re not taking all their men.’ He said, ‘We’re the ones, the RAF are taking us back and,’ he said, ‘We’re stuck here.’ He said, ‘I’m going to have a go at this.’ Anyway, the next Dakota came in and he ran across to it and when they put the ladder down he went up and had a word with the pilot, squadron leader somebody. So he said, ‘What’s your problem?’ So he said, ‘They’re taking all the army,’ he said, ‘And just leaving us.’ He said, ‘They’re not bothered about us.’ He said, ‘Well I’ve finished. This was my last flight,’ he said, ‘But I’ll take you. How many of you is there?’ So and so. ‘That’s a couple over what I should do,’ he said, ‘But,’ he said, ‘I’ll chance it if you will.’ He said, ‘All of you come across here,’ he said, ‘I’ll take you home.’ So he did an extra flight and brought us back. And when we got to the other end everybody had a WAAF each to look after us.
CB: This was at Cosford.
RH: At Cosford. Yeah.
CB: Yeah.
RH: Yeah.
CB: What was your feelings when you landed?
RH: What?
CB: What were you feelings after, you know your captivity, all you’d been through?
RH: Well I can remember, I can remember passing and everybody was looking out the window saying, ‘Look the white cliffs of Dover. At last.’ You know. That was a lovely sight that was. And I don’t know where we landed. It wasn’t Cosford ‘cause we had to catch a train to Cosford.
CB: Oh right.
RH: But there was, on the train there was four of us to a compartment. We had the whole train to ourselves, you know.
CB: Did you ever think you weren’t, you wouldn’t make it back?
RH: No. I never thought about it. I thought we would eventually you know. I suppose we were lucky they didn’t shoot all of us really. Yeah.
CB: And you got to Cosford and then -
RH: We were there ‘til they kitted us out and I think I had six weeks leave. Everybody had about six weeks and back pay for two years.
CB: Wow.
RH: And all the Canadians and Americans were saying, every time they jumped out of bed, ‘Another pound in the bank.’ That were marvellous. I’d draw some money out and when you went back the next time there’d some more been put in. As fast as you drew it out they were putting some more in. I’ve never come across that since then though funnily enough. No. Lovely.
CB: So in your six, six weeks off or so and then what happened? Were you -
RH: Went back to Cosford and they didn’t know what to do with us really. We were going into towns where they were having these parties in the, street parties remember and they were taking us to these street parties and then they took us round Austin Motor Works to see that, all that. You know. It was all very interesting but really we were a dead loss to them really. Couldn’t do anything with us. Not many people stayed in. They asked you if you wanted to stay in. Of course my friend Ted did. He said, ‘Yes. I’ll stay’ and he got to squadron leader.
CB: And what did you do?
RH: Came out.
CB: Went home.
RH: I was a bit sorry. The last day I felt a bit sorry really. Still there we are.
CB: You had the camaraderie of your pals you know, even though -
RH: Yeah.
CB: Just for the four tours or whatever.
RH: Yeah.
CB: And then you had the friends you made in the camps and then it was just a sudden stop.
RH: Yeah and I mean we was all going to meet so and so and not many did.
CB: No.
RH: Once you got back into Civvy Street and you got into work again I suppose it all changed didn’t it really? Yeah.
CB: Perhaps some of them just didn’t want to remember what had happened.
RH: I don’t, I mean people say that. I don’t think we were very bothered any of us. I mean and others say they don’t like to talk about it. Well, all the ones I know don’t mind talking about it. Not really.
CB: What work did you do after the war?
RH: I went back to the Co-op.
CB: And you settled into that happily.
RH: Well only for about two years and then my stepfather was a sub postmaster and when he died I got it so I had the post office for thirty two years. Yeah. That was alright. That was a good job.
CB: Do you think your experiences in the war had any effect on you afterwards?
RH: I don’t know. I suppose in a way you got to the point you were frightened of anything anymore. Weren’t frightened of anything anymore. You know, you thought to yourself, ‘Well. I got through that I can get through anything.’ Yeah. I mean we had three raids at the post office.
CB: Oh crikey.
RH: We got rid, well we got rid of it. I didn’t get rid of one. The second one that come in. He pointed a gun at me and said, ‘Money.’ And my wife was in the corner. She said, ‘What’s he want?’ I said, ‘Money.’ She said, ‘Tell him where to go.’ I said, ‘I’m going to.’ I said, ‘Look. There’s the door. Get out of it.’ And then he turned around and walked out. Which was very lucky. I said to her afterwards, ‘He were pointing a ruddy gun at me not at you.’ [laughs]
CB: You never thought ‘Oh my God I’ve fought this war, I’ve been involved and then this happens.’
RH: It makes you wonder doesn’t it? Yeah. Yeah. Yeah. And then there was another man that had been defrauding the post by ordering insurance stamps. Insurance stamps were worth a lot of money in those days and he’d order all these and they’d put them through and he’d say, ‘Oh just a minute. I’ve got a parcel in the car. I’ll go and fetch it.’ He never went back, he never went back with the money. I forget what they called him, they’d given him a name. Two years they tried to catch him and we caught him. He came in and did his usual, you know and the wife was in the corner and she went ‘psst’ you know so I didn’t, I didn’t put the stamps through. I kept them this side you know, he said, ‘Oh I’ve got a parcel. I’ll just go and fetch the parcel.’ I knew he was making a getaway really. He could see I wasn’t going to give and as he went out the postman came in the door and I said, ‘John, get the number of that car, that van for the person who’s just run out.’ ‘Where? Where?’ You know. ‘Oh,’ I said, ‘You’re too late.’ I got straight on the phone to the, our policing department and the police put road stops up all around Peterborough and when they got to Stanground the woman on the counter of Stanground said, ‘Oh. I think I’ve just served him.’ Just like that you know. They see this bloke coming out the door, they grabbed him and it wasn’t him. [laughs] Anyway, he were further down the road and they caught him before he got in the car. But I think we got two hundred pound for that. Yeah. We had three lots of two hundred pound. Very useful. [laughs]
CB: Well Ron it’s been absolutely wonderful to hear you. Thank you very much for this interview.
RH: Oh it’s alright. You’re quite welcome.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Ron Hemsworth
Format
The file format, physical medium, or dimensions of the resource
01:14:17 audio recording
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AHemsworthR150729
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-29
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Ron joined the Royal Air Force in January 1941. Initially a wireless operator/air gunner, he failed morse code at Blackpool. He was posted to RAF Swinderby and worked in the stores and flying control. Air gunnery school followed at RAF Bridlington and RAF Morpeth. Ron went to an Operational Training Unit at RAF Honeybourne where he crewed up and flew in Whitleys. He went on to multi-engine aircraft near York and flew Halifaxes. Ron joined 76 Squadron at Linton-on-Ouse and flew four operations: Stettin, Duisburg, a mine laying operation and two trips which were not completed because of issues with the intercom.
Ron describes how his aircraft was hit on the starboard wing and what happened to the crew. He had problems with his parachute and landed on a house roof, dislocating his leg. He spent a month in a civilian hospital in Munster. He was transported by a kind German fighter pilot to Dulag Luft, near Frankfurt. Ron was sent to Stalag Luft 6. People could study, and there was a library and entertainment. Ron made model aircraft. Provisions became scarce in the latter months. A tunnel was dug near the latrines and 30 prisoners escaped. The guards abandoned the camp and Ron was taken to an aerodrome and flown home in a Dakota. He went to RAF Cosford, but, with little to do, he came out of the RAF.
Creator
An entity primarily responsible for making the resource
Clare Bennett
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Lithuania
Poland
England--Lincolnshire
England--Yorkshire
Germany--Duisburg
Lithuania--Šilutė
Poland--Szczecin
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Sally Coulter
76 Squadron
air gunner
aircrew
bale out
bombing
C-47
crewing up
Dulag Luft
escaping
fear
Halifax
military service conditions
mine laying
prisoner of war
RAF Bridlington
RAF Cosford
RAF Honeybourne
RAF Linton on Ouse
RAF Morpeth
RAF Swinderby
shot down
Stalag Luft 6
superstition
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/106/2232/LBriggsDW56124v1.1.pdf
bd80d29b93944ac5a20236df4e418bc8
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
Briggs, Donald
Donald W Briggs
D W Briggs
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-27
Identifier
An unambiguous reference to the resource within a given context
Briggs, DW
Description
An account of the resource
21 items. The collection consists of one oral history interview with flight engineer Donald Ward Briggs (1924 - 2018), his logbook, memoirs and 16 wartime and post war photographs. He completed 62 operations with 156 Squadron Pathfinders flying from RAF Upwood. Post war, Donald Briggs retrained as a pilot flying Meteors and Canberras. He eventually joined the V-Force on Valiants and was the co-pilot for the third British hydrogen bomb test at Malden Island in 1957.
The collection has been donated to the IBCC Digital Archive by Donald Briggs and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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/.
Identifier
An unambiguous reference to the resource within a given context
LBriggsDW56124v1
Title
A name given to the resource
Donald Briggs' log book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Format
The file format, physical medium, or dimensions of the resource
One handwritten booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1944-06-11
1944-06-12
1944-06-15
1944-06-16
1944-06-17
1944-06-24
1944-06-27
1944-06-28
1944-07-02
1944-07-07
1944-07-08
1944-07-10
1944-07-12
1944-07-13
1944-07-14
1944-07-18
1944-07-28
1944-07-29
1944-07-30
1944-08-03
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-12
1944-08-13
1944-08-15
1944-08-16
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-29
1944-08-30
1944-08-31
1944-09-15
1944-09-16
1944-09-17
1944-09-20
1944-09-23
1944-09-25
1944-09-26
1944-09-27
1944-10-05
1944-10-06
1944-10-07
1944-10-14
1944-10-15
1944-11-18
1944-11-28
1944-11-30
1944-12-05
1944-12-06
1944-12-07
1944-12-29
1945-01-02
1945-01-03
1945-01-04
1945-01-05
1945-01-06
1945-01-14
1945-01-15
1945-01-16
1945-01-17
1945-01-28
1945-01-29
1945-02-07
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-03-01
1945-03-05
1945-03-06
1945-03-07
1945-03-08
1945-03-09
1945-03-12
1945-03-15
1945-03-16
1945-03-17
1945-03-19
1945-03-20
1945-03-22
1945-03-24
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Atlantic Ocean--English Channel
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
England--Cambridgeshire
France--Bayeux
France--Caen
France--Calais
France--Lens
France--Royan
France--Saint-Lô
Germany--Bochum
Germany--Chemnitz
Germany--Dessau (Dessau)
Germany--Dortmund
Germany--Dresden
Germany--Duisburg
Germany--Essen
Germany--Goch
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Koblenz
Germany--Leuna
Germany--Münster in Westfalen
Germany--Neuss
Germany--Osnabrück
Germany--Soest
Germany--Stuttgart
Germany--Zeitz
Netherlands--Eindhoven
Poland--Szczecin
Germany
Netherlands
France
Poland
England--Sussex
Germany--Mannheim
France--Montdidier (Hauts-de-France)
Germany--Ruhr (Region)
France--Cap Gris Nez
France--Nucourt
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Description
An account of the resource
Donald Briggs served as a flight engineer with 156 Squadron Pathfinders flying Lancasters from RAF Upwood between 27 May 1944 and 31 March 1945. The incomplete log book includes 62 daylight and night time operations to French, German, Dutch and Polish targets: battle fronts, Bayeux, Bois de Cassin, Chemnitz, Coblenz, Caen, Cagny, Calais, Cannantre, Cap Gris Nez (Calais), Disemont, Eindohven, Foret de Nieppe, Fort d’Englos, Harpenerweg, Hemmingstadt, Hildersheim, Lens, Lumbacs, Middel Straete, Miseburg oil refinery, Moerdish bridges, Montdidier, Nucourt, Nurnburg, Pollitz, Royan, Royen, Saint-Lô, St Philbert, Bochum, Chemnitz, Dessau, Dortmund, Dresden, Duisburg, Essen, Goch, Hamburg, Hanau, Hannover, Kiel, Kleve, Koblenz, Leuna, Mannheim, Münster, Neuss, Osnabrück, Renescure, Russleheim, Saarbrucken, Soest, Stuttgart, Szczecin, Vaires near Paris and Zeitz. His pilots on operations were Flight Lieutenant Neal, Wing Commander Bingham-Hall and Flight Lieutenant Williams.
156 Squadron
8 Group
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
flight engineer
Lancaster
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Upwood
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/2319/AtkinsAH1501.1.jpg
830d36dbb0e2983788b5232c59af5c29
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/2319/AAtkinsA151121.1.mp3
a335b230e07e85171cab65215eb6d2d2
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
Atkins, Arthur
A H Atkins
Description
An account of the resource
24 items. An oral history interview with Arthur Atkins DFC (d. 2022, Royal Australian Air Force), his logbook and 23 photographs. Arthur Atkins grew up in Melbourne, Australia and joined the RAAF. After training he flew 32 operations as a pilot with 625 Squadron from RAF Kelstern.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Atkins and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Atkins, A
Conforms To
An established standard to which the described resource conforms.
Pending additional content
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AP: So this interview for the International Bomber Command Centre’s Digital Archive is with Arthur Atkins, a 625 squadron Lancaster pilot during the Second World War. The interview is taking place at Arthur’s house in Kew in Melbourne. My name’s Adam Purcell. It’s the 21st of November 2015. Arthur we’ll start from the beginning if you don’t mind.
AA: Right.
AP: Tell us something of your early life, what you were doing growing up, and what you did before the war.
AA: Yeah well I was born at 212 Prospect Hill Road in, Prospect Hill Road oh what was the suburb? Surrey Hills, Surrey Hills. Then we moved to Canterbury when I was about eight or nine and I attended the Canterbury state school up to grade six. Then the equivalent of grade seven I started Scotch College. I was there for six years and I mainly concentrated on business subjects because that’s what I thought I would be going into and I did. I worked in an insurance company for about three or four years. I didn’t do any flying then but I, when I was a small boy and I was in the Cubs, you know, the junior Boy Scouts, they, one Saturday afternoon, we went down to the old airfield on Coode Island and I had my first flight in an aeroplane at about the age of nine, I should think. Eight or nine. Two cubs in the one cockpit. I don’t know who sat on whose knee. I can’t remember that but we were both in the cockpit half standing looking out over each side I should imagine but that was my first experience of flying and then I entered the Sun News Pictorial’s competition for someone most likely to fly, be able to fly an aeroplane and they’d get a free instruction to pilot licence but I didn’t, I didn’t win. There was, I think there was about a hundred people went for it and I was just one of them. I flew the aeroplane, an old Avro Avian I think it was. Single engine thing. I flew it for a little while because I’d flown model planes a lot and I knew exactly what it should do. I thought I did alright but no, I didn’t win it but then in my last year at Scotch I went in, tried to get in to the Point Cook pilot’s training system. I think there was about twenty vacancies or something and I think there was about two thousand people volunteered for it so I didn’t get that one either. However, when the war broke out I got in to the army militia I think in the middle of 1944. Well, that was alright. I didn’t mind it. September ‘44 it was and I had three months. September, October, November. I decided I’d get out so one day when I was on leave I called in to the recruiting office in Russell Street, for the Air Force that is, and they immediately signed me up. Gave me a piece of paper showing that I was a member of the RAAF and my rank was AC2. Aircraftman class 2. And then I had to attend about three times a week at various places to fit me for going into the initial training school. Mathematics and so on. Anyway, I got in and I, that was in nineteen, but the thing was going on to the reserve where I had to do these exercises and so on, lectures, about a fortnight before Pearl Harbour. This. About two weeks before that and the date of that is, December the 7th. I think it was about November the 20th or something that I enlisted in the Air Force. Just as well because I wouldn’t have been able to get out of the, the army as easily as I did and I was unfortunately of course it was mid-winter at Somers. Coldest place I’ve been in my life and some people used to wear their pyjamas under everything else because they only gave us very sort of flimsy one-piece overalls to wear in the midwinter at Somers. By September things were looking up a bit and I finished the course then and they called me in to tell me where I’d be going to next as everyone had depending on your results and they said, ‘We want to make you a navigator,’ because I was very good at mathematics at that stage and I was also a qualified accountant at that stage but I said, ‘No. I don’t want to be a navigator. I want to fly the aeroplanes. Thanks.’ And they said, ‘Well, you came top of your course.’ Course number 28 at Somers. ‘So you actually have a choice of what you’re going to do.’ They didn’t tell me that at first. Only when I objected to being a navigator. And they said well seeing you came top you can choose to train as a pilot and I went up to Benalla and flew Tiger Moths. I was there for two or three months. It’s all there in the logbook but Benalla was good fun flying the Tigers. I never broke one or landed one badly or anything like that and I came out of that alright and they sent me then after about three months, around about Christmastime ’44, ‘44 I suppose it would have been. No, no, would have been Christmas, Christmas ‘43 because I got to England in, in ‘43. Yeah, it would have been ’42. Yeah. Christmas ‘42 would have been the date I finished at Benalla and went to Mallala, South Australia about forty miles north of Adelaide. Looked like the desert and felt like it. I think it was a hundred and eight degrees for three or four days on one occasion and the beds inside the iron huts were that hot you couldn’t sit on the iron bedsteads because they were too hot to be comfortable. But anyway that was, it was quite good. I was there for, until about April or May. Mallala, South Australia, yeah, I’ll put my glasses on. I can read what I’ve written. Yeah. Yeah so I left Mallala on the, in April ‘43 and went to Ascot Vale showgrounds and I was there, only there for two or three weeks with, and fortunately I had a friend I was with, a fella named David Browne and we used to just wander around the city for a while doing nothing just waiting for something to happen and then finally in May, about the middle of April, 25th of April I was sent to Point Cook to do a course on blind approach. That is flying the beam in to land and had quite a bit of other, other work too. In fact, for about ten days I was in charge of the control tower at Point Cook. Not that any accidents ever happened so I wasn’t tested there. I just looked out the window and talked to the, the blokes from the fire cart and the ambulance from down below the control tower and I remember saying, ‘What happens if something goes wrong? What am I supposed to do?’ They said, ‘Send a signal.’ ‘Signal?’ I said. ‘What’s a signal?’ Apparently they meant send some sort of a telegram to, to someone or other. The boss of the group, of that particular group. Anyway, that only lasted a little while and then I was on flying there on Oxfords. Airspeed Oxfords. Mostly under the hood, you know, blind flying on the beam. After that I went to Bradfield Park in Sydney just prior to catching a boat to San Francisco and they put us on a, an American, converted to troopship so a small, sort of, it had been a coastal [trader] I think or something like that. Proper steam steamship called the Mount Vernon which was something to do with George Washington’s home town or something like that and we headed out across towards New Zealand. I was seasick but my friend David Browne wasn’t. I was a bit envious of him. He could still eat these rather sickly, sickly looking thick drinks that he used to get from the canteen while I was chuntering out over the rail. And we got in, finally we got in to New Zealand on the North Island. Auckland. And that was quite interesting. We got off the ship. We were allowed to stay to see New Zealand in four hours so we did that and two or three, there was a group of two or three of us just walking along in Auckland somewhere and we got picked up by a couple of girls who said, ‘Come home and have dinner with us.’ You know, and being generous to the troops so we followed them and went home and spoke to all their family and had a very nice dinner, the three of us, for nothing, you know, just because we happened to be in navy blue uniforms and the New Zealanders had the grey blue uniform of the RAF. But a funny thing happened. While we were just lolling around after dinner the fiancé or boyfriend of one of the girls arrived at the front door and everyone was a little bit embarrassed about that, picking up strange troops, you know, foreign troops, on in the street. So we said, ‘Oh well, we’re off now anyway. Thank you very much,’ we went back to the boat but the bloke who came to the front door was wearing a New Zealand Air Force uniform. He’d been on some island, I think, just north of New Zealand somewhere on duty and he’d just got some leave to come back to Auckland. Anyway, we got back on the boat and then the next thing we knew we’d, we were pulling into San Francisco harbour and sailing under the Golden Gate Bridge escorted in the last part of the trip to there by a blimp and we also saw a submarine. And there was a bloke working on a ship unloading it or loading it. An American ship alongside where we were and a couple of blokes sang out to him, ‘What are you doing sport?’ or something like that. He said, ‘Go home limey.’ [laughs] He thought we were British. He’d probably never heard of Australia. And while we were, we had about a month in America which was one of the most delightful times of my whole life because the Americans were very generous at handing out food, lifts here and there. We went down to New York on one occasion and we had a weekend in New York, in New York in 1943 which not many people from Australia ever experienced. And up, up the, up all the skyscrapers, the Empire State, and we went around to the theatre where the Rockets were dancing around the stage, about a dozen of them, high kicking on the stage. That that was sort of interesting. But then we, we found out that we could go in to any of the night clubs and just have a drink at the bar, and pay for it but you couldn’t sit down. You didn’t have to pay fifty dollars like the Yanks had to, to go in and sit down at a table. We could just go in and stand at the, at the bar and have a drink and watch what was going on and at one stage we were in the Astor Roof Nightclub and the band leader who was Harry, someone or other. Betty Grable, his girlfriend or wife, was sitting in the front row near the band. We were in the table a bit further back. We’d been, we were standing at the bar, a couple of friends and myself, air force people, and this bloke came over and said, ‘Would you like to sit at our table.’ I think there must have been just the two of us by that stage. One of them had gone off somewhere else and I said, ‘Yeah, that’s alright,’ and he sat us down at a table. He had his wife and two women. Married women probably. And we made up a nice party of six people all at his expense. Very good. Then we went back to his hotel afterwards and had a few whiskies I think, if I remember rightly. But that was how the Americans were with us. They asked some funny questions like, ‘Where did you learn to speak English?’ at times. I think they thought we came from Austria or something. Confused Austria with Australia. So, they didn’t know much about Australia, the Americans but we had, in New York, we had all the, comforts like free food, free breakfasts and so on that they had. Then a little later we got on to the Queen Elizabeth which was to take us to England or Scotland actually and it set off and I think there was a half a dozen of us together got into the, into the cabin which was allocated to us. Seven of us got into the cabin but there were only four, four, four bunks in it but fortunately I was one of the early ones getting in. I got one of the bunks. The last man in got the floor. Four days. The Queen Elizabeth mark one it was of course at that stage zigzagged all the way across the Pacific, the, sorry, the Atlantic to Scotland, one way, alternate turning movements you know with not all exactly the same but, so that was to fool any submarines that were watching and I think they, they said the speed they were doing at one stage was forty knots, the Queen Elizabeth. Well that’s about what forty five miles an hour or something like that. Not bad for a big boat like that. Anyway, nothing happened to us. We didn’t even see any submarines. Oh but yes that boat we travelled to in New Zealand and San Francisco on got sunk about three trips later by a Japanese torpedo so I’m lucky to be here. Anyway, the boat pulled in and then we went down to Brighton on the train. The same day the boat pulled in in the morning we got, all climbed on a train and went straight to Brighton in Sussex on the south coast. That was a beautiful time too. I liked Brighton. I could have stayed there for years but they only left us there for weeks and sent us to an RAF station at Andover. There wasn’t much flying going on there. I didn’t notice any. We were only there for, what, a couple of weeks doing ground subjects. Learning the way the RAF worked but the one thing I did notice we had a very nice room to sleep in and we had, we were all sergeants then by the way. The RAF conditions were way and above anything the Australian Air Force had ever thought of and you know we had people to clean the huts, sweep the floors out, make the beds and it was just like officers would have got in Australia if they were lucky and then and weren’t living in New Guinea or something like that but that was okay and then the next move was to Greenham Common where we were once again flying Airspeed Oxfords and an interesting thing happened the first day we were there. We got there in the afternoon and a couple of us, a couple of other fellas and myself walked out across the airfield the airfield a bit. Down one end of it where they, and they weren’t flying at the time we walked there. Must have been late in the afternoon. Anyway, we got to the runway and there was a big black patch about fifty or sixty feet across and we went and had a look at the black patch and we could see someone’s braces ends here and a bit of red meat there and so on. Someone had crashed an Oxford the night before and had burned out and they hadn’t scraped everything off the runway. They’d got most of him but they probably put a few bricks in the coffin because I was detailed because my name started with A and I was just taken off the top of the list and told, ‘You’re going to carry this coffin and load it on the train this morning.’ And that was my introduction to RAF flying, carrying what remained of the pilot to the local railway station where we shoved it into the guards van and said, ‘Goodbye Sport,’ and that was it. After that there was no accidents that I can remember at Greenham Common. We were flying, practicing flying on Oxfords and I got a, above average rating for flying Oxfords there because I’d had all that practice flying them at Point Cook. A bit unfair but I didn’t knock it back but then we went to a little place from Greenham to an airfield called Long Newnton. Long Newnton N E W N T O N. A pilots’ advanced flying unit. Well so was Greenham Common. That was 15 PAFU. They moved out, moved them all out because the Americans wanted somewhere to land, to store their invasion gliders so they shifted us from Greenham Common to Long Newnton and I remember we all got loaded into a bus or train or something and got out at the local station or was dumped off at the airfield at Long Newnton. Of course we didn’t hang around there. We thought we’d wander down and have a beer at the local pub. It wasn’t very far from the airfield. We walked in to the pub in the Cotswolds it was. The Cotswolds. And as we, we went into the bar and there was a couple of blokes in there. They must have been farmers. They were wearing just ordinary clothes which was a bit unusual in England at that time to find ordinary civilians in odd little clubs, they were mostly in uniform of some sort. And one of them said to me, ‘What do you think of the Cotswolds?’ I said, ‘Cotswolds? Is that where we are?’ And we were in the Cotswolds. I’d heard of them of course. I knew almost as much about the geography of England as I did of Victoria because I’d, you know, been buying books when I was a kid. All English comics and so on and a book called “Modern Boy” or something which consisted mostly of aeroplanes and steam trains and so on and we found it was quite a pleasant place, Long Newnton and we just continued to fly our Airspeed Oxfords there and train on them but we had one bad experience. We had to do night flying. Night, night cross-countries. A triangular course. You’d fly north, then northwest, then south west and bring yourself back to the, to the base. Navigating in the dark. Just flying on instruments and if you missed, missed one of the beacons, they had beacons were flashing lights like A for one of, one of the turning points and perhaps F or something for the next turning points. You had to know your Morse code so you knew where you were and then you knew where you were and one of our blokes didn’t come back. You know, it was all at night. Black as night. And England was black as pitch most of the places except for the odd airfields and the beacons, air force beacons like that. I think they were red but I can’t quite remember. There were two types. There was red beacons and white beacons and we were flying on the, I think the red beacons but he didn’t come back and we were just waiting around. Waited around for about another hour or so and someone came out and said, ‘You can all go home now. We’re cancelling the, the, the rest of the exercise tonight. That bloke’s crashed his Oxford and killed himself and we won’t be doing any more flying tonight.’ But it didn’t stop all the flying the next day. But after we’d spent a fair bit of time flying Oxfords we were put on to Wellingtons at um where was it? Lichfield, in the Midlands. 27 OTU. We never flew them. They, some, they split this particular group I was in into two parts. One of them, one part stayed at Lichfield and did all the practising on Wellingtons and the rest and the other half of the group did the Wellington flying at a place called Church Broughton. Church Broughton. And that was where I had my experience with one engine and when we were doing practicing circuits and bumps on approaches on one engine. Then you’d fire both of them up together and not actually land. Just practicing flying around on the one engine on the port engine. The starboard engine was, let me see, no, I think we had to, yeah, we had to power off on the port engine and just use the starboard engine for getting around. On the Wellington you weren’t supposed to fly against the good engine because, I don’t know, there was some reason for it. The Wellington didn’t have enough spare [?] in it to just fly very well on one engine and if you flew against the good engine you could be giving yourself a bit of bother. You mightn’t be able to control it. So, when the starboard engine went out and I was doing a left hand circuit as usual I didn’t quite know what to do and because, according to the rules we should have done a very big circuit around to starboard and landed and done a clockwise circuit. It was always anti-clockwise normal landing circuits in the RAF except on special occasions when the airfield mightn’t have suited a clock, an anti-clockwise approach. After that, well I was on Halifaxes. Halifaxes. Yeah, I haven’t got a picture of one of those here. They, they were quite good. We were flying Halifaxes for a month and, oh yes because I, with this engine off getting back to the Wellington with the crook starboard engine it was still giving some half power but there were sparks and things and black smoke coming out the back of it from somewhere and it had it there. We knew the engine had had it but I just, because it was giving us a little bit of power, I kept going on the anti-clockwise circuit and landed. Did a quite good landing too. Smooth landing but when we came to a stop on the runway and I tried to fire the engines up to taxi back to our parking spot I couldn’t do that. It just kept going around in circuits on the, on the good engine so we had to, we were all fitted with radio of course so I called up the control tower and said, ‘Send us out a tractor. You’re going to have to drag us in. We can’t taxi,’ and I got into trouble for not bailing the crew out which I’d never heard of them doing just because they had lost an engine and what else didn’t I do right? Oh I should have feathered the, feathered the propeller on the starboard engine. All good experience and I said, ‘Well it was still giving me a bit of power so I used it to pull us around into, into the landing, landing position.’ They said, ‘Oh that’s no good. You should have, you should have bailed the crew out and feathered the engine.’ Well I’d never had those instructions. I didn’t argue after that because he was, Australian he was the flight commander. He was a sour puss, I noticed, always. He got sourer than ever when I came back next day and he found the engine had to be changed but at least he didn’t have to change the bloody Wellington and he didn’t have to change the crew. They, we wouldn’t if I had bailed them out by the time they all got out I don’t think all their parachutes would have held them, held them up off, would have opened quickly enough to save them but that didn’t oh worry him. He just didn’t like, didn’t like the rest of us I think for coming in safely and not feathering one engine but I’ve read a lot of stories about Wellingtons trying to land on one engine and about fifty percent of them crashed and killed the crew. It’s probably through the wrong engine going or something like that. I don’t know. Anyway, after that we were on the Halifaxes. They were alright but we had a few worrying moments. The Halifax had four engines of course and there were a lot of Halifax squadrons flying at that time but they were mostly flying on the radial engine Halifaxes. What, we were training on the ones that had been rejected for operations and had the old early model Merlin V12 engines, you know and they had various faults. The Halifax used to have a bad habit of swinging to the left when you landed it. I was warned about that. Then I found out afterwards that they ran out of brakes. If you did, if you did a fair bit of taxiing you found you couldn’t, your brakes had ran out of air or vacuum or something. I don’t know whether they were vacuum brakes or air brakes but the brakes didn’t work if you’d run out of certain, certain distance. Anyway, the first landing I did in a Halifax, they were still using it for bombing here and there, the first landing I did in a Halifax I did a very smooth landing. I always did smooth landings and I was very pleased with myself. We just coasted down the runway just about, you know, ready to turn off in a cross runway and back to the parking area and suddenly the Halifax, I was quite relaxed, suddenly it swung around to the left like I’d been warned about, ‘Don’t let it swing on you.’ Well, I took that with a grain of salt and didn’t take a great deal of notice but fortunately, the, er the instructor who’d actually had done a couple of circuits with me on this practising single engine flying had got out and he wasn’t watching us. He saw us come in to land and he thought that was very good, got on his bike and rode off to the mess and then by the time the, the Halifax swung around to the left and did a circle, a half a circle on the grass he was in the mess on his pushbike, with his pushbike and no one in the control tower said a word to us about it afterwards. Anyway, it swung so far we went down the runaway and swung right around and was facing the way we came, on the grass. It swung to the left. The, I think the Lancasters had a, a tendency to swing to the right. You had to, when you, when you flew a Lancaster with the four throttles in your hand you had to push one further forward to, to stop the thing turning or running off the runway. When you were taking off that was. They were alright when you were landing her but they had a little tendency when you put the full power on to go one way or the other so you had the four throttles in one hand. You pushed one throttle ahead of the other. I don’t know whether it was the little finger or the first finger. I think the Lancaster tended to swing to the right. Well if it did you’d have to put a bit more power on the, on the outer, starboard outer engine to prevent that swing. But anyway, I, I just taxied the Halifax which was on the grass facing the way we’d come in, taxied on, got it back on the runway, took it down to where we parked it, got the truck back to the or our bikes probably at that stage, bikes back to the mess and nothing was said by anyone. Not even flying control. They hadn’t seen it and the instructor hadn’t seen it so we didn’t say anything to anyone about it but it was good experience though and I never did it again. I landed Halifaxes practically every day for the next month but I never swung off the runway again. I was watching it. You couldn’t relax until the thing had stopped, stopped rolling at your, at your parking spot. Then we went to a place called, I was commissioned by that time. I, I started off as a flight sergeant at, on the Halifaxes at, at Blyton which is in Lincolnshire and I was a sergeant pilot for a couple of weeks and then I was, I went to London and got my uniform as a pilot officer and lived in the officers’ mess which was not, nothing very special but it was better than, better than the sergeants’ mess but not much. Not much better but I liked that and I didn’t have to hand in my old uniform either. I’ve still got it. I think it’s in a trunk upstairs in the roof, roof space with a couple of officers’ uniforms. But I did alright with Halifaxes and the next move was to Lancasters at what was known as Number 1 Lancaster Finishing School at, at, Hemswell, Hemswell in Lincolnshire and we had about a fortnight there I think at Hemswell and then we were given a bit of a run-around at various holding units for a couple of days until we were, we’d finished our ten-day course at at Hemswell. Eleven days to be precise. Number 1 Lancaster Finishing School. No problems there at all. I’d had my problems with the Halifax and the Wellington. Hemswell was a piece of cake until we got to our operational station called erm Kelstern. I should remember that. It’s on the front of the house. Kelstern. And we were immediately given leave to go to London. You know, they probably had their hands full at the time. It was a busy station so we had a week in London on leave. Of course all this other stuff we had, weeks in London or the countryside and I went, used to get a ticket to Scotland, the northernmost railway station in Scotland so I could go anywhere between Lincolnshire or wherever I was. I wasn’t necessarily even in Lincolnshire. I could have been in the Midlands and I would just get a train. I think it was third class while I was a sergeant and first class when I was a pilot officer but I normally travelled third class because I found there were more interesting people to talk to in third class than in first class on those trains. And, um where was I? Oh yes when we finished our London, London leave on Kelstern which was 625 squadron they sent me up on a flying, on a, just a flight around the local neighbourhood to get used to the area and the approach to landing and so on. In a Lancaster of course because I was fully qualified Lancaster pilot by that time. Ten days at the Number 1 Lancaster Finishing School. Ten days instruction on Lancasters and low and behold we were just flying around the countryside admiring the scenery and then the flight engineer says to me. ‘The starboard outer engine is overheating.’ Cheers. [laughs] I’d learned my lesson so I just said, ‘Well feather the engine. Feather the prop. Turn it off and feather it.’ So we continued our flying on three engines, two on the left side and one on the starboard side and I had flown them on three engines. In fact I’d flown them at LFS on two engines and I knew they handled perfectly well on three engines so I didn’t hesitate to feather the, to shut that starboard engine down and feather the props so we just landed and I can remember the Lanc flew almost exactly the same on three engines, two on one side and one on the other, you know, on the approach to the strip, to the runway and just did a normal landing, and we just taxied it on the two inner engines to its parking spot and I, I said to the flight sergeant in charge, ‘You’d better have a look at that engine. It’s not working.’ He said, ‘Ok.’ The next day I went out to see how he’d got on with it and he said, ‘Oh there was nothing wrong with the engine. It was just the sender on the, and it wasn’t overheating it was just a sender on the, on the engine itself was faulty and it was sending out the wrong message to the gauge on the, the, um flight engineers panel.’ He had, he had the gauges in front of him. He could, he used to watch. And then I knew I’d got on to a good aeroplane. A couple of days later we were on our first operation because we’d had our leave. It didn’t take long for them to put us on to ops and about half of our crew flew with the remains of another crew piloted by a bloke called Flight Officer Slade and flight officer is not an RAF rank. It’s an American Air Force rank and he was an American and he wore a khaki uniform, the American flying uniform and when he was around in the mess or something he had on the American officer’s uniform. A flight officer, an American flight officer, was the equivalent of a pilot officer in the RAF. But that, that trip, oh when we were flying Wellingtons of course we did a lot of night flying too and we did fly over, over France one night with a load of leaflets and this was in the Wellington and that was all we carried. We had two cans. Two small bomb container cans which were about six foot long by eighteen inches high and wide packed tight with leaflets and when you got to the correct spot the bomb aimer who was down in the nose pressed the right button and the bottom of the canister after he’d opened the bomb doors of course and all the leaflets fluttered down below. Well, for some reason or other he had a nervous attack just before he, he had to release the leaflets over Chartres was the town about forty miles south, southwest of France. Anyway, we got to Chartres alright or the bomb aimer reckoned we were over Chartres so he pressed the button and in his haste he pressed the wrong button and this great canister, six foot long canister packed tight with leaflets hanging on a bomb hook disappeared from the aeroplane and went down with all its leaflets packed tight. When we got back they wanted to know where the, where the other canister was. I mean it could have killed someone, that canister, if it had landed on someone or put a big hole in the roof of the Chartres cathedral. I believe they have a cathedral in Chartres but we never heard any more about that apart from the bombing, bombing leader quizzing the, our bomb aimer as to why he’d just come back with one empty container and he had to explain what had happened. One of the reasons it might have happened because when we were crossing just before we were crossing the French coast heading for Chartres, this was at night of course, someone in the crew said, ‘There’s a searchlight on us.’ Well of course that rattled everyone including the bomb aimer. Searchlights. And after a while we found the searchlight was following us. Well searchlights are not mobile. Not that mobile.
AP: [not that fast] anyway.
AA: And I found someone had knocked the switch. It could have been me. It could have been anyone else on the crew. It could have been the ground staff left it switched on and knocked the switch that turned the landing lights on. Well, in the Wellington the landing light normally, not being used, points straight down. When you want to use it you pull a lever and it swings the landing light forward on a hinge so that it points forward where you’re going to land. We never used it, we never used landing lights all the time, the RAF weren’t using them at the time because they had such good flare paths. Electric flare paths. Anyway, this light followed us and it wasn’t until we were well over the coast, flying over German occupied France with this bright light shining straight down and all I can think was the Germans must have looked at that and said, ‘Oh well that’s someone practicing. It wouldn’t be a foreign plane you know, flying with a light like, on like that,’ so they didn’t bother sending anyone up to investigate. I was lucky. Every now and again someone got shot down on those exploits. They called them nickels. N I C K E L S. Nickels. Dropping leaflets and practically everyone had to do a nickel as part of their course on the Wellingtons so we did ours. Anyway, we, he got the right switch for the second one, he didn’t drop that. He just opened the bottom and all the leaflets went flutter, flutter, flutter down to, down to the cathedral underneath, hopefully. Or just the town of Chartres, I don’t know where they went. Might have all gone down on someone’s farm. That was a bit nerve-wracking especially when we found the searchlight was on us. The next time I found a searchlight was on us when we were bombing um a town in Germany. It was the, er, near Frankfurt, just a little town southwest of Frankfurt where there was a General Motors factory. General Motors, USA. Opel. It was just described as an Opel factory which was still a General Motors subsidiary at that, well it was had been a subsidiary of German motors for some time. The Opels. Opel cars. And we had to do a turn on a town south, south of Frankfurt. It turned out to be a fairly hot town because approaching this town of, let’s see. I’ll just um [shuffling of papers] yeah I started my tour on Bomber Command in, in July. On the 4th of July, that was my first, with Flight Officer Slade. There, just trying to work oh Russelsheim. The Opel works at Russelsheim. That’s where the factory was and we had a turning point of probably about sixty or eighty miles south of Rüsselsheim. We were flying eastward. Basically directly east and then we had to turn north and fly north to Rüsselsheim. That’s right. Rüsselsheim and the turning point was over a town called Mannheim. Now, it was a stupid place to have a turning point because that had been bombed quite a few times and it was full of anti-aircraft guns and searchlights and we could see the searchlights and we could see anti-aircraft fire bursting in front of us as we approached, approached Mannheim and it wasn’t very long before we got picked up by a blue tinged searchlight, radar controlled from what we were told. We’d heard about these blue tinged searchlights, blue lights, and they were directly controlled by radar from the ground and if the radar picked up a Lancaster flying they could just about pinpoint it with the searchlights but they would have needed about five, about five hundred radar controllers down below to pick up every one but they used to pick out one and have a go at it. Well, instead of everything being black we got his blinding light lighting up the whole plane. I could hardly see the instruments because I was blinded. I had, you know, flying through the night to get your night vision then suddenly a thousand candle power light’s shining in your face practically and I remember thinking, ‘Jesus I’ve done all this training and now I’m going to be killed,’ I thought to myself. I pushed the stick forward fortunately and she dived quickly and I immediately lost the blue tinged searchlights. You see, when they, when they put that blue tinged light had about another half a dozen focussed on you. They could see the blue light and they, they, we had about six searchlights altogether lighting us up but we lost the light. Immediately black as pitch. And we went into a manoeuvre called the corkscrew and you sort of fly in a down to your left. Then when you are half way down to where you’re going you turn to the right and keep diving. You’re diving. You’re going very fast and then when you get down over to the right you swing it to the left and come up again and do two or three of those. Well, we were basically told that they were, you know, to evade, avoid if you get a fighter behind you if you get the words from the rear gunner, ‘There’s a fighter on you. Go into a corkscrew,’ at night and mostly we flew at night anyway. Half the time we flew at night and half the time I flew in daylight. That was, that was a different thing altogether but and you could go into the corkscrew. That was all I could think to do and I looked at the instrument panel, the airspeed indicator, just as we got near the bottom of where I was going to pull out and I think I was doing four hundred miles an hour. The top diving speed of a Lancaster at that time was three hundred and sixty miles an hour. So we were doing four hundred miles an hour. Actually, it was calibrated in knots. I’ve converted it to miles an hour and we had a full bomb load on. Rüsselheim, yeah we had a four thousand pound bomb on. That’s the high explosive one. What did they call that? They used to have a nickname for that one. Blockbuster or something like that and I don’t know what the other ones were but um oh yes we had just one high explosive bomb, one four thousand and the rest were incendiaries. It made a nasty mess if it landed on you. Anyway, it was a total of, oh I don’t know what it would be, about six or seven thousand pounds sitting underneath us so I was very careful to pull out gently from the bottom of the dive. I didn’t want to leave the wings behind which could have happened to us if you did it quickly. I think on that same raid I saw a picture of a Lancaster that came back with, with both of its ailerons useless. He’d dived too fast and pulled out to fast like the same thing I did but I pulled out fairly gently. I knew quite a bit about flying aeroplanes theoretically as well as, as well as practically and I knew you couldn’t pull out quickly ‘cause I knew what could happen but it didn’t so we just carried on and bombed the, bombed the General Motors plant and then came home again. That was one of the most interesting ones. Another interesting trip I did much later though. We did, did this trip out over the Bay of Biscay. There was an estuary, the Gironde Estuary not far from the, what would have been the Spanish border of Spain and, and the Bay of Biscay, French coast but anyway this Gironde Estuary, oh there’s some wineries up there, up the Gironde. Someone heard I’d bombed near the wineries. He said, ‘Well you’re lucky you didn’t bomb the wineries because I wouldn’t be speaking to you if you’d spoilt my, spilt my wine.’ But we didn’t. We flew from Kelstern almost due south right down to the south coast, then turned right, south, just before the south coast and flew down out to Lands End and at that stage flying to Lands End we took it down to fifty feet going over Lands End and we flew all the way around out into the Atlantic at fifty feet. Fortunately, it was a very fine day and not much wind and round in a big wide circle fifty feet all the way. I think we had four hundred Lancasters on that one. Something like that. And we had an escort though to fly over the Bay of Biscay, escorted of long range Mosquitos, fighters, in case some German type decided to have a go at us but, no one, no one showed up because we were flying at fifty feet. That was to be under the German radar of course and they never spotted us till us we were over, over the river and then they didn’t have time to get, get there and do anything. We’d gone by the time they woke up to what happened but I remember we did this two days running. We did it was the same, same town almost, almost the same spot in the Gironde Estuary. We came hammering over the Bay of Biscay at fifty feet. As we got to the coast we had to rise up a bit because there was about a thirty foot lump of hillocks and trees and stuff there so we went up a bit and as we crossed the beach I looked down and there was an old horse. You could see it was an old horse because we were only fifty or thirty feet from him looking down. It was slightly to my left just plodding along. An old draft horse it was and the driver was sitting up on the cart. He didn’t look up and the horse didn’t look up. No one, neither of them looked up. We just shot over the top of them at about thirty feet above them because they had come up on this slight rise, this twenty foot rise from the, from the sand where the estuary started and I don’t know what happened to them afterwards. We didn’t drop anything or do anything nasty to them. They were probably French anyway. Not that that would have stopped me if I’d, if I’d had to bomb them but we didn’t have to bomb them. We just went along the estuary until we found the fuel oil tanks that we were going to do a bit of damage to. They were, they were used from time to time by submarines that’d sail up this estuary at night and fill up there. We were, this flight was in daylight of course. Beautiful day. No wind hardly. Blue skies. Not a cloud in the sky. A delightful day. I think I had my twenty sixth birthday that day so I got a nice birthday present. A nice trip to southern of France to the Gironde Estuary at fifty feet over the Bay of Biscay and we dropped bombs on it and I’ve got photographs of the, of the target area with a ship lying on its side. It wouldn’t have been our bomb because it was someone in front of me rolled the ship over with a bomb. He was supposed to bomb the tanks but he might have just bombed the ship instead. Now that was, that was August the 5th. I know that because it was my birthday the next day. No. August the 4th that’s right. August the 5th was my birthday. The second, the next day we, we did exactly the same route. Flew down to the south coast of England, turned right, almost to the south coast, and went down through Somerset and all those places to Lands End and off the end of Lands End at fifty feet, gradually taking it down to fifty feet as we got near Lands End. And this was the second day and we were all going hell for leather towards the er the Gironde Estuary as usual at a little town call Pauillac. P A U I L L A C. Pauillac. This was the second day and they were both, both in Pauillac but slightly different positions in Pauillac and we had ten thousand pounds of bombs on board approximately. Ten thousand five hundred pounds of bombs carrying on that one and it took us seven hours fifty five minutes altogether but as we were approaching the estuary out over the bay the rear gunner called up, ‘Someone’s going in.’ I looked around and there was a great splash of water still hanging in the air. One of the Lancs had dived into the, into the water but what had happened he’d collided with one of his friends from the same squadron. They were showing how close they could fly together which was the last thing they ever did. One of them survived but one didn’t. Anyway, on that, that, that occasion we, we didn’t go back to Kelstern because there was something wrong with the weather by the time we’d gone. To have two bright, sunny days over England in a row was a bit unusual and it was just the usual thing you know. It had clouded over or something. This was August. Well August can be cloudy or it can be very nice in England. Yeah but anyway it was too cloudy or foggy or something to land there so we landed at a different airfield, a place called Gamston. Gamston. That was a Wellington training base I think, at the time. Gamston. So they had a nice, nice long runway. One interesting thing happened with that. We had to just fly back to our base next door. We just had one night there sitting in chairs, sleeping in chairs, in the mess. Well the next day we returned, the weather cleared at Kelstern. Took us fifteen minutes to get from Gamston in the Midlands, more or less, to Kelstern in Lincolnshire and I remember taking off. I didn’t think, didn’t think of it at the time but we didn’t need to take off like we had nine thousand pounds of bombs on board at all. You know, we had very little fuel. See, that trip was a fairly long trip. Took us almost eight hours in the air and we didn’t have much petrol left when we got back and they didn’t fill it up. They said, ‘Oh you’ve got enough fuel to get back to’ [Gamston], or to ‘Kelstern alright.’ I just took off as usual and as usual was I usually took off in a Lancaster with about fifteen thousand pounds of bombs on it something like that and about two thousand gallons of petrol which I carried on a short trip and I just opened the throttles up and she lifted off, off the ground in about two hundred yards or less, a hundred and seventy, a hundred and eighty yards or something. Just floated up in to the air. I realised then that I didn’t need to open it up to full bore really. I could have probably opened up and we’d never been trained to take off a Lancaster when it was a light load. You were always shown how to take off in a Lancaster as fast as possible with the load that you’d got but of course I flew it a few times with only a light load and I knew what I was doing but the excitement of the trip and seeing the Lancasters behind us causing a great splash in the Bay of Biscay had changed, took my mind off what I was doing I suppose but up she went and we were home in about ten minutes or fifteen minutes I put down here I think. Fifteen minutes trip back to Kelstern. That includes landing it too. And that was about halfway through my tour but we kept going various places. Le Havre, that’s right on the French coast when they, they were trying to get Germans out of the forts that they had or buildings they had taken over in Le Havre which is on the coast of France opposite England. We bombed them in daylight of course. Half of my trips were in daylight. Sixteen. I did thirty two altogether. I did one more than I really needed to so sixteen night and fifteen day or something like that and I used to like the daylight ones because you’d look up and you’d see about two hundred spitfires and about a hundred something else, American fighters, sitting above you, about one or two thousand feet just above where you were flying so we mostly did our, our operations at about fifteen thousand feet. Frankfurt for instance. We did that at about seventeen thousand eight hundred feet. That was a good one. I liked Frankfurt. That was the night one of my best friends on 467 squadron, which is an Australian squadron near, near the town of Lincoln. Just south, south east I think of Lincoln. 467 squadron. I think you mentioned you had a friend in 467 squadron. Yeah, Bomber Command, 467 squadron crew. A relative of yours -
AP: Correct
AA: Flew. Right?
AP: Yeah. A few months before that but yes.
AA: Yeah. Yeah. So he was in March or April.
AP: May, it was.
AA: Yeah, 10th of May that’s right. Yeah, well I had this friend of mine in, in, in 467 squadron he was a deputy flight commander and he said they’re having a very rough time at the moment because people are getting shot down all the time including our flight commanders and they made him a deputy flight commander as a flight lieutenant which was one rank higher than I was. I was a flying officer but fortunately for us I wasn’t in a, in a squadron where they were having a lot of calamities. It was just a little less than average. I think it was because I think it was because it was a more disciplined squadron. The RAF was a lot more disciplined than the RAAF. Particularly the RAAF squadrons in England. They were noted for a bit of a lack of doing the right thing a lot of the time. I know they didn’t do the right thing by me because I visited, that Australian squadron, 460 squadron at Binbrook two or three times for various reasons. Sometimes to deliver a Lancaster there or bring one back from there. It was only about four miles from us because the, the, and the circuits interlinked so you had to be a bit careful that you didn’t fly into a 460 squadron Lancaster going in the opposite direction. But what I didn’t like about it I hung my cap, fortunately it wasn’t the round cap just the four and a half cap on the hook in the hall like I, in the, in the ante room like I did in my own squadron and I found someone had stolen it immediately. I wasn’t there that long. I just had lunch there. Took about half an hour. I thought I was doing alright. I go back and no cap. Well, I didn’t need it to fly a Lancaster because I had a flying helmet which I still had that in the, in the Lancaster or something like that but anyway you had to have a flying helmet. I hadn’t lost that. Just the ‘fore and aft’ cap. So I reckon the Australian squadron of [inclined] to be full of ill-disciplined, bloody thieves in a large, large section of them and that was, that was my opinion of the RAF as against the Australians like comparing the Australians were like a bloody Boy Scout troops except not quite so honest as the Scouts would be. And I didn’t like them. My, my old friend Dave Browne was, he had a bit of bad luck. He was, he got to his twenty sixth operation. I think they’d just made him a flight lieutenant, second in command of his flight and he did a couple of operations the same night as I did. I bombed Frankfurt September the, September the 12th 1944 Frankfurt and Dave Browne got shot down on that same night so it wasn’t much good him being a flight lieutenant and second in charge of the flight. It didn’t do him any good. Frankfurt. We bombed from seventeen thousand eight hundred feet and one thing I noticed about Frankfurt as we flew over it in a, in a sort of south easterly direction and came around, swung around to the left and flew back past it and you could look down and see Frankfurt and it looked just like Melbourne at night with the streets were all lit up but it wasn’t lights it was the burning buildings on each side of, of the street. Frankfurt was on fire that night and I set fire to most of it. Or a lot of it. Anyway, we had a good one on that. Frankfurt. Yeah. You probably think it’s a bit rough to think of burning people alive but it didn’t worry us. I’d seen, I’d seen Coventry in England. I’d seen Brighton. I’d seen a street in London where I used to go past and walk down part of. It was there from the first time I got to England in 1943, about July ‘43 and I’d seen this little street. Very attractive houses still intact and one night around about this time I happened to be in London again and it was a complete shambles. The Germans had sent up a special, special group of planes, probably not very many and bombed the hell out of it or it could have been those flying bombs I don’t know. Probably more likely to be that. The buzz bombs. They would do that. They were quite erratic. You never knew where they were going to land. I was in London when the first ones came over on leave. I looked out of the window of the hotel I was on the third floor of. A private hotel. It was the top floor and I heard this bop bopbopbopbop sound going across the sky. Just sounded just like my old motorbike. My 350 Calthorpe. Same sound except that there was this light at the back of it. My Calthorpe never had a light at the back of it. Oh it had a little red light you could hardly see but never had a big white glow at the back of it and it certainly didn’t go as fast as the buzz bombs but I can remember the anti-aircraft guns in London were firing at the thing but they never hit it and I could see what was happening. I could hear shrapnel starting from the, the exploding bomb started to land on the roof. I was up on the top floor and I could hear the things clang clanging on the top of the roof. Steel pieces from the, from the shells that they were shooting up at the flying bomb and not getting anywhere near it. I got under the bed for a while but I thought, ‘What will I do?’ There was no air raid shelter there so I just stayed under the bed till things quietened down and stopped firing. You could hear the guns going off as well as the buzz bomb flying over London. Everything went quiet after a while and I heard where it landed. It landed somewhere near a railway station up in er it would have been north east London a bit. North east somewhere. I’ve used that station afterwards when on my trips. I went, I did about half a dozen trips to, back to Europe, after the war, after I was married, with my wife and we went all over England and Scotland and Germany too. France and Germany. I liked the Germans. We got on very well with them. My last trip to Germany was in 1993, 1993 I think it was. We went with a group from the RAF association over in, it was in South Yarrow then. Frank. A bloke called Frank someone or other was the leader and apart from a lot of trips around England which we did which was very nice that included a visit to the Victory ship down on the south coast somewhere. We cruised, we visited the battle areas in France and then when we got to Germany we got to, I think we flew to Berlin and they had a, a small bus waiting for us and with two German air force pilots as drivers. One’s the driver. One’s the, one’s the navigator. Very nice blokes and they drove us all over middle Germany and East Germany, Not the north and not the very south either but the middle Germany. Berlin and then over to the French border where the southwest part of Germany is and they took it in turns to drive and navigate and when we got back to Frankfurt where I had done so much damage they’ve got a new, big new wide boulevard through the centre of Frankfurt. I knew the name of it at one stage but I can’t remember it now but they can thank me for putting that there. I removed a lot of old scruffy houses from a great strip in the middle of Frankfurt and they’ve got a big boulevard like St Kilda Road runs through it. Well, I did that, half the work for them. But anyway these two German blokes we got on very well with them and they took us to a couple of their airfields on the east border of Germany which used to be East Germany. It had just been changed, just amalgamated with West Germany in about 1995 or something like that.
AP: Before that. 1990
AA: 1990 was it?
AP: ’89 or – [? Just.]
AA: Oh that’s right ‘93 when I was there and the remains of the war were still there the West German wall but we went to the West German border somewhere near a town called Cottbus I think and there was a, air force station. They gave us a very good reception. Nice light lunch and so on and showed us the latest airplanes they had and we climbed all over the latest fighter the Germans had. In fact, the leader, the leader of the expedition Frank Wilson, that’s his name, he was a Lancaster pilot, he managed to get inside in the cockpit and wriggle the controls of one of them which was in the, in the hangar we were standing in. Then they did a bit of a demonstration flight for us. Low flying and a few aerobatics and so on.
AP: Beautiful.
AA: That was good. Then after that they drove us, the two blokes in this small bus drove us to the river which is the border I think between France and Germany on the west somewhere near the Rhine yeah it’s on the Rhine town Wesel W E S E L Wesel and we were taken as guests, honoured guests to a annual meeting of the ex-fighter pilots association.
AP: Wow.
AA: And they were all, had all these long tables in this room there with these pots of beer and they were singing songs, you know, bouncing these songs around. Our leader, Frank, he had to make a speech. He got up on the, on the stage and spoke to them and I suppose about three quarters of them would understand. They speak a lot of English in Germany and they were bouncing their big pots on the, on the ground and I turned back to the bloke next to me, he was German but he spoke English, they made sure we had a English speaking people sprinkled amongst our travel lot so we could ask any questions. I said, ‘What are they singing now?’ You know they were stamping their feet and banging their pots on the table, wooden tables and they said, ‘Oh that’s, “We’re marching against England.” ’ That’s what he said [laughs] and I said, ‘Oh, that’s interesting.’ Yeah and oh I got that plaque there from him, yeah.
AP: Nice.
AA: I got, we got a couple of pictures from him I don’t think they’re here. No. Mind your feet. I’ll just get the plaque down show you we got from him. From the opposition. There you are. How’s your German? Any good?
AP: Fair, Fair [?] it’s like an association of um fighter flyers associations.
AA: That’s right. Fighter.
AP: Yeah.
AA: They’re called flyers.
AP: [? ]That’s fantastic. I might take a photo of that later.
AA: Yeah. Well that’s come out its plug.
AP: Yeah that’s alright. It’s coming through the internal microphone now.
AA: Oh.
AP: Yeah, I couldn’t make it work so.
AA: That’s one of my favourite aircraft.
AP: Ah that’s an Anson.
AA: I used to like, I could fly them at night. Anytime. They’re good. Avro Anson.
AP: Yeah. Fantastic.
AA: And that’s the uniform we used to wear. That round cap beret with a sort of a what we called a goon skins they were, sort of one piece overalls and they used to try and make us wear them at, in mid-summer, at that place in South Australia where it was a hundred and eight degrees three days running and it was so hot you couldn’t sit on the metal beds inside the huts because they send they heat out more than the hut itself but anyway we talked, talked the boss into letting us wear shorts and shirts after a while. So, we weren’t so bad. And what else? On my last operation was on Cologne. Ah yes I, when I finished my tour in, here you are on, as a middle multi engine and that’s -
AP: above average yeah I read that.
AA: Well I got that for the Airspeed Oxford too but that was for being a good pilot but I think if you got back from thirty two trips he reckoned you must be above the average so he always gave that to someone who finished a tour which I did. Not everyone finished the tour. Old Dave Browne didn’t.
AP: Many of them didn’t.
AA: When my last operation was October the 31st on Cologne. What did we carry there? One four thousand. One blockbuster four thousand pounder and the rest in high explosive bombs but a lot of the times we carried about fifteen thousand pounds of bombs. Here’s one. Oh that’s fourteen thousand feet. Here’s another one thirteen, thirteen thousand pound bombs plus four five hundred pounders. Well that’s fifteen thousand pounds altogether which is about six and three quarter tons isn’t it?
AP: [?] yeah
AA: Divided by 2240 you get about six tons, six and a quarter tonnes. That’s a lot of weight you’re carrying and then there’s the petrol as well as that. Course that’s, that’s fairly high loaded. That was in Calais. We took part really in the invasion of Germany, of Europe. A lot of our work was supporting the, the British army. When they came up against a rather sticky situation they’d call for help from the RAF and we’d do a daylight trip on them so we wouldn’t bomb them instead of the opposition that they were complaining about and you know you killed a lot of Germans that way without killing any British. We never killed any British. We knocked off a lot of Frogs working with the Germans. Mostly in a little town just on the invasion coast. Where was it? [shuffling papers]. I don’t know. Another interesting thing was I’d flown over about eight different countries in Europe in a Lancaster. Eight. Including Sweden and Switzerland and Norway and Denmark and of course France and Germany and England and Wales and Scotland. I’ve been around in that Lancaster and that was a beautiful thing to fly. It was like flying, driving a Mercedes Benz. Beautiful. And probably your motorbike. Get as much enjoyment out of it except that that’s got a smaller engine than I had in my 350. Oh, yes, here you are. Have a look at this. There’s my motorbike.
AP: Oh fantastic. When’s that?
AA: Er that was -
AP: July 1938.
AA: ’38. I got that bike in ‘36. 1936. I wish I still had the damned thing. I shouldn’t have sold these things but I wanted to buy a car so I got a few shekels for that when I sold it, not very many and then bought a Singer Le Mans. A 1938 Singer.
AP: Fantastic.
AA: I haven’t got a picture of that but up there see those two top pictures.
AP: Yep.
AA: They’re of a car I had in England. That’s a Singer Le Mans. A nineteen, they’re both pictures of a restored, one’s been restored perfectly and the other is a lash up job um restored 1934 model Singer. Singer Le Mans because they did a lot of racing of Singer Le Mans and had a lot of victories and beat the MGs but then the next year in 1935 and, or ‘36 or something they had a lot of trouble with their brakes and they didn’t do any good at all but that, see that little black one.
AP: Yeah.
AA: In the corner? That’s the real one. That’s the one I had.
AP: That’s the one.
AA: In England.
AP: Was? As in this is when you were serving in England?
AA: Oh yeah. Yeah.
AP: Yeah. So, how did you get that car and what happened to it?
AA: Well it cost me sixty pounds. It was in the, just advertised in the local paper in Louth which is the local town for Kelstern and I just went along and bought it for sixty pounds. I had sixty pounds. We were fairly well paid and I didn’t gamble like, like most of my crew. They seemed to lose all their money but I never lent them anything. No. I was thinking if they’re going to lose their bloody money it’s their own fault. One of the blokes in the crew wanted to get married and he sent me a telegram. Unfortunately he wanted to borrow twenty pounds off me but fortunately I was on leave at the time so I never got that telegram until I got back from leave after his marriage day so that got me out of that. But that had two exhaust pipes like, like your bike out there but they just came out of one cylinder, one 350cc cylinder. Now, that was a beauty. One of the most thrilling experiences in my whole life and that includes Lancasters and anything, any other bloody thing was when I got that bloody bike.
AP: That motorbike. Fantastic.
AA: Yeah.
AP: Carrying on for a moment with the car. How did you fuel it?
AA: Oh we got an issue of four gallons a month if you were operational air crew. Well, I was an operational aircrew for six months because I was still on the squadron and I did four months actual, four months actual flying in Lancasters but then the CO decided to keep me on the squadron because I had an above-average rating for flying Airspeed Oxfords. Well, he had an Airspeed Oxford at his disposal and he used to like to go to visit other squadrons and perhaps his girlfriend’s town, I don’t know, and he like me to come along the next day, with a navigator of course, and bring him and bring him his aeroplane back and he’d fly it back. So he’d fly it to from Kelstern to Westcott or somewhere like that get out there at that airfield and I’d fly it back until I heard from him.
AP: That’s not a bad job is it?
AA: Well, he, he kept me on the station from the end of October, November, December till about half way through January doing that and he gave me a DFC for it. For being a good boy. Actually, most skippers of Lancasters if they completed a tour successfully got a DFC but he made sure I got one and I used to fly him everywhere. I even did a couple of trips to London with him I think. Or at least one anyway. And most of that would be around Lincolnshire somewhere and oh yes I had to investigate a crash on one occasion and I was, this was the first time I’d flown his Lanc, his Airspeed Oxford. We had to go to a station on the, on the south east coast, the south east coast of England, you know, and one of our Lancasters, it was a very bad night. Where were we bombing that night? I don’t know. Anyway, we were coming back from the middle of Germany somewhere and we were all told to fly over, over the top of a cold front that was approaching to get home again. As they said, ‘You’re going out you don’t have to worry about the trip to’ wherever you’re going ‘but when you’re coming back fly at twenty three thousand feet to get over the top of this electrical storm which you’ll run into.’
AP: Higher than that
AA: Well I was flying at twenty four thousand feet and it was very comfortable. We had a very nice bombing trip, killed a lot of nice Germans and we were flying back and there was no chance of the Luftwaffe chasing us at that stage because the weather down below looked pretty crook at times. It was nice and clear upside where we were until the rear gunner called out, ‘Hey skipper, my oxygen has gone out. I can’t get any oxygen.’ Well, he wanted me to say, ‘Well, oh well leave your turret and come inside,’ and I didn’t want to do that. I wanted the protection from him at the back as the most vulnerable side for us. The rear. The Germans liked to follow us up from the back. If possible shoot the rear gunner and shoot the rest of us and I said, ‘Look Ron.’ Ron smith his name was. ‘Look, I’ll take you down five thousand feet and that’ll get us down to eighteen, seventeen or eighteen thousand feet. You’ll be alright there.’ And he lived. I took it down to eighteen, seventeen thousand feet and we went through the top of this electrical storm. It worried me a little bit because it was pretty rough you know. The old Lanc was bouncing around a lot and fortunately we didn’t have any load on at this stage. We were empty. Just the petrol to get home and the four propellers each had a blue ring around the tip. You could see the big round blue circle around the tip and on the windscreen this little zigzag all over the windscreen. Sparks coming down the windscreen from the lightning. We were loaded. Loaded with lightning. However, we got past there. We got through it. It was a bit rough, you know. It was a bit bouncy but that didn’t worry me much. I was, I was more concerned about what the lightning was going to do. Whether it was going to get any worse than it was but we got back and he didn’t say much when we got back. I think he was reasonably grateful but at least he could breathe on the way home. He got out of there and plugged himself in to, no, he didn’t, he stopped in the turret. That’s right. I think what he wanted me to tell him to get out and plug himself in to one of the other outlets inside not in his, he was right in the back stuck in the glass with a big opening on the back so he could see clearly and er but he stopped there and he didn’t have to warn us that there was anyone else coming up behind us. I didn’t think there would be. Not through that storm. They would have, they would have corkscrewed into the ground I reckon if a fighter had tried to fly through there. It was bad enough in a Lancaster but that day, why I’m telling you that story, we lost a couple of Lancasters and one of them that didn’t come back they found it had dived into the sand, and into the sandy soil off the beach on the, in Norfolk somewhere and I was detailed by the CO with the knowledge that I hadn’t started flying him around to his girlfriend’s houses or anything at this stage but he’d seen the logbook. He used to read through everyone’s logbook. We had to put this in every month you see and he used to read everything in it. Better than reading the “Sporting Globe” I suppose but anyway he read that something like the same thing, you know, the competition the Germans and the British but we got, we got I was just detailed to fly this Oxford which I hadn’t forgotten how to fly to this American airfield on the, on the east, southeast coast there somewhere in Norfolk or Suffolk or, no, I think it would be Norfolk really but anyway we found the spot where the Lancaster had crashed and it had dived straight down apparently and the engines were twelve feet under the ground we estimated. Just an estimate by what was left of the Lancaster sticking up out of the back of it and as we were looking at er, looking at it a farmer wandered up and said to us, ‘Good day.’ He said, ‘There’s more remains over in the trees there.’ and I said, ‘Well, look we’re just inspecting the wreckage of the Lancaster. Someone else will be coming for the remains.’ So, I didn’t want to get stirred up with the remains of the, of the crew but that was his greeting to us, ‘there’s remains over in the trees there.’ So in, at the hit, Lancaster bits and pieces including the tree must have flown in every direction to have hit and got the engines that far underground. Must have been a bad one. It must have dived down from about ten thousand feet or something. Fifteen thousand. I don’t know. Twenty thousand. I don’t know but I was very glad we missed that thing ourselves but that was the closest thing I think we had to get into trouble. But no I’ve been to Poland twice. We went across the North Sea as usual. Across Norway. Now, this trip took about nine hours. Crossed in to Sweden which was neutral. As we got to the central of the Swedish, you know, it’s a long thing, goes up and down and I think the best parts are down low somewhere on the Baltic. Turned right there and headed south and on the way down the Swedes sent up a whole lot of Bofors shells but they only go to sixteen thousand feet. We were at about eighteen or nineteen thousand and it was a very pretty show actually. They come up in their bright colours reds and greens sometimes. Mostly reds. They used come up and you could see them coming up and bending gracefully over, starting to fall and blow up there. Bofors, 40mm but every now and again some keen type of Swede or someone who didn’t like the British, in the Swedish army, would send up a shot from a German 88mm high explosive shell but fortunately they were about four hundred yards on my left as I was flying south to Stettin in er in what is now Poland and I don’t think they hit anyone on that night but certainly I never saw them hit anyone there with their shells. I think they might have been trying though. As I say there was a keen type on the end of a German 88mm gun or a Swedish 88mm gun but that’s just the same sort of explosion as the Germans had at about, you know, we were at about eighteen thousand feet. And Bofors were 40mm guns which most of the Swedes were just sending up to let the British know that they weren’t allowed to fly over Sweden on the, in the rules, I don’t know what rules ruled most in those days but they let us know that we weren’t particularly welcome unless we had plenty of money to spend sort of thing. The Swedes used to sell steel to both the Germans and the British.
AP: But they were neutral.
AA: Well so did I. So were the Switzerland Swiss but we went over a corner of Switzerland at one stage. Where else did we go? I think they were the only neutral, neutral countries we flew over. I went to Stettin. That’s in Poland now. Used to be spelled S T E T T I N when the Germans had it. Now it’s spelt S C H E and something else, you know, Polish.
AP: A Polish name.
AA: Yeah.
AP: Makes sense.
AA: That’s about it.
AP: Were there any, I’ve got a couple, a couple more specific questions that I’d like to ask if -
AA: Yeah.
AP: If you don’t mind. Were there any hoodoos or superstitions with your squadron?
AA: No. There was no superstition. Just hope. Just hope that it doesn’t happen to you.
AP: Fair enough.
AA: Yeah. Oh no. We didn’t actually think about that much because we, when I look back I think we didn’t worry. We were used to going to town. Drink all the beer in Louth which was the local pub. I had a nice girlfriend, a WAAF, I used to go around with all the time. We used to go down to Binbrook in that black Singer. The black, the little black one in the corner there. It was the Plough Inn in Binbrook. We used to go down there and drink bottled beer. She liked bottled beer. I remember we went to, there was a dance in the sergeants’ mess. I wasn’t allowed to go. Officers weren’t allowed to go to that and I knew she was going to be there so I said, ‘Oh I think I’ll see you there.’ So, I borrowed the rear gunners, well he owed it to me for saving his life. I borrowed his, one of his spare tunics. He was a sergeant and I went along to the sergeants’ mess in it, just wearing the same blue pants that I normally had on and with his jacket on with the one wing and I’m dancing around with my girlfriend and the flight lieutenant um he was the orderly officer or something. He was, no, the squadron, the squadron something. He had some official position anyway. His job was to sort of get around and make sure everything was going all right and also collect the belongings of the people who got shot down, which happened from time to time. They used to come in at about 3am in the morning and wake me up while I was asleep and collecting all someone’s belongings. Which was, I didn’t like my sleep being disturbed like that. But what was he? Anyway, I got the job as assistant to him so that I could stay in the assistant, not orderly officer, some other name they used to use for this particular job and he used to, his main office was in the same little building as the CO’s office. And anyway, he said to me, he was allowed to be there because he’s the orderly bloke or the, what did they call him? I was, they actually made me the assistant something or other. I might think about it later. Anyway, I was being groomed to be in his, in his place when he went on leave in about three weeks’ time and we got on very well together and he looked across to me and said, ‘Ah,’ wearing my gunners uniform, ‘Ah Flying Officer Atkins,’ he says, ‘Are you enjoying the dance?’ I said, ‘Yes thanks, sir.’ ‘Oh,’ he said, ‘Oh well that’s good. I’ll see you in the morning.’ Well of course he didn’t give a damn anyway. If no one else complained he wasn’t going to complain. Fortunately, the boss, Cocky, the wing commander, wasn’t attending the dance. He was probably attending his girlfriends, girlfriend in the local pub. He used to have her stashed up in the pub at times because I, I was very friendly with one of the telephone operators and she used to tell me who he used to ring up. She just, oh that was the life. That was the one I used to take down to the Plough Inn at Binbrook and drink bottled beer with and of course it was mid-winter when I was visiting Binbrook. Very icy roads and where it went down in to a bit of a dip it was icier than ever. I remember we drifted down in to this dip, this girl and I, and only a two seater of course. There, you can see that. There’s only room for two people in those, those cars and anyway it did a complete, it slipped around did a complete circuit around this -
AP: Just like a -
AA: Black ice.
AP: Just like a Halifax.
AA: Oh yeah. Yeah but when it went right around with a Halifax I had to drive it around. This one spun around like bloody top on the ice. I must have pressed the wrong buttons or something. Anyway, we, we just drove out of it, drove out very carefully, very slowly. Drove out and parked in its usual spot outside the side of the Plough Inn in Binbrook village.
AP: Nothing happened to you.
AA: Good.
AP: You said the circuits with Binbrook and Kelstern interlinked.
AA: They crossed.
AP: Yeah.
AA: Interlinked.
AP: Were they separated in some way like levels or something like that? Or was it just a case of -
AA: No. We always used to do the circuit at a thousand feet and as far as I know no one’s ever said to me, ‘Binbrook’s going to be doing it at the same time.’
AP: Sounds a bit terrifying. I should, I should declare an interest here. I’m an air traffic controller so that sounds terrifying to me.
AA: Oh, well, if you saw a Lancaster operation that would be terrifying just to look at.
AP: I think you’re probably right. I think you’re probably right. What five miles?
AA: Talk about fireworks. My first navigator, I had him until about the middle of the tour until his nerve gave out. After he, after I, after the war I met the, my wireless operator a few times. A fellow named Trevor something. Trevor Jones. A very nice bloke and an excellent wireless operator. Never missed a beat. He got all the messages out and all, sent them all back as they should have and that had a lot to do with surviving. If there was a shift in the wind he’d know that. And this navigator was very accurate. We used to, I used to time it in minutes the time arriving at the target. I used to think back, ‘Now will these bastards be asleep or will they be open or will they be up having their breakfast or what will they be doing?’ And that would depend on whether I was there three minutes before the bombing started or about two minutes after it. After they’d, after they’d dropped their first few shots off and were loading their guns again. And he told me that when we were, every target we were over instead of, he used to say, ‘Tom,’ Tom was the navigator, ‘Tom, have a look out. It’s beautiful,’ you know. ‘There’s fireworks everywhere,’ he used to say. Well there were too. You’d see them going off. Red, green, blue, black everything. Mostly, mostly red and green. And the man in charge of the operation would be circling this town. Say it’s Stuttgart or something, circling around saying, ‘Bomb the greens, bomb the greens. The reds are too far south,’ or something like that and giving us instructions. Then, ‘Go home now,’ or something or, ‘Wait,’ wait till we get to bomb the markers in or something. That didn’t, fortunately, the waiting thing didn’t happen but I used to hear him say, and sometimes he’d just tell us to take our bombs home. He said, ‘I can’t see the target. There’s too much dust and smoke. Take your bombs home and return to base.’ That was very annoying because I liked to drop the bombs. I didn’t like to land with a load of bombs on but sometimes we had to land with six and a half tonnes underneath you.
AP: Of high explosive. Thanks.
AA: Well -
AP: Question I like asking pilots. Your first solo. What happened?
AA: What the, the first solo in what?
AP: Your first ever solo. So the Tiger Moth.
AA: Oh the Tiger Moth. I did a very good landing. That’s all I can say about it. It was nice. I was, I knew a lot about aeroplanes because I used to fly, you know, model aeroplanes. Light aeroplanes. You could, you would wind the thing up, run along the concrete path and rise up in the air. Little ones. I did that for five or six years when I was a kid. I was very interested in them so I knew what they did. I knew how you bent the wings and how you bent the tail plane to make them level and that helped me a lot. A lot of these blokes had never been in an aeroplane or never seen a toy aeroplane even and had certainly never driven a car half the time. This bloke Dave Browne who was a friend of mine I was going to go and visit him and show him my, my new car, new car [laughs] a 1934 model at, at that place near Lincoln. I don’t think he had a driver’s licence. He’d never had one. He was eighteen. Just eighteen when he, he would have been when he left school. He left school and joined the air force. Got on the reserve. Nice bloke. What question did you ask me then?
AP: First solo.
AA: Oh first solo. Yeah. Well there wasn’t anything special. I liked flying. I liked, I liked flying the Tiger Moth. I knew I could fly it alright. I knew just how to fly it. So when my first solo came up he said, ‘Ok off you go.’ I just flew it up and around exactly the same as I did when I was with him. Did just the one circuit and landed it without bouncing it unduly. Some people bounced those Tigers fifteen feet into the air.
AP: I’ve done it myself.
AA: Oh have you?
AP: I have.
AA: Oh God. Well I never did. I never bounced it more than a foot or two feet at the most I don’t think.
AP: I’ve had shockers.
AA: But er I, I have flown them since the war.
AP: Yes [that was my next question]
AA: But only with an instructor. In the, in the back seat I think the instructor was. The funny thing when we were under instruction on Tigers during the war I was in the back seat and the instructor was in the front.
AP: Yeah.
AA: Well, when I flew them for a fifty dollar flight or something I was in the front seat and it was a bit unusual and the instructor was in the back. I remember on one occasion I went up in a flight in a Tiger and I was talking to the pilot and the instructor first before we went in and said, ‘I hope you’ll let me have a go at flying this thing.’ and he said, ‘Oh, yeah. Well, have you flown them before?’ I said, ‘Oh yes. Yes, I’ve flown them plenty of times.’ He said ‘Oh? Where were you flying them?’ I said, ‘Oh at Benalla.’ ‘Oh Benalla,’ he said ,’Oh.’ He didn’t seem to know what the, Benalla was the, the head office for Tiger flying in the RAF, RAAF I mean, in nineteen, what would it have been? 1942, yeah when I was flying them in Benalla.
AP: Have you flown them much?
AA: ’42 ‘43 ‘42 ‘41
AP: Have you flown much since the war?
AA: Only in passenger planes.
AP: Yeah. [?]
AA: No. I’ve never flown anything except a Tiger Moth since the war but I have flown in the Concorde from -
AP: Oh lovely.
AA: From London to, my wife too with me, Heathrow to that big airfield near New York. What is it?
AP: JFK.
AA: Hmmn?
AP: JFK.
AA: Yeah, that’s it. Yeah and we were booked to fly in a helicopter from JFK to somewhere near the centre of New York and that was because we were doing a first class trip all around the world. I didn’t intend to do it actually do it first class but the way it happened I said, ‘Oh well first class will do,’ because they said it’ll only be about, what you’ve got to pay it will only be about five hundred dollars difference from flying first class all the way from Australia to around the world. So we went first class. I think the next time I we went first class too it wasn’t that bad it wasn’t that much difference to business class really. We used to fly business class mostly. I think we did six, six trips to England. First of all cattle class and then business class and then first class but Quantas’ first class was, it was the pits.
AP: Still, still more comfortable I imagine than a Lancaster.
AA: No. The Lancaster was very comfortable. I felt more comfortable in a Lancaster than I ever felt in a Quantas first class. Do you know where they put us? As close to the toilet door as that. The two of us. Right, right opposite the toilets. The blokes used to come in and out of the toilet doing their flies up and we were sitting, sitting there. Well that was the finish. I’ve never flown in Quantas since.
AP: Oh really?
AA: That’s right.
AP: There you go.
AA: You can tell them that. You can tell them as much as you like.
AP: I have one more question for you. It’s probably the most important one.
AA: Yeah.
AP: How, what do you think Bomber Command’s legacy is and how do you want to see it remembered.
AA: I think it will all be remembered by the people who were in it alright but well I think they’ve got this new place in the Green Park. That, that does a lot for them but I can understand why the people in, up the north decided to have a memorial. They’ve probably got relatives or sons or something or fathers or grandfathers who’ve been in it and they want to make a point of it. That they get remembered for what they did and you know the fifty thousand I think RAF types who got killed in Bomber Command. I think it was a figure something like that. I think it was about three thousand Australians in Bomber Command that were killed and I’m doing something to remember them in Melbourne. I’ve organised a new boat to be built by the rowing club in the city that I’m interested in and I’m putting David Browne’s name on it.
AP: [Beautiful].
AA: Instead of mine. They usually, if someone gives them a boat, they usually put their name on it. I had, I’ve given them a boat about twenty years ago, thirty years ago with my hard earned cash and I had my name on it. Arthur Atkins, on both sides of the point. Well they’re going to put David Browne’s name on it because he was a nice bloke. Well, that’s why I think the people in Lincolnshire are doing a good thing. North Lincolnshire? Where is it again? Where are they putting this memorial? Do you know?
AP: It’s, it’s within sight of Lincoln Cathedral.
AA: Oh.
AP: It’s on a hill. I don’t know the direction. I haven’t been there myself yet unfortunately.
AA: Ah yeah.
AP: But it’s on a hill within sight of the cathedral.
AA: That’s, that’s not in the freezing north of Lincolnshire.
AP: No. I don’t think it is.
AA: No. Well that’s where I was. Lincolnshire. Well Yorkshire was worse, of course. I drove my car from, all over England. Only one thing wrong with it. Oh well no, wrong, the most, the most, the worst thing that was wrong with it was the fact that it never had a hand brake and of course on one occasion the hydraulic main operating thing busted it’s rubber washer so I had no brakes and the funniest thing was I was going along a street and you know I just used to rev the engine and drop it down a couple of cogs if I wanted to stop it. Coming around, I came down the street like I was driving the car down here with just, fairly gently and I wanted to turn right here and just as I got turning right, you know, at about ten miles an hour or something a bloke with about four, four greyhounds were walking down the street crossed right in front of me.
AP: No brakes.
AA: No brakes at all and I wasn’t in a low enough gear to make any difference and I wouldn’t have time. So do you know what I did? I put my foot out like that and dragged it along ground and that stopped it. The foot stopped it.
AP: Like a motorbike.
AA: Eh?
AP: Like a motorbike.
AA: Well I had a motorbike once. I knew how to stop that. I knew what to do with that.
AP: Very good. Well I think that’s, you’ve been talking pretty well nonstop for two and a quarter hours now.
AA: Have I?
AP: That’s a pretty good effort.
AA: I’m sorry.
AP: No. That’s excellent. There’s some really good stuff in there. This, this is one of the easiest interviews I’ve said, I’ve done because I asked you one question at the start.
AA: Yeah.
AP: And then I sat back and just listened.
AA: Yeah.
AP: And it went. I timed it. It went for an hour and fifty before you took a break.
AA: Goodness
AP: So, thank you very much.
AA: No. I’m very, very interested
AP: Very, very much.
AA: In the air force and Bomber Command. I had a, it was the best job I ever had in my life was the air force. Especially the part when I was working for the RAF.
AP: Good.
AA: They were the real air force as they said. Not the Boy Scout air force like the RAAF.
AP: Fantastic.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Arthur Atkins
Description
An account of the resource
Arthur Atkins grew up in Melbourne, Australia. As a Boy Scout, he experienced a flight in an aircraft and knew he wanted to be a pilot. He transferred from the army to the Royal Australian Air Force and started pilot training in Australia. He travelled to Britain in 1943, via New Zealand and the United States of America. After further training at various stations, he was posted to 625 Squadron at RAF Kelstern. Among the operations he describes are leaflet drops over Chartres, the bombing of the Opel factory at Rüsselsheim, the Gironde Estuary, Le Havre, Frankfurt, Cologne and Stettin. He completed 32 operations. While stationed at RAF Kelstern he often visited the Plough Inn at Binbrook.
Creator
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Adam Purcell
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-21
Contributor
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Julie Williams
Mal Prissick
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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02:13:42 audio recording
Language
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eng
Type
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Sound
Identifier
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AAtkinsA151121
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Australia
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
England--Lincolnshire
Germany--Cologne
Germany--Frankfurt am Main
Germany--Rüsselsheim
Poland--Szczecin
France--Chartres
France--Gironde Estuary
France--Le Havre
United States
Germany
France
Poland
California--San Francisco
California
Germany--Ruhr (Region)
Temporal Coverage
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1943
1944
1945
Publisher
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IBCC Digital Archive
27 OTU
625 Squadron
aircrew
bombing
control tower
entertainment
Halifax
Lancaster
Lancaster Finishing School
Operational Training Unit
Oxford
pilot
promotion
propaganda
RAF Church Broughton
RAF Hemswell
RAF Kelstern
RAF Lichfield
searchlight
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/279/3432/PJamesHGW1705.2.jpg
71d2ab07fe058905a10dc98b67cb30c5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/279/3432/AJamesHGW170412.1.mp3
9d1d8c09fc266f63e0a189b1e0d8ad09
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
James, Harry George William
Harry George William James
Harry G W James
Harry James
H G W James
H James
Description
An account of the resource
Three items. An oral history interview with Warrant Officer Harry George William James (b. 1923, 133759 Royal Air Force) and two photographs. Harry James served as a rear gunner with 166 Squadron at RAF Kirmington.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-12
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
James, HGW
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the 12th of April 2017 and I am in Newbury with Harold George William James who was a rear gunner and we’re going to talk about his life. What are your earliest memories, Harry?
HJ: My first memory is, I was born in a two bedroomed thatched cottage, at West Street, Burghclere, and my first memory is sitting on a step there when we moved about fifty yards further down West Street into a three bedroomed house. Now the people that moved out of the three bedroomed house, their names were Ball, Mr and Mrs Ball, and they, Mr Ball was a retired as a farm worker, my father was a farm worker and retired as a farm worker, and I was sitting on the steps at this house we were moving from to ‘cause I thought they was still living there, and my first memory is sitting on the step crying! And then moving on into the three bedroomed cottage, which incidentally at one time or another was a workhouse! [Laughter]. It dated back quite a long way. Yup, and then my next really clear memory is when I was five years old, I started school and I was dragged to school by my eldest sister. I was kicking her, sitting in the ditch, [laughter] that is my clear, clear memory and then of course, then of course it was schooling, then. My mother was born in Herefordshire and her father, funnily enough her father lived into his eighties, early eighties, my mother died at eighty nine. But I was a bad traveller, now, funnily enough, apart from flying, I’ve always been a bad traveller. I can travel quite comfortably in a car while I’m driving, but as, I haven’t held a licence now for twenty years. When I was seventy three I had a, something go wrong in my eye and it sort of threw a curtain up in front of me and I, retinue [sic] of the eye, and I decided then had I been driving and not walking, could have caused an accident, so those days – I don’t know what they do nowadays – but those days you renewed your licence every three years, so when the three years was up on me seventy third birthday, I haven’t held a licence since.
CB: So where did you go to school, Harry?
HJ: Hmm?
CB: Where did you go to school?
HJ: Where did I go to school? Primary, from five until eleven, Burghclere Infants School, [pause] eleven ‘till fourteen, Newbury Modern. That school’s not there now, it got bombed during the war. [Laughter] It was up, it was up by St John’s Road, or near St John’s Road, in Station Road actually, overlooking the railway.
CB: Oh right.
HJ: But it got bombed during the war. Sold it to the church, which is now St John’s Church, that was further up New Town Road, the old one. But I suppose, where’d I get to?
CB: You say left school at fourteen.
HJ: I left school at fourteen, yep. Now, getting away from that for a moment, there was a funny thing about when I was at school. When I was at school, eleven to fourteen, I sat next to a lad named Brookes, and he is still alive – he’s ninety two – his birthday is in June, he’ll be ninety three in June, and he lives, [laugh] I don’t know the exact number but I know where he lives, in that block!
CB: In the other block?
HJ: Downstairs.
CB: Is he really. Amazing.
HJ: But we’ve knocked into one another on and off for all our lives, but I’ve lived here for what, I think I’m in my twenty ninth year, you know – it was brand new when I come in. He’s lived there, from June ’89, I came, no, he’s lived there, I came here in May ’89, and he’s lived there about six months after me.
CB: Extraordinary, yes. Just in another block, nearby.
HJ: Another block, yeah. And he’s the only tenant there. We’re the two oldest tenants here [laughs]. Well I left school at fourteen and immediately moved to an uncle and aunt living in Hinckley, Leicestershire. My fourteenth birthday was of course on the 27th of December that year and I started work in the January, as a mate to a plumber. The idea was, if I was suitable, I would get an apprenticeship six months after, but that never worked out quite because the war turned up, or was a racing certainty, but the reason I didn’t get the apprenticeship, was I was on ten shillings week as a plumber’s mate, but I was called an improver after six months and I went on to eight pee an hour which was over, over two pounds a week [laughter] whereas I would have still been on ten shillings, plus the fact, plus the fact that if you were working away from home you never knew what time you could get back home! Actually when I was fifteen I appeared as a witness at Leicester Assizes, purely through work.
CB: Leicester Assizes?
HJ: Yeah. It, I worked for, my original employer was “Ewan H, Jones, 182 Coventry Road, Hinckley, Leicester for Dependability, Service and Satisfaction.” [Laugh] Well he was a comparatively young bloke in his middle twenties. He had a Diamond T wagon that was done out in red and gold and this is where the slogan came. But we, the plumber I was mate to, we were working at Chocolate Box, the Oadby Road, in Leicestershire, doing a bathroom conversion and er, we were taken there by the guv’nor in his car and then we were collected whatever time he had in the evening. This was on a Monday and it was really cold, it was January, and it was really cold, and we were still working, you just carried on work ‘till you were picked up and the woman we were doing the conversion for, she came upstairs and said, told us to pack up and come down by the fire. And that’s when there was a programme on the wireless “Monday Night at Eight O’clock” I think it was called, something like that. I know that, I was at Leicester Assizes, I was asked which came first, which came second and which came third on a programme. The bloke had a, the QC that was asking me, had a Radio Times in front of him, I hadn’t a clue which came, but the reason for this was on this particular Monday night we didn’t get picked up ‘till after eight o’clock and we then stopped at a place called the Red Cow on the way home and we didn’t get home ‘till ten o’clock, but the guv’nor had recently completed a job at Foldsworth Mill, in Leicestershire, about six miles out of Hinckley and there was some lovely timber there as didn’t belong to him and he set back that Monday night and picked the timber up. So he got accused of stealing the timber by the owner of the mill and he cross-sued the owner of the mill for defamation of character, so we had three days at Leicester Assizes on that and he finished up getting awarded five hundred pounds against the mill owner in the end, and had the timber as well, and that’s as true as I’m sat in this chair! [Laughter]
CB: No wonder he was successful.
HJ: So, then as I say, things, it was a racing certainty in ‘38 that we were going to war, it was a racing certainty, it was only a matter of, it was only a matter of time. So, as you well know war broke out in the September wasn’t it, 3rd of September ’39 wasn’t it, yeah, hmm. So, not long after my seventeenth birthday, well about the April after my seventeenth birthday, I knew I was going to have to sign up on the dotted line and I decided that a I didn’t want to carry a pack on me back, b I couldn’t swim so I didn’t want to go in the Navy. I saw an advert for gunners in Bomber Command so I took a day off work and went to the Recruiting Office which was then in the London Road, Reading and signed on the dotted line and then, then I got, a while after that, I think in the Oct, I got notification from recruitment that I had to go to Uxbridge for three days for medicals and educational purposes and that, and I was selected for aircrew duties there and eventually I joined the Air Force and got sent to South Africa for training. And then I became a gunner, and I always favoured the rear turret, I never flew in anything else bar the rear. I did thirty three trips for 166 Squadron off Kirmington in Lincolnshire. We had our ups and downs, we wrote off three aircraft, that was [indecipherable] and when I was screened after thirty three, you could be compelled to do two tours, one of thirty and one of twenty but I went into, when I, the screening period, you had six months screening definitely, I went into drogue towing at a place called Aberporth in South Wales. I could write a book about that, if I was capable of writing a book, oh dear, but that was a hilarious time [much laughter]. Oh dear. I came off like with a bit of ear trouble, and the, mind you by then I had the old Tate and Lyle on the sleeve [laughter].
CB: Warrant Officer you mean. Yes.
HJ: But, there was a, Aberporth was just a grass ‘drome. I believe it has a runway on it now, but the catering officer was a warrant officer and he’d been called back, he’d just retired when the war started, he’d been called back, they wanted, he, he was naturally first one out, and as I was a warrant officer, by then, I got told to do catering officer, [laughter] that was an hilarious time, I’d sit trying to get the books up to date in a [indecipherable] with a couple of dozen bottles of Guinness by the side of me. Once a month I would have two girls come up from [indecipherable] Swansea, and sort the bloody books out. Until the, all the unit transferred to Fairwood Common, I was the catering officer, what knew I do about catering [much laughter] was only [indecipherable]. It was hilarious. You could only get it in the Air Force.
CB: Yes, yes.
HJ: Yeah, but every Monday I used to get a, have to get the necessary paperwork and get a three ton harry, driven by a corporal WAAF, to take me to get bread for the week and then to have a request to get booze for the two messes, Roberts Brewery and Hancock’s Warehouse; [laugh] it was hilarious like, down there. I eventually got demobbed, again at Uxbridge, in October 1946, and then owing to the fact that you had to get a green card to get a job immediately after the war, and then into the fifties, I had a job lined up and they wouldn’t give me a green card for it. They said I had to take a six month course so I took a six month course and then became a plumber, a government course on plumbing, and I went to work for, and travel with, cor blimey, I’ve forgot the name of it [pause].
CB: Was it a big plumbing company, was it? He’s just looking up his notes.
HJ: Oh, I’ve forgotten the name.
CB: Well we’ll put it in in a bit. What were you doing for that company?
HJ: Hmm?
CB: What were you doing?
HJ: What was I doing?
CB: With this company?
HJ: As a plumber?
CB: Yes.
HJ: Just working on the tools, normal plumbing work, you know, lead work, and lead piping, and rolled joints, and then, then I got invited into the local government, to run the works section for water. In other words I was Water Foreman to start with, and I had so many men under me that did the mains and up to the stop cock, put in new connections, run new mains round housing estates and that sort of thing. Then I became, in 1960 I became the first Area Superintendent for the Thames Valley Water Board, at Newbury and took on first Lambourne, then Hungerford. I had, I had the Newbury area which included Thatcham and Bucklebury Common, and I worked at that for a number of years and then 1960, my wife was seriously ill, and before they could do, she had a heart operation before they could do open surgery, so she was operated on through the rib cage and she had a cut right round, a hundred and eighty stitches inside and a hundred and eighty outside! So I gave up, er I don’t know, about ’62 I suppose I come out of the public water supply and went in to, partly looking after me wife and partly doing some work, more or less self employed. And then, of all things, I got divorced. Twenty nine years ago this November [laughs]. So I’ve been here twenty nine years, I came here when I was sixty five, sixty five and about four months I think and I’ve been here ever since. And I was a very fortunate man as far as illness is concerned. I went virtually sixty years without an illness. Well I had one illness, in sixty years, I had flu once and believe you me, I’ve only ever had flu once in my life and it put me in bed for a fortnight with doctor the first three days the doctor came in twice a day.
CB: Amazing!
HJ: But, um, I haven’t worked since I’ve been here. Well, I say I haven’t worked, I did a bit part time work, you know, what you do. I am on income support by the way.
CB: Right.
HJ: But two to three years ago, my luck ran out as far as illness is concerned. I forget what, I was in hospital for two weeks about three years ago, I forget what that was about, but since then I’ve had three mini strokes, the last one was last July, that’s why I’m a bit on a, the, I can’t walk very well since the third one, it affected me knees and I, if I’m not careful, I get a bit of a [indecipherable]. I am not, I am not registered as alcoholic but I am registered as a very heavy drinker.
CB: What kind of lemonade do you like best? What type of lemonade do you like best?
HJ: Whisky! [Laugh]
CB: Oh, there’s a bottle down beside the chair. That’s nearly empty.
HJ: I’ve got another two! [Laugh]
CB: It’s always good to have a supply, isn’t it, yes.
HJ: Mind you, I don’t drink a bottle a day now, [chuckle] a litre will keep me going for three to four days!
CB: Right. Well you’ve got to have some, you’ve got to do something in your life, haven’t you. Shall we just take a break there for a moment, stop just for a moment. So after joining and medical at Uxbridge, what did you do?
HJ: When I was called up, forget the exact date of that now, but it would be in ’41, late ’41 I think, the first place I went to was flats in London that’d been taken over by the Air Force. Viceroy Court was where I was first at, that was Regent’s Park, and you walk from, across from Regent’s Park Canal up to the zoo and you fed at the zoo [laugh]. The Air Force took over the bottom part of the, it was the catering side of the zoo, but, as their kitchen, so you, if you wanted breakfast you had about half a mile to go: so you didn’t have breakfast. But and then I had a bit of eye trouble – lazy eye they called it those days – in the right eye, I think it was the right eye, and I had to have some eye training. This eye training was you’d look in to, you’d have two lenses to look in to and in one would be a cage and in the other a lion, you had to put the lion in the cage. And there was a girl sat opposite you looking at the, the, oh, anyway she’d take notes and once your eyes were back to normal then you, and then it was out to South Africa.
CB: Before you went to South Africa, you must have gone to Initial Training Wing.
HJ: Hmm?
CB: Before you went to South Africa, you went to an Initial Training Wing, where was that?
HJ: The initial training was six weeks at Viceroy Court.
CB: Oh.
HJ: That was, after that, being as you were going to be trained into aircrew, you went from AC2 to LAC, and I was only an AC2 for six weeks, I was then LAC until I passed out as a gunner.
CB: Where did you go?
HJ: To, it was known as Rhodesia those days, buggered if I know what it’s called now, but still, Southern Rhodesia, I was originally at a place called Hillside, which is just outside Bulawayo, and I actually trained at a place just outside Gwelo, which is half way to Salisbury, which is Zimbabwe now i’n it, or something like that named after the bloody [telephone ringing] ruins.
CB: So what training were you doing there, what training were you doing?
HJ: I was, originally I had to try and train as a pilot but I wasn’t, hmm, and then they wanted me to go as a navigator but I failed the, but I wouldn’t, I wanted to get back to England before the war ended, so I took a shorter course of training as a gunner and I became a rear gunner and back, back to this country and then you, in this country, when you come back to this country you had to go through further training and then OTU and all that.
CB: Where did you do your gunnery training?
HJ: In this country? Er, let’s see, when I came back to this country, first I went to Hixon, oh, then from Hixon, up to, to Seighford in Staffordshire [coughing] [pause].
CB: So you went to Hixon.
HJ: That was on Wimpeys.
CB: Yup. Where was the OTU?
HJ: Hmm?
CB: Where was the OTU?
HJ: What was?
CB: Where was the OTU? [Throat clearing]
HJ: OTU. [Pause] In Staffordshire, I know it was.
CB: Okay.
HJ: Partly, probably partly at Seighford. The, and then Heavy Conversion, two to four engines.
CB: Where was that?
HJ: Somewhere in that area, I don’t know. And then it was to 166 Squadron in Lincolnshire – oh the Heavy Conversion was somewhere in Lincolnshire too. Mm. I forget where that was. But er.
CB: On to Lancasters.
HJ: Hmm?
CB: On to Lancasters.
HJ: Oh, from the Wellingtons onto Lancasters. We did one papering trip on, dropping leaflets on Paris, in the old Wellington [coughing] [laugh]. Five of us went and four of us came back [cough], one got shot down, fortunately all the crew baled out, buggered if they weren’t back. They were picked up by the French Underground and took out through Spain and they were back in England in about six weeks.
CB: Were they really?
HJ: But as I say that was a, dropping leaflets on Paris.
CB: Crazy.
HJ: But I did drop a leaflet, [laugh] through the back of the turret. You know what a clear vision panel is, fuck all there [laugh] in the rear turret. When on point threes, you had two point threes on your right hand side, two point threes on your left hand side and then you had two more at your feet with your clear vision panel you could bale out, provided you remembered to open the door and get the parachute from behind you, you could have baled out.
CB: Because you weren’t wearing the parachute were you?
HJ: But, that’s where you had to dress up. Do you know what the normal dress was?
CB: So what were you wearing?
HJ: Hmm?
CB: So, what were you wearing – clothes – what clothes did you wear?
HJ: I was just going to tell you: on your feet you had silk, woollen socks and then flying boots. On your gloves you had silk woollen gauntlet, three gloves, and then you had silk vest and whatever you wanted put on in between and then your battle dress blouse and then you had a kapok suit, a waterproof suit and then your Mae West and then your parachute harness: and that was your dress. So you could sweat like hell or freeze like hell in the air [laugh]. But, ‘cause, almost always, from briefing you had quite a period before you actually, you went directly from briefing to your own aircraft but you waited at your aircraft until you got the signal to get on, get into the aircraft and then the signal to taxi out and you taxied out in, let’s see, most of the time I was on P, so O P, O P Q was three dispersal with their own ground crew doing the three kites. Well, you start off A B C, C, D, E and that, and that was P it was P – Peter those days, it’s er, I don’t think it’s that now, God knows what it is now, but it was O -Orange and that sort of thing.
CB: P – Papa, it’s now P-Papa.
HJ: But yeah, so as I say, that’s more or less.
CB: So when you went, you did thirty three ops, you did thirty three ops but you haven’t got your log books so, tell us about the ops you went on. The ops, you did thirty three, you did thirty three ops
HJ: I did thirty three, yup. The reason for the odd three was that, I was, funnily enough I flew mostly with colonials. When I was at 166 for instance, the skipper, the navigator and the bomb aimer were Canadians; the wireless op, Frank Perkins, was Australian; the mid upper gunner was Newfoundland, rear gunner was me of course, and then when we took on with Lancs, and we took on a flight engineer and he was English. So that was the seven of us. Three Canadians, one Newfoundland and one Australian and two English, I think that adds up to seven. Actually, mind you, all this time I was single, I didn’t get married until, well, after I was demobbed. But I shouldn’t ever have got married, but there again I wouldn’t have the family I have got now [laughs]. I’ve got one daughter, she’ll be seventy in December, I’ve got two grandsons, the youngest is forty, he was forty a week ago, the oldest is forty three I think, and then I’ve got three great grandsons and one great granddaughter, the granddaughter is the oldest at eleven. The eldest of the grandsons was eight last week, the second grandson, which is that one, he’ll be eight next month, and the youngest grandson is five. Great-grandsons I mean, great grandsons.
CB: Stopping just for a moment. So crewing up.
HJ: To get together as a crew [microphone thumps] you’re just a given number of each each trade in a crew were just thrown together and you walked round and round chatting, and you gradually made a crew, yeah. First and foremost you, first and foremost you, when you were walking around there could have been, for the sake of argument twenty pilots, now they would start making their crew, they’d pick navigator, you just kept walking round and chatting and gradually discovered you’re in a crew! But hmm, as I say, my skipper that I did most of the trips with, was a Canadian, Shorty Blake, he was a short-arsed bugger [laughter] when we were on Wimpeys he had to have blocks put on the pedals [laughter].
CB: On the rudder bar, he means, yes, blocks on the rudder bar.
HJ: He was a, when I first knew him he was a sergeant and we got on quite well, and then they decided that all pilots would have to be commissioned. So, when you were flying you used to get five days leave every six weeks, not necessarily in that order, you could go ten weeks, but you always [emphasis] got the, provided you lived of course, you always got the equivalent of five days every six weeks. Believe this or not but it’s absolutely true, when Shorty Blake was getting his commission, his wages automatically stopped until he actually was commissioned and then his commission dated back to when his wages were stopped, and we had five days leave coming up and we’d already agreed that he and I would go and have leave together and we were going to stop with his great aunt and his uncle at Wood Green, and he had, he had no money so I drew every penny I could get, and I finished up with ninety eight pounds something, for five days. After three days we were broke, [laugh] we were coming home from the West End, of London, when his uncle was going to work in the morning, having about four hours in bed, and that was supposed to be five days rent [laugh]. Mind you, you always worked it so you got a weekend in and made it seven. So he decides to go to Canadian Pay Accounts. We totalled up how much money we had between us, and we had enough for a pint of bitter, so I sat in the pub with a pint of beer [laughs] while he was at Canadian Pay Accounts, and he managed to draw a hundred pounds. We still had, still had a few days, three days of our leave. We got back to camp and we had about two or three buttons between us, we’d worked our way through nearly two hundreds pounds! Oh dear!
CB: Huge amount of money in those days!
HJ: Mind you, a lot of that went on women. [Laugh] It was bloody hilarious. What you’ve got to bear in mind is, you didn’t know how long you’d got – if I’d have known I was gonna live ‘till ninety three! [Laugh] I doubt it though. I remember on that particular leave I remember we picked up a couple of bloody girls one evening and we went home with them and they opened up a bloody shop and sub post office [laughs] we walked in the back, behind, and we’d only met them what, a couple or hours or so before or three hours before we could have hit ‘em over the head with a bloody [indecipherable] for all they knew!
CB: It was their shop was it? It was their shop?
HJ: Yes, well it was one of their shop, yes, one was, sub post, what they call a sub post office, yes, she opened it, but this bloody, yeah, you wouldn’t believe it really, we could, it was a, they were probably.
CB: What ages were they?
HJ: Twenty eight to thirty and we were down around twenty one! [Laughs]
CB: Tales of the unexpected!
HJ: But I say, you didn’t know whether you were going to be alive the following bloody week or not, so you didn’t kid. I was going to say you just didn’t care, but naturally you did care to a certain extent, but you took your enjoyment as and when you’d get it. Oh dear. It was crazy, life those days.
CB: Where did you meet the women? Where? Where did you meet them?
HJ: We used to go, it could have been anywhere, Baker Street or Oxford Street, or somewhere that. We spent the evenings -
CB: In pubs.
HJ: In pubs, yes, by and large. Well, it was blackout and all that, you know; there was no street lighting, if there was a lamp post on the pavement it was likely to walk into one, ‘cause it was full blackout, during the war. So, by and large if you wanted go to pictures, they turned out by about half nine, so from that on it was pub, but I’ve never, to be quite honest with you, I’ve, the last time I went to the pictures, my daughter was about seven years old and I took her to see “The Dambusters”, and my daughter in December will be seventy, [laugh] so I say about sixty three years ago! I’ve got a television in the corner, and the only reason I, don’t worry it doesn’t work. I had it converted, but I had so many worries running, so I just use it to put me fruit on! But I’ve never been one for watching telly and I haven’t got a wireless, but I have got books; I do quite a lot of reading. I enjoy reading, but I don’t do much now because I’ve got double vision, and when you’ve got double vision there’s no cure for it.
CB: No. Just stopping for a mo. Where did you go on the ops?
HJ: Well, first and foremost, the majority, the majority of bombing ops were to the Ruhr Valley [paper turning] – Happy Valley – that includes what, Dusseldorf, Duisburg, Cologne, is it Cologne? Yeah, I think, Bochum, those sort of places, but as far as we were concerned it was the Happy Valley, well depending where you were bombing there you could get fired at half hour in, and half hour out. In other words, a good hour [laugh]. Mind you, of course, anti-aircraft fire wasn’t particularly accurate. It’s fired visually, but the shell has to be set at a given height to go off, at a given height or else it’d explode back there, and to get the given heights which wasn’t all that accurate, particularly at night, because Bomber Command never flew in formation, they always streamed. You do, either do a three flight raid or a five flight raid. You, most of the time they always called it a thousand bomber raid on the BBC and that. But I’m not saying the very first one because they checked, the very first thousand bomber was probably a thousand bombers because they put everything they could get into the air on that one, but after that so-called thousand bomber raid was no more than about seven hundred, thereabouts. When you consider a two flight squadron could only put twenty aircraft into the air, so for a hundred aircraft you’d want five squadrons, for a thousand you’d want fifty and I’m bloody sure there wasn’t fifty in the RAF, but a three flight squadron you could put thirty into the air. 166 was a three flight squadron, A, B, and C. I was in B flight, which included three on our dispersals, O P Q, and we were P. I can still remember the names of most of the crew.
CB: Who were, who were they?
HJ: Skipper – Shorty Blake.
CB: Nav?
HJ: Do you know, do you know, I don’t think I ever called him anything other than Shorty. But the navigator, Canadian, Frank Fish. His father was a Lieutenant Colonel in the Canadian Army, doing this medical effort, you know, when putting masks on, that was his job in Canada, the navigator’s father.
CB: Gas masks.
HJ: But let’s see, I’ve got to the navigator. Frank Russell was the bomb aimer, Canadian. [Pause] Er, Frank Perkins, Australian, was wireless op. Johnny Cole was mid upper gunner – a Newfoundland. [Pause] No, the flight engineer, his surname was Stewart, for the life of me I can’t think of his first name now, but his surname was Stewart. And then of course there was me, in the tail turret. I think that’s seven, isn’t it.
CB: How often did you shoot at aircraft?
HJ: How often did you fly?
CB: How often did you use your guns?
HJ: Now what you’ve got to bear in mind is, a rear gunner’s job was not to shoot down enemy aircraft, it was to bring your own aircraft back home if humanly possible. One of the reasons for it is a Browning 303 would fire one thousand one hundred rounds a minute and you only had a thousand rounds to each gun. So you only had a, if you fired you had to be more or less certain that you’ll, there was no other way. Normally, you’d, when you were on Lancs, normally you would pick up a fighter and watch him. If he knew you were watching him, they rarely ever, they’d look for something bit easier. But almost always you’d, the fighter would be either on your starboard or port wing at approximately five hundred yards perhaps, and you, it was as safe as houses until he turned and looked at you and then went over and they’d skid behind you. But with the Lanc, as soon as he started to go into his firing position you automatically ordered the pilot to go into a corkscrew. Well it was originally a dive towards the aircraft. If the aircraft was on the starboard side the corkscrew was dive starboard, roll, dive port, roll, climb port, climb, you know starboard, climb port, roll, and climb and theoretically you’re more or less back on the course you set off on. [Pause] But once you ordered the pilot to corkscrew, he immediately threw the aircraft into the original dive, whether it was port or starboard, and then of course the pilot was in complete control. Up until that point - when you’d spotted a fighter - the gunner was more or less in control, the pilot obeyed whatever the pilot, gunner wanted him to do, but the second you said ‘Go!’ then he was in full control and naturally he was in control when he levelled off which theoretically on the old course and he’d consult the navigator and that was it, so it was an adjustment of course, navigator would give him alter course three or four degrees port or couple of degrees starboard and between then the gunner only, to all intents and purposes, the rear gunner’d gone to sleep, [chuckle] but he didn’t.
CB: Why did you always want to be a rear gunner? Why did you always want to be the rear gunner?
HJ: I never, ever had a fancy for the mid upper, I’ve only ever stood in the mid upper position when the kite’s been on the ground. I never, ever, the mid upper gunner was virtually surplus. ‘Cause as I say you never, well it would be once in a blue moon that you had somebody diving on you, ‘cause they prefer to be more or less on a level with you. But, it wasn’t a bad life.
CB: How often did the plane get damaged?
HJ: Ah, now, you were lucky not to pick up a hole or two each time you flew. Probably we, out of the thirty three, possibly about three with no damage at all. The second you landed and taxied to your dispersal, the second you were in dispersal and switched off, the ground crew were there and they would go over and if you didn’t have a hole or two in you they reckoned you’d only gone as far as the North Sea!
CB: Never been to the target.
HJ: And if you had quite a bit of damage they’d moan like hell ‘cause they had to repair it! But provided you treated your ground crew right, the ground crew were exceptional. I wouldn’t be at all surprised that if you got the back of the ground crew up, you didn’t last. I’m not saying they did, they, I’m not saying they did it deliberate but I’m convinced that there was more than one kite went down because they skimped on the maintenance and they’d do it deliberate if you were bloody minded to them. They’d do the maintenance, but they wouldn’t do it as thorough as they’d do it normal. But that’s something which is impossible to prove one way or the other. But it wouldn’t surprise me. But if you looked after ‘em, in other words when you got a bit of spare time, take them out for an evening out, all expenses paid by the crew. No more, if you did the complete tour, which was minimum of thirty from the first, you wouldn’t take them out more than about four times during the third, you know, three or four times, but providing you give them a good night out now and again, they’d look after you. But if, if you were a bit toffee-nosed with ‘em, whether they would be as thorough, I don’t think so. Of course you know the Air Force suffered more losses than any other, such as Army battalion or Navy.
CB: In relation to the numbers, yes.
HJ: Somewhere around about fifty odd thousand I think, aircrew were lost, every man a volunteer, aircrew rules, every man was always a volunteer: there was no conscription, but there was never any shortage.
CB: What about the morale of the crew? How was that?
HJ: Morale was, now morale was top class, there’s no doubt about that. Even when we became, when I was on 166, we became what was known as a crack squad, a crack crew and we did quite a lot of sea mining at Skattegat and Stettin Bay. Stettin Bay was a bloody long haul: ten hours thirty. But when you were on, only five crews used to go on the mining effort but by and large they would try and give you top cover. For instance, if you were mine laying, well if I say we were one of five on mine laying, you always took off half an hour before the main force. If you were going to do, if you were going to the Baltic, they put on a thousand bomber raid to Stettin, well, they called it, well it was called, as I told you, about seven hundred made up the so called thousand, but it was always announced as a thousand bomber raid by the BBC, but, but er, [sigh] only once did I ever know somebody that nerve broke, and the way they get treated, or the way he got treated, you wouldn’t do it. He was, because his nerve broke and he wouldn’t, wouldn’t fly again he was cashiered and drummed out of the service. If it, if it was a sergeant his tapes were taken off and just one stitch back and then gets dropped, and that was before the whole of the squadron. All of the squadron was paraded to see it. I only ever saw one. There was no excuse for that sort of thing, because it’s just human nature broke him, not everyone had the temperament to – you had to be miserable bloody fool like me, see.
CB: So that was in 166 was it? That was in 166. In 166, in your squadron. The LMF man was in your squadron was he? [Rumbling sounds]
HJ: Yup.
CB: And what was he? Just thinking.
HJ: I think he was a bomb aimer to be quite honest with you, he was in the front. Certainly he wasn’t the skipper and certainly it wasn’t the navigator, I think it was the bomb aimer. But by and large you only, you were only really close to the three, three crews that was on your dispersal. ‘Cause you were dispersed into woods and all sorts of things. It was nothing to have half, three quarter of a mile to walk to the mess. So by and large, you were only on nodding terms to quite a lot of the actual squadron, but to the three on dispersal, you were all good friends, ‘cause the next dispersal site might be half a mile from you. So you, you only stuck and once you finished you weren’t kept on the squadron, you were within forty eight hours you were moved to a dispersal or a permanent posting dispersal. I went drogue towing, down in Aberporth.
CB: Just going back to this experience of the man. What was the reaction of the squadron in the parade?
HJ: What was the?
CB: What was the reaction of the members of the squadron?
HJ: What was the reaction? [Pause] I’m really not, you only knew the reaction of more or less the ones that you were close to on dispersal. Course what you’ve got to bear in mind is, like when I was at 166 originally, there was, of the original crew, when it crewed, before any operation there was only two commissioned. That was, they were both Canadian, the bomb aimer and the navigator, the skipper was Canadian, he was only a sergeant, and then the rest of us were non-commissioned. [Tearing sound] But then they commissioned all pilots so we actually had three commissioned and four non-commissioned. There was talk at one time, which was silly really, that they would commission all aircrew. That never worked out, never, it wouldn’t have worked, I mean it would have put too many in the officers mess. Well by and large they would have had to enlarge the officers mess. If you were a three flight you would have a minimum of about three hundred and thirty crew members ‘cause you always had a couple of spare, but if we were all commissioned, with seven man crew, you take seven times, for the sake of argument, seven times thirty two. Plus there would be the ground officers. It worked the way it worked.
CB: What sort of damage did you see of other aircraft?
HJ: You could have, now, I’ll give you two incidences on the aircraft I flew. In one instance we had a starboard, whatever, engine taken out by a bomb, in the second instance we had a five hundred pound delay come into the cabin, from an aircraft above!
CB: Whereabouts? Where?
HJ: It came in behind the navigator, between the navigator and the mid upper, but all it needed -
CB: By the main spar.
HJ: Mind you, it was a five hour delay anyway, you could have, if the old propeller had wound out, but the propeller was on a spindle like that, and the little propeller and it didn’t come live until that was completely out. So all you did was you wind the bugger back in! [Laughs] There was hopes that [indecipherable]. But, er, no, we brought that bugger back, ground crew well. [Laugh] But when you were on sea mining, once the mines were on the aircraft they’d never take ‘em back off, they, the ground crew, wouldn’t have that. So if something wasn’t quite right where you were gonna mine, you could wait about two or three weeks to do a trip. But you usually dropped a mine from about eight thousand feet, check so as that the parachute opened immediately and it’d go down and as I say most of the mining we did was into the bloody Baltic, Stettin Bay. But course there, the, Stettin was only just inside the Baltic so the travelling was, wasn’t like the Atlantic or something like that, it was comparatively narrow, perhaps no more than, well most of the mining was done probably no more than three four hundred feet. But the mines that were dropped on parachute, the first ship over activated them over, the second ship over – bang! [Laughs] That was a bit dodgy, the ship [indecipherable]. ‘Cause if they were in, following one another, sees the first ship goes in no trouble at all, everything’s all right, the second one goes bang!
CB: These were acoustic mines, yeah.
HJ: But on a bombing raid we always carried a four thousand pounder, and mostly [emphasis] all the rest was incendiary, four pound incendiary, incendiary containers and they would, the incendiary containers were rigged so that they’d open about a thousand foot up and scatter so that they covered a, and then you had the, but from a bombing point of view, the, when you had markers put down, they were TIs, either red, green or various coloured.
CB: Target Indicators.
HJ: And the Master Bomber or his deputy or Master Bomber on the second would, you’d pick him up on the radio when you were nearing there and bomb the reds and yellows or bomb the yellows or he’d tell you what colour to bomb. But the object of bombing was not to bomb a particular place, but do as much damage as could be.
CB: To the whole area.
HJ: Yeah. In other words if you could blow the whole of the town up while you’re there, various bombs [indecipherable]. It was, but of course poor old Bomber Harris, he, course Bomber Command got blamed for everything immediately after the war and it’s only comparatively recent that they’ve come out of the dog house. It’s only comparatively recent that they’ve built the Bomber’s Memorial, Green Park I think it is.
CB: Yes. You’ve got your Bomber Clasp, haven’t you, you’ve got your Clasp. You’ve got that.
HJ: When that came. Yeah. I’ve got a Clasp. The Clasp is, where the medals are, it’s on the right one up there.
CB: So your crew was a mixture of commissioned and non-commissioned.
HJ: Well, all, all went together, not a problem, no problem. To be quite honest with you, towards the end, the Australian wireless op, Frank Perkins, he bought a clapped out bloody car! Mind you, that was run on Air Force petrol [laugh]. But they could trace that, ‘cause the, it was the colour, but it was a clapped out old car going on a hundred octane.
CB: So that blew the engine.
HJ: So prior to that, we could go a bit further afield but aircrew had to walk, ground crew had bicycles! [Laugh] Aircrew weren’t trusted with a bicycle [indecipherable] [laugh]. That’s the, the Clasp.
CB: The campaign medal, yes.
HJ: But no, aircrew weren’t, we had a sergeant who was in charge of the ground crew for the three aircraft. He used to go out on the tiddly most nights. He used to ride a bike out and ride the bike back and where he come off the bike he spent the night, the rest of the night, and it was nothing to see him coming cycling in about eight o’clock in the morning. [Laugh] He come off, he come off where he was, bit of a strong thing there coming up, but they had Special Police as much as ordinary Police Forces and this was, the Special in that particular area was a small bloke, and he, partly deformed, he come across this ground crew sergeant passed out in the middle of the road and he told him after, he could only roll him onto the side of the road. He said if he could have carried him he would have carried him to the Police Station! If he could’ve got him to ride, brought him around and but he said for safety’s sake he rolled him to the kerb, well to the grass verge.
CB: Now there were always a lot of WAAFs on the airfield.
HJ: Hmm?
CB: There were always a lot of WAAFs on the airfield. How did you liaise with them?
HJ: Now, we had a, [pause] the, as far as squadron life was concerned, the WAAFs you really came into contact with was in the Parachute Section and they had the job of packing chutes. Mind you, at least once during the tour you had to pull your parachute and pack it yourself, but I’ve never seen a man that didn’t pull it twice after they’d packed their own chute, pull the bugger [indecipherable] they didn’t trust their own packing, that’s for sure! I know I never did! But it worked where they had these little sandbags, you know, they fetch ‘em out and hauled them over but when you consider how much silk there is, well they weren’t a hundred percent silk, they were only a part silk, you know, a mixture of cotton and silk I suppose, but when you consider how much there was and it finished up as no more than what. But when I was at Aberporth, that’s when you really came into contact with the WAAFs. Now in the sergeant’s Mess at Aberporth there was a particular WAAF girl, cook, she was about, no more than twenty, I know I took her out once or twice, she had the biggest breasts I’ve ever seen – they were colossal! Whoar! She had, you know these white foldover doings cooks had, she’d have nothing else on and every now and again when she was bending down, one or the other of these colossal tits would pop out. [Laugh] I stood behind her time to tuck it back in! [Laugh]
CB: So not only did you get two black eyes but you couldn’t hear anything either!
HJ: Oh gawd, you know she loved this [indecipherable]. Mind you, [pause] I must admit that to my certain knowledge, I put at least one WAAF into the family way, because the son by me has seen both my daughter and my late wife, but I was always out.
CB: Where did you meet your wife? Where did you meet your wife?
HJ: Where did I?
CB: Where did you meet your wife?
HJ: One I got pregnant in Aberporth, she was a corporal, Joyce Humphries her name was, she lived at Ystradygnlais, six miles out of Swansea. She was at Aberporth and she drove the Monday delivery wagon that I used when I joined in the catering office, I’d take to get the bread and get the booze, so we’d spend more or less all day Monday together, either in the summer sat out on the hills or on the way back having a swig out of a, out of a glass of stout. Wife.
CB: Where did you meet her, your wife?
HJ: Probably, in Newbury, yes. Got tired, I got tired running I think, just, I’d known her quite some time, on and off, and I suppose after, I suppose really speaking, I eventually got her pregnant and decided to make an honest woman of her. Hmm, yes. My daughter was born in December and we were married in June. [Laugh] But in 1960 she had her operation, but had this valve put in her heart and she lived another forty years after that. She died, I think she’s been dead somewhere in the region of sixteen years. Mind you, we divorced twenty nine years ago this November. I don’t know why, I don’t know why she divorced me, probably get me money, cost me a fair bit.
CB: After the assessment.
HJ: If the war had continued, I would almost certainly have gone back for a second tour. You could be forced on to your second tour by them just calling you in, from whatever you were doing. For instance, when your tour was finished, I went to, oh, near Aviemore, in Scotland, yes, near Nairn I think, and from there you chose what you wanted to do, on what was available. So they, If you wanted to go into office work, you could go and if office work was available and you were suitable for it then, but I decided to go on to drogue towing and I got posted, originally for a short time, to Valley and I was only at Valley for no more than three weeks, and from there I went to a little place also on Anglesey, called Bodorgan I think it was. And from Bodorgan I went, I was only at Bodorgan about a month and then I went direct to Aberporth, and I was at Aberporth to within a couple of months of getting demobbed. From Aberporth I went to somewhere in Worcestershire. I got demobbed from, I got demobbed at Uxbridge but I went from this place in Worcestershire to Uxbridge, to get demobbed, that’s when me number came up. I was on a, aircrew were on special release, they were on G Reserve, not paid Reserve. But I was on G Reserve, possible that, if necessary they could call you up, but if, if a war had broken out, serious war broke out, anything up to perhaps ten years after I was demobbed, they could call me up on this G Reserve without me having to, without waiting for the number to come up.
CB: Okay. When you got to Aberporth –
HJ: Well, now it was a lazy life: you didn’t start ‘till nine in the morning. You just go to flight and by half past nine, ten o’clock you knew whether the, either the Army or the Navy wanted a drogue towing. Nine times out of ten they didn’t so you had the rest of the day off. You just caught bus and go into town [laughs].
CB: But what was your job?
HJ: What was? [Bumping on microphone]
CB: You were in a Martinet there?
HJ: Was a Naval aircraft, single engine –
CB: It was a Martinet.
HJ: Martinet, that’s it. Your position was immediately behind the pilot and you had a square out the bottom and you just threw the drogue out through the square and it had sufficient cable on it to clear the tail by a few feet before it, and it drove itself, probably about ten foot long, when it was fully adrift, and then you just let out a thousand foot of cable, and then you had a little propeller outside to bring it back in and you wound the propeller down into wind so it, and that would bring it back in and you’d wait ‘till the connection and that, it had a cord connection from the cable to the drogue cable, and then you cut that with a knife when you flew over where they, skipper’d take it down to about forty, fifty feet perhaps bit lower, and then you’d cut it right in front of the arrow doors and it dropped on the apron.
CB: Of the airfield.
HJ: But the only part that was damaged was this bit of cord, and of course that’s no problem at all, probably no more than six inches when it was, of cord, and that’s no problem, not that way, but it was sort of doubled for when you would, pull it. But oh, at Aberporth there was an Army camp - Artillery I suppose - and also a private, not private, a government development attached to the Army camp, and I expect you’ve heard of this, they were doing a nose instantaneous job to go with Blue Streak, I expect you’ve heard about Blue Streak.
CB: The rocket.
HJ: Well I actually dropped fifty of these nose instantaneous efforts; they were about this high.
CB: Couple of feet.
HJ: ‘Bout so big round.
CB: Four inches.
HJ: The skipper’d line the wing of the aircraft up against the headland, put his thumb up and I had let it go through the [indecipherable] these scientists were watching, [laugh] taking photos of it and nine times out of ten the bugger went straight into the sea [laugh] and didn’t explode. And we did fifty of those, about twenty five drops, ten, but you should have seen it. They were brought by armoured personnel and they jumped out of the back of the wagon and stood, rifles on guard, just handed them over to me and we just sort of sort of walk off, no guard at all! It was, but it never come of anything, Blue Streak, I don’t think.
CB: No.
HJ: Instantaneous. The pressure built up on the nose as it fell, that was the idea of it. Pressure building on the nose.
CB: And explode above the water.
HJ: And the pressure, nine times out of ten they went straight in. [Indecipherable] probably eight out of ten the people were [indecipherable]. They could, they could explode almost as soon as you dropped on the water. And you were dropping them off, I, probably from six thousand feet.
CB: Oh, as high as that!
HJ: Yes, ‘cause theoretically you’re not allowed to fly under six thousand feet, so could have been, didn’t matter the height you dropped ‘em from, could have been eight thousand, ‘cause as I say they were only supposed to go off hundred feet above the water.
CB: Right. In 166 three aircraft were written off. What was that?
HJ: One was written off, let’s see, one was written off because we lost a bit of the wing, and the wing was, a bomb caught the outer side of the wing, took about six foot off and put the wing as a whole out of alignment, so that became a write off. Then there was excessive damage between the rear turret and mid upper turret on another one, bloody great hole in the side of the kite, so that caused, well, as far as we were concerned it was written off, whether they got round to repairing it, was a major repair based on that, but as far as the squadron was concerned it was written off. And the other was a tailplane, aileron damage. That was, it was written off as far as the squadron was concerned, it could have been taken but a lot of these, a lot of the Lancs were made in Canada, women used to fly them, via Iceland, no, yeah, Iceland wasn’t it, and they’d refuel there and fly them into wherever they were needed in England. Whats’er name lost her life on that, didn’t she. Before the war she did long distance.
CB: Amy Johnson.
HJ: Amy somebody.
CB: Johnson.
HJ: Johnson. She lost her life and they never did find what happened to her.
CB: No.
HJ: I don’t know whether it was a Lanc, could have been anything she was flying it from north to south.
CB: What caused this aileron damage? What caused the aileron damage?
HJ: Usually aircraft fire, anti-aircraft usually ground fire.
CB: Flak?
HJ: Yeah, but if it caused enough damage that it couldn’t be repaired by, immediately by the ground crew, it was virtually, as far as the squadron was concerned it was taken out of action and transported wherever they wanted it, going for scrap, transported for scrap.
CB: Okay, what was the most memorable thing about being in the Air Force in the war?
HJ: What a nice lazy life it was, I suppose! It was a lazy life, I tell you that. You could only commit one crime, well, oh, I don’t think you’d get away with murder, but I think you’d have got away with almost anything else. The major crime was if you refused to fly and then of course you got court martialled and out of the service. But [pause] I think, I think really, the camaraderie of the crew. You see every man in the crew trusted all the others. There was no, you were all convinced each crew member could do its own job. You didn’t, certainly was no criticism of anything, you were just, just admired one another I suppose, as whatever their job was. God help, God help anybody that said, said that your, for the sake of argument, wireless operator was no good, ‘cause as far as you were concerned he were the best, I say wireless operator but we had a lazy bugger! He’d often go to sleep. [laugh] He kept, course as far as the wireless operator was concerned, he was supposed to take both, two broadcasts an hour, Group broadcast and some other broadcast, but this Australian we had, Frank Perkins, he’d put his feet up and go to sleep and crib off another fellow after landing, [laughter] you could see him writing up his log at the debriefing!
CB: How many, did you keep in touch with your crew after the end?
HJ: By and large you, I only kept in touch with the wireless op. By and large, once you’d finished, you preferred to let it go – you knew you wouldn’t be seeing them again. Oh God. As I say, I was always with colonials, I mean except, as I say, when we took on a flight engineer, he was the only other Englishman. So you knew full well, by and large, that you wouldn’t see them again, so there was no point really, plus the fact you didn’t know how long the war was going to go on, what you’d be doing. But whereas English could be forced to a second tour, a second tour was always a minimum of twenty, the first was a minimum of thirty. And as I say, I got three extra in, simply because on three occasions I was there and it was required. The reason I got spares often was because we was sea mining and quite often, as I say, anything up to three weeks were standing, I think three weeks was the longest we went between actually having the mines put on the aircraft and going on a mining job, but it, it wasn’t really. But as I say, you had the utmost of respect for all your crew members and God help anybody who criticised them. But oh, Frank Fish, who was the navigator, never ever flew without being airsick. He always carried a little bucket with him, and he was always airsick.
CB: Do you know why?
HJ: Hmm?
CB: Do you know why? Was it nerves?
HJ: He wasn’t continuously sick, you know, he just, but almost always, even if you only went cross country, he was just as likely to be sick, but once he’d been sick he was all right again. As I say he had his little bucket.
CB: Amazing.
HJ: Which he kept down by the side of him.
CB: The HCU was in Lincolnshire. The HCU.
HJ: The heavy conversion, that was done in Lincolnshire, just prior to joining the squadron.
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/.
Identifier
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AJamesHGW170412
Title
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Interview with Harry James
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Type
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Sound
Language
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eng
Format
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02:09:38 audio recording
Creator
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Chris Brockbank
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-12
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
Description
An account of the resource
Harry James grew up in Berkshire and after school began training as a plumber. He joined the RAF and carried out thirty three operations as a rear gunner with 166 squadron. He discusses his crew, who were of different nationalities, of how the majority of their bombing operations were to the Ruhr Valley and his duties as a rear gunner. He tells of his family, early life, his many escapades at various places in the RAF, as well as his crew and the relationship between aircrew and ground crew, and the WAAFs he worked with during the war. After the war Harry returned to plumbing in Berkshire.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Poland
Zimbabwe
England--Leicestershire
England--Lincolnshire
England--London
Poland--Szczecin
Zimbabwe--Gweru
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1939
1941
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Carolyn Emery
166 Squadron
air gunner
aircrew
bombing
dispersal
ground crew
ground personnel
lack of moral fibre
Lancaster
love and romance
Martinet
RAF Kirmington
RAF Uxbridge
training
Wellington
Women’s Auxiliary Air Force
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Spatial Coverage
Spatial characteristics of the resource.
Poland--Szczecin
Title
A name given to the resource
Szczecin [place]
Stettin; Shchet︠s︡in; Shtettin
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/357/5770/LGrimesS1271597v1.1.pdf
f78de867933d06f442ab2845bafcbb34
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
Grimes, Syd
Syd Grimes
S V Grimes
Description
An account of the resource
Three items. An oral history interview with Pilot Officer Sydney Grimes (173865, 1271597 Royal Air Force) a photograph, and his logbook. After training as a wireless operator/ air gunner he completed a tour on 106 Squadron at RAF Syerston. After a period as an instructor he joined 617 Squadron for his second tour where he took part in the attacks on the Tirpitz.
The collection has been loaned to the IBCC Digital Archive for digitisation by Syd Grimes and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-21
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Grimes, SV
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Sydney Grimes' observer's and air gunner's flying log book
Identifier
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LGrimesS1271597v1
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal
Publisher
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IBCC Digital Archive
Creator
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Great Britain. Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Description
An account of the resource
Royal Air Force observer's and air gunner's flying log book for Sydney Grimes, wireless operator, covering the period from 2 July 1942 to 22 August 1945. Detailing training, operations flown, instructional duties and post war flying. He was stationed at RAF Evanton, RAF Madley, RAF Cottesmore, RAF Wigsley, RAF Syerston, RAF Balderton, RAF Scampton, RAF Winthorpe, RAF Woodhall Spa, RAF Bardney and RAF Sturgate. Aircraft flown in were Dominie, Proctor, Botha, Wellington, Anson, Manchester, Halifax and Lancaster. He flew a total of 41 operations, 24 night operations with 106 squadron and 15 daylight and 2 night operations with 617 squadron. Targets were, Kiel, Frankfurt, Spezia, Pilsen, Stettin, Duisburg, Dortmund, Dusseldorf, Essen, Wuppertal, Bochum, Gelsenkirchen, Cologne, Turin, Hamburg, Berlin, Tromso, Urft Dam, Ijmuiden, Politz, Rotterdam, Oslo Fjord, Emden, Koln, Poortershaven, Viesleble [Bielefeld] viaduct and Ladbergen. His pilots on operations were Flight Lieutenant Stephens and Flight Lieutenant Gumbley.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
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.
Czech Republic
France
Germany
Great Britain
Italy
Netherlands
Norway
Poland
Scotland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Czech Republic--Plzeň
England--Herefordshire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
Germany--Berlin
Germany--Bielefeld
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Ladbergen
Germany--Wuppertal
Italy--La Spezia
Italy--Turin
Netherlands--Ijmuiden
Netherlands--Rotterdam
Norway--Tromsø
Poland--Police (Województwo Zachodniopomorskie)
Germany--Düsseldorf
Poland--Szczecin
Germany--Urft Dam
Atlantic Ocean--Oslofjorden
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-04-04
1943-04-05
1943-04-10
1943-04-11
1943-04-13
1943-04-14
1943-04-16
1943-04-17
1943-04-18
1943-04-19
1943-04-20
1943-04-21
1943-05-12
1943-05-13
1943-05-14
1943-05-23
1943-05-24
1943-05-25
1943-05-26
1943-05-27
1943-05-28
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-13
1943-06-24
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-08
1943-07-09
1943-07-12
1943-07-13
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1943-08-23
1943-08-24
1944-10-29
1944-11-12
1944-12-08
1944-12-11
1944-12-15
1944-12-21
1944-12-22
1944-12-29
1944-12-30
1944-12-31
1945-01-01
1945-02-03
1945-02-06
1945-02-08
1945-02-14
1945-02-22
1945-02-24
1945-03-13
1945-03-14
1945-05-12
1945-06-25
1945-07-09
1945-08-07
1945-08-11
1945-08-20
1945-08-22
106 Squadron
14 OTU
1654 HCU
1661 HCU
1668 HCU
50 Squadron
617 Squadron
9 Squadron
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bombing
bombing of Hamburg (24-31 July 1943)
Botha
Cook’s tour
Dominie
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Manchester
Operation Catechism (12 November 1944)
Operation Dodge (1945)
Operation Exodus (1945)
Operational Training Unit
Proctor
RAF Balderton
RAF Bardney
RAF Cottesmore
RAF Evanton
RAF Madley
RAF Scampton
RAF Sturgate
RAF Syerston
RAF Wigsley
RAF Winthorpe
RAF Woodhall Spa
Tallboy
Tirpitz
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6692/PJonesPW1606.1.jpg
2c6796117404e6f8a2b57367b5876a71
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6692/PJonesPW1607.2.jpg
e905f613134873d98cadcb062ccca7c5
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No 7 SQUADRON P.F.F. 8 GRP
RAF OAKINGTON
CAMBS
SEPT 1944
AVRO LANCSTER BIII
PA964 MG-G
L – R
J NAYLOR REAR GUNNER RAF
S HARPER BOMB AIMER RAF
D GOODWIN NAVIGATOR RNZAF
F PHILLIPS PILOT RAAF
T JONES FLT ENGINEER RAF
S WILLIAMSON W/OP AG RAAF
C THURSTON H2S OPERATOR RNZAF
R WYNNE M/U GUNNER RAF
[red dot] GARDENING SKAGGERAK
[red dot] HANNOVER
[red dot] HANNOVER
[red dot] GARDENING KATTEGAT
[red dot] KASSEL
[red dot] LUDWIGSHAFEN
[red dot] BERLIN
[red dot] BERLIN
[red dot] STUTTGART
[red dot] SCHWEINFURT
[red dot] STUTTGART
[red dot] LILLE
[red dot] AACHEN
[red dot] TERGNIER
[red dot] KARLSRUNE
[red dot] ESSEN
[red dot] CHAMBLEY
[red dot] MANTES
[red dot] DUISBURG
[red dot] DORTMUND
[red dot] AACHEN
[red dot] RENNES
[red dot] Mt COUPLE
[red dot] FRAUGEVILLE
[red dot] FORET DE CERISY
[red dot] FOUGERES
[red dot] RENNES
[red dot] TOURS
[red dot] AMIENS
[red dot] VALENCIENNES
[red dot] RENESCURE
[red dot] OISEMONT
[green dot] BIENNAIS
[green dot] ST MARTIN D’ORTIERS
[green dot] FORET DE CACC
[green dot] LIUZEUX
[green dot] THIVERNY
[red dot] CHALONS SUR MARENE
[green dot] CAGHEY
[red dot] AULNOYE
[red dot] HAMBURG
[red dot] KIEL
[red dot] STUTTGART
[red dot] FERFAY
[red dot] STUTTGART
[green dot]NORMANDY BATTLE AREA
[green dot]NOYELLE EN CHAUSSE
[green dot]FORET DE NIEPPE
[green dot]FORET D’ADAM
[red dot] CABOURG
[red dot] NORMANDY BATTLE AREA
[green dot] FORET DE MORMAL
[red dot] LA PALLICE
[green dot] MONTRICHARD
[red dot] FALAISE
[green dot] OUF EN TERNOIS
[red dot] STETTIN
[green dot] LUMBRES
[green dot] VENLO
[green dot] LE HARVE
[green dot] EMDEN
[green dot] LE HAVRE
[green dot] LE HAVRE
[green dot] LE HAVRE
OPERATIONS
[red dot] NIGHT
[green dot] DAY
2 TOURS EXPIRED
10 SEPT. 1944.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster and Fred Phillips' crew
Description
An account of the resource
A starboard side view of a Lancaster, PA964, on the ground. There are eight aircrew standing at the nose. On the reverse is a list of the aircrew including Tom Jones and a list of his operations.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Royal New Zealand Air Force
Identifier
An unambiguous reference to the resource within a given context
PJonesPW1606, PJonesPW1607
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--Skagerrak
Germany--Hannover
Germany--Kassel
Germany--Stuttgart
France--Lille
Germany--Aachen
France--Tergnier (Canton)
Germany--Karlsruhe
France--Chambley Air Base
France--Mantes-la-Jolie
Germany--Duisburg
Germany--Dortmund
France--Rennes
France--Cerisy-la-Salle
France--Fougères (Ille-et-Vilaine)
France--Tours
France--Amiens
France--Valenciennes
France--Oisemont (Canton)
France--Creil
France--Châlons-en-Champagne
France--Maubeuge
Germany--Hamburg
Germany--Kiel
France--Béthune
France--Normandy
France--Abbeville Region
France--Pas-de-Calais
France--L'Isle-Adam
France--Cabourg
France--La Pallice
France--Montrichard
France--Falaise
France--Hesdin
Poland--Szczecin
France--Lumbres
Netherlands--Venlo
France--Le Havre
Germany--Emden (Lower Saxony)
Atlantic Ocean--English Channel
France--Saint-Omer (Pas-de-Calais)
Poland
France
Germany
Netherlands
Germany--Ruhr (Region)
Atlantic Ocean--Kattegat (Baltic Sea)
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-09
Temporal Coverage
Temporal characteristics of the resource.
1944-09
7 Squadron
8 Group
air gunner
aircrew
bomb aimer
bombing
dispersal
flight engineer
H2S
Lancaster
Lancaster Mk 3
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
RAF Oakington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6693/LJonesTJ184141v1.2.pdf
5748d2448d5ea2cadc0c3e9a2aadc8de
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
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
Tom Jones’ navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for Sergeant Tom Jones from 17 August 1943 to 27 August 1945. Detailing training schedule, instructional duties and operations flown. Served at RAF Mildenhall, RAF Warboys, RAF Oakington, RAF Nutts Corner, RAF Riccall and RAF Dishforth. Aircraft flown were. Stirling, Lancaster, Oxford, C-47 and York. He flew a total of 11-night operations with 622 squadron and 51 operations with 7 squadron pathfinder force. 18 daylight and 33-night operations on the following targets in France, Germany, the Netherlands and Poland: Aachen, Amiens, Aulnoye, Berlin, Biennias [sic], Cabourg, Cagney [sic], Chalons sur Marne, Chambley, Dortmund, Duisburg, Emden, Essen, Falaise, Fougeres, Foret de l'Isle-Adam, Franceville, Hannover, Homburg, Karlsruhe, Kassel, Kattegat, Kiel, Le Havre, Lille, Liuzeux [sic], Ludwigshafen, Lumbres, Montrichard, Mt Couple [sic], Mantes, Normandy battle area, Oisemont, <span>Œuf-en-Ternois</span> [sic], Renescure, Rennes, Schweinfurt, Skagerrak, St Martin d’Hortiers, Stettin, Stuttgart, Tergnier, Thiverny, Tours, Valenciennes, Venlo aerodrome and V-1 sites. His pilots on operations were Flight Lieutenant Phillips DFC, Wing Commander Lockhart and Wing Commander Cox. The log book is well annotated with comments about events during operations.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LJonesTJ184141v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
Atlantic Ocean--North Sea
Atlantic Ocean--Skagerrak
England--Cambridgeshire
England--Suffolk
England--Yorkshire
France--Amiens
France--Cabourg
France--Chambley Air Base
France--Falaise
France--La Pallice
France--Le Havre
France--Lille
France--L'Isle-Adam
France--Lumbres
France--Mantes-la-Jolie
France--Montrichard
France--Nord (Department)
France--Normandy
France--Nieppe Forest
France--Oise
France--Oisemont (Canton)
France--Pas-de-Calais
France--Rennes
France--Somme
France--Tergnier (Canton)
France--Tours
France--Valenciennes
Germany--Aachen
Germany--Berlin
Germany--Dortmund
Germany--Duisburg
Germany--Emden (Lower Saxony)
Germany--Essen
Germany--Hannover
Germany--Homberg (Kassel)
Germany--Karlsruhe
Germany--Kiel
Germany--Kassel
Germany--Ludwigshafen am Rhein
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Venlo
Northern Ireland--Antrim (County)
Poland--Szczecin
France--Neufchâtel-en-Bray
France--Châlons-en-Champagne
Great Britain
Germany--Ruhr (Region)
France--Œuf-en-Ternois
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-09-21
1943-09-22
1943-09-27
1943-09-28
1943-10-02
1943-10-03
1943-10-04
1943-11-18
1943-11-22
1943-11-23
1944-01-30
1944-01-31
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-04-09
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-05-01
1944-05-02
1944-05-06
1944-05-07
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-11
1944-06-12
1944-06-13
1944-06-15
1944-06-16
1944-06-17
1944-06-27
1944-06-28
1944-07-01
1944-07-04
1944-07-06
1944-07-08
1944-07-12
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-07-30
1944-08-01
1944-08-04
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-11
1944-08-12
1944-08-13
1944-08-28
1944-08-29
1944-08-30
1944-09-01
1944-09-03
1944-09-05
1944-09-06
1944-09-09
1944-09-10
1944-06-05
Contributor
An entity responsible for making contributions to the resource
Mike Connock
1657 HCU
622 Squadron
7 Squadron
aircrew
anti-aircraft fire
B-24
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
C-47
flight engineer
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
mine laying
Normandy campaign (6 June – 21 August 1944)
Oxford
Pathfinders
RAF Dishforth
RAF Mildenhall
RAF Nutts Corner
RAF Oakington
RAF Riccall
RAF Stradishall
RAF Warboys
Stirling
tactical support for Normandy troops
target indicator
training
V-1
V-weapon
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/228/7077/LChattertonJ159568v1.2.pdf
5e1f66ea4eb1f06c1eac87c3090e6417
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Chatterton, John
John Chatterton
J Chatterton
Description
An account of the resource
Seven items. The collection concerns Flight Lieutenant John Chatterton Distinguished Flying Cross (1031972, 159568 Royal Air Force). Included are his logbooks, a letter of condolence and letter to be passed to parents of a deceased crew member, mounted copy of entries to the logbook of Pilot Officer A Baker, 44 Squadron Operations Order book, and an oral history interview with Mike Chatterton (b. 1953) about his father, John Chatterton, and piloting the Battle of Britain Memorial Flight's Lancaster. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins.<br /><br />
<p>This collection also contains items concerning Peter Lees. Additional information on Peter Lees is available via the <a href="https://losses.internationalbcc.co.uk/loss/113761/">IBCC Losses Database</a>.</p>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-14
2016-03-31
Identifier
An unambiguous reference to the resource within a given context
Chatterton, J
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Photograph
Identifier
An unambiguous reference to the resource within a given context
LChattertonJ159568v1
Description
An account of the resource
Pilot’s flying log book for Flight Lieutenant John Chatterton 30 March 1942 to 15 April 1954 detailing training schedule, instructional duties and operations flown. Served at RAF Dunholme Lodge, RAF Syerston, RAF East Kirkby and RAF Swinderby. Aircraft flown were Lancaster, Tiger Moth, Oxford, Chipmunk, Harvard, Meteor, Whitley, Halifax, Stearman and Lincoln. John Chatterton carried out a total of 31 operations during his tour with 44 Squadron at RAF Dunholme Lodge between 20 October 1943 and 25 April 1944 on the following targets in France, Germany and Poland: Augsburg, Berlin, Brunswick, Danzig, Dusseldorf, Essen, Frankfurt, Juvisy, La Chapelle, Leipzig, Modane, Munich, Nuremberg, Schweinfurt, Stettin, Stuttgart, Toulouse and Tours. After his tour he became an instructor. The log book includes photographs and memorabilia.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Format
The file format, physical medium, or dimensions of the resource
One booklet
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
Poland
England--Lincolnshire
France--Modane
France--Toulouse
France--Tours
Germany--Augsburg
Germany--Berlin
Germany--Braunschweig
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Munich
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Poland--Gdańsk
Poland--Szczecin
Germany--Ruhr (Region)
France--Paris
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-10-20
1943-10-21
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-12-03
1943-12-04
1943-12-20
1943-12-21
1943-12-29
1943-12-30
1944-01-01
1944-01-02
1944-01-03
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-02-25
1944-02-26
1944-02-27
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-21
1944-03-22
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-04-09
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1945-10-11
1945-10-13
1945-10-16
1945-10-18
1945-11-07
1945-11-09
1945-11-29
1946-01-03
1946-02-05
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
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.
Title
A name given to the resource
John Chatterton's pilot's flying log book
1660 HCU
44 Squadron
57 Squadron
630 Squadron
81 OTU
Advanced Flying Unit
aircrew
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of Toulouse (5/6 April 1944)
Flying Training School
Halifax
Harvard
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lincoln
Meteor
mine laying
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF Dunholme Lodge
RAF East Kirkby
RAF Sleap
RAF Swinderby
RAF Syerston
RAF Tilstock
Stearman
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7298/SChattertonJ159568v10242.1.jpg
2258a162609bdabd2f8cbac8f87aca9a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7298/SChattertonJ159568v10243.1.jpg
11e2b8a492956800bda4f114453a0e57
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Underlined] STETTIN. [/underlined]
DATE 21/12/44
C Z D.
[Table of bomb loads]
PETROL. 2154 2154
DISTRIBUTOR .15 .15
T.V. 1380 1380
BOMB WEIGHT 10,160 8,660
ALL UP. WEIGHT. 66869 65369
[Table of Preselect]
[Table of aircraft heights]
TIME OFF 1630 ZERO. 2200
A/Fighter} 30 mls Δ to 5430N D. EFFORT. V Grp 190+
A/Flak} G + Δ area.
BOMBING HEIGHTS. 16500-18500
H – H+6
[Page break]
Δ Met. Clear Vis. 3-4000x
-11 Blind Whites “V” + Yellows.
-10} Flares
-8}
H-9 Visual 5 R. G. R. G. R. 100x
Assessed & selected. Aim using Vector Wind H-5.
H-6} Flares
-4} [Deleted] Orbitting Port [/deleted]
[Underlined] H-23. Spoof. [/underlined] Flares & T.I’s 100-170
[Underlined] Posn. D. F White [/underlined] Route marker.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bomb aimers briefing 21 December 1944 - Stettin
Description
An account of the resource
Indicates two bomb loads for operation. Includes preselection, distributor and false height setings, zero hour and other details. On the reverse target marking and timings.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-12-21
Format
The file format, physical medium, or dimensions of the resource
Two sided form document partially filled in on front and handwritten on reverse
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SChattertonJ159568v10242, SChattertonJ159568v10243
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.
Poland
Poland--Szczecin
Temporal Coverage
Temporal characteristics of the resource.
1944-12-21
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
aircrew
bomb aimer
bombing
briefing
target indicator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7564/SChattertonJ159568v10473.1.jpg
124f8c0f34e70a532ab7aff823ec68b7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/408/7564/SChattertonJ159568v10474.1.jpg
ebfe9d4f5818105aabe5fcbf1ddcbef4
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Chatterton, John. 44 Squadron operations order book
Description
An account of the resource
Collection consists of 521 items which are mostly Operations orders, aircraft load and weight tables and bomb aimers briefings for 44 Squadron operations between January 1944 and April 1945. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by M J Chatterton and catalogued by Nigel Huckins. <br /><br />This collection also contains items concerning Dewhurst Graaf and his crew, and Donald Neil McKechnie and his crew. Additional information on <a href="https://internationalbcc.co.uk/losses/109020/">Dewhurst Graaf</a> and <a href="https://internationalbcc.co.uk/losses/115642/">Donald Neil McKechnie</a> is available via the IBCC Losses Database.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Chatterton, J
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Underlined] STETTIN [/underlined]
DATE 16-8-44
[Underlined] BOMBING MINING [/underlined]
GMJLQRVX Res. (T) FKBAOZS
[Table of bomb loads]
[Calculations]
[Table of Petrol, Distributor, T.V., Bomb Weight and All Up Weight]
[Table of Preselect]
[Table of aircraft heights and False Heights]
TIME OFF 2043./ S/C 2123 E.T.R. 0444 ZERO. 0100
WINDOW. 20PKS. MB. 20PKS OLD. NICKELS. NIL. EFFORT. 460.
TIME TO TARGET. 3.47 TARGET A.U.W. 58,000’ TARGET HEIGHT. ZERO.
TARGET GROUND SPEED. 221
BOMBING HEIGHTS. 17 – 20,000’ BOMBING HEADING. Track/133°
[Table of aircraft waves]
COLOUR FILM: XVQJ.
GP – 4,6 & 8 – 356 A/C on KIEL.
8 – 23 Mosq on Berlin.
Diversionary Bullseye which with other attacks suggest triple attack on Berlin
[Page break]
Marking will commence at H-6 sticks flares & Green TI’s. These are for PFF only & to be ignored by main force.
PFF will mark exact APT. with mixed Red & Green Salvoes. These will be backed up with TI Red.
Master bomber over target throughout the attack to give aiming instructions.
Callsign – Smokie – Main Force – Thunder.
Aim bomb in following order of preference.
a/. Centre of Mixed Red & Green TI’s.
b/. Centre of Red TI’s.
c/. Centre of Green TI’s.
d/. [boxed] W [/boxed] flares.
Stick spacing 50yds
Wave – Bombing Height.
[Table of aircraft and heights]
[Diagram]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bomb aimers briefing 16 August 1944 - Stettin
Description
An account of the resource
Shows one bomb load for eight aircraft and one reserve for bombing and one load for seven aircraft for mine laying. Includes distributor, preselection and false height settings for main. Includes timings and number of squadron aircraft in which wave. On the reverse marking and pathfinding, master bomber and bombing instruction. Aircraft wave and bombing heights plus a diagram.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-16
Format
The file format, physical medium, or dimensions of the resource
Two sides front form document partially filled in on the reverse handwritten.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SChattertonJ159568v10473, SChattertonJ159568v10474
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.
Poland
Poland--Szczecin
Temporal Coverage
Temporal characteristics of the resource.
1944-08-16
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
aircrew
bomb aimer
bombing
briefing
Master Bomber
mine laying
Pathfinders
target indicator
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/376/7740/PHouriganM18010037.1.jpg
c1a10b7376f6bede05432e5ef2ff6900
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/376/7740/PHouriganM18010038.1.jpg
6e5ed7782052940ed362c4c46ffc0cb5
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
Hourigan, Margaret
Margaret Hourigan
M Hourigan
Description
An account of the resource
158 items. An oral history interview with Margaret Hourigan (1922 - 2023, 889775 Royal Air Force) and 156 target photographs taken by 50 and 61 Squadron aircraft during 1944. Margaret Hourigan served in the Women's Auxiliary Air Force as a plotter with Fighter Command before being posted to RAF Waddington and RAF Skellingthorpe with Bomber Command.
The collection has been loaned to the IBCC Digital Archive for digitisation by Margaret Hourigan and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-04-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hourigan,M
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
Stettin
Description
An account of the resource
Target photograph of Stettin. Completely obscured by light streaks and balls of light. Captioned '3[degreesF', '8B', '2173 SKELL 16/17.8.44 // NT (C) 8" 15000' [ARROW] 138[DEGREES] 0106 STETTIN RD.A.1X2000,12JX500.30 secs. F/O.MARTIN A.61'. On the reverse 'F/O. MARTIN STETTIN 16/17.8.44'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-16
1944-08-17
Identifier
An unambiguous reference to the resource within a given context
PHouriganM18010037, PHouriganM18010038
Spatial Coverage
Spatial characteristics of the resource.
Poland
Poland--Szczecin
Temporal Coverage
Temporal characteristics of the resource.
1944-08-16
1944-08-17
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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One b/white photograph
One b/w photograph
Type
The nature or genre of the resource
Photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Is Part Of
A related resource in which the described resource is physically or logically included.
Hourigan, Margaret. Folder PHouriganM1801
61 Squadron
aerial photograph
bombing
RAF Skellingthorpe
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/376/7912/PHouriganM18010053.2.jpg
99ff70560e52cb675d354b0efcbbbd7c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/376/7912/PHouriganM18010054.2.jpg
34e6b4f174f8f544c3311b8b71e45ebe
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
Hourigan, Margaret
Margaret Hourigan
M Hourigan
Description
An account of the resource
158 items. An oral history interview with Margaret Hourigan (1922 - 2023, 889775 Royal Air Force) and 156 target photographs taken by 50 and 61 Squadron aircraft during 1944. Margaret Hourigan served in the Women's Auxiliary Air Force as a plotter with Fighter Command before being posted to RAF Waddington and RAF Skellingthorpe with Bomber Command.
The collection has been loaned to the IBCC Digital Archive for digitisation by Margaret Hourigan and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-04-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hourigan,M
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
Stettin
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-01-05
1944-01-06
Identifier
An unambiguous reference to the resource within a given context
PHouriganM18010053, PHouriganM18010054
Spatial Coverage
Spatial characteristics of the resource.
Poland
Poland--Szczecin
Temporal Coverage
Temporal characteristics of the resource.
1944-01-05
1944-01-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Description
An account of the resource
Target photograph of Stettin. Mainly obscured by light streaks and balls of light. Visible are urban areas, no clear detail visible. Captioned '6', '1627 WADD.5/6.1.44.NT//5" 21000 [arrow] 130° 0351 STETTIN.J.3X1000+1X500+9X4+4X30.31secs.W/C. STIDOLPH.J.61.'. Nothing on the reverse.
Is Part Of
A related resource in which the described resource is physically or logically included.
Hourigan, Margaret. Folder PHouriganM1801
61 Squadron
aerial photograph
bombing
RAF Waddington
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/550/8813/ALambournJP170112.2.mp3
3f766e868086a89248c411c3c5acaa59
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
Lambourn, John Philip
J P Lambourn
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lambourn, JP
Description
An account of the resource
Two iitems. An oral history interview with John Philip Lambourn (1925, 1851376 Royal Air Force) and his log book. He flew operations as a flight engineer with 514 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: So, my name is Chris Brockbank, and today is the 12th of January 2017 and I’m in Tilehurst near Reading and talking to John Lambourn, a flight engineer, about his life and times. So, what are the earliest recollections you have about family life?
JL: My first recollections is the first house we had. It was 14 Western Avenue, Henley on Thames. We were a family of just myself and mum and dad. Dad was a foreman at Stewart Turners, who made small stationary engines and electric water pumps. It was a little way from Stewart Turners to our house, from one end of Henley to the other. Dad walked it every day, no bikes, nothing. I can always remember dad being at work, coming home quite late at night because of the walking. But first I can remember [pause], this is a funny thing really, going to the toilet and wiping my own bottom, and when dad came home, I was so proud of this, I had to go up and show dad what I’d done. I don’t know why I remember that, but I can remember that as plain as anything. Sport. Still very young, behind the bottom of our garden was a field, all us local kids used to play out there. I suppose I’m five or so, and for my birthday, I had a new football and football boots. In those days, football boots were solid with big studs in the bottom, and the football was a solid leather lump. We get out, I give a kick to my mate, he boots it back at me, hits me in the face, knocks me out, and I never wore those football boots or the boots again. It really put me right off football. Other things, let me think there. In dad’s shed he had a lathe. This lathe was given to him by my mum as his wedding present, and it was a big treadle lathe. One day we got into this shed — us and two or three of my young lads that were all in the same road, and we were treadling this thing. We was in a submarine, pedalling this thing. My foot fell off the pedal, went underneath this big treadle iron framework. Smashed my foot. I hollered, every kid disappeared [laughs], because we weren’t really allowed in the shed. Dad come home, ‘Serves you right. You shouldn’t have been in there. I told you not to go in there’, but I had this lathe right up to just a few years ago, about two years ago, when I gave it to a friend of ours who was in the engineering side. All my family didn’t want it because it wasn’t in their line of work, so I have got rid of that but I valued and treasured that old lathe for years. The next thing, we moved when I was about six or seven. I just — mum had just had my sister, Sylvia, and she was only about one or two and we moved into this new house. It was a brand new house that dad could buy but it was just before Christmas and of course, in those days, you had to have fires in all the rooms to dry them out because of the old plaster that was used, and Christmas was a big family affair and we all had to go to my grandma and grandad’s. They owned a sweet and big bakery, a sweetshop bakery, and we all — all the families used to go there. I only had a cousin, one cousin at the time, so we all met down there and going back after, I had to go back to our new house, which wasn’t far from the bakery, and there was black smoke pouring out of our new chimney. Mum had burned all the Christmas paper and it had gone up the chimney and because we’d had so many fires there, all the soot was caught alight and it was coming down and it was all over the road, all this black smoke from the old fire. I can remember that as plain as plain. But what really stuck in my mind was the families we had at Christmas. My grandma and grandad had a big family, three girls and one, two, three, no, two girls and about six brothers, so I had a lot of uncles and aunties. Well one auntie and six or seven, and they used to come there. Most of them then weren’t married, but grandad used to cook all his customer’s turkeys in his ovens, and they used to bring them Christmas morning and he used to, he used to roast all their old turkeys and they used to come just before lunchtime and pick them up. And over the road from there was the old gas works, and if you went upstairs, you could see the men working in the retorts making the gas. I can always remember of a night time going up and seeing these men opening the big ovens and the fires coming out and stoking them up, and that’s always stuck in my mind. Uncles and aunties all got married, one of my uncles — no — two of my uncles went in to the Army during the First World War. One went in the Army, one went in the Navy. I wish I’d really got talking to them. One of my uncles — the uncle that went in the Army, I didn’t really have a lot to say and talk to him. The uncle that went in to the Navy, he gave me a really good thing about —he was out in the Mediterranean — he went out into the Mediterranean, and they went over and was supplying Lawrence of Arabia with petrol and him and this mate was left on the ground, the land, to guard all the empty petrol tanks until the next morning. They were told not to do any swimming because there were plenty of sharks out there. Well, half way through the night, cooled down and all these tanks fell down, quite a terrific noise. They thought somebody from one of these Arab countries was raiding them. My uncle just stayed there and stayed quiet, this other chap rushed into the sea, swam out to the boat and informed them. They came back and of course, there was nothing there, it was just these tanks falling down. He gets recommended [laughs] in his, what do they call it? Recommended —
CB: Mentioned in despatches.
JL: Mentioned in despatches and my uncle that stayed there and guarded them, he got nothing at all. And he only got it because he swam across this shark infested — there was no sharks there, but that was the tale he told me. He joined the AA after that and was on the old motorbikes and saluting, saluting people that had the AA badges on. I go on now to school time. I didn’t do all that well at school. We did, it was all As and B classes. When you got up to do the eleven plus, there was an A and a B class. B class kiddies didn’t waste the time of going in because the school teachers knew you wouldn’t get up in to the — anywhere else, so I was in the B class. Got on alright, didn’t do too bad I suppose. So, all my other pals weren’t too bad and they all went in and went to grammar school. I was about one of the only of our, what I called, the gang, that was all us kids that were in Western Avenue. They’ve — unfortunately I think I’m the only one left and it looks as if I’ve got to turn the light out. My last pal — he died about two years ago, and the others I did lose contact with, but I think they’ve all gone now and I’m about the last one. So, anyhow, school. Our school was the ordinary council school. As far as I can remember that’s all it was called was the council school, but we had a funny way of teaching, and it was only in the last few years I’ve really worked this out. We had the usual, all the A’s of arithmetic’s, reading and writing, but we did have gardening and woodwork. Now, if you work this out, we’re going through woodwork. You had to, when you finished your primary woodwork models, you had to do a scale drawing. Maths come into that. Then you had to get your wood. You had to know what the sort of wood was, where it come from and then it was drawing your, getting your — whatever you was going to do. My last model was a pair of steps, big heavy six steps. I’ve still got them today, they’re in the garage. You use them, they’re as good as new. So, there was somebody’s, once you left school, you could go straight in to carpentry. We had, every week we had half a day at woodwork and we had the, the carpentry master. He was marvellous, but if he said to you, ‘Who told you to do that?’ It was wrong. He said, ‘Who told you to do that?’ ‘I don’t know, sir’. ‘Well, bring him here. Bring him here. I’ll have a word with “I don’t know” because it’s wrong’. Well, I twigged this, so when I done something wrong, I said, ‘I’m sorry sir, but that’s what I thought I had to do’. ‘Oh. Well, that was wrong’, and I got on the good side of him and I got on well. I came top every time in exams for woodwork. Gardening — my favourite. I’ve still got an allotment now, and that was the same. Spelling - all the things in the gardening we had to write. In the summer, we had to do the manual side. In the winter, it was indoors writing out what we should put in the allotment, in the garden. Incidentally, the school had taken over the allotments adjoining the school, so we had ten acres of gardening. A good master, Gardening master. He was very excellent. He also taught the people up at the colleges. There was a college there, a college and the grammar school, but at the grammar school, he only done the theory side. In our school, we done theory and practice. I got on well there. There was spelling to do, working out where the plants would go in and how much, how much footage we were using. So, I got — we used our brains when we didn’t think we were using them, because there was a distraction of something else going on, and it’s come in handy for the rest of my life. As I say, I’ve still got half of the allotment I do at ninety-one, and I’ve got the garden here. But then we get on to — well, we, I’d left school at fourteen. This was in September 1939, and as you know, September the 3rd, the war broke out. September the 4th, I started work at Stewart Turners. Stewart Turners being — they made a lot of models, these are the small steam engine models. They made the little steam engine and also the model that was driven by steam and that was in one section. In another section, they made electric water pumps. A little bit different to these water pumps, but they were there. And then in the big workshops, they made stationary engines, which were all two stroke, two cylinder, four cylinder and they had their own foundry there. They had the complete works, drawing office, everything. Dad had left Stewart Turners by this time and gone over to Woodley Aerodrome. That was Miles Magisters, they were making Miles Magisters to training for pilots. He went there in their experimental department, and I — he, he wouldn’t put me in as an apprentice. I never knew why until I’ve worked that out recently. Because he was pals of the foreman, the foremens there, and he’d worked it out that if the foreman’s done what he asked them to do, they would put me through as his apprentice. Well, I had some rough old jobs to start with. Making jets, petrol carburettor jets, I done those. Then we also made milkers for one of the big milking manufactures. We made some, what they called Pulsometers, yeah. That was the manufacturer. Pulsometers. We made these air pumps that pumped the milk. I worked on those for a little while and then I was put on my own, and I realise now all these other chaps that had apprenticeships were with men, being taught. I was there, I made some water pumps. These were different, they had a big motor on the top and they had a proper pumping mechanism. I was put on those. I was shown what to do, of course, by the chap that was doing them. He was moving, and I was all on my own, and one of the things I — the foreman was — his office was right next to where I was working on my own bench, and he come out one day and his, his office was higher so he could see all over the workshop. And he shouted out, ‘Alright Lambourn. Stop work’. And everybody in there went quiet and I thought, ‘What the hell?’ He said, ‘I couldn’t bloody well work with a bench like that, so I’m bloody sure you couldn’t. Clear it up’. Well, I thought it was all right but I had all the stuff all over it, the bits and pieces, and that taught me there and then to be tidy. That’s run through my life now, I’ve always tidied up. But that was a very embarrassing point. Now, why did I join the Air Force? I had no need to join the Air Force because I was in a place where —
CB: Reserved Occupation.
JL: A Reserved Occupation. So, I’m coming back one night, about 9 o’clock from — I was doing a night school engineering and I was coming back. You must remember now it’s black, there was not a bit of light anywhere, and I’m walking along with the little torch. By this time, you’d got used to being in the dark, walking, you could walk anywhere without knocking into anything. I came to a clearing. Our house was on a bit of a hill with the valley and the river running down below, and the other side was a hill with the trees on the top. Now, over the top of these trees, there was flames coming out, big high flames, then it all died down to a red glow and burst out again. And this was London burning. Forty mile away and I could see the London burning like anything. I was all on my own and I said, ‘You bastard. If you’re doing that to my London, I’m going to do it to you’. That’s why I joined. People have asked me since then, I give a few talks on what I did in the Air Force and the first thing they say when there’s any questions, ‘Had you got any qualms of bombing civilians in Germany?’ I told them what I’ve just told you, and I have no qualms whatsoever. I’m getting towards the end of [pause]. Well, when I gave my notice in to the foreman, he went up the wall. He didn’t know I’d already joined, I didn’t tell anybody there and there was me, giving my notice in, because I’d got my calling up papers. And, well, he give a little swore and he said, ‘Well if that’s what you want to do, clear off’, he said, ‘And good luck to you’. So that’s how I got in. Joining up. Oh, I had obviously joined the ATC during my time of waiting. I had three years. My number in the ATC, the local ATC, was number 14, so I was one of the first to join up there and of course, all our little gang all joined. I, by this time, I knew that I was going in to aircrew, but I was going into ground crew but with a bit of luck, I did get into aircrew and that — have I said about the aircrew? No.
CB: Well, you did ground crew to begin with.
JL: Yeah.
CB: So where did you -
JL: I haven’t said how I got in have I?
CB: Say again.
JL: Have I?
CB: Say what?
JL: Have I said how I got into aircrew?
CB: No. How you —
JL: Not on that.
CB: No.
JL: No.
CB: You could now say how, why you joined the RAF but what happened? What was the process on joining?
JL: Ok.
CB: So where did you go initially?
JL: Yeah. Yeah.
CB: Ok.
JL: Yeah. Well, I went over to Oxford from, from our first one, the first time we all came over on our bikes from Reading. That was the only place we could go to join up. We went from there, after getting our parents to sign papers, which was very reluctant I’m afraid on most of them, but there we go. We was all young and enthusiastic. We, we were seven — just seventeen then. Went over to Oxford from there to be attested for aircrew. I failed that, I don’t know why. I think I spelled engineer wrong in flight engineer. That put them right off. I missed an E out or something. Anyhow, I, they said I was quite good enough for going in as an engineer, on ground crew on the engines, so that’s what I went in for. Down to Padgate. On the end of Padgate, the first few months, I had to go to lecture. This lecture worked out to be a man from flight, an aircrew, I think he was a navigator. He come to talk to us on how good flying was, and I thought well, here we go again, I’ll have another go. This time, I had to go before the local education officer. We was half way through talking, it was only talking and he made a few notes, done a few sums and that, and the air raid siren sounded for a gas alarm, and everybody in Padgate had to put their gas mask on. So, got my gas mask out. ‘We don’t want to put that on now’, said the instructor, this officer, ‘You and I are talking’. But then he said, ‘We’re nearly finished’, gave me a few more — where I’d lived and what I’d done etcetera, and he said, ‘I think you’ll be alright in engineering and I’ll put you down for aircrew’. And so that’s how I got into aircrew, I got in through the back door. I was only eighteen in a couple of months so now I had to wait ‘til I was nineteen to get into aircrew, because that’s the time they were all being called up, but by the time I’d finished my aircrew, flight engineer’s course, I was still only eighteen, so I was one of the youngest members in the Air Force that was a flight engineer and still only eighteen. One little thing I’ve just remembered, we had, on the flight engineer’s course, three Geordies. One was an elderly man, he worked out to have been an air, a machine gunner in the Great War, he’d obviously put his age back. Another young kiddie — he was, he put his age on. I reckon he was only about sixteen, seventeen. How he ever got into it, I don’t know. And the other Geordie — he was a blooming great big bully and he looked after these two, and you couldn’t talk to these other two or anything, and he was a terrible bloke. Whoever got him as a flight engineer — God help them. But how these other two ever got in to the air, I don’t know and I thought afterwards, well the old man there, he was old, you could see he was old. And the young kid, he must have been pretty good, but I don’t know how they passed out. Whether they did pass out or not because what happened to me on the passing out parade, I’d done, I’d done the course fairly well, and once a week, on a Saturday — a Friday afternoon we had a little exam for the week’s, what we’d done during the week. It was a very good way of working things really. You worked in small groups for a week on one item. At the end of the item, on Friday you —Friday afternoon had a small exam. Put your book in, the instructor looked at that and gave you marks, A, A+, B, C, and on Saturday morning, you went in and picked your book up and he went through the book with you, and if you were low marks, he just put you right on what you was wrong. That worked out and apparently, that went to the final marks of your exam, because the exam was all oral. Oh. No. No. It wasn’t quite all oral, but the all oral went into the usual big hangar and this — I can’t remember — sergeant, flight sergeant — he had in front of him the controls of a Lancaster. No. Sorry I was still on Stirlings. The whole Lancaster, the Stirling, like four boards. Everything in front and he said, ‘Take me up to a thousand feet’, so I had to do everything that we’d done. Take him up a thousand feet and then that bit, I can always remember that was the first bit, and I thought I didn’t really know that, but I ran through that as if I knew it. It was because, I suppose, it was stuck up in my head and that was it. Oh, so that was alright, didn’t do too bad. The whole exam was the whole day, we had to go through everything. The, the — that was all oral. But the working, we had just a small writing exam, that consisted of a few carburettor bits and electronics. No. Not electronics in that day, electrics, and also the main thing is the engineer’s log that was worked out every twenty minutes. We had to do a complete log of a whole trip. We were given the bare minimum of a trip, and we had to work it out on our log book, which I have over there incidentally. That was alright. Anyhow, we all had to parade in this big hangar to see if we’d passed and receive our logbooks, and four names were called out. My name was called out. Oh dear. Go forward, and of course, I’m talking about a hundred, two hundred people in there. The whole course was there. We got up onto the stage. ‘You four have got the highest marks in your aircraft’. That was Stirlings, Lancasters, Halifaxes and Sunderlands. I wanted to go on Sunderlands but I wasn’t tall enough. You had to be a certain height to get to the petrol turnover levers, and I wasn’t high enough to, tall enough to turn them on, so that’s why I was taken the Stirling. And apparently, I got the highest marks in the Stirling. Seventy point seven percent. For a chap that only just went to an ordinary school, so I was doing pretty well. We all, actually I really, the pals of mine that I’d got up with, we really disappeared then because we, I don’t know who the man that — it was a big man with a lot of gold braid to me. I’m in. I don’t know where I was. I was in a daze sat up here with this [laughs], and I mean, the day went well. Luck. We should now have gone outside and us four should have taken the, the — that particular lot of people on a parade to go past, a passing out parade. It was pouring with rain, it tipped down all day, so that parade, pass out parade was missed, so I didn’t have to take [laughs], take the squad on parade. I wouldn’t have minded because I’d done it all in the ATC, but that was my recollections of actual going in to the Air Force I suppose, because until one gets away from parades, you’re not in the actual Air Force doing anything. It was all going here and there, and school was here and school there, on the parade ground. Oh, parade ground, I must tell you this bit. I’m at Padgate, early, very early on. We had our passing out parade, all on the parade ground. There was a whole lot, two or three hundred, because it was all ground crew so there was a hell of a lot there. All rifles. In June or July, July by that time. July. We was on parade, red hot, we was all at standing at ease and this, I don’t know who he was, warrant officer I should think, called us to attention. Come to attention with a rifle. Slipped out my hand. Crash. What do I do? ATC training come in. You do nothing. Everybody’s standing there to attention now, and there was a command come out, ‘Pick up rifle’ [laughs], one step forward, pick up the rifle, one step back. I thought, I’m in for it now, afterwards, and he carried on and never said a word. And that was my ATC training to tell me not to do anything and leave it to the person taking the parade, and I thought, I’m sure he’s going to tell me to report but no, he didn’t. Unluckily I was in the front rank so he could see me, and that was very embarrassing but I just stood there rock solid. And after a second or two, the command come to pick up rifle. Oh dear. The things that come back to you, isn’t it?
CB: We’ll have a break but just quickly. You finished at St Athan.
JL: Yes.
CB: At what point did you receive your engineer’s brevet?
JL: There. I picked it up with my — it was on my log book. Yeah, I forgot about that. When this officer gave me my logbook, he also gave me my brevet, yeah, which was delightful.
CB: And on the graduation parade, was the brevet on your tunic then?
JL: Well.
CB: Or was it pinned on you at the parade?
JL: No, we didn’t get to the parade because of the rain.
CB: They didn’t do it in the hangar?
JL: No, it messed, we missed everything. It absolutely poured down.
CB: Right.
JL: Yeah.
CB: We’ll just have a break.
JL: Yeah.
[recording paused]
CB: We talked about the fact that your ground — your original career was going to be in ground crew and you volunteered for aircrew, which is what you wanted.
JL: Yeah.
CB: What options did they give you? Or was it only that you’d said —
JL: Yeah.
CB: Flight engineer. So that’s what they gave you.
JL: Yes. The officer, the education officer that interviewed me, he didn’t seem to care what it was, and of course, I wanted to be a flight engineer. There was one thing I had missed out.
CB: Go on.
JL: And that is when we finished flying, we were asked to go and pick up our records. Our pilot went in to pick up the records and he come out and he said to me, ‘I don’t know what you’ve done. You’ve been on a charge, haven’t you?’ I said, ‘Yeah. Fourteen days’. ‘What was that for?’ ‘Crossing the railway line in Cardiff to get on the train’. And up the other end, right up the end by the engineer the SP’s were, ‘Where did you come from?’ [laughs] We only done it, not for devilment or anything, but we were late and somebody had told us the wrong platform, and the shortest way to get from one platform to the other in Cardiff is not to go right down on the underground and up again, but was to cross the railway line, and being as it was pitch dark but there was — it was only across one line and there was no trains, we went out and got caught, and two pals that I was always with, we got fourteen days from the CO and that was that. But there was also another note and it said, “Unfit for aircrew” right across the page. There was me just finished a complete set of ops with the top marks of the aircraft in [laughs], so it doesn’t always mean that because you can write and spell and add up that you can get what you want in life. I did work hard for it when I was on the course and I done pretty well on the course but there we are.
CB: Did you get to what was the reason why they put “unsuitable for aircrew”?
JL: Well, that was at Oxford. When I went to Oxford, they were only selecting perfect crew members. You had to have your — what was it called. Certificate.
CB: School Certificate.
JL: School Certificate.
CB: Yeah.
JL: Of some sort of other then. You had to have that -
CB: Yes. Yeah.
JL: And that because they didn’t give you any big writing exams but they took what you’d done in the past.
[Recording paused]
CB: Filled the bill.
JL: But when we, we went to a college, I can’t think what the college was called now, but how I got there I don’t know, because at seventeen, I was — I didn’t go anywhere without mum or dad. We just didn’t go anywhere. And to get from Henley on Thames to Oxford, I suppose I must have gone by train or bus. There was a bus service to there. I can’t think, I can remember walking through these massive, great gates and seeing this frightening college at the back. I’m on my own, my other pals had gone on before me at a different time. I got in there and we were, we went through medical first. I passed medical quite alright, there was no trouble there, then they asked me what I wanted to go in for. We had a choice of going in and flight engineers was fairly new. They were taking mechanics from ground crew at that time and incidentally, one of my pals, he was an instrument maker in ground crew. I can always remember him, a little short chap, and anyhow, so when I went in there, we went into this room with sloping exam rooms, where there was a big slope, and then the instructor on these was low down and there was tiers and tiers of these little tiny tables and chairs and it frightened the life out of me to go in there and see that. It really put me off that did. And I think that’s really put me off and I didn’t, I can remember they said to me, ‘Well you can’t spell “engineers” right and they didn’t ask me anything more. Because I only went to the local school, they knew roughly what my education was like but that’s that was it. I still don’t know how to get square roots.
CB: Right.
JL: But that, that was the most, I know that little chap’s name that came up from ground crew. Ken Rimmer. I lost him, couldn’t find him anywhere, so if you ever have a Ken Rimmer come along. Yeah. He’d be a lot older than me. That’s the trouble, I was so young and I could be one of the youngest flight engineers — well aircrew — that finished a tour. I finished a tour in the middle of December ‘44 and of course, May ‘45 it was all over, so I could be one of the youngest flight engineers. I have been called up. Where was I? Oh, at London. At the Memorial. I went to the opening of that London Memorial and I was wearing my — one bloke come up and he said, ‘How old are you?’ So I told him, ‘Well why have you got that medal on there for? You wasn’t old enough’, so I explained all how I come in to aircrew. One or two people have picked me up, because of my age, I couldn’t have been in aircrew and done what I done. I could have been aircrew but I wouldn’t have completed a tour.
CB: But you did.
JL: But I did.
CB: Yes.
JL: Yes.
CB: Good. We’ll stop there for a cup of tea.
JL: Yes.
[Recording paused]
CB: So, one more thing. Yeah.
JL: Well.
CB: Coincidence.
JL: Talking about St Athans again, one of the instructors there, well they always asked you where you came from, what you do. I said I come — this particular man said, ‘Where do you come from?’ I said, ‘Henley on Thames’. ‘Oh Regatta’. I said, ‘Yes. Yeah. I go to the Regatta every year because we have a week’s holiday during the Regatta’. ‘Oh, I’ve been to the Regatta’, he said ‘and I’ll see you there after the war’. And I did see him there after the war, out of the thousands and thousands of people. What happened was we were, yeah, I finished. I was out the Air Force and I acquired one of our dinghies, aircraft dinghy, and the gang of us was going down to have a go on the river with this dinghy. We had gramophone, a gramophone with us, the lot, and we wanted to pump this up a bit more, so I called in the garage and who was there was this bloody great big Rolls Royce, see, and out stepped the driver. And it was him, it was the blooming teacher from St Athans, all dressed up in his blazer, all poshed up. I said, ‘Hello sir. Fancy seeing you after all this time. You did say you would see me here, didn’t you?’ ‘Oh yes. I can remember you’, and he walked off [laughs]. I’m scruffy as anything and he was all posh, but we actually did meet and he went to get his petrol and he came back and we had a little chat after that. But out of all those people and that particular garage.
CB: Extraordinary.
JL: And the stopping and the timing were just there.
CB: Extraordinary.
JL: Yeah.
CB: Yeah.
JL: Yeah.
CB: Coffee.
JL: Yeah.
[Recording paused]
CB: Now when we, when people were going to St Athan for engineer training there were four aircraft, essentially, that they could go for and they weren’t going to be trained, as I understand it, on everything, so it could be the Lancaster, could be the Halifax, could be the Stirling or it could be the Sunderland. What was your choice when you arrived?
JL: Well, I wanted to go on to Sunderlands but there was a height restriction because of turning on the petrol levers which. It was right up in the top and if you’ve ever been in to a Sunderland, it’s a massive thing.
CB: Yeah.
JL: I couldn’t, without standing on something, reach these control levers for the petrol tanks, so my next one was a Stirling. I have no preference. Because I could see that now, now I’ve been on the Lancasters, I think I should have gone on the Lanc but afterwards, I was told that Stirlings were the hardest ones to pass exams on. There was not a lot of hydraulics on Stirlings, they were all electronic, all electrics. Everything was worked on electrical and for some people must have been confusing, but to me, it was a lot easier than a lot of pipes and hydraulics. But that’s my main thing but of course, you can’t beat the old Lanc. It’s, it was a lot, lot easier. The Stirling engineer’s position was half way up the aircraft and it was opposite the wireless operator. It was dark, dismal, and you couldn’t see out anywhere. There was nothing to do bar just staring at your instruments the whole time and that was a bit boring more than anything else. Getting on that. But —
CB: So you were trained specifically on that.
JL: I was trained specifically on that. I had to learn engines again because these were radial engines – Bristols, and the Lancaster had the old Rolls Merlins. That came in the course when I picked up the rest. No. Wait a minute.
CB: Let’s — let’s —
JL: We were on Stirlings first. Yeah.
CB: Let’s just go from —
JL: Yeah.
CB: You graduated.
JL: Yeah.
CB: You’d done all your training at St Athan.
JL: Yes. On Stirlings.
CB: On Stirling. On the Stirling technology.
JL: Yeah. Yeah.
CB: So naturally you went from there to the Heavy Conversion Unit.
JL: Yeah. Yeah.
CB: That was on Stirlings.
JL: That was on Stirlings. Yeah.
CB: Right. So where was that?
JL: That was at — [pause] where was that?
CB: That was at Chedburgh.
JL: Chedburgh was it? The first one. Yeah. Yeah. Chedburgh.
CB: So when you arrived what happened?
JL: We just had a talk on something or other and they said — all of a sudden, they said, ‘Right. We’re getting the pilots in here now’, he said, ‘You’re all going to be crewed up’. Well, it was rather a surprise because — and there were two rows of tables we were sat at. I was the furthest way. The furthest away. The door opened and in swarmed all these sergeant pilots and they just grabbed or spoke to the first lot of people on the first lot of tables. In walked, about half way up, walked in an officer, I could see that by his cap, walked straight around and straight to me, ‘Would you like to be my flight engineer?’ I said, ‘Yes sir. Yes sir’ [laughs]. Officer already here. And there he was, Eddie Edmondson. He was a lovely chap, we’ve been friends all the rest of our lives ever since then, and I don’t know how he came right the way around to me, because the — obviously they knew I was fairly high up in exams. Whether they’d spoken to him or not, I don’t know, but he was, he’d been flying for ages. Years. A couple of years or so. As a matter of fact, we worked it out the other day, just the other day. He was — eighteen — I would say — nearly thirteen years older than me, he was an old man according to us in flying, and he was in his thirties and he’d done a load of flying. Got half a logbook filled before he even went on to Bomber Command. He’d done a lot of ferrying high ranking officers about. He’d left England, he left England when he was three or four, his family took him to America. He’d done all his schooling in high schools in America and he’d done a lot of flying in America before he came back to England. He lived in Sheppey, the Isle of Sheppey when he came back, and that’s where he came from. And there incidentally, we’ve been friends in life all his life. We used to converse after flying. He was stationed quite close to Henley and we got to know his wife well. He was married the whole of his flying career and two daughters. He, he came to our house with his wife when they was local, for Christmas dinner. We had the window that the silver paper stuff we used to use as decorations, and him and his wife stayed for the day with us to have — what did we have? We had Charlie. Oh, dad had some ducks up the top, we had this duck for Christmas dinner called Charlie, and that was good, and we kept in touch all that time. Not so much in our flying careers but afterwards, when he’d left. I’d left, I was married, we were going up north and he was living up north. Anyhow, we were passing his, more or less, his house so we decided could we come for the day and they invited us for the weekend to stay, as we was going up for a holiday up north. I had a motorbike and sidecar. Sunbeam. Sunbeam. It wasn’t mine, it was my brother in law’s we borrowed, and we went up there and he had a paper shop that was a newsagent shop. He wasn’t happy there and he obviously was going to go somewhere. He had two young daughters then, but he was thinking of immigrating to Australia. Anyhow, we went on up, had our holiday. We lost him then, just Christmas cards. He’d, by this time, gone to Australia and joined the Australian Air Force and he was flying in the neighbourhood of Woomera when they were doing the atomic bombs over there. He got up to a couple of stages from flight lieutenant and he was doing very well. Then my daughter immigrated to Australia, my youngest daughter. Australia. Jane. She went out there as a nurse on an exchange system, loved it so much, stayed there. So the first year she was out there, we decided we ought to have a holiday in Australia. Wrote to Eddie and his wife and they said, ‘Yes. Come over and spend a week with us’, so that’s when we really got to know each other personally. And all the crew were — had names. We didn’t go sirs, sergeants, warrant officer, anything, we went by our own Christian names. And the pilot wasn’t pilot, his name was Eddie, and everybody else had their own name. Bar the mid-upper, he was John, but he was called, before I even got there, as Ivan. Why Ivan? He was a communist and an atheist, and his father was a clergyman, and as far as I know, his name was the same name as one of the clergymen over in Oxford. But I lost touch with that bit. But he was, Eddie told me that every station we went on, he was called up before the CO and asked what his conduct was like. He was, he was only a young thing, he was only nineteen, twenty, himself and he — I think he used to like the young lady in Cambridge and used to go to these meetings. We didn’t used to go but he used to go to these meetings. He didn’t use the [unclear], I never knew anything much about that side of his life. Anyhow, Eddie told me that for years afterwards, he had to go and see the CO about him, so they kept a tag on him. Then one year over there, his wife was saying, she was saying, ‘Ronald. Ronald’, and I thought, that’s funny. Why was she calling him Ronald? And it was distinctive that she was saying Ronald, and I said, ‘Why are you calling him Ronald?’ ‘Well, that’s his name’. I said, ‘No it’s not, it’s Eddie’. ‘No. That’s his nickname. Eddie Edmondson’. All those years I’d been calling him Eddie and his name was Ron, Ronald. Oh dear. Oh dear. Oh dear. And anyhow we, in going, we was going every other year to see our daughter over in Australia, so we used to spend time with them. Eventually they moved from the bungalow in to an old people’s place, lovely place that was. We couldn’t stay in there but we used to stay at a hotel around the corner, and of course over there, these big names. It was just outside Melbourne, and we went this particular time, he was getting old and to get from his place we used to have, he used to have to go up to the first turning at some traffic lights, turn left, turn into our hotel, pick us up, come out, turn right and go down in the square and come back to his house again. This place he was living. We were going along a bit and he was talking and I had my eyes shut and he was driving exactly as we were flying. I could see us two up there. The only difference is he was on the wrong side and I had a strange feeling, and I said, we were Ron by this time, I said, ‘Ron, you’re driving that blooming Lanc’. And I don’t know what it was, but he was just somehow or other. It was, it was so strange. He was talking at the same time, and it was just as he was talking to me in that Lancaster.
CB: The significance of that is that the Lancaster had one pilot.
JL: Yeah.
CB: And you, as the engineer, stood next to him.
JL: Yeah. Yeah. Stood next to him.
CB: And ran the throttles.
JL: Yeah. Yeah.
CB: So you were very much a pair.
JL: Yeah. Oh yes, we were.
CB: Whereas on the Stirling, there were two pilots.
JL: Yeah. Oh yeah. Yeah. Yes, I was. Oh, that reminds me of something on the Stirlings, we were doing a bullseye. A bullseye consists of the aeroplanes flying out to the French coast and making out that we were going to a raid, but we were only in our flying. We were still under instructions, and we were to distract the radar and make them think we were going out to bomb and so they would get all their fighter aircraft down in our area, and just after us going out, the main force would be going out in a completely different direction and fool them. But this was, this was — as a matter of fact, our crew, well I was more nervous of that particular raid, well not raid, but flying out very near the coast, which could have been caught by their fighters out there and we were on the way back. We were turning and coming back, we were just getting a bit more height and I was looking at the petrol. Oh, I’ve got another ten minutes, a quarter of an hour and I’ll change over. The levers for this were in a damned awkward place on the old Stirling. They were fairly high up again, almost over the head of the wireless operator. So, there I was, I thought, well, I’ll change them over and Eddie suddenly said, ‘Oh, one of the engines has stopped. Oh, another one. And another one’. I jumped up, climbed over the wireless operator, turned on the petrol tanks of another tank. ‘Oh, they’re alright, they’ve stopped, they’re ok now’. I thought, blimey, what have I done wrong? ‘Cause I’m all on my own and in this dark bit, he’s up at the top there. Anyhow, I said afterwards I’ve done the log, I’ve checked it and I had it checked when we came back. ‘Yeah. That’s ok.’ Well, we reported this. I knew it was petrol because four engines had gone on a bloomin’ Stirling. That’s down in the ditch. They all picked up again and we were alright. So the ground crew went through it and do you know what they find? They find the lever from rich — rich to weak — was still in rich. In other words, we were still on choke, and it worked out that that was nothing to do with the flight engineer. It wasn’t one of his questions to ask the pilot if he’d done, which I thought was pretty dicey, because when he said what height he was at, I should have said, it was called a, ‘rich to weak mixture after you take off’, and he hadn’t done it, and it was still left in rich mixture, so we’d used that amount of extra fuel and we were nearly in the ditch [laughs]. I had a very bad look from all the rest of the crew at first but when it was found it wasn’t my trouble, well I was, I was in the safe again, but we never done that again. But of course, when you got on Lancasters, it was a bit different. We could there check with the pilot what he’s done and our take off with the bomb load, of course, I had to take the throttles up and we got that worked out a treat. I could do that without him worrying anything at all about it and he used to take the tail up and then I used to take the throttles up from there on.
CB: Right.
JL: And that was alright. But that was a terrible thing. But —
CB: Made you a better engineer.
JL: Yeah. Yeah.
CB: We’re going to stop so you can have a drink.
JL: Yeah.
[Recording paused]
CB: So now going back to the HCU at Chedburgh. Then you were selected by Eddie.
JL: Yes. Yes.
CB: And what happened next?
JL: We — we was, we then went from that room into a big hangar. Yes, we’d been to this hangar, that’s right, and I was introduced then to the rest of the crew. We — how did I get there? I can’t think. I must have moved then. No. That was the first day I came there, I hadn’t got a place then. We then moved into a big long dormitory with a lot more crews and of course then we got chatting, and that and that’s, that’s how we definitely moved in to this big long rooms, because I can remember looking out the window and there was a chap over the other side singing something or other [laughs], and somebody else on our, these were brick built buildings and he was singing, and this fellow joined in with his singing and the two of them singing between them. But that had got nothing to do with our crew I’m afraid. Our crew. We had a mixed batch really. Navigator. The bomb aimer was young, he was just about the end of his eighteens, end of his nineteens. Then there come the pilot, he was in his thirties. Navigator, he was a school teacher, got a young lady. Oh, the pilot was married. The pilot was married. The school teacher was courting and he was at the end of his twenties. The mid-upper was a young chap. Again, at the end of his nineteens was Ivan, I’ve already explained about Ivan. Wireless operator, he was an elderly man and he was balding and he had one of those wrinkled faces. A northerner. He kept himself quite a bit to himself. I didn’t have a lot to do with him but I think he was married because he was getting on in age. I should say he was a good thirty five, I’d be guessing, but I should say he was there. And the rear gunner, he was a plumpy chap. How he ever got in to that gun turret I shall never know because he was quite a bigish fellow. I met him quite a few times afterwards. He was — when he retired — when he come out the Air Force, he stayed in as [pause] a — oh what was it? In the library. He was a librarian in one. I can’t remember what station it was on but he was a civilian as a librarian. He was a big fella and he was in the end of his twenties. Bald. Bald as bald. You can see that by the photographs I’ve got. That was the crew, and we palled up alright. The elder ones and the younger ones kept between themselves a little bit but we got on pretty well together. And then when we, when we went on the operational stuff.
CB: Just before you do that — what were you actually doing at the HCU?
JL: Oh. Landing. Take offs. Landings. Night flying. Done a couple of long distance flying’s for the navigators. The two gunners didn’t do much at all. Oh yes, we did, we done some gunnery practice somewhere. We done some bomb dropping — dummy bombs somewhere for the bomb aimer. The wireless operator, he was doing two or three things on his old Morse code.
CB: Did you do fighter affiliation?
JL: Oh yes. No, not a lot on those. Refer to the book.
CB: Yes.
JL: We didn’t do a lot on fighter affil at that particular time [pages turning]. We done an experienced dual control with another pilot. That, that was alright.
CB: An experienced pilot.
JL: With an experienced pilot. Then we done a lot of duals. One. Two. Three. Landings and take off was mostly what we started off with and then we done a fair few of those. Days and nights. Then we went on to —
CB: Then you went to the Lancaster Finishing School.
JL: Yes. But [pause] we went on. No, we’re still on there. We done some cross-country circuits. Still with the old Lanc.
CB: The old Stirling.
JL: And the fighter affil, and that’s when we done that bullseye when the petrol tanks ran out dry. Then we went on to Feltwell to do the Lancaster course. I had to go on to a little bit of tuition on changing of engines obviously because everybody went on to Stirlings. Most people went to Stirlings to start with even if they were on Lancasters and Halifaxes. They still went on to some Lancs er, some Stirlings because they were getting them, rid of them from the main aerodromes and coming back on to us so we could wreck them [laughs] and finish them off. The first time the pilot landed a Lancaster was interesting. I can always remember that bit. We were coming in to land as usual, he’d shut the engines down very gently and he didn’t shut them down far enough. We overshot. So, he went around. He said, ‘Well, if that had been a Stirling, I should have been on the ground’. The other pilot said, ‘Yeah. But you’re flying a decent, a decent aircraft now. Not a blooming old Stirling’ [laughs], and we had to shut the engines on the Lanc way down and it just flew itself in to the ground. It was no trouble, but that old Stirling you really had, you really had to fly it down in. But —
CB: How did he get on with the fact — the Stirling — he was sitting twenty-three feet above the ground on that?
JL: Oh yeah.
CB: Whereas the Lancaster was a bit lower.
JL: Yes, that was an interesting thing. When we was down at St Athans, we had to do starting engines up. That was the only thing we ever went in to an aeroplane for on course was starting the engines. So, all the people, all us chaps were sitting outside and with the Stirling, you could walk under the propellers on that when they was revolving, they were so high up, but when you got on to the Lancasters and Halifaxes they were a lot lower and you couldn’t walk through those. And apparently if you stand and watch a propeller long enough, it mesmerises you, and one fellow down there on Lancasters got up and walked through the Lancaster propeller. Yeah. They couldn’t stop him. He’d gone through.
CB: Crikey.
JL: It was terrible.
CB: One of the aircrew or ground crew?
JL: Ground crew. No, one of the the — one of the students. We’d sat there, we’re talking. We were on the Stirlings, we were alright, you could walk underneath the propeller but that was just something that did happen on this site. And apparently a propeller will mesmerise you. I mean, when you’ve got twenty or thirty blokes that have got to get up there and start the propellers up and stop and get down again and he watched this propeller too long. Yeah.
CB: Boring waiting.
JL: Yeah. Yeah. But that was just one thing there I can remember now.
CB: So, the Lancaster Finishing School was relatively short.
JL: Oh yeah.
CB: Because you were just getting adapted to the —
JL: Well, we’d done circuits and bumps and landings day and night. And then yes, that was —
CB: That’s at Feltwell.
JL: We weren’t on that long.
CB: Yeah.
JL: We were only one, two, three, four, five, six, seven. Seven trips in the old Lanc.
CB: Right.
JL: And then we was back on to the —
CB: Right.
JL: To the squadron.
CB: Right. So, what was the squadron number?
JL: 514.
CB: And where were you?
JL: We were at Waterbeach which is seven or so miles outside Cambridge on the Ely Road. Our runway finished on the Ely Road, so if you was coming up there when we were taking off, you was nearly getting blown over. Yeah. As I say, Waterbeach is still there. The pubs at the bottom of the — the — going in to Waterbeach is still there and had a reunion up there for quite a few years now. This year it’s the 17th of June. We have a gentleman now doing our reunions, there’s about five people on there. We have ground crew as well as aircrew. I think there’s about five of us now that go there, but there’s about fifty members of the 514 Squadron Reunion Association. These were children, great grandchildren, uncles and aunties have come along. We have a church service out there in the church, then we go to the station which was run by the Army and they’ve moved out now, but we still get somebody comes along and gives us a meal because all the, all the station’s still there as, as it was and we were told the, most of the buildings which were brick built buildings are going to be given to the local Waterbeach village. It is only a smallish village. The rest of the ground will be taken over by — acres and acres of ground up there — and they were going to build a brand new town, but it won’t be called Waterbeach. It’s going to have its own town and Waterbeach will be a separate little village on its own still, plus the school was going to have one building for their school. I suppose they’ll be taking some of the town but I think that’s going to be way, way in the future.
CB: Now going on to what was your first op?
JL: The first op was Falaise Gap.
CB: Right.
JL: Falaise Gap, as you might have known, was that was when the Germans started breaking out from our invasion and the object was just to go and bomb a certain area. There was no actual point of bombing, the Army were going to lay out sheets on the ground and we had to bomb so many degrees from them. Navigator had to give exactly where they were and we could drop bombs in these, these woods and fields and just smash the Germans up, because that was where they were going. That was a very nice quiet one really, there wasn’t nothing much going on there. We then went to an aerodrome and smashed that up, because that night there was going to be a big raid, and they didn’t want that one to do any fighters, so we just went there and smashed that up. That was a nice one. They was three hours a piece. We done a lot of flying formation, air tests, etcetera, then we went on the big one. The Russelsheim, that was eight hours. Kiel. These were night ones from now on. Russelsheim, Kiel and then Stettin. So they put us right smack in the best of the best ones. A couple of things from there. Kiel. I can’t remember much about Russelsheim, but Kiel and Stettin, we got caught in the blue searchlight. The blue ones you might as well just bale out because you just can’t get out of a blue searchlights. It was terrific. This is — I’m saying now quite a few minutes — but it was seconds. I look out the dome on my engineer’s side and down in this, right at the bottom, there was a little tiny aircraft in the same beam. It was definitely like a four engine that, the wings and that but I can see it now, there was this little tiny one down there. He couldn’t have been many, well, feet of the ground. I don’t, that’s what it had caught but it had caught us as well. Out like in the light. Could we see? We’d lost all our night vision. There was our poor gunners up there thinking we’re bound to get shot down here, but we never got anything. But I don’t know why I looked out and looked down at this aircraft but I saw this aeroplane down in, right down, just a little course, it must have been one of our people going in to mark the targets I should think. It was —we were going into the target area but as I say, that poor devil, he never got out. He couldn’t have done. No. And either Stettin or Kiel we, when we came out, it must have been Stettin I think, we were told the route out which took us right over Sweden, neutral, and it said, ‘That’s going to give your gunners a rest for a little while’, because it did. It took eight, eight hours fifteen minutes. No. Yeah. No. Sorry. Stettin took nine hours thirty minutes and if you go over the neutral, that little bit of neutral, you’ll be alright. You’ll be, but it’ll give you a little bit of a rest. They fired on us and they sent up these like balls on a string and they came up. They went pop, pop, pop, pop all the way down. Very pretty. All well, well below us, but it was just one of those things. It was quite nice to see these things coming up, but that’s what they fired at us. Next day we were told that they had reports that they objected to us using their air space, but that was that. Well, there was not a lot but we now came on to Gee. Gee was what the navigator used to use to navigate on, but it could only have been used in England because it had to have three masts to get these three combined and where they, where they crossed was where we were. Something like today’s [laughs] car navigation, but until they’d got something over on the continent, another mast over on the continent, they couldn’t beam over on the continent, so our squadron, this we didn’t know at the time of course, but they were, we had to use then something called GH. GH was very, very accurate and the navigator had to go and have a little course and they sent me along as a flight engineer, just in case to do the same bit of course, but it didn’t do a lot for me. All I knew we had to get these three little dots all lined up and there we were, dead over. This put the crosses, the dots lined up over the target, so when three dots lined up over the target, you was there and the only trouble with this was, everybody else was in the same spot of the sky, and actually we did lose as many aircraft, sometimes with bombs being dropped through that. We didn’t, but one of the crew, one of the blokes brought a bomb back with them which had dropped. We had one bomb bay open dead above us, just feet above us. He moved off. And we were on the bombing run, and he moved off. To see that lot of bombs just above you. And there was, I think, so accurate and if you weren’t doing as you was told at the right heights, this is what happened. GH was dead on. And of course, we used to be able to bomb through cloud. We didn’t have to sight them, the bomb aimer was told to drop the bombs by the navigator. The navigator was told because the bomb release was down in the bomb bay, the bomb aimer — all he had to do was just sit there and press the button. Oh dear. That was, that was good. To do this, GH was fitted with an explosive device because it was so secret at the time. If the Germans had got hold of it, they could easily knock out, knock these, the [pause] oh what was it? They knocked them out and put them out. They had one very similar going across England, they had to fly up and we started pushing out the radar signal, out but this one was so secret they kept it, and if the aircraft crashed, it would explode, to destroy the thing. And we had to destroy it if we were going to make a false landing. Our, we then, when we were flying our tail fins were painted brilliant yellow because we were the only squadron that had this GH, and when we went up, we took off, we had to fly around and the rest of the squadrons local were talking off and when they saw us, they had to formate three aircraft on the back of us and we went off as four aircraft. And when they saw our bomb bays open, they opened theirs. When we dropped our bombs, they dropped theirs. So, I mean we could pinpoint right through the cloud on to a pinpoint place.
CB: But this was daylight.
JL: With four sets of bombs.
CB: This was flying in daylight.
JL: Yeah. Oh yes. Yes. Yes. Only in day. We were, we didn’t do so many night runs then because these were most oil refineries we were doing. We could pinpoint down to the final road with ours, but then we did start on a few nights. I’ll tell you one thing on this, we had the flak coming up. I, of a night time — flak in the daylight didn’t really show, but flak at night and what with the TI’s, the Target Indicators going down, I always used to say it used to remind me of Henley Royal Regatta firework night, because you could see everything going up, coming down, and it was really frightening sometimes. You weren’t even on the bombing run and you could see it in front of you. You’d think, my God, I’m going through that. Searchlights, Flak, you could see the flak bursting and all our green and red TI’s were going down. It was, it was really frightening up there sometimes like that more than everything else, but I always used to say, ‘Oh that’s Henley coming up’. What was the other one? [pause]. Yes. Night flying. We started back on night flying again. We didn’t use like we used to use the master bomber on that. Why we did, I don’t — I think we was out of — because we were out the other side. We were staying in bomb alley, we was down in Saarbrucken and Duisburg and Essen by this time and they hadn’t got these signals that went that way, they went up north.
CB: You’re talking about for GH.
JL: Yeah. GH. We could use GH.
CB: But were you ever using H2S?
JL: No, they could home in on that. We had used it but not for bombing, we used it just for navigational purposes but our navigator, he was pretty hot. Oh, that reminds me, on one of these GH raids we were on, daylight of course, and we were in a stream dropping Window so that it mucked up their radar and we had three aircraft in tow behind us, going along, and we could see aircraft coming back on a different angle to us, but our navigator said, ‘Right. Now turn’, to another angle, and the pilot said, ‘Well, we’re not there yet’. We could see all these aircraft. ‘You turn. It’s got to be turned’, and he said, ‘No we can’t’. So we convinced Eddie that we should turn. We moved out just a fraction — bang bang bang - three shots straight up. How it missed the aircraft, God knows. Our pilot was — Eddie, was back on course. We got out of the cover of window and they caught us straight like that. Didn’t do any damage but if we’d have gone out anymore. What had happened was everybody, or the big first lot, had gone out and they went past the point of return, so they could come back on to the right course. Our pilot, our navigator was so dead on that he had to call, turn on the turn, but he didn’t see what we could see.
CB: Well he couldn’t see out.
JL: He didn’t, he never looked out. I’ll tell you a bit about that in a minute. He couldn’t see anything, and it was plain, well as plain as daylight. We were going on, turning and coming back, and anyhow that that was alright. We did get off but that did shake us, I mean they knew exactly where we were and if we’d have moved out a little bit more. I’ll bet the bloke behind, the pilot behind, was swearing [laughs]. Anyhow, that was Ron. Now the navigator, he never, nor the wireless operator but he got a little dome he could look out of. The navigator was behind his blooming curtain, never been out for daylight or a night run, and we was on this fairly long leg and he asked the pilot if he could come out and he said, ‘Yeah, of course you can’. So, I moved up, we were only in a little space there, I moved up a little bit and he came out and he was looking around. So, ‘Come and have a look out the blister. You can see right down on the ground’. We was — we were coming back off a bombing raid but we were still over a foreign country, and we were both looking out through this blister and all of a sudden, there was a God almighty bang. The blister exploded in front of us, and what had happened — a bit of shrapnel had hit this blister, caught his flying helmet, cut the flying helmet, not his head, cut the flying helmet and there we were with all shards of the blister everywhere. All in our heads, everywhere, all in our hands and face, all these bits of the Perspex. And of course, in come the air and he give a swear and he said, ‘I aint coming out here anymore’ [laughs]. Oh dear. That wasn’t funny I know, but it was laughable really because he came out and saw that. Another one was — it was a daylight again. This trip, the mid-upper said, ‘I can smell burning’, so Eddie said, ‘Pop back and have a look. See what there is’. So I popped back, I can’t see anything. I couldn’t smell burning, I couldn’t see it and so he, we couldn’t do anything at all about that. We were a bit concerned because he was definitely concerned about it. When we got out of the aircraft and got underneath and looked from the other side, looked up, there was this blooming great big hole in the mid, the gunner’s position. The, the gun is moved around on the rollers, and they are covered with a cover just to protect them from the weather and that, and this had gone through this cover and out the other side. A blooming great lump. Well, it must have been one thing and that was just —
CB: Rear or mid-upper gunner?
JL: No. mid-upper, and it had gone out, and if he’d — I don’t know where he was sitting, but if he was sitting with his back to it, it went through about two inches from his back. It went through one side and out the other, but the funny thing was, he never complained that there was any trouble with the mechanism in his turret but there was, we could see up there, this massive great hole. So that’s where the smell came from [pause]. Oh, the last thing was our last trip. Last trip. It was —where was it to? [pages turning] it goes on and on. Oh, it’s me that’s getting muddled, I can’t be muddled with my logbook can I? It must be that. The last [unclear] was Duisburg. Daylight. Daylight Duisburg. Now, because it is our last, our last, we, I don’t know if that was GH or not, it’s not down here but we was, because it was our last flight, but we were to lead the squadron. Honour to lead the squadron, all the way out to Duisburg and back. Right. Got in. The pilot’s always last in because he has to kick the tyres and look around the outside of the aeroplane. I started the engines up and I had to check on each engine to see there’s the — [pause] My mind.
CB: The oil pressures.
JL: No. No. All the oil pressures and all that was ok. I had to switch off the —
CB: Then you’d got all the hydraulics to check.
JL: No. The ignition.
CB: Yeah. The magnetos.
JL: No, the ignition is run by [pause] magnetos. The magnetos. They have two magnetos, two sets of plugs, and you have to check. Magnetos are a bit of a plain odd things sometimes and on old cars and all since before the coils came in magnetos were iffy. You take the revs up to a thousand or so and switch one off and it should drop a little bit on the revs, but not a lot. When I checked the second one on our starboard inner — engine cut out. Magnetos no good. Start up again, give it a rev, tried and see if one of the plugs were oiled up. Still no good. By this time, Eddie had come in and they’d rung back to the tower that we’d got a mag drop. Up comes the ground crew, check it all again, make sure it wasn’t me that was wrong, and by this time of course, we were supposed to be first off. There was a queue waiting to go but no, definitely mag drop. Out, into the spare aircraft, which was in C flight. We were in B. B flight which was right the other side of the aerodrome, had to get the coach up to take us there. All out. All out. Go over. Eddie had to now go around and kick all the tyres. We always say kick the tyres but to check everything.
CB: Yeah.
JL: We were all in, done our sets. Yes. Yes. Yes. He comes up. ‘My parachute’s opened’. He’s caught his parachute release on something in there and there was this white parachute all down the aeroplane. Go back out, get another parachute. By this time, they’d all gone, we were left on the aerodrome. We were determined to go, get our last flight off, so out they comes with a new parachute. Bearing in mind, everything had stopped on the aircraft, on the aerodrome. They was all back. We took off. The navigator took a short cut across England to catch them up at the back, which we did do in the end. Done that. On my logbook, I’m working out one temperature of the radiator was a little bit hotter than the other three, and then this carried on all through and luckily, I report it on my log. The pressure, the temperatures. This went on and it got a little bit hotter but still nothing to worry about. Something’s wrong somewhere, they’ll sort it out, the ground crew, when we get back. So we get back, report back. We finished you know, yay, kicked the ground. Kissed the ground and off we go. We get back and just change. The pilot comes in. Oh, ‘We’re all on a charge’. Now if you’re on a charge on that, like that you go to Coventry. Did you hear of Coventry? Now a lot of people don’t seem to hear of Coventry.
CB: I know about Coventry.
JL: Well, it was out of Coventry, but you were stripped of rank and you’d done two weeks of square bashing for doing something wrong, and I said, ‘Well why?’ ‘Well, low flying’. We’d been reported for low flying. Now, we came straight back over Henley and I was saying to Eddie, ‘Come on Eddie, get down, shoot them up’. Not Eddie, he wouldn’t do a thing like that. Perhaps you might on a daredevil but not him and I, we saw one or two bits of Henley as we went across and I pointed out a big Maltese Cross in wood up on one of the hillsides, and we got, we got low flying. Well we hadn’t done any low flying. He said, ‘Yes it is. They found a seagull in one of the radiators’. I said, ‘Well you tell them to get their finger out and start looking at my logbook’, which they did do, and found that the low flying was nothing to do with the — they never cleared the runway of seagulls before we took off.
CB: Oh.
JL: And so we got off it [laughs]. Oh dear. Yeah. Now that was our last trip.
CB: Were seagulls a bit of a problem at Waterbeach?
JL: Oh yeah. Well we were quite near the, you know, quite near The Wash just there, and they were. They were. But they never cleared them off before, so you can tell how late we were. Now I have one main thing that’s glowing up, going to clear up something that there’s a lot of controversial about, that’s the Scarecrow. Right.
CB: Yeah.
JL: Well I’ve flown through a Scarecrow. The only trouble was, I was the only one in the crew that saw it, and what happened is this. We were on a bombing run. By now he’s down in his bomb place, in the bomb, on his bomb, all ready to bomb. Got all ready there. The pilot was taking orders from him, ‘Left. Steady. Right. Steady’. Looking at his instruments. The navigator was in his cloth [laughs]. The wireless operator was doing something else, I think he was listening in. The mid-upper was facing back watching aircraft above us, and of course the rear gunner was looking out for — and then just yards in front of us was an explosion. Now if it had been a proper shell, I shouldn’t have been here to tell you the tale. It was dead on the nose, and I had just seconds to think, ‘Good God, there’s four engines in there and we’re going to hit these four engines’, and of course, I don’t know why I thought that, but we were through it. Their propellers just scattered it away and nobody saw anything else of it bar me, but I saw this thing actually explode in front of us. It wasn’t all that big but it was one of their fakes which we’d, I’d had seen before.
CB: So, what was your perception of what was a Scarecrow?
JL: It was just a lot of smoke. It, it blew up with a flash and then this smoke, black smoke just right down just like an aircraft going down. It was. But it wasn’t very big but it was dead on the nose.
CB: But was it, was it big enough to be an aircraft?
JL: No, it was, it would have been if you was away but it wasn’t big enough for me, because I could see it. Yeah. And it was dead on. As I say if it had been anything else, like if it had been a shell, that would have been it.
CB: Did you get shrapnel on the aircraft?
JL: No, nothing. We went through it and I could see going through it and the propellers just scattered it all away. Obviously. But to see it from a distance, to see an aeroplane come out of that sort of black ball must have been quite a thing, but it was definitely a Scarecrow. But being as I was the only one that saw it on the aeroplane, that was it.
CB: Why didn’t the pilot see it? Why didn’t the pilot see it?
JL: He was watching his instruments.
CB: Right.
JL: He’s on, he’s flying on his instruments.
CB: Ok.
JL: He would have seen it if he’d have —
CB: How did you know about the word Scarecrow? How did you know about it?
JL: Oh, we’d been told about them.
CB: And what did they tell you?
JL: They told us that they were throwing up these Scarecrows to scare the crews off them, to put them off bombing, but I have, on the television, heard a German say there was no such things as Scarecrows.
CB: Right. So, what else might it have been?
JL: Nothing. I can’t think. There couldn’t have been anything. It was there and my memory I could see. I thought, I thought four engines in there and we’re going through it. I’m going to get smashed, but of course it wasn’t. It was what I thought it was to start with, a Scarecrow, which —
CB: The variation on the theme here is that the Air Ministry was making sure, Bomber Command, that the loss of a complete aircraft was not identified this way. So, the Germans had upward firing cannon in aircraft. Did you know about that?
JL: Yes. Yes. I know.
CB: Right. So that was Shragemusik.
JL: Yeah.
CB: And that was aimed at the port inner tank.
JL: Yeah. Yeah.
CB: And so the explanation put out by Bomber Command was that when those exploded, that they were Scarecrows.
JL: No, we were told to expect these Scarecrows. I wasn’t expecting one, it just —
CB: No.
JL: It was, it was very late. I was experienced bomber crew.
CB: Yeah.
JL: I was. It was almost to the last of my daylights. I don’t know where it was, I didn’t really, I wish I’d made more note of it.
CB: Yeah.
JL: But it was definitely what we were told was a Scarecrow, and it couldn’t have missed us if it had been anything. This was daylight so the gunners would have seen another aircraft, even going underneath us.
CB: Sure.
JL: There was, there was nothing else for it. I can’t think why I had seconds to think of four engines in there and we were going through it, but it was so — I — the only thing is I can imagine, I imagine it further out because it was only seconds before we were through it.
CB: Yeah.
JL: And it was black smoke.
CB: Well, it sounds —
JL: And a pall of —
CB: Yeah.
JL: Of black stuff.
CB: That’s what it —
JL: It can’t have been just smoke, it must have been some something that held it there, you know. It wasn’t just smoke as smoke, because that would have gone, but there must have been something there and it did drop just like something coming down. But we went straight through the middle of it. Even if the pilot had seen it, he couldn’t have avoided it. We were —
CB: No.
JL: Right on the nose.
CB: So you identified this. What did you feel as you went through it?
JL: Well, I was still thinking, God — four engines.
CB: Yeah.
JL: There was nothing.
CB: No.
JL: Nothing. So, it must have been. It was something up there.
CB: Well, if it had been an aircraft, you would have expected to get the flak.
JL: Yeah. We should have gone in.
CB: The debris.
JL: And now, now afterwards I thought about it, it was too close. It was so close that as I say I just thought of four engines, nothing of the rest of aeroplane.
CB: Yes. Absolutely. Yeah.
JL: Four engines in there and we’re going to hit it, and of course, we were through and out. That was it.
CB: What was the trip that you, that that happened on? Which trip?
JL: Pardon me? My hearing aid’s gone off.
CB: Where were you going then?
JL: I don’t know. We was on the bombing run.
CB: Yeah.
JL: Of something but I can’t.
CB: One of the daylights. Yeah.
JL: One of the daylights. Oh yeah. Yeah. You didn’t get them at night. It was —
CB: Right. I’m going to pause there for a mo.
JL: Yeah. Oh.
[Recording paused]
CB: So one of the things you mentioned is that the pilot wanted you to have some flying experience.
JL: Yes.
CB: So how did that start?
JL: Well first of all, he insisted on me going into the link trainer. I had twelve, well, thirteen hours of link trainer, and that was very interesting. My pass out wasn’t too bad. That took over half an hour in the little cabin with the flying instruments, so he let me fly the plane now and again when we was on one of these training courses. And I’m sat there looking out and there was a fighter coming towards us, it was an American Mustang, so I thought, by the way, we’d done over an hour, two hours on this course and the gunners were asleep, I expect, in the back. So we were flying along and I thought I’ll wobble the wings, so I go bonk, bonk as he went past and there was all hell let loose. Everybody in there [unclear]. I must have woken up everybody else on there bar the navigator, because nobody had anything to do. It was just boring. I shook the aeroplane and they went, what the hell was happening? Cor dear, oh dear. That was, that was funny but I think he’d done the right thing. I don’t know if anybody else. I went down there anytime and just booked in a half an hour’s trip.
CB: Yeah.
JL: That was quite good and there we are. So -
CB: Good. Thank you.
JL: Yeah.
[Recording paused]
CB: So, you came to the end of your tour of thirty.
JL: Yeah.
CB: And you knew this was coming up. So what happened then? At the end of the tour. Celebration?
JL: Yes. Yes. It’s the only, the first, I’ll say the first time, it was the only time I got drunk. In the, in the pub was — the aircrews always went together. You didn’t really have any friends outside the air, outside your six, seven of us, so we all go down there. And you never had a pint of beer. You had seven glasses and a big jug, and this jug was full of beer, and that’s what, that’s what you had and you poured your own out of your jug.
CB: Oh right.
JL: That, that pub was never out of beer, it was never out. Now, I could come home on leave and the landlord would say, ‘Only one pint’, and then he would shut. But there, that pub always had beer. So, I mean it was so close to our station that I think the brewery used to look after that and we never had pints, we just had this one big flagon and used to pour it out between us. When you finished a tour, you had the end of your tie, end of your tie cut off and pinned on the wall, up on the ceiling, and also the pilot had a candle and he used to write our names on the ceiling. There was a — it wasn’t a big pub and that’s how we, that’s how we went, and we had a few beers that night. More than normal. We were always. Well at nineteen now, I was drinking quite a bit, went back into the mess and had a few more. Now I’m sitting, I can remember this bit, I’m sitting in the hallway of the mess and I’m sitting on a small table, and Eddie comes out. Eddie used to come in to that, he used to be allowed in for this. He came in and he saw me sitting on there and he said, ‘Here. Come and have a look at old John. He’s got a fix with his eyes’. He said my eyes were coming like that, one and the other. Oh dear. And I go in to, I’ve been into that mess now quite a few times in the past few years, and I can see myself sitting on that same bit of table. That’s all there exactly as it was when I was there on the squadron. And I always said I would ring the fire bell. There were fire bells scattered all over in the little tiny shed things, and we go back to our billet because we weren’t in the mess, we were in some billets just a few yards up the road, and I said, ‘Right, gather in —’. And I got clobbered. I got held by all the men and frogmarched past this bell, they weren’t going to have that bell rung that night. Oh dear, that was it. And the next morning, we used to have an elderly bloke, an old man come in. An old man, little chap, he used to do all our billet. The six of us, well seven, yeah six of us were in one billet and oh, by this time, the navigator had got his promotion to pilot officer, so those two weren’t in there but we had this billet to ourselves. And he come around, goodness knows what time, wasn’t, wasn’t early, and he kept hitting the bottom of my bed with this broom and it was going through my head. I said, ‘Oh George,’ — I think we called him. ‘For God’s sake, clear off’. ‘You get up’. I’ll always remember that bit. And they were already to go out at lunchtime, I went out but I was on lemonades [laughs]. Oh dear. That was, that was the time. The rest of the lads were alright but I did feel it that bad. Oh, I was giddy.
CB: What was the, what was the feeling of the crew? The sense of achievement.
JL: I think it was.
CB: Or despair at being dispersed or what was it?
JL: No. No, we were friends to a point. I didn’t know anybody’s, I had their address, I had everybody’s address by this time so I could write to them, but there was no more comradeship. It was just everybody for themselves again. We was all — all separate.
CB: It was a comradeship of danger really, wasn’t it?
JL: I should think it must have been, yeah, because we wouldn’t have had. I mean, one bloke would have gave his life for the other bloke.
CB: Yeah.
JL: But after that, that was it. When I met these two blokes at the next camp, they just said, ‘Hello John’, not — ‘How are you?’ We just passed as ships in the night, and that was it. For my twenty first birthday, I’d arranged to have leave from there and, of course, the war was over by this time. And I wrote to each of the crew because I knew where they were, a home address and asked them to come along to my twenty first birthday. We’d fix them up for the night. I got — I got a friend. Oh, by this time, got another Johnnie from Leicester, he, he had got his goldfish where he’d parachuted. No, he’d crash landed in the sea and got picked up by the seamen, and him and I got on well together. He was an air gunner. He came along, but none of the rest of the crew. The pilot wrote, he couldn’t get time off. And oh, and Frank, that was the rear gunner, he couldn’t, but the other rest of the crew, I never did hear from them.
CB: Really.
JL: Yeah, but as I say, I was friendly with Frank, the rear gunner, solely because we was both in the London area and we could go for a 514 Squadron had their first reunions in London.
CB: Oh, did they? Right.
JL: But I’m afraid it was them and us. The officers up there and the rest of us was down the bottom of the — [laughs]
CB: Yeah.
JL: But we had one, one of the squadron blokes was another Reading man. I didn’t know until I’m afraid after he moved, and his death, that he was from Reading.
CB: Really.
JL: I could have easily seen him.
CB: Yeah. Yeah.
JL: But there we are.
CB: But going back to the end of the tour, we’ve dealt with the social bit. Emotionally we’ve talked about as well.
JL: Yeah. Yeah. Yeah.
CB: What about officially? What happened next? Were you all thanked?
JL: Yeah.
CB: By the CO and then dispersed or —?
JL: No. No. As I say the pilot went in for our — there was a conduct report thing that each person had had for the whole time that he was in the Air Force, which said that I was not fit for aircrew thing on and my fourteen day CB. All the rest was clear, clear cut, but other than that, he come out with that and then we each, each individual had a railway warrant to go on indefinite leave, and we had to pick up our pay at the Post Office and that was that. And then I had a letter come through to say I had to report back to St Athans and that was that. And I thought, ‘Oh good. Back to the old’. I got a few young ladies down there I knew [laughs], which incidentally, I decided that I wouldn’t get serious with a girlfriend while I was still flying. I did do that, I had a girlfriend down there and a long time after Clare and I had Clare and Jane, and we was going down past Cardiff to a caravan. Remember the caravan? We was going down there and I thought I’m going to call and see at 14 Ludlow Street. I know there’s a 14 Ludlow Street and I’m going to thank mum and dad down there for the kindness, because they did give me a very nice reception and I did have Sunday lunches with them. Very nice young lady, Sylvia her name was, same as my sister. She was very nice but I didn’t really get serious, solely because I made a [unclear] that I wouldn’t, but now I’m going back, I’m going back down. I mean this is years later, to thank them for looking after me like they did.
CB: ‘Cause families did.
JL: Yeah.
CB: Yeah. Brilliant job.
JL: Yeah.
CB: Yeah.
JL: So I knock on the door. No answer. So I knock next door. ‘Oh no Mr and Mrs Benning have just gone out and I don’t know when they’re coming back’. So I explained who I was, ‘Oh I remember you’, she said, this lady said, ‘I remember you coming next door with the daughter, the eldest daughter’. And I said, ‘Well where is she?’ ‘She’s married and she’s up in London’. So I gave them my address to say that I’d been, and if they’d like to come up and thank, would she thank them very much for what they did for me, but I didn’t hear back from them. It was a long time after, we’re talking fifteen years I suppose afterwards, but they were still in the same address, same house. I was glad I went back and thanked them, but I couldn’t wait all that time.
CB: No.
JL: We were, we had these two little ‘uns in the car.
CB: Of course.
JL: And that so — yeah.
CB: So that comes out of your return to St Athan.
JL: Yeah. St Athan.
CB: What was — how were you notified? You all went on leave. How were you notified what you were going to do next?
JL: By post. Well from, from home I was notified to go to St Athans via a letter. No. Telegram.
CB: Ok.
JL: No. It couldn’t have been a telegram because I had a railway warrant.
CB: They sent you a railway warrant.
JL: They must have sent a railway warrant. Told me where to go. Mind you I had all the Christmas off, right through Christmas, all through the thick snow of one of the winters.
CB: This was beginning of 1945.
JL: Yeah, and went down there. I only had a couple of months at St Athans. Obviously, they wanted to get rid of a lot of us flight engineers by now, and then I went up to Peterborough. But I got into Peterborough — that was the, a sort of a private, before the war aerodrome and it was manned by the regulars, the regulars. So being as I got sergeant’s stripes on and I’d only been in the Air Force a few years these, they had me in, these sergeants had me in and questioned me how did you get those stripes by that time. They never knew anybody from aircrew. Bomber Command.
CB: Really.
JL: Had stripes solely to protect them from working if you were shot down in Germany.
CB: Yeah.
JL: I mean that’s what they’re — of course, we had a little pay with it as well. But they knew nothing, they knew nothing of the modern day Air Force, they were still working as pre-war, pre-war Air Force. And they didn’t want me, they couldn’t make out how I’d got these stripes. So when I said to them, well my flight sergeant is due anytime, it’ll be here this week or two, I shall have a flight sergeant, they went up the wall. These poor blokes had been twenty five, thirty years in the Air Force and they had to work for theirs. Or wait for the next person to die.
CB: Yeah.
JL: And I thought what a blooming Air Force have I come in to.
CB: Well, there was a lot of resentment about that.
JL: Yeah. Oh, there were. I could, I said, ‘Well look, I don’t want to stay in the Air Force, I want to get out. I don’t want to take your job’. So in the end, they put me out to the satellite at Sutton Bridge.
CB: Oh, that was it. I see. Right.
JL: Out in the wilds. Yeah. Out in the wilds.
CB: Doing what?
JL: Well I was posted out as [pause] engineer UT I think it was, and I was shown this lovely workshop, beautiful workshop. Brand new lathe in it. It had everything you’d want and I was in charge. I was the only one there [laughs] and I was UT engineer, or something. Well, I thought, well this ain’t no good, I’m going to sit here all day for the rest of my time doing nothing. I could have a go on the lathe and muck around but I thought I want to be a motor mechanic, so I had a stroll around and saw the warrant officer in the UT, well the motor transport side. He was an old man. He was. He was out in India before the war and that and he was a nice old chap, lovely old chap, and I said, ‘Look, I want to learn motor mechanics’. I hadn’t been on, not really. I’d been on engines and I knew what engine was like and what they do on them, but I’ve never been on the actual car. Well’, he said, ‘You can go in the MT section’, and then there was two chaps in there. One had his own business and the other was a manager or something of one and they were both local men from the area. So they used to go home practically every night and it was one of those stations, as long as you kept your nose clean, nobody wanted to know you, and so I went in there, learned the business from them. I learned to drive on a tractor before I went in to a car. We had tractor bowsers and I learned on those. Learned to drive a lorry, all on my own on the old runways. And that’s how I came to start to learn to drive and all the mechanics. And they were both good chaps. I used to do their weekend stints. We used to have to have a motor mechanic on at weekends in case of breakdowns and they used to go off home you see. They only lived sort of a bus ride away and I always wanted to go and see them but never did. You know, these things sort of —. You gets married and life changes completely, but then they closed the camp down. We were training these French pilots and this was their first primary, only two or three planes a day used to go up from there. We went up then to — where was it? Kirton Lindsey. That’s outside.
CB: That’s north of Lincoln.
JL: Yeah. Yeah. Yeah. Went to Kirton Lindsey. Well, I stayed on to clear the camp up, help clear the camp up. We had nothing to do all day, just, just clean up. When somebody came for one of the cars and that, you just signed. They just signed for it and off you went. I was then — one of the NAAFI girls there was a bit keen on me, I was going out with her a little bit. And I was then shifted up to Kirton Lindsey and I flew, I flew in a blooming old Oxford [pause] or an Anson. Anson. Because when we got flying, I thought, ‘Oh I’ll have a nice look out now’, and the pilot said to me, ‘Wind the wheels up’. And I had to wind it. I think it was an Anson. It could have been an Oxford, I don’t know but I had to wind these wheels up. So I bring them up, said ‘Ok’. ‘Ok then. Wind them down. We’re just going to land.’ I had to wind them back down again [laughs]. Oh dear. And so that was that. And then we had a note come through that one of the cars that was left behind, that the NAAFI were using, wouldn’t go. Could they send a mechanic down? So I had to go back down there again, up and down with these wheels again. Got down there, there was nothing wrong. They just thought I’d like to come down and see this girl again [laughs]. So, I spent about a week down there. Oh dear. The times we had down there with all this. So I just stayed in the NAAFI, had my meals in the NAAFI. There was nothing else going on. It was just the NAAFI wasn’t closed down and just the odd car or two of theirs was still down there and they was still doing the running around. Anyhow, I said, ‘well I can’t stay here all this time. I shall have to go back’, so there was a chap going back up to Kirton in Lindsey on a motorbike, so I hitched a lift on the back of his motorbike [laughs]. Cor, that was cold. But anyway, we got back up there, I reported that I come back. It was getting a bit of a worn old show. By this time of course the [pause] I got something I haven’t got down. A place. Oh, that’s Catterick. That’s alright. I was at this one place when the war ended, that was Catterick. But anyhow I —
CB: What were you doing at Kirton in Lindsey?
JL: Kirton Lindsey. I was now fully qualified in the MT section.
CB: Oh, you were in MT.
JL: Yeah.
CB: Right.
JL: Yeah. MT section. I brought my push bike up that I had, a racing bike, because at St Athans, I was in their Cycle Club. We used to go out for weekends and we used to take tea and a few rations. We used to stop at a farmer, he used to give us a cooked breakfast for the tea and sugar that we used to take down, but, so I took the bike up to Kirton Lindsey and I put it in the stores of the MT section. By this time, I was a warrant officer, I’d got my stripes, and so up there, they didn’t really know what to do but there was quite a few of us flight engineers in the MT section, and they decided — no — before this, my bike was in there. I had no permission officially to have the bike on the camp. It was too quick. I brought it up there when I went home once in the train and so I brought it back. I was waiting to get the form. I’d been in to see their cycle side and what I had to do, so I got that. When I went in there — in to see my bike in this shed, there was a chap in there and he was laughing. He said, ‘The warrant officer’s been in here and he’s put his foot through your bike spikes’. I don’t know. I had a really posh racing bike, Hetchins, posh one it was in them days, and he spoiled it. Smashed it up. I went in to that office, I tore him off a strip. I couldn’t have cared [unclear] but I had the same as he did but he was shivering and shaking by the time I’m finished, because he was wild and he couldn’t say anything to me because I was the same rank.
CB: Yeah.
JL: And I was a young blooming kid and he was an old man. Oh dear. Anyhow, I got it put right by there and I said I was going to charge him for it. Well, his excuse is I didn’t have permission to be on the camp, but I said I hadn’t got time. I didn’t realise I was going to bring it back ‘till I brought it back. Anyhow, that was just one thing between us and the older people on these camps. They just detested us.
CB: Yeah.
JL: I mean it wasn’t that we were pulling rank. It was just we all wanted to get off and go home.
CB: Yeah.
JL: Anyhow one little thing now that we did do, the fire tender was out of time with its engine, and the engine in the back of the fire tender, and so to save, stopping flying on there, it was decided that all us flight engineer, now ground crew, would change these two engines over the weekend, and we would work from morning through the night until we got these two engines changed. So that’s what we done. About a half a dozen of us I suppose. We worked Saturday, through Saturday night, all Sunday and on to Sunday night and we got both engines changed without them stopping training these foreign, well mostly French pilots. We done that. I got in the bath and I went to sleep in the bath. But we did have a bargain of a week, seven days leave. We made a bargain with the CO that we would do that. But there was something else on that. What was that now? [pause] No, I can’t think now, there was something else we was going to do.
CB: So you’re —
JL: It’s gone past me now.
CB: So, when did you leave Kirton Lindsey?
JL: That was the year of the very, very bad winter.
CB: 1947.
JL: Yeah. What happened there was we were absolutely snowed in. Oh now, before that, I will tell you now, I’ve got what I remembered. The French didn’t used to drink tea, they drunk wine and they were drinking wine by the pint bottle, their pint jugs. Well, they were drinking it by that but they were leaving it and throwing it away. Their mess was next door to ours and we could see in. All this wine was being thrown away, and they had these massive great big barrels of wine. Now, the war wasn’t really over, and all, they’ve had this all through the war and they used to, somehow or other, we used to get wine from France over to England during the war. And these French said, ‘Oh yeah, we’ve always had this’, and they never drunk tea. It was always this wine and it was foul, it was terrible, but when you took it home and mixed it with a drop of sugar, and just give it a gentle boil up until the sugar dissolved, it was beautiful and we used to [laughs], I used to take suitcases of that home. One day a pal of mine, he was a wireless operator, him and I, this Pete Marshall his name was, the same age as me, we went into the Air Force on the same day. We left Henley on Thames in the same train. He went to London ACRC there and I went back up to Warrington to the, to the — mine. He passed out about the same time as I did. Pete and I used to, somehow or other, get leave at the same time because aircrew had so many days off and so many days on. I can’t remember. A month.
CB: Six days a month’s wasn’t it?
JL: Yeah, six days a month. Well we used to manage to get it together somehow, I don’t know how, and I used to — because beer was so scarce, I used to take a bottle of this wine around. We used to sit in the bars with this wine. We got in the bar with this wine and put it down, I put it by the fire. We were all sitting there having our beer and there was this God almighty explosion, and this wine had fermented in the heat and exploded [laughs]. Oh dear. Oh dear. And Pete always reminded me of that ever since. The last time — we used to have ATC meetings once a year, all the old boys from our local Henley on Thames, and I always used to keep in touch with Pete with telephone calls. He used to make up poems, so I’d made one up. Give him a ring up, I couldn’t get through. His phone was dead. Now we have relations in the same place. She couldn’t find him. Pete had disappeared. So, I don’t know what happened to Pete.
CB: Sad.
JL: Yeah, and I made this poem up and I can remember it now. How do I start? Oh — “I said to the man at the gate. ‘My mate Pete been here of late?’ He looked at me and give me a smile. ‘Come in and tally a while’. I said, ‘Ha, ha, No thanks. I’ll wait outside’. He said, ‘Ok I won’t be long’. Off he went. Came back, with no smile. ‘I can’t find Pete here. Your mate’. I said, ‘Perhaps he’s gone down below’. ‘Not Pete, won’t go down below. He’s too good’. And that’s what I got, but I never got Pete to give him it and he used to send me. I’ve got all his little poems.
CB: Fantastic.
JL: But that was I was just thinking by memory then. Oh dear. My memory now of that. And I’ve never seen Pete since. I know he had a son down there but we never managed to get his —
[Recording paused]
CB: Now we were talking about your demob. So where was it and when?
JL: Well, I was at Kirton Lindsey when my demob number came through, and it was the middle of the very, very bad winter. We were actually snowed in at Kirton Lindsey, no food, nothing, and the CO sent two lorries with about a dozen men on board with shovels to dig their way out to somewhere outside there to get some food in. I’m not sure about it. We were all put in to the officers’ mess because a lot of the — had been put on leave knowing of this big snowstorm coming. They sent a load of the crews and everything away and so we were only a mild few people up there. We were all moved into the officers’ mess, and the snow was so deep that we didn’t see landscape for about three weeks. Two weeks. Two weeks. We were walking in the, on the ground with all these high banks of snow either side. Couldn’t see a thing. Nothing worked. We had nothing to do. Just that. And that crew never come back, those two crews, we never saw them. We were on rations. And my demob come through where I had to go. The trains were running that way in England, over to Blackpool. I had to go over to The Wash side, down that side of England to London, and back up to Blackpool to get, to get to my demob. Demob was just outside there. I don’t know what the name was now. Preston. Preston. So that’s yeah, I get to Preston and by this time — no, I was sent. I don’t remember that. Yes, I did go straight there, I had to go to Preston for demob. So I had one of my duffle bag full of one lot of clothing, and in the other duffle bag was all my flying clothing, because nobody wanted to take it off me, and I had, in Henley, I had the local chap there make me up some straps. Two straps with a handle so I could carry them with the handles. So luckily, I didn’t have to carry it over my shoulders. And anyhow that was one thing there. I didn’t mind carrying it there and back, but getting up there, I had to hand stuff in, certain bits in, and receive my demob clothes. So I got to that and so I said, ‘Well, here’s all the flying clothing’, and the bloke took one look at the bag. He said, ‘Did you get it from here?’ I said, ‘No’. He said, ‘Well I don’t want it’. So there’s me, loaded with full flying clothing that I didn’t want anymore. But I thought, well I’ll take it home just in case. It’s at home. If the Ministry want it, they can come and pick it up. Well, they never did. I used the outer for my motorbike and I used the goggles for my motorbike and I used the outer gloves for my motorbike, but the rest of it I’ve still got.
CB: Amazing.
JL: Yeah. I’ve got the helmet, my oxygen mask.
CB: Silk gloves. Silk gloves. Inner gloves.
JL: Silk gloves. No, I don’t know where they’ve gone, but I think somewhere upstairs in the box. I’ve got those nice little woollen, knitted mittens, I’ve still got those. We had three lots. Clare has used the inner for going camping when she was in The Guides, that’s still up there. The flying boots are still up there. I take these to show the schools. I haven’t done it lately.
CB: No.
JL: But I used to take it around and show the kids in the schools and that.
CB: Great.
JL: But that’s, but when he told me it wasn’t got there so he didn’t want it back there.
CB: Amazing.
JL: Yeah. But I only spent, what, two days there and then a railway warrant back home.
CB: Right. So you got back home. Then what?
JL: Yeah
CB: What did you do when you got back home?
JL: Well, I’m now — I could have gone straight back to Stewart Turners, there was no — but there was no way was I going to do that type of job. I’d got, I’d got more interest in something that’s not quite so boring. So I was looking around. There was one, there was one car at least. I don’t know how I got the job but he said he wanted this car cleaned up. Mind you, they’d been put away all during the war and people were just getting the petrol now and they could get their cars out. I can’t think what sort of car it was or what it was, but it was in a filthy state. I couldn’t do much with it, it really wanted really cleaning. Not, not just me with a bucket and a sponge, that was one job, but my father was working at the time in Reading. Woodley had a small workshop of special jobs behind a garage in Caversham just over the Reading Bridge. In there was another fellow, and his brother had just come out the Air force and he owned a garage and would I like to go and — would he like him to get his brother to come and see me. I said, ‘Yeah’. Well, he had been in the Air Force and he was on Merlins, and his nickname was Mossie Metham, because he was on Mosquitoes, on engines, and he was a gen man on engines. And so that’s where I started. He had these letters after his name for car engines, MMEB or something it was, he’d got all that. A small little garage. Just another chap that had been in the Army that had been with him before the war, and me. So I got really good tuition on engines and gearboxes, back axles and everything else that went with it on the old cars, so I, I had a real good grounding on various cars. There were from —we had one Rolls there and we got down to Austin 7s. Yeah. So that was quite something. I then came up here to Tilehurst from there. He was a man that didn’t want a great deal. A big place. He could pick and choose his customers because he was so good. Oh, then the elderly chap left, I won’t say anything more on that. It was a family affair that went wrong somewhere and he had to get out, anyhow, he — him and I got on well together and there was — what did I? He, he had a big piece of ground. We had a big piece of ground and he got permission to build a garage and I thought, well here we go [unclear], but he never did do it and it’s never been built on and it’s still a garage when I left it.
CB: Amazing.
JL: It’s like a big stable. Well, it was, it was a stable, a big stable off the main road. The Caversham Road. And my Marjorie lived opposite where I was working, that’s how I got to know Marjorie.
CB: That’s how you got to know Marjorie. So when you did you meet Marjorie?
JL: Yeah, that’s where I met Marjorie.
CB: When. When did you meet her?
JL: When?
CB: Yeah.
JL: Well I couldn’t get out because the garage was one side of the road and her house was the other side of the road, so I couldn’t help but seeing and meeting her and it developed from there.
CB: His hearing aids gone.
CB: Yeah, but when. In what year did you meet her?
JL: Well, ‘78 I suppose. ‘48.
CB: ’48.
JL: No. No. No. What am I like? ‘48. 1948.
CB: That’s right.
JL: It must have been.
CB: And when did you get married?
JL: Blimey. Ask my —
CB: Sixty-five years ago.
JL: Sixty-two years ago.
CB: No. Sixty-four, sixty-five.
JL: Is it? Sixty-four.
CB: That’s 1952.
CB: Two. Yeah. Two.
JL: Yeah. 1952 yeah. Yeah. I’ve got it now.
CB: Yeah.
JL: I got the date. I got the date.
CB: Yes. Well, these things can be a challenge for blokes. Women always know.
JL: June the 21st
CB: Yeah.
CB: Really?
JL: Yeah. The day after my birthday again.
CB: Oh right.
JL: And the day after I joined the Air Force.
CB: Yes. So you joined on the 21st
JL: Yeah.
CB: Of June 1943. And you left in 1947, is it?
JL: Yeah. That was May. May ’47.
CB: I remember. I come from Rutland, so down the road from Kirton in Lindsey.
JL: Wait a minute. When my hearing aids have gone dead.
CB: Right.
JL: In there, you’ll see a little green box.
[Recording paused]
JL: Oh yeah. Yeah.
CB: So you were working locally. Running —
JL: Yeah.
CB: You came. What did you do in the garages?
JL: Well, the friend of my father’s — his brother owned a small garage and he was looking for a mechanic and so —
CB: Right.
JL: That’s how I got my first actual job from the Air Force.
CB: Right.
JL: He’d been in the Air Force, and we’d gone on very well together and the, there was something else from there. Anyhow —
CB: This was at Caversham.
JL: Yes. A small little garage in Caversham. We got on very well together.
CB: Then you went to Tilehurst.
JL: Then I came — there was this, a big garage with petrol station. In those days, we used to serve petrol on the road, over the top of the footpath, and it was a pound for four gallons. It should be more than that, but if you had four gallons, you had it for a pound because it was a long way to walk from the footpath, all the way back up to the shop for a few pence so the boss used to let it go for a pound for four gallons. And before that, I’ll go back to my first employer. When I went on my own, I had a parson, a local Tilehurst parson, as a customer. He went out to Spain to work as a parson over there and he got friendly with one or two of the locals and he —
CB: This is for you.
CB: Thank you.
JL: Yeah.
CB: Alright.
CB: I’ll just stop a mo. Right.
[Recording paused]
JL: While he was over in Spain, the parson, he was talking one day to some people over there and he was telling them how good his motor mechanic was in England. So, my name came up, and this other chap he was talking to said, ‘Oh yes. I know he was the best mechanic there is, because I taught him’. And it was my first man that I got employed from leaving the Air Force that did take me. Oh yeah, I think he, because I have seen the parson since and he came out with this and he said, ‘Yes. I know he is the best mechanic there is because I taught him’, and that was how. Unfortunately, well, he came back to live in England, my old boss did, and of course, I met up with him in the past and but it was rather strange to go all the way out to Spain because my first boss had moved out there.
CB: Oh right.
JL: He’d moved out there after he retired.
CB: But in the end, you set up your own garage.
JL: Yes.
CB: So how did that happen?
JL: Yes. When I was up here in Tilehurst, we had a big garage up here with a lot of agencies. The boss was only in there for the money he could get out of it. He had no idea what a car looked like under the bonnet, and his auditors said to him one day, ‘Do you know’, he said, ‘You might just as well put your money straight in the bank, because interest rate you’ll be getting more than what you’re getting out of this garage’. So he’d no sooner put it up on the market for sale. No way would I be able to buy it obviously and I looked around, because I always wanted to be on my own and have something, and looking around, I found somebody in the next road down from just there that had a, had this, well, a lovely garage for sale. He used it just to house some vehicles. He was a decorator and he was leaving, had to have a quick sale, so I bought that. At the same time, the petrol company didn’t want to know anything about the garage, and the man that came around that I was a liaison with, because I had to look after — fold the garage up. All the customers. I was in charge, I had to say to all the customers, ‘I’m sorry. Don’t come any more’ [laughs]. We were the only garage up here, there was nobody up here and it was, Tilehurst was then a small place, and this, this chap as I said to him, ‘Well what are you going to do with this garage? All the tools. Everything’. He said, ‘I don’t know. I’ll have to sell up I suppose’. ‘Well how much do you want for them?’ I can’t remember now. Perhaps your [unclear] could tell you.
CB: I don’t know. Yeah.
JL: Anyway, it was a ridiculous small figure. I said, ‘Hang on, I’ll go and get the money’. ‘Ah’, he said, ‘There’s a snag’. I said, ‘What’s that?’ He said, ‘You’re not going to get a receipt for it’, he said, ‘You’ve just got to take my word that it was a’, — I can’t remember now. It’ wasn’t a petrol company that’s around anymore. He said, ‘This money goes into their sports fund, and it has to just go in as a gift, it can’t go in as anything else’. I said, ‘Well I don’t care. As long as I can take this stuff out’, and he said, ‘And you’ve got to get it out there by tonight’. Well, another customer of mine had a lorry and he lived in the same road, so that’s how I got it. And I was then living in a private house, so everything had to go around to my private house because I was still dealing with the sale of this other place. But a long story short, I got everything out of the big place to the small place. It’s now a thriving big place again around the garage, but it’s divided in the petrol company at the front and a garage behind. Car sales. We didn’t do much car sales when I was there, we were just there as car repairs.
CB: Yeah. Yeah.
JL: And so that’s right and then I suppose I had — how many years? Twenty years.
CB: Yeah. Must have been.
JL: Must have been twenty years but the garage is still going now with the bloke I sold it to. And his, this garage, I don’t know how many men he’s got there because I haven’t been there for a long time, but the chap I employed after my first lad. I told him when I was sixty-five, I’m leaving. ‘So you can either buy the place off me or you’re going to have to get another place. So you’ll know now, before I’m sixty-five, what you’ve got to do. When you tell me your leaving, you’re leaving. Fair enough, I shan’t mind because I’ve already told you’. So it went. He left, I took another chap on from the garage that had started up here again. He didn’t like the place around there. He came around to live, to stay in my place. He’s still there now. Today. He’s still working around the same place with the new owner. Yeah. So —
CB: Twenty-six years on.
JL: Yeah. Yeah.
CB: Right.
JL: Yeah.
CB: Thank you very much, John. That’s been most fascinating.
JL: Well I’m sorry but these things come back.
CB: Such a wide range of things. Thank you.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with John Philip Lambourn
Creator
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Chris Brockbank
Publisher
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IBCC Digital Archive
Date
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2017-01-12
Type
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Sound
Identifier
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ALambournJP170112
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Format
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03:01:03 audio recording
Description
An account of the resource
Flight Engineer John Lambourn joined the Royal Air Force at the age of 17, after working at Stewart Turners with engines and pumps. He recollects seen London burning.
He was classed as working in a reserved occupation, but joined the Air Training Corp whilst waiting to sign up for the Royal Air Force.
John was taken on as groundcrew but successfully trained to become a flight engineer at RAF St Athan. He believes he was one of the youngest.
He trained on Stirlings and then went to Heavy Conversion Unit at RAF Chedburgh where he crewed up with Ronald ‘Eddie’ Edmondson, with whom he maintained a friendship after the war. John talks about his crew and the training they did.
Although John wanted to fly Short Sunderlands, he was not tall enough to reach the leavers, so he was assigned to Short Stirlings and flew them with 514 Squadron. John compares the Stirling and the Lancaster, and also describes a bullseye exercise to the French coast. From RAF Chedburgh he went to the Lancaster Finishing School at RAF Feltwell.
John completed a full tour of 30 operations, including trips to Kiel, the Falaise Gap, Rüsselsheim and Stettin, Duisburg. John explains the accuracy of the Gee-H navigation system. He goes on to describe some incidents including instances of a scarecrow, a fictional shell simulating an exploding four-engine bomber.
John carried out 30 operations. He then returned for a short period to RAF St Athan, followed by RAF Peterborough and its satellite RAF Sutton Bridge before the Motor Transport section at RAF Kirton Lindsey. He left the RAF in May 1947 and eventually set up his own garage. John eventually retired at the age of 65.
Contributor
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Vivienne Tincombe
Sally Coulter
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1945
1946
1947-05
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Lincolnshire
England--Norfolk
England--Suffolk
Wales--Vale of Glamorgan
England--London
France
Germany
Germany--Ruhr (Region)
Germany--Duisburg
Germany--Kiel
Poland
Poland--Szczecin
Conforms To
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Pending revision of OH transcription
514 Squadron
aircrew
anti-aircraft fire
crewing up
demobilisation
fear
flight engineer
Gee
Lancaster
Lancaster Finishing School
military ethos
Navy, Army and Air Force Institute
RAF Chedburgh
RAF Feltwell
RAF Kirton in Lindsey
RAF Padgate
RAF St Athan
RAF Waterbeach
recruitment
Scarecrow
service vehicle
Stirling
target indicator
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/651/8922/PTweenR1501.1.jpg
055b54dce19d8322e090e3b8902969b3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/651/8922/ATweenRC150909.2.mp3
0e0c08e08a5872ea27e07a9c5ebb3ad2
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
Tween, Reginald
R Tween
Publisher
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IBCC Digital Archive
Identifier
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Tween, R
Description
An account of the resource
An oral history interview with Flight Sergeant Reginald Tween (b. 1925, 3005992 Royal Air Force). He flew operations as a flight engineer with 514 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
GC: Right. This is an interview being conducted for the International Bomber Command Centre. My name’s Gemma Clapton. The interviewee here today is Reginald Tween who was flight sergeant.
RT: Sergeant.
GC: 514 Squadron. The interview is taking place at his home in Heybridge Basin on the 9th of September 2015. Right, how did you get started in the war? How did you join up?
RT: Well when we were youngsters, we were always interested in models, especially model aeroplanes, and we carried on from there. I joined the ATC, and that was my ambition, to join the Royal Air Force to fly. Being in the ATC as a top cadet, blowing my trumpet a bit, I had two flights at Hornchurch Aerodrome while I was in the ATC, so I knew what flying was like.
GC: So you wanted to fly. Not Army or Navy.
RT: No. No. No. No. No. Flying was the one interest, yeah [unclear]. Do you stop it?
GC: Yeah.
[recording paused]
GC: So you did the acc. Now, you’ve just —
RT: ATC.
GC: Act.
RT: ATC.
GC: ATC. You’ve got me at it now.
RT: Auxiliary training.
GC: Tell me a bit about before you joined up.
RT: Well we was always in to making models, making model aeroplanes and flying them. There was a group of us, a brother included.
GC: Did your brother serve? Did you —
RT: Yes. On — he failed the medical for flying so he had to serve in the Meteorological branch.
GC: Was he jealous?
RT: A bit, yes, because we’d both looked forward to flying so much.
GC: So, as a member of the ATC, what did you see of the war before you joined Bomber Command?
RT: Well, all the fighting going on overhead, and the oil works being set ablaze and all that sort of thing. The whole war was going on overhead, bombs dropping at the end of the garden where we lived and that sort of thing.
GC: Where did you live at this time?
RT: Chadwell, which was two miles from Tilbury, and we stood out at the back door, watching what was going — did like to see what was going on, even with the shrapnel pinging down. And an anti- aircraft shell landed in the back garden on the point of the house, blew half the garden into the front road. Another, another time, there was a land mine dropped a couple of miles away and blew the back door off of the house.
GC: So did these things make you want to serve more?
RT: Not particularly, no. We were, we were so keen to start with. I do remember one time, this is later, when I was on leave, I saw the V2s rocket being launched from Holland, saw the vapour trail of the rocket come up and over and then it landed in London. Because we had the report a couple of days later, that the rocket had landed so and so.
GC: So obviously where you were, which is Tilbury, which is not far from East London.
RT: It’s a direct line from Germany to London.
GC: Yeah.
RT: They used to fly right overhead. And the diesel engines — you could tell them a mile away, with a certain hum, hmmmmm, all the time, couldn’t mistake them. Then, when I was at work at Purfleet, West Thurrock, I’m cycling into the works entrance, and a Junkers 88 came over and dropped a bomb right over my head [laughs] which landed at the Van den Burg and Jurgens, where they were making all the margarine. Killed a couple of people.
GC: So did all the young men just want to serve? Did they believe it was their duty to serve?
RT: In the ATC?
GC: Yeah.
RT: Oh yes, all the youngsters. Yes. Yeah. And we said they started it, we’ll finish it.
GC: So, once you decided that you was going in to the Air Force, how did, how did your training start and where was you based?
RT: Oh, I joined up in London, St John’s Wood.
GC: Whenabouts? When?
RT: Oh I can’t remember. Forty, must have been ’43, and then we went from there to Torquay. Did lots of training there.
GC: When —
RT: Then —
GC: Sorry.
RT: Yeah, then to a station near — just south of Cambridge, Wratting Common. W R A T T - Wratting Common. Then from there we went to Feltwell, further training, near Cambridge, and Lakenheath. No, not Lakenheath, Methwold. Methwold.
GC: My granddad lived there. At Feltwell.
RT: Yeah. And then from there, we went to the squadron at Waterbeach and started operational flying from there. In August, August, I was looking at it, August the 3rd was my first flight. Operation.
GC: So, during your training, did you want to be a flight engineer or did your training just to lead you that way?
RT: I was also mechanically minded. Everybody wanted to be a pilot obviously, but my education let me down, so as soon as they knew, they asked me questions about engines and various things. They said, ‘Right. Flight engineer’, so that was that. I accepted it, no qualms. I wasn’t good enough for a pilot and that was it. Yeah. Everybody can’t be a pilot, obviously, and I had a — well, I won’t say a wonderful time but it was, something. Well it’s one of those things, I mean, a lot of lives were lost. But I never — the furthest I’d been from home was a week’s holiday in Clacton before I joined up. In those days, a Sunday School outing was to Maldon once a year.
GC: So we’ve gone as a flight engineer. Tell me about your first op then, if you can remember it. Can you remember?
RT: Yeah. The flying bomb sights, in — near the Pas de Calais, near, near Calais, just across the channel. Actually, I’ll go and get my logbook [pause]. Every, all the cricket matches. We flew from Cambridge, all the way to Cornwall at, say, four hundred foot, and everybody lay flat on their face. Three hundred Lancasters in one mass. And the cows were jumping the hedges, the farmers must have gone berserk after. Then the tail gunner saw everybody getting up again. We flew at a hundred foot over the Atlantic and it took us nine hours, there and back, and we bombed coming in from the south, to catch them unawares, they were only sweeping from the north. And on that trip, the skipper said, ‘Swap seats’, and I flew the plane for twenty minutes, down off the Channel Islands, coming back, and I had another flight at the controls on this second trip which was a day later, for twenty minutes. And the rear gunner, he’s saying, ‘Get him off there. I’m getting sick here’. because I was going up and down [laughs], oh dear. On one of those trips, I had to shut one engine down. We had trouble with the hydraulics and oxygen U/S, but we weren’t climbing very high, so that was ok [pause]. Our sixth operation was to Stettin, in the Baltic. We come back flying over Sweden, that was a nine hour flight also, and seven, eight and nine trips were bombing barges and troops in Le Havre. We were down to two thousand feet due to the weather. Two were shot, two of our aircraft were shot down. All baled out. That was daytime. Now, the tenth trip saw two Lancasters collide and blow up over France.
[pause]
RT: On the fourteenth trip, to Duisburg, we had two Lancasters following us which were to drop their bombs when we dropped ours, as we were the senior crew. As we approached the target, there was a stick of bombs coming down on the starboard side, so I nudged the skipper, he looked out and saw the same thing on the port side. So with that, he put the nose down slightly to get away from the bombs which were dropping just past our wingtips. With that, the radar picked us up. The next thing, there was a terrific thump and the aircraft stood on its nose, we were heading straight down. When I picked myself up and I looked back and the two behind had just blown up, completely disappeared. All I could see, was red flame, black smoke, nothing, just one huge bang. When I looked at the speedometer, we were doing four hundred miles an hour, more or less straight down, so the skipper yelled, ‘Give us a hand’, and we managed to pull it out of the dive and regain our height again. Then a couple of minutes later, the bomb aimer comes staggering up from the nose with his helmet off, torn off, his mask, and a huge strip of skin off his, I could see bare skull right across his head. Blood everywhere. Oh, a terrible sight. So I managed to bandage him up, took him back, laid him on the bed and then he said, ‘You’d better have a look to see if the bombs are gone’. So I had to lay down on the floor, amongst all the blood, looked in the bomb bay and half the bombs hadn’t dropped, so that was another shock. So the skipper then said, ‘Well you’d better, better drop them soon as you can’, so I went back with a special lever we had and I dropped the bombs as we flew back across Germany. That was, that was the most unnerving trip we had out of the whole lot. On that same trip, Richard Dimbleby flew with one of the other planes from our squadron, which was a very unusual thing, for a civilian to be allowed on to a plane to fly, but he did anyway. So that was that.
[pause]
RT: Oh, and the twenty fifth operation was to Dortmund. I’ve got here, ‘Jolly good trip. First kite to bomb. Tons of flack. Twenty five holes’, so that was that. On the twenty eighth operation, ‘Very good show. Tons of flak. Very accurate. A few holes. Two Lancasters shot down that we saw. Two five hundred pound bombs loose in the bomb bay’. When the undercarriage was selected down, there was two bangs and the two bombs were laid on the bomb doors, so we had to fly all the way out to the North Sea, open the bomb doors and just let them fall into the water. It didn’t explode and that was that. [pause] That’s it. Right. So my last, my last trip was on the 16th of the 12th ’44, Siegen. Distance, nine hundred and fifty miles. ‘Fairly good attack. Tons of flak en-route. None over the target. Ten tenths cloud all the way. Roads and rail. Hedge hopping on the way back as a last trip, with toilet rolls thrown out over the aerodrome as we celebrated our last operation’ [laughs].
GC: So how many ops in all did you do?
RT: Twenty-eight. I was, I was sick for one, had a cold, so you can’t fly with your ears blocked up. Yeah, so that was that. Then we went on indefinite leave after our operations finished [pause]. All told, I flew a hundred and forty-five hours in daylight, sixty six hours at night, so we had more daytime flights than we had night time flights actually.
GC: Was it safer day or night do you think? Was there a difference?
RT: I used to like to be able to see where we were going in daylight. It was, it was, because our navigator, he only saw one target, he was cooped up behind his curtain. We said, ‘Come and have a look at this, Les’, and he came out, took one look and dived back in [laughs], he wasn’t interested. But I used to fold, fold my seat up and be ready, looking out, around, up and down. On one trip, we were coned with searchlights. We had an awful job getting away from that because once you were in searchlights, usually that was curtains, because they could zone in onto you then, but we put it into a steep dive, or the skipper did, and we managed to escape, which was very lucky. I do remember it was so bright that I could fill out my log sheet with the petrol, without using a lamp. It was like daylight. Oh it was unnerving. Oh dear. Terrible.
GC: Someone told me that they were happier with the guns going, because the guns meant that the night fighters weren’t up. If the guns weren’t firing.
RT: Oh yes. Yeah. We only had two, bags of fighters, two MEs after us. That was at night. There was only one more when we were with, had fighters to contend with, but it was the flak. We was going into briefing and they would mention there might be six hundred light guns and maybe eight hundred heavy guns in the target area, so everybody started biting their nails, and [laughs] oh dear, yeah. See the black puffs, there was so many shells bursting, it was like flying into clouds at times, even though it was a clear sky. In the daylight, all these puffs filled the sky with smoke. Quite unnerving, yeah. Right, so that was it.
GC: I’ll turn that off for a second.
[recording paused]
RT: A Nissen hut down by the River Cam, away from the airfield for safety. We used to go swimming in the river when we weren’t flying. Oh, one special occasion, we were told not to leave the camp under any circumstances as there was a possibility of operations that night, so the pilot decided he wanted to go and see his girlfriend in Cambridge, and he went. Lo and behold, we had the call to operations, so we went to briefing, had our meal, had everything. In the meantime, we had to tell the squadron leader in charge of the flight that we were short of a pilot. So he gets in his car and goes off to Cambridge, one of the gunners showed him the address, and brought him back. He came back just in time to get in the aircraft and take off, otherwise he would have been court martialled. Oh dear. So we’re telling him where we’re going, what we’re going to do and everything else, as we’re flying there. Oh dear.
GC: So it was a close unit.
RT: Oh, he nearly had the chop there. Oh dear, he would have been thrown out, dereliction of duty and all the rest of it. Disobeying an order. Oh dear, yeah, but it all turned out right in the end. Good job they had a car handy.
GC: So did you [pause], can you describe what it was like to fly in a Lancaster?
RT: Absolutely exhilarating to me. That’s, that’s what I spent my youth dreaming about, flying, and I’d been up twice in the ATC, so didn’t have any trouble, sickness or anything. Lovely. Terrible thing you have to have a war to get flying in. But I was, I enjoyed every moment of it.
GC: And what was the Lancaster like?
RT: Cramped. Our parachutes were stowed under the navigator’s table, so you hadn’t a hope in hell of getting it if there was any damage to the aircraft, because once you turn over or something like that, you just can’t move. Because when we were training over the Thames Estuary, we had a Spitfire doing fighter affiliation with us, in other words, mock attacks, and I’m standing up alongside the pilot, and all of a sudden as we dived and pulled up, I went blind, with G forces, and it was a very strange feeling. Quite a few seconds and then my vision suddenly came back. And I wondered, I couldn’t move my hands or my feet, I was glued in place with the G forces. Oh, it was amazing. The only time I ever had that effect. It might have been better if I’d have been sitting down. It wouldn’t have happened because they have G suits now to stop that, stops the blood draining out of your head, yeah. But it was very peculiar, yes.
GC: Can you remember the sensations of, for example, a bombing sortie over a city? Can you remember the noise? The smell, those kind of things.
RT: Well you didn’t get anything outside because it was so noisy in the aircraft, but at night, I looked up on one trip and I could see a row of red-hot exhausts, just above our head. If I’d have stuck my arm out of the top, I swear I could have touched the plane. It was a big shock because there was no good in dropping down, we might have done the same to the one underneath. Oh, it was very, very dodgy, very dodgy, especially when we were flying in solid cloud. You didn’t know who was next door or above or below you or anything, and then when we flew through cumulus cloud, the bumping and the disturbance, oh terrible. It would shake your teeth out nearly, it used to [laughs].
GC: I suppose it must be a different kind of flying, because these days, we have a lot of technology and equipment. You literally did it on —
RT: Well on — instrumentation in those days was very basic, very basic, yeah. Nowadays they’ve got an instrument that tells them how many miles they’ve flown, because when I’ve been up in the cockpits, on foreign holidays, I’ve asked to see if I could go up in to the, on the flight deck, and I told them who I, what I’d done and that, and I said, ‘Well what’s that then?’ ‘Oh that’s how many miles we’ve flown’. Oh. Dead easy, yeah. GPS, global positioning these days, you can’t get lost, but we had to find our own way. Well when you were in a mass, you just follow the leader, but at night, it was different. Everybody had to navigate then because there was no lights at all. No, no.
GC: So, is there one operation that sticks out in your memory?
RT: Well, that one where the two blew up behind us. That was a sight, oh dear, terrible. Just there one second, gone the next, yes. But at least they didn’t suffer, they never knew anything about it. Just one big bang and they were gone. But that aircraft we were flying, that never flew again because it was so bad, it damaged our tail plane. They seemed to think that if we’d have flown much longer, it would have fallen off of ours, so we were lucky there, very lucky, yes.
GC: So the ground crew were as protective of the planes as we hear.
RT: Oh yes. Yes. Yes, the same crew for the whole period of flying. Actually, we flew three different aircraft. One was time expired, it had reached its maximum flying hours, and the next one was written off, didn’t fly again, and then we finished up with the third one, so we were quite lucky actually.
GC: Can you tell me a bit about life after the war? How did you hear that the war had ended? What was your emotion to that?
RT: Well everybody was very pleased because we were on six months leave, ready to go to the Far East, so that meant that we were finished flying for good, while I was on five weeks leave, and that was it.
GC: Would you do it again?
RT: If — if need be, yes. We were doing it for a cause, a good cause. He had to be stopped. And as Bomber Harris said they started it, we’ll finish it. I never had any qualms about dropping bombs on cities. They started it, I mean I used to see them flying up. Well they dropped bombs where I lived anyway, houses up the street, so we were only giving them back what they started. Oh yes.
[recording paused]
RT: It was like sitting in a bus, they just go up and your ears pop, but when we did our two low flying trips, that was flying. Two hundred and twenty miles an hour at four or five hundred foot, everything flashing by underneath you. That was when, when you had to be careful and watch what was coming up ahead, but when you’re up at thirty thousand feet, people go from A and B, they don’t know what’s on the way. I used to like to be looking out the window when we flew abroad, but other people would be either asleep, reading books. I had my head glued at the window to see what was passing underneath, night or day. Oh yes.
GC: So, you were a bit of an adrenalin junkie then.
RT: Oh, for flying. Yes. Yes. Yeah. Yeah. We used to have a huge kite. We built a huge six-foot wingspan model and it used to run up the wire on a gadget we made. Hit stop at where the kite was and then drop and glide all the way back, because we had huge fields where I used to live, and we’d have to run like hell to retrieve the glider before someone else found it. I used to go cycle to Hornchurch Aerodrome, which was six miles from home, and we used to watch them testing the Spitfire’s cannons, firing at the railway sleepers. Wood, pieces of wood flying everywhere. They left the tail up so it was horizontal. Oh dear. Now it’s a housing estate where the aerodrome used to be. Hornchurch. Yes.
GC: So why, that brings the question, why Bomber Command and not Fighter Command. Why the bombers?
RT: Well I wasn’t clever enough as a pilot, so the only thing left was crew, and the fact that I was mechanically minded, obvious to us, was a flight engineer, which I quite enjoyed. Sitting there filling my petrol log out. Every time I altered the engine speed, I had to work out how much petrol we used from each tank, in case the instruments were damaged. Every quarter of an hour I think that was, yeah.
GC: So, it’s like we said. It’s not technical, it’s mathematical and instrument based.
RT: A lot of it, yeah. Actually, sitting alongside the pilot, he only flew it. I used to do the revs. Same as when we took off, he’d start it off, then he used to say, ‘Through the gate’, I’d put the throttles — the last bit, three thousand revs maximum, then you’d say, ‘Throttle back’. Once we were airborne, flaps, speed, all the controls I operated, which was like a second pilot on an airliner actually, yeah. And we were supposed to be able to fly it straight and level in case the pilot was injured. I think I could have flown it, but I don’t know about getting down. I’d have flown back, got them to bale out and then ditched it, I think, oh dear.
GC: They would have taken that off your weekend rations, would they?
RT: Yes. Oh dear. Yeah. Yes, but out of twenty-eight trips, I only ever saw three parachutes. Of all the planes that either blew up, a wing blown off, just spiraling down, nobody, nobody could get out, so having a parachute wasn’t much good a lot of the time. No. You had to find it, then clip it on and then try and bale out. It wasn’t on. Too difficult, no. And those that were spiraling down, they knew what they were heading for obviously. It wasn’t quick, they could see it coming. Yes, it must have been terrible.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Reginald Tween
Creator
An entity primarily responsible for making the resource
Gemma Clapton
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-09
Format
The file format, physical medium, or dimensions of the resource
00:36:27 audio recording
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ATweenRC150909, PTweenR1501
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.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Reginald joined the Royal Air Force in 1943, becoming a flight engineer with 415 Squadron, Bomber Command. He tells of his love of making and flying model airplanes, and that although he wanted to be a pilot, his love of anything mechanical, made him an easy choice for a flight engineer. Reginald tells of joining the Air Training Corps, watching the V-2 rockets coming over his home in Tilbury and their effects. His first operation was on 3rd August and it was to target the V-1 sites near the Pas de Calais, and he had operations to Stettin and Duisburg. He tells of two Lancasters that were shot down. Reginald flew 28 operations with Bomber Command (145 hours in daylight operations and 66 hours during night operations).
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Germany
Poland
France
England--Essex
England--Tilbury (Thurrock)
Poland--Szczecin
Germany--Duisburg
France--Pas-de-Calais
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-08-03
Contributor
An entity responsible for making contributions to the resource
Vivienne Tincombe
514 Squadron
aircrew
anti-aircraft fire
bombing
flight engineer
Lancaster
mid-air collision
RAF Waterbeach
shot down
training
V-1
V-2
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/201/9631/LBaileyJD1583184v1.1.pdf
2e9c51cb48a073b0119651195b7a083c
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
Bailey, John Derek
John Derek Bailey
Bill Bailey
John D Bailey
John Bailey
J D Bailey
J Bailey
Description
An account of the resource
17 items. Two oral history interviews with John Derek "Bill" Bailey (b. 1924, 1583184 and 198592 Royal Air Force) service material, nine photographs, a memoir and his log book. He flew a tour of operations as a bomb aimer with 103 and 166 Squadrons from RAF Elsham Wolds and RAF Kirmington.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bailey and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-12-07
2017-01-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Bailey, JD
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
John Derek Bailey’s Royal Canadian Air Force flying log book for aircrew other than pilot
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LBaileyJD1583184v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1944-05-24
1944-05-25
1944-08-29
1944-08-30
1944-08-31
1944-09-03
1944-09-05
1944-09-10
1944-09-12
1944-09-13
1944-09-17
1944-09-24
1944-09-26
1944-09-27
1944-10-19
1944-10-20
1944-10-23
1944-10-25
1944-10-28
1944-10-29
1944-10-30
1944-10-31
1944-11-02
1944-11-04
1944-11-11
1944-11-21
1944-11-27
1944-11-28
1944-11-29
1944-12-04
1944-12-06
1944-12-07
1944-12-12
1944-12-13
1944-12-21
1944-12-26
1945-01-05
1945-01-06
1945-01-07
1945-01-14
1945-01-15
1945-01-16
1945-01-17
Description
An account of the resource
Flying log book for aircrew other than pilot for John Derek Bailey, bomb aimer, covering the period from 6 July 1943 to 5 September 1945, detailing his flying training, operations flown and instructor duties. He was stationed at RAF Regents Park, RAF Ludlow, RAF Paignton, RAF Brighton, RAF Heaton Park, RCAF Moncton, RCAF Carberry, RCAF Picton, RCAF Mount Hope, RAF Harrogate, RAF Kirkham, RAF Penrhos, RAF Llandwrog, RAF Peplow, RAF Lindholme, RAF Sandtoft, RAF Hemswell, RAF Elsham Wolds, RAF Kirmington, RAF Lossiemouth, RAF Moreton-in-Marsh, RAF Worksop, RAF Wigsley, RAF Swinderby, RAF Acaster Malbis, RAF Blyton, RAF Catterick, RAF Wickenby, RAF Bicester and RAF Scampton. Aircraft flown in were, Anson, Bolingbroke, Wellington, Halifax and Lancaster. He completed a total of 31 operations, one night operation with 83 operational training unit, 2 night and 8 daylight operations with 103 Squadron and 16 night and 5 daylight with 166 Squadron. Targets in France, Germany and the Netherlands were Criel, Stettin, Agenville, Eindhoven, Le Havre, Frankfurt, The Hague, Calais, Cap Griz Nez, Stuttgart, Essen, Cologne, Walcheren, Dusseldorf, Bochum, Dortmund, Frieburg, Karlsruhe, Merseburg, Kattegat, St Vith, Hannover and Zeitz. His pilot on operations was Flying Officer Knott.
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Netherlands
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
Belgium--Saint-Vith
England--Gloucestershire
England--Lancashire
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Shropshire
England--Yorkshire
France--Calais
France--Criel-sur-Mer
France--Le Havre
France--Pas-de-Calais
France--Somme
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Freiburg im Breisgau
Germany--Hannover
Germany--Karlsruhe
Germany--Merseburg
Germany--Stuttgart
Germany--Zeitz
Manitoba--Carberry
Netherlands--Eindhoven
Netherlands--Hague
Netherlands--Walcheren
New Brunswick--Moncton
Ontario--Hamilton
Ontario--Picton
Scotland--Moray
Wales--Gwynedd
Poland--Szczecin
Poland
Ontario
New Brunswick
Belgium
Germany--Ruhr (Region)
Manitoba
103 Squadron
1654 HCU
166 Squadron
1660 HCU
1667 HCU
20 OTU
83 OTU
Advanced Flying Unit
aircrew
Anson
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 3
mine laying
Operational Training Unit
RAF Acaster Malbis
RAF Bicester
RAF Blyton
RAF Catterick
RAF Elsham Wolds
RAF Heaton Park
RAF Hemswell
RAF Kirkham
RAF Kirmington
RAF Lindholme
RAF Llandwrog
RAF Lossiemouth
RAF Moreton in the Marsh
RAF Paignton
RAF Penrhos
RAF Peplow
RAF Sandtoft
RAF Scampton
RAF Swinderby
RAF Wickenby
RAF Wigsley
RAF Worksop
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/9859/LAtkinsAH418514v1.2.pdf
2442259ebfd050afd9ef5293f8203e96
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
Atkins, Arthur
A H Atkins
Description
An account of the resource
24 items. An oral history interview with Arthur Atkins DFC (d. 2022, Royal Australian Air Force), his logbook and 23 photographs. Arthur Atkins grew up in Melbourne, Australia and joined the RAAF. After training he flew 32 operations as a pilot with 625 Squadron from RAF Kelstern.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Atkins and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Atkins, A
Conforms To
An established standard to which the described resource conforms.
Pending additional content
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur Atkins’ flying log book for pilots
Description
An account of the resource
Pilots flying log book for Arthur Atkins, covering the period from 12 November 1942 to 12 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAAF Benalla, RAAF Somers, RAAF Malalla, RAAF Ascot Vale, RAAF Point Cook, RAAF Bradfield Park, RAF Brighton, RAF Andover, RAF Greenham Common, RAF Long Newnton, RAF Lichfield, RAF Church Broughton, RAF Boston Park, RAF Wescott, RAF Blyton, RAF Hemswell, RAF Kelstern, RAF Sandtoft and RAF Gamston. Aircraft flown were, DH 82 Tiger Moth, Wackett, Anson, Oxford, Wellington, Halifax and Lancaster. He completed a total of 31 operations with 625 squadron, 15 night and 16 daylight. Targets were, Orleans, Foret de Croc, Caen, Saumerville, Wizerne, Kiel, Russelsheim, Tours, Le Havre, Rheine-Salzbergen, Saarbrucken, Fort Frederik Hendrik, Essen, Ardouval, Stuttgart, Le Landes, Pauillac, Fotenay le Marmion, Stettin, Ghent-Terneuzen Canal, Raimbert, Frankfurt, Calais, Emmerick, Duisberg and Koln. His pilot for his first 'second dickie' operation was Flying Officer Slade.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LAtkinsAH418514v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Australia
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
England--Berkshire
England--Buckinghamshire
England--Derbyshire
England--Gloucestershire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
Belgium--Ghent
France--Calais
France--Calvados
France--le Havre
France--Les Landes (Region)
France--Orléans
France--Pas-de-Calais
France--Saumur
France--Forêt du Croc
France--Tours
Germany--Cologne
Germany--Duisburg
Germany--Emmerich
Germany--Essen
Germany--Frankfurt am Main
Germany--Kiel
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Salzbergen
Germany--Stuttgart
Netherlands--Breskens
Netherlands--Terneuzen
New South Wales
South Australia
Victoria--Benalla
Victoria--Point Cook
Poland--Szczecin
Victoria
England--Sussex
Poland
Germany--Ruhr (Region)
France--Pauillac (Gironde)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-11-13
1944-07-04
1944-07-05
1944-07-06
1944-07-07
1944-07-12
1944-07-13
1944-07-18
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-08-02
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-29
1944-08-30
1944-08-31
1944-09-05
1944-09-06
1944-09-10
1944-09-12
1944-09-13
1944-09-16
1944-09-17
1944-09-27
1944-10-05
1944-10-06
1944-10-07
1944-10-11
1944-10-14
1944-10-15
1944-10-23
1944-10-24
1944-10-31
1944-11-01
1662 HCU
1667 HCU
27 OTU
625 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Andover
RAF Blyton
RAF Church Broughton
RAF Gamston
RAF Hemswell
RAF Kelstern
RAF Lichfield
RAF Sandtoft
RAF Westcott
tactical support for Normandy troops
Tiger Moth
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/201/10044/BBaileyJDBaileyJDv1.1.pdf
3a146f510c94f18f8643a8ac43ad6772
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
Bailey, John Derek
John Derek Bailey
Bill Bailey
John D Bailey
John Bailey
J D Bailey
J Bailey
Description
An account of the resource
17 items. Two oral history interviews with John Derek "Bill" Bailey (b. 1924, 1583184 and 198592 Royal Air Force) service material, nine photographs, a memoir and his log book. He flew a tour of operations as a bomb aimer with 103 and 166 Squadrons from RAF Elsham Wolds and RAF Kirmington.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bailey and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-12-07
2017-01-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Bailey, JD
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[centred] “WAS IT ALL A DREAM” [/centred]
[centred] The Memories of a Wartime Bomb Aimer Bill Bailey with No. 1 Group Bomber Command February 1942 to April 1947
These things really happened. I now have difficulty in remembering what I did yesterday but happenings of Fifty-odd years ago seem crystal clear, or
Was it all a dream? [/centred]
[page break]
Chapter 1. Enlistment – Royal Air Force Training Command.
The story begins on 2 February, 1942, my 18th. Birthday, when I rushed off to the recruiting office in Leicester and enlisted in the Royal Air Force Volunteer Reserve as potential aircrew. Being a founder member cadet (No. 6) of 1461 Squadron Air Training Corps was a help. I passed the various medicals, etc[sic] and was sent to the aircrew attestation centre in Birmingham for the various tests for acceptance as aircrew. Like most others I wanted to be a pilot but on the day I attended I think they had that day’s quota of pilots. It was said my eyesight was not up to pilot standard but I could be a navigator. I was said to have a ‘convergency’ problem and would probably try to land an aircraft about ten feet off the deck.. I was duly accepted for Navigator training. The procedure was then to be sent home, attend ATC parades regularly and await further instructions. This was known as ‘deferred service’ and with it came a letter of welcome to the Royal Air Force, from the Secretary of State for Air, at that time Sir Archibald Sinclair, and the privilege of wearing a white flash in my ATC cadet’s forage cap which denoted the wearer was u/t (under training) aircrew.
So it was that on the 27 July 1942 I was commanded to report for service at the Aircrew Reception Centre at Lords Cricket Ground, St. Johns Wood, London. I was now 1583184 AC2 Bailey, J.D., rate of pay two shillings and sixpence per day. We were billeted in blocks of flats adjacent to Regents Park and fed in a vary[sic] large underground car park at one of the blocks or in the restaurant at London Zoo. Talk about feeding time at the Zoo!! A hectic three weeks followed, issue of uniforms and equipment, dental treatment, numerous jabs, endless square bashing - the ATC training helped. Lectures on this, that and everything including the dreaded effects of
[page break]
VD, the latter shown in glorious Technicolor at the Odeon Cinema, Swiss Cottage. Not that this was of much consequence at that time because we were reliably informed that plenty of bromide was put in the tea.
One day on first parade I and one other lad from my Flight were called out by the Flight Corporal, a sadistic sod, who informed us we had volunteered to give a pint of blood. Apparently we had an unusual blood group and some was required for what purpose I have never really understood.
Having completed the aforementioned necessities it was a question of what to do with us next.
The next stage of training was to be ITW (Initial Training Wing). but there was congestion in the supply line from ACRC to the ITW’s so a “holding unit” (this term will crop up from time to time) had been established at Ludlow and it was to there that we went.
Ludlow consisted of three Wings in tented accommodation and was progressively developed into a more permanent establishment by the cadets passing through, using their civilian life skills. We were allowed (officially) one night in three off camp so as not to flood the pubs, of which there were many, with RAF bods, and cause mayhem in the town.
Four weeks were spent at Ludlow. It was said to be a toughening up course and it was certainly that.
Next stop from Ludlow was to an ITW. Most ITW’s were located in seaside towns with the sea front hotels having been requisitioned by the Air Ministry. In my case I was posted to No.4 ITW at Paignton, Devon where I was to spend the next twelve weeks living in the Hydro Hotel, right on the seafront near the harbour.
Twelve weeks of intensive ground training. At the end of this period I was at the peak
[handwritten in margin] followed (needs a verb[?]) [/handwritten in margin]
[page break]
of fitness and having passed my exams was promoted LAC – pay rise to seven shillings a day.
One of the subjects covered at ITW was the Browning .303 machine gun and I well remember the first lecture on this weapon when a Corporal Armourer giving the lecture delivered his party piece which went as follows: “This is the Browning .303 machine gun which works by recoil action. When the gun is fired the bullet nips smartly up the barrel, hotley [sic] pursued by the gases …”. Applause please!
Another subject learned was the Morse Code and here again the training in the ATC stood me in good stead.
The next phase would be flying training, but when and where?
On New Years[sic] Day 1943 we were posted from Paignton to yet another ‘holding unit’ at Brighton. The move from the English Riviera to Brighton was like going to the North Pole. At Brighton we were billeted in the Metropole Hotel. More lectures, square bashing and boredom, until, after about three weeks, on morning parade it was announced that a new aircrew category of Airbomber had been created and any u/t Navigators who volunteered would be guaranteed a quick posting and off to Canada for training.
Needless to say, yours truly stepped forward and within a week had been posted to Heaton Park, Manchester which was an enormous transit camp for u/t aircrew leaving the UK for Canada, Rhodesia or America for training.
They used to say it always rains in Manchester and it certainly did continuously whilst I was there. Anyone who has seen the film “Journey Together” will have seen a departure parade at Heaton Park in pouring rain. I am told that on the day that film was shot it was fine and the fire service had to make the rain. Sods Law I suppose!
[page break]
Chapter II. Canada – The Empire Air Training Scheme.
Next, after a farewell meal of egg and chips (In 1943 a delicacy), and a few words from the C in C Training Command, it was off to Glasgow to board the “Andes” for our trip to Canada.
The ‘Andes’ was said to be jinx ship in port. She didn’t let us down. In the Clyde she dropped anchor to swing the compass and when she tried to up anchor a submarine cable was wrapped around it. After a couple of days we finally left the Clyde and I endured six days of seasickness before arriving in Halifax, Nova Scotia and then to yet another enormous transit camp at Moncton, New Brunswick where we enjoyed food that we had not seen in the UK since the start of food rationing. It was in a restaurant in Moncton that I had my very first ‘T’ Bone steak.
The first task at Moncton was issue of cold weather kit to cope with the Canadian winter and Khaki Drill to cope with the very hot Canadian summer. We were at this time in the middle of the winter and colder than I had ever experienced before.. The next stop should have been to a Bombing & Gunnery School but before that there had to be the inevitable ‘holding unit’. So it was off to Carberry, Manitoba, five or six days on a troop train, days spent seeing nothing but trees, frozen lakes, the occasional trace of habitation and the odd trappers cabin. At intervals on the journey across Canada, people were taken off the train suffering from Scarlet Fever. It was believed that this disease came from the troopships.
As we passed through Winnipeg on our journey, for the first time we were allowed off the train and as we went from the platform to the station concourse we were greeted with bands playing a huge welcome from the good people of Winnipeg. They had in Winnipeg the “Airmens Club” and an invitation to visit if there on leave. They
[page break]
had a wonderful system of people who would welcome RAF chaps into their homes for a few days or a weekend when on leave. This was to stand me in good stead as you will hear later.
Shortly after arrival at Carberry I fell victim to Scarlet Fever and spent five weeks in isolation hospital at Brandon after which I and a fellow sufferer by the name of Peter Caldwell had two weeks sick leave in Winnipeg and the Airmens Club arranged for us to stay with an English family. Wonderful hospitality. The Canadians were wonderful hosts to the Royal Air Force.
Carberry and Brandon were, of course, on the Canadian Prairies and whilst in hospital at Brandon, one night and day there was a terrible dust storm and despite the usual Canadian double glazing, everywhere inside the hospital was covered in black dust. This is probably of little interest but to me at the time was an amazing phenomenom.
Now it was back to reality and a posting to 31 Bombing & Gunnery School at Picton, Ontario. A two day journey by train around the North Shore of Lake Superior to Toronto and Belleville and then twenty plus miles down a dirt road to Picton. The airfield still exists, on high ground, overlooking the town on the shores of Lake Ontario. The bombing targets were moored out in the lake and air gunnery practice took place out over the lake.
The weather during this spell was very hot and flying was limited to a period from very early morning until midday. Canadian built Ansons were used for bombing practice and Bolingbrokes, which were Canadian built Blenheims, were used for air to air gunnery practice. The target drogues were towed by Lysanders.
Nothing outstanding took place at Picton except perhaps for our passing out party which we held in Belleville. In my case, being full of Canadian rye whisky of the
[page break]
bootleg variety I literally passed out and for many years afterwards could not even stand the smell of strong spirits.
Having recovered from the passing out the next stop was No. 33 Air Navigation School, RAF Mount Hope, Hamilton. Ontario. Mount Hope is now Hamilton Airport. Navigation training in Ansons was fairly uneventful and ended with us receiving our Sergeants stripes and the coveted “O” brevet. (Known to all as the flying arsehole) The “O” brevet was soon to be replaced with brevets more appropriate to the trade of the wearer, ie “B” for Airbombers, “N” for Navigators, etc. Next it was back to Moncton for the return to the UK.
The return voyage was on the ‘Mauritania’ where there were only 50 sergeant aircrew who were to act as guards on the ship which was transporting a large number of American troops. O/c. Troops on the ship was a Royal Air Force Squadron Leader. To our amazement when the Americans boarded the ship they had no idea where they were going. Most seemed to think they were going to Iceland and when we told them Liverpool was our destination they could not believe it. We were asked where we picked up the convoy and when we told them we did not go in convoy this caused a great deal of consternation. All the troopships going back and forth between the UK and North America were too fast to be in convoys and fast zig zag runs were made across the Atlantic. It was very long odds against the likelihood of encountering a U Boat..
Having safely arrived in Liverpool our next temporary home was yet another ‘holding unit’.
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Chapter III. Flying Training Command.
This time it was the Grand Hotel in Harrogate overlooking the famous Valley Gardens.
The RAF had taken over both the Grand and Majestic Hotels. Sadly the Grand has now gone. I rcall our CO at the Grand was Squadron Leader L E G Ames the England cricketer. Time at Harrogate awaiting posting was filled by swimming, drill, the usual time filling lectures, etc. We did, of course, get what was known as disembarkation leave. I went home and whilst there my granddad, with whom I had always had a very close relationship, took ill and died at the age of 85 and I was very grateful that I had been able to talk to him and to attend the funeral.
Christmas was spent at Harrogate, there being a ban on service travel during the Christmas period. On, I believe, Boxing Day, Maxie Booth and myself were in Harrogate, fed up and far from home, when we were approached by a chap who asked if we were doing anything that night, to which we replied “No”. He then said he was having a small party at home that night and had two Air Ministry girls billeted wit6h his family and would we like to join them. We readily accepted and when we arrived at the party we found that one of the girls was Maxie’s cousin. Small world! Still at Harrogate on my birthday 2 February, now at the ripe old age of 20. My room mates contrived to get me very drunk. I will spare you the details.
After a short time we were posted to Kirkham, Lancs to yet another holding unit, for a couple of weeks and then onward to Penrhos, North Wales, 9(O) Advanced Flying Unit for bombing practice. We were using Ansons and 10lb practice bombs. In Canada the Ansons had hydraulic undercarriages but at Penrhos they were Mk1 Ansons and it was the Bombaimers job to wind up the undercarriage by hand. A hell
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of a lot of turns on the handle – not much fun.
Next move was to Llandwrog, Nr. Caernarvon for the Navigation part of the Course. Same aircraft flying on exercises mainly over the Irish Sea, N. Ireland, Isle of Man, etc. Llandwrog is now Caernarvon airport with an interesting small museum. [handwritten in margin] museum since closed [handwritten in margin]. Llandwrog was unusual in that the airfield and our living site were below sea level, a dyke between us and the Irish Sea. Because of this there was no piped water or drainage on our site and it was necessary to carry a ‘small pack’ and do our ablutions at the main domestic site which was above sea level. I, and a pal or two went into Caernarvon for a weekend in the Prince of Wales Hotel to get a bit of a civilised existence for a change. However our stay at Llandwrog was quite brief.
The 1st. March 1944 was very significant in that it marked the move from Flying Training Command to Bomber Command. 83 Operational Training Unit at Peplow in Shropshire. Never heard of Peplow? Neither had I, it is a few miles North of Wellington. [handwritten in margin] Peplow was formerly Childs Ercall – renamed to avoid conflict with High Ercall airfield, nearby, I understood. [handwritten in margin] We arrived by train at Peplow, in the dark, station ‘lit’ by semi blacked out gas lamps. Arriving at Peplow were Pilots, Navigators, Bombaimers, Wireless Operators and Gunners from different training establishments.
Somehow, the next day, we sorted ourselves out into crews of six, Pilot, Nav, Bombaimer, W/Op and two gunners and were ready to start the business of Operational flying as a bomber crew.. We had never met each other before but were to spend the next few months living together, flying together and relying on each other, and developing a unique comradeship..
Peplow was notable for several things. From our living site, the nearest Pub was five miles in any direction. Having twice walked in different directions to prove the
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mileage we quickly acquired pushbikes. At that time there were no sign posts. One night doing ‘circuits and bumps’ in a Wellington we were in the ’funnel’ on the approach to the runway, skipper put the flaps down and the aircraft started to make a turn to port which he could not control. He ordered me to pull up the flaps and he then regained control. We then climbed to a respectable height and skip asked me to lower the flaps. The same thing happened again, an uncontrollable turn to port and quickly losing height. Flaps pulled up and normal service resumed. Skip then got permission from Air Traffic to make a flapless landing which he managed without running out of runway. We taxied back to dispersal and on inspection found that when the flaps were lowered only the port side flaps came down. Apparently a tie rod between port and starboard must have come apart. Could have been nasty!
On a lighter note, when cycling back to camp from Wellington one night I had a problem with the lights on my bike and was stopped by P.C Plod and booked for riding a bike without lights. Fined 10 shillings.
Another incident clearly imprinted on my mind was one day in class we were being given a lecture on the dinghy radio. I had heard all about the dinghy radio so many times I could almost recite it. I was sitting on the back row in class and I put my head back against the wall and must have dropped off. Suddenly a piece of chalk hit the wall at the side of my head. I awoke with a start and the guy giving the lecture (A Flying Officer) said, “I suppose Sergeant, you know all about dinghy radio”. To which I foolishly replied “Yes Sir”. He then said “In that case you can come out and continue the lecture”. Even more foolishly I did.
When finished I was asked to stay behind to receive an almighty bollocking for being a smartarse.
Finally whilst at Peplow a young lady I met in Wellington gave me a red scarf for
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luck and after that my crew would never let me fly without it.
We were now getting down to the serious business of preparing for actual operations and on the 24.5.44 we were despatched on an actual operation which was known as a ‘nickel’ raid, leaflet dropping over France, a place called ‘Criel’. 4 hours 35 minutes airborne in a Wellington bomber.
[Where is chapter IV?]
Chapter V. No. 1 Group Bomber Command.
On the 26th. June we were on the move again, ever nearer to being on an operational Squadron in Bomber Command. This was to 1667 Conversion Unit at Sandtoft where we were to convert to four engine aircraft ‘Halifaxes’. These were Halifax II & V which were underpowered and notoriously unreliable and had been withdrawn from front line service. In fact Sandtoft was affectionately known as ‘Prangtoft’ because of the large number of flying accidents. One of my pals from Harrogate days, Harry Fryer, got the chop in a Halifax that crashed near Crowle.
So that I do not give any wrong ideas, let me say, the Halifax III with radial engines was a superb aircraft and equipped No. 4 Goup.
It was here at Sandtoft that we acquired the seventh member of our crew, a Flight Engineer, straight from RAF St. Athan and never having been airborne.
We obviously survived ‘Prangtoft’ and then moved on the 22 July to LFS (Lancaster Finishing School) at Hemswell, which supplied crews to No. 1 Group, Bomber Command, which was the largest main force group flying Lancasters. We were only two weeks at Hemswell, the sole object being to familiaise[sic] with the
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Queen of the skies, the LANCASTER. A beautiful aeroplane, very reliable, able to fly easily with two dead engines on one side, and to withstand considerable battle damage and still remain airborne.
Chapter VI. The Tour of Operations. 103 Squadron.
Now for the real thing. On the 10th August we joined 103 Squadron at Elsham Wolds, in North Lincolnshire.
At this point I should like to introduce our crew:
P/O George Knott. Pilot & Skipper.
F/Sgt. Ron Archer. Navigator.
F/Sgt. Bill Bailey. Bombaimer.
F/Sgt. Gus Leigh. Wireless Opeator.
F/Sgt. Wally Williams. Flight Engineer.
F/Sgt. Jock Greig. Midupper Gunner.
F/Sgt. Paddy Anderson. Rear Gunner.
After a bit more training we eventually embarked on our first operation on the 29th,. August. I now propose to go through our complete tour of Operations as recorded in my flying log book and other documents.
Before doing that perhaps I should give an insight into Squadron procedure. We were accommodated in nissen huts on dispersed sites in the vicinity of the airfield, two Crews to a hut. The huts were sleeping quarters only and were heated by a solid fuel stove in the centre. Bloody cold in the bleak Lincolnshire winter. The messes were on the main domestic site. Every morning (provided there was no call out in the night)
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it was to the mess for breakfast, check if there was an Order of Battle and if you were on it. If not, we made our way to the flight offices and section leaders. I would go to the Bombing Leader’s office where we would review the previous operation and look at target photographs. Releasing the bombs over the target also activated a camera which took line overlap pictures from the release point to impact on the ground.. We would then return to the mess to await the next orders or perhaps take an aircraft on air test, although after ‘D’ day this practice was discontinued because the aircraft were kept bombed up in a state readiness. Temporarily at least Bomber Command was being used in a close support role to assist the Armies in France.
When a Battle Order was issued, the nominated crews assembled in the briefing room at the appointed time and when everyone was present the doors were closed and guarded. On a large wall map of Europe in front of us was a red tape snaking across the map from Base to the designated target. The length of the tape dictated the reaction of the assembled company.
Pilots, Navigators and Bombaimers did their pre-flight planning prepared maps and charts ready to go. Each crew member received a small white bag into which he emptied his pockets of everything. The seven bags were then put into one larger bag and handed to the intelligence office until our return. We, in turn, were given our ‘escape kits’ and flying rations. The escape kit was for use in the event of being shot down and trying to evade capture and return to England. We also carried passport size photographs which might enable resistance workers in occupied countries to get us fake identity documents. Phrase cards, compass, maps and currency notes were also included. The flying rations issued were mainly chocolate bars (very valuable at that time) also ‘wakey wakey pills’, caffeine tablets to be taken on the skipper’s orders. All ready to go. Collect parachutes, get into the crew buses and be ferried out to the
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Dispersals A visual check round the aircraft and then climb aboard. Start engines when ordered, close bomb doors, complete preflight checks and taxi to the end of the runway. The airfield controller’s cabin was located at the side of the runway and on a green lamp from him, open the throttles and roll. We were on our way. The Lancaster had an all up weight for take-off of 66000 lbs and needed the full runway, into wind, for a safe take-off. The maximum bomb load on a standard Lancaster was 7 tons but operating at maximum range the bomb load would be reduced to about 5 tons to accommodate a maximum fuel load.
On return from operations, after landing and returning to dispersal, shut down engines, climb down and await transport back to the briefing room for interrogation by intelligence officers. Hot drinks and tot of rum available and back to the mess for the customary egg, bacon and chips..
At this time were confined to camp because of the possibility of being of being[sic] called for short notice operations.
THE TOUR OF OPERATIONS.
No. 1 29.8.44 Target – STETTIN.
Checked Battle Order to find our crew allocated to PM-N.
Briefing for night attack on the Baltic Port of Stettin. Bomb load mainly incendieries.[sic] The route took us across the North Sea, over Northern Denmark, S.W. Sweden and then due South into the target, bomb and turn West to cross Denmark and the North Sea back to base. The force consisted of 402 Lancasters and 1 Mosquito of 1,3,6,& 8 Groups. It was a very successful attack and 23 Lancasters were lost. We suffered no damage from anti-aircraft fire and saw no fighters. Whilst crossing Sweden there was
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a certain amount of what was called friendly flak, shells bursting at about 10,000 ft whilst we were flying at 18000 ft
This was my first sight of a target and something I shall never forget, smoke, flames, bombbursts, searchlights, anti-aircraft fire. It was also very tiring having been airborne for 9 hours 25 minutes and flown some 2000 miles.
Used full quota of ‘wakey wakey’ pills.
No. 2. 31.8.44. Target .Flying Bomb launch site. AGENVILLE France.
Daylight attack, Master Bomber controlled This was one of several targets to be attacked in Northern France. Seemed like a piece of cake after the long trip to Stettin. Not so! We were briefed to bomb from 10,000 ft on the Master Bomber’s instructions. On approaching the target area there was 10/10 cloud and the call from the Master Bomber went like this: “Main Force – descent to 8,000ft and bomb on red TI’s (Target indicators). – no opposition” We descended to 8,000ft and immediately we broke cloud there were shells bursting around us, Fortunately dead ahead was the target and I called for bomb doors open and started the bombing run.. At the appropriate point I pressed the bomb release and nothing happened. A quick look revealed no lights on the bombing panel. Whilst I was checking the main fuse the rear gunner was calling “We are on fire Skip – there is smoke streaming past me” The ‘smoke’ proved to be hydraulic fluid which was vaporising. We climbed back into cloud and assessed the situation. Whilst in cloud we experienced severe icing and with the pitot head frozen we lost instruments which meant skip had no way of knowing the attitude[?] of the aircraft and for the one and only time in my flying career, we were ordered to prepare to abandon aircraft and I put on my parachute pack. However we emerged from cloud and normal service was resumed. We had no
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electrics, no hydraulics, bomb doors open and a full load of bombs still on board Skip decided to head for base via a North Sea designated dropping zone where I could jettison the bombs safely. This was accompanied by going back along the fuselage and using a highly technical piece of kit, a piece of wire with a hook on the end, pushing it down through a hole about each bomb carrier and tripping the release mechanism.
Having got rid of the bombs it was back to base, crossing the coast at a spot where we should not have been and risking being shot at by friendly Ack Ack gunners. We arrived back at base some one and a half hours late. Now for the tricky bit. The undercarriage, in the absence of hydraulic fluid, had to be blown down by compressed air. This was an emergency procedure and could only be tried once, a now or never situation. Now we have to make a flapless landing and hope that the landing gear is locked down and does not collapse when we land. Not being able to use flaps means the landing speed is greater than normal and then we have no brakes. Skip made a super landing but once on the runway could only throttle back and wait for the aircraft to roll to a stop. This it did right at the end of the runway.
On inspection after return to dispersal it appeared that a shell or shells had burst very near to the bomb bay and shrapnel had severed hydraulic pipes and electric cables in the bomb bay. I should think we were very close to having been blown to bits. This trip was a little bit sobering to say the least. The aircraft resembled a pepper pot but luckily no one was injured.
No. 3 3.9.44 Target Eindhoven Airfield, Holland. Daylight Operation.
Allocated to PM-X (N having been severely damaged on our last sortie)
A straight forward attack on the airfield, one of six airfields in Southern Holland
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attacked by.675 aircraft a mixture of 348 Lancasters and 315 Halifaxes and 12 Mosquitoes, all very successful raids and only one Halifax lost.
This was my first experience of the ‘Oboe’ target marking system now used by Pathfinders flying Mosquitoes.. A very accurate system – the markers were right in the middle of the runway intersections. Very impressive.
No.4 5.9.44. Target – Defensive positions around LE HAVRE.
Aircraft allocated PM-W. Bomb load 15,000 lbs High Explosives. Daylight operation.
This attack was in support of Canadian troops who were demanding the surrender of the German garrison. The first phase of Lancasters orbited the target awaiting the outcome. This was negative and the attack took place. In clear visibility our riming point was 2000 yards in front of the Canadian troops and the area around the aiming point was completely destroyed.
No.5 10.9.44 Target – LE HAVRE again. Daylight operation.
Aircraft allocated PM-E Bomb load 15000 lbs High Explosive. Daylight operation. 992 aircraft attacked 8 difference German strongpoints only yards in front of Canadian troops. All were bombed accurately. No aircraft were lost.
No.6 12.9.44. Target FRANKFURT. Night operation.
Aircraft allocated PM-G. Bomb load 1 x 4000lb Cookie plus incendiaries.
This was an unusual operation in that we were one of several crews who were briefed to bomb 5 minutes ahead of main force, identifying the aiming point ourselves. The
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object was to occupy the defences whilst the pathfinders went in low to mark the aiming point for main force. Our route to target took us South into France, near Strasbourg and then a turn North East towards Frankfurt. Our navigator Ron at some point realised we were well off track because he was getting wrong positions due to distortion of the ‘Gee chain’, wither by jamming or almost out of range.
As well as being bombaimer I was also the H2S radar operator and so I switched this on to try to verify our position I managed to identify Mannheim on the screen and was then able, with Ron, to fix a course to the target. As we approached the target there were hundreds of searchlights but instead of combing the sky they were laid along the ground in the direction of our track. It took a few minutes to realise that what they were doing was putting a carpet of light on the ground so that any fighters above us would have us silhouetted against the light. Gunners be extra vigilant! I dropped the bombs and we headed for base without incident. Intelligence reports said it was a very successful attack.
No. 7 17.9.44 Target Ammunition Dump at THE HAGUE, Holland Daylight.
Aircraft allocated PM-B, Bomb load 15000lbs Gen. Purpose bombs.
This attack by 27 Lancasters of 103 Squadron only and was carried out without loss.
No. 8 24.9.44. Target CALAIS. Close support for the Army. Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
103 & 576 Squadrons were chosen to attack this target, gun emplacements, at low level (2000 ft) in the interests of accuracy. The weather was atrocious, almost as soon as we got off the runway we were in cloud. However we set course for Calais flying
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at around 1000 ft so as to keep the ground in view. As we approached the Channel the cloud lifted a bit and we were able to climb to 2000 ft but as we approached the target the cloud base lowered again and we had to descend again to 1000 ft for the bombing run. A we approached the aiming point, I was lying in the nose and could see everything on the ground. And being in the best position to see what was going on. could see where I thought the worst of the anti-aircraft fire, and indeed small arms fire was coming from.. I therefore ‘suggested’ to skip that when I say “bombs gone” you put her over hard to port and get down on the deck. Bugger the target photograph, we’ll have a picture of the sky! George did this and where we would have been if we had gone straight on whilst the camera operated, were shell bursts. We got out of that unscathed. Of the 27 aircraft that started that attack, one was lost, 8 landed away with various degrees of battle damage and of the remainder only 3 aircraft returned to base undamaged. “B” was one of them. As Ron recorded in his notes “Oppositions – everything”.
No. 9 26.9.44. Target Gunsites at Cap Gris Nez Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
This was a highly concentrated and successful attack with very little opposition. Obtained a very good aiming point photograph.
No. 10 27,9,44.
We were briefed to bomb in the Calais area again on 27th. Sept but this operation was aborted due to the bombsight being unserviceable.
This ended our operational career at 103 Squadron. Only two of our operations had been at night.
Ourselves and one other crew from ‘A’ flight were transferred to 166 Squadron at
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Kirmington, one of the three stations forming 13 Base, to form a new ‘A’ flight at 166.Squadron.
As a matter of interest, Kirmington is now South Humberside Airport. Before moving on to the next phase I should explain that operational aircrew were given six days leave every six weeks which will explain some of the gaps in the story.
Chapter VII. The Tour of Operations. 166 Squadron.
166 Squadron, Kirmington, Lincs.
When we arrived at Kirmington we were allocated a hut on a dispersed site in Brocklesby Wood, about as far as could be from the airfield. Primitive living arrangements, but not too far from the Sergeants Mess.
By now we were no longer confined to camp and “liberty buses” were run from camp to Grimsby and Scunthorpe. Most of us used to go to ‘Sunny Scunny’ where there was a cinema two well known pubs, The Bluebell and The Oswald, the latter became known as 1 Group Headquarters. This establishment had a large function room with a
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minutes after other aircraft had set course. We took part on second aiming point and catching up 20 minutes on round trip landed No.3 back at base.
No. 14 28.10.44 Target COLOGNE
Allocated aircraft AS-D Bomb Load 1 x 4000 lb Cookie plus incendiaries.
Daylight operation. 733 aircraft despatched to devastate residential areas in NW of the City There was heavy flak opposition and our aircraft suffered some minor damage A piece of shrapnel came through the Perspex dome in front of me whilst I was crouched over the bombsight It hit me on the shoulder on my parachute harness but did me no harm.
This was a very good operation as ordered.
No. 15 29.10.44. Target Gunsites at DOMBURG. Walcheren Island, Holland. Allocated aircraft AS-M Bomb Load 15000 lbs HE. Daylight attack. 6 aircraft from 166 squadron together with 19 others attacked 4 aiming points. All were accurately bombed. There was no opposition.
No. 16 30.10.44. Target COLOGNE, Night operation.
Allocated aircraft AS-K Bomb Load 1x4000lb Cookie plus 9000 lbs HE.
No. 1 Group was assigned to attack aiming point which was not successfully attacked on 28th. October. Over the target there was clear visibility, moderate flak opposition. This was considered to have been a very good attack.
It was on this operation, whilst we were on the bombing run an aircraft exploded ahead of us. At least I believe it was an aircraft although the Germans used a device which we called a “scarecrow”. This was a pyrotechnic device which exploded to
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simulate an exploding aircraft. Presumable meant to put the frighteners on us!
On the 31,.10.44 we were again briefed to attack Cologne but having climbed to operating height a crew check by the Skipper revealed that Paddy our rear gunner was unconscious in his turret. Gus, wireless op went back and pulled him from the turret and onto the rest bed in the centre of the aircraft. He fitted him up with a portable oxygen bottle and skip made the decision to abort and return to base where an ambulance was waiting to whisk paddy[sic] off to sick bay. Apparently the problem had been a trapped oxygen pipe in the turret. We had been airborne for 2hrs 15 mins.
To depart for the moment from the tour of operations, it was about this time when I developed at[sic] rash on my face which turned to a weeping eczema which meant that I could not shave and I had to report sick. The Doc took a look and said, “OK You’re grounded”. I replied “You can’t do that Doc, my crew will have to take a spare bombaimer and I shall have to complete my tour with other crews”. After pleading my case Doc agreed to allow me to continue flying provided each time before flying I reported to Sick Quarters and had a dressing put on my face so that I could wear my oxygen mask. The Doc was treating me with various creams which had little or no effect until one day the WAAF medical orderly who applied the treatment said to the Doc “Why don’t we try a starch poultice”. The Doc suggested that was an old wives remedy. However as nothing else had worked he agreed to let the Waaf[sic] give it a try. I know not where this young lady learned her skills because I gathered she was a hairdresser in civvie street, in Leicester, my home town. She applied the said poultice and the next day I reported back to sick quarters where she removed the poultice and whatever was clinging to it. I went back to our hut and very carefully shaved. The starch poultice had done the trick. I thought frostbite had probably caused the
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problem in the first place but I was to learn some months later the real cause which I shall reveal later in the story.
No. 17. 2.11.44. Target DUSSELDORF. Night operation.
Aircraft allocated AS-C. Bomb load 1 x 4000lb Cookie and 9000 lbs HE.
“C” Charlie was now to become our regular aircraft, for which we developed a great affection and a very special relationship with the ground crew.
992 aircraft attacked Dusseldorf of which 11 Halifaxes and 8 Lancasters were lost. It was a very heavy and concentrated attack with extensive damage and loss of life. This was the last major Bomber Command raid of the war on Dusseldorf.
At about his [this] time friendships were struck up. In my case I was returning from leave and whilst waiting for my train at Lincoln Station to Barnetby (where I had left my bike) I met a Waaf, also returning from leave and who was, surprise, surprise stationed at Kirmington. I asked how she was getting from Barnetby to Kirmington and she said she was walking. No prizes for guessing that she got back to Kirmington on the crossbar of my bike. (No it was not a ladies bike). We became good friends and she along with others, would be standing alongside the airfield controllers cabin at the end of the runway to wave us off on operations.
Also at about his [this] time George and Gus acquired friends from the Waaf personnel, one of whom was a telephonist and the other a R/T operator in the control tower. When returning from operations George would call up base as soon as he was able, to get instructions to join the circuit. First to call would get the 1000’ slot and first to land. The procedure then was to make a circuit of the airfield around the ‘drem’ system of lights, report on the downwind leg and again when turning into the funnels on the
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approach to the runway. We would then be given the OK to land or if there was a runway obstruction, go round again. I understand that word was passed to those who wished to know that “Knott’s crew were in the circuit.”
No. 18. 4.11.44. Target BOCHUM. Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus 9000lbs HE.
749 aircraft attacked this target. Unusually Halifaxes of 4 Group slightly out numbered Lancasters. 23 Halifaxes and 5 Lancasters were lost. No. 346 (Free French) Squadron, based at Elvington, lost 5 out of its 16 Halifaxes on the raid. Severe damage was caused to the centre of Bochum, particularly the important steelworks.
This was the last major raid by Bomber Command on this target
It was about at this on return from an operation, I felt the need of a stimulant and so, instead of giving my tot of rum to Jock, I put it into my ovaltine, which curdled and I ended up with something resembling soup and a chastising from Jock for wasting ‘valuable rum’.
No. 19. 11.11.44. Target DORTMUND Oil Plant. Night operation.
“C” Charlie. Bomb load, 1 x 4000lb Cookie plus 9000lb HE.
.209 Lancasters, all 1 Group, plus 19 Mosquitoes from 8 Group (Pathfinders) attacked this target. The aiming point was a synthetic oil plant. A local report confirmed that the plant was severely damaged. No aircraft were lost.
No. 20 21.11.44. Minelaying Operations in OSLO FJORD Norway.
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Aircraft AS-E. Bomb load 6 x 1800 lb Accoustic[sic] and Magnetic Mines.
Six Lancasters from 166 Squadron and 6 from 103 Squadron detailed to plant ‘vegetables’ in Oslo Fjord. AS-E to mine a channel half a mile wide, between an island and the mainland. This was to catch U Boats based in the harbour at MANNS. The attack was carried out at low level and required a very accurate bombing run.. It was a major sin to drop mines on land as they were classified Secret This was a highly successful operation with no opposition and no aircraft lost. Time airborne 6hrs 45mins
No. 21. 27.11.44. Target “FREIBURG” S.W. Germany. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
Freiburg was not an industrial town and had not been bombed by the RAF before. However. No. 1 Group 341 Lancasters, which was maximum effort for the Group, plus 10 Mosquitoes from 8 Group, were called upon to support the French Army in the Strasbourg sector. It is believed the Freiburg was full of German troops. The target was accurately marked using the ‘OBOE’ technique from caravans based in France. 1900 tons of bombs were dropped on the target from 12000 ft in the space of 25 minutes. Casualties on the ground were extremely high. There was little opposition and only one aircraft was lost…
On this operation we carried a second pilot as a prelude to his first operation. He Was Charles Martin, a New Zealander and he and his crew were to claim “C” Charlie as their own when Knott’s crew had finished their tour. Martin’s wireless operator was Jim Wright, who now runs 166 Squadron Association and is the author of “On Wings of War”, the history of 166 Squadron.
This crew completed their tour on “C” Charlie and the aircraft survived the war.
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No. 22. 29.11.44. Target DORTMUND. Daylight operation,
“C” Charlie. 1 x 4000lb Cookie plus 9000 lbs HE.
This was no ordinary operation, 294 Lancasters from 1 Group plus the usual quota of Mosquitoes from 8 Group. At briefing we were told that as Bomber Command had been venturing into Germany and particularly Happy Valley in daylight, and, unlike the Americans, had not been attacked by large numbers of fighters, there was concern that because of our techniques in Bomber Command, each aircraft making its own way to the target in the Bomber stream, we might be very vulnerable to fighter attack. We could not possibly adopt the American system of flying in mass formations and do some boffin somewhere had come up with the ‘brilliant’ idea that we should indulge in gaggle flying. No practice, mind, just – this what you do chaps – get on with it.. The idea was that 3 Lancasters would have their tail fins painted bright yellow and would be the leading ‘Vic’ formation. All other aircraft would take off, find another squadron aircraft and formate on it. Each pair would then pack in together behind the leading ‘vic’ and the lead Navigator would do the navigating with the rest of the force following. The route on the flight plan took us across Belgium crossed the Rhine between Duisburg and Dusseldorf then passing Wuppertal and North East into the target area. All went well until we were approaching the Rhine when the lead navigator realised we were two minutes early. It was important not to be early or we would arrive on target before the pathfinders had done their job. The technique for losing two minutes was to do a two minute ‘dog-leg’. When ordered by the lead nav, this involved doing a 45 degrees starboard turn, two minutes flying, 90 degree port turn, 2 minutes flying, 45 degree starboard turn and we were then back on track.
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Unfortunately the apex of the dog-leg took us directly over Dusseldorf, a town which was very heavily defended. All the flak in the world came up, especially among the three lead aircraft and suddenly there were Lancs going in all directions. I actually saw a collision between two aircraft which both spiralled earthwards. Once clear of this shambles we found we were now in the lead and so we continued to the target and there being no markers down, apparently due to bad weather, I followed standard instructions and bombed what I could see. We had suffered slight flak damage but nothing to affect “C” Charlies[sic] flying capabilities and we arrived back at base 5 hours 35 mins after take-off. Six Lancasters were lost.
This was our one and only experience of ‘gaggle flying’.
No. 23. 4.12.44. Target KARLSRUHE. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
The railway marshalling yards were attacked by 535 aircraft. Marking and bombing were accurate and severe damage was caused. A machine tool factory was also destroyed. 1 Lancaster and 1 Mosquito were lost.
No. 24. 6.12.44. Target Synthetic Oil Plants “MERSEBERG LEUNA” Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000 lb Cookie 6000 lbs mixed HE.
475 Lancasters and 12 Mosquitoes were called upon to destroy Germany’s largest synthetic oil plant following numerous ineffective raids by the U.S. Air Force. This was the first major attack on an oil target in Eastern Germany and was some 500 miles from the bomber bases in England. “C” Charlie and crew were detailed to support pathfinder force (We were now considered to be an experienced crew). This meant we were to attack six minutes before main force. Weather conditions were
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very poor and marking was scarce and it was thought the attack was not very effective. However, post raid photographs showed that considerable damage had been caused to the synthetic oil plant and it was later revealed that the plant manager reported that the attack put the plant out of action and the second attack on 14.1.45 was not really necessary. 5 Lancasters were lost.
No.25. 12.12.44. Target ESSEN. Night attack.
“C” Charlie. Bomb load 1 x 4000lb Cookie 10000 lbs HE bombs.
This was the last heavy night raid on Essen by 540 aircraft of Bomber Command. Even the Germans paid tribute to the accuracy of the bomb pattern on this raid which was thanks to “OBOE” marking by pathfinder Mosquitoes.
6 Lancasters lost.
No. 26. 13.12.44. Target Seamining [?] KATTEGAT. Night operation.
“C” Charlie. Bomb load. 6 x 1800 lbs mines.
6 aircraft from 166 Squadron and 6 from 103 Squadron were detailed to lay mines in the Kattegat. This force took off in poor visibility but over the dropping zone the weather was good. On this occasion the mines were to be dropped using the blind bombing technique. I was to use the H2S radar which was a ground mapping radar. The dropping point was a bearing and distance from an identifiable point on the coast which gave a good return on the radar. On reaching the dropping point the pilot had to steer a pre-determined course and I had to release the mines at say, one minute intervals. The H2S screen was photographed so that the intelligence bods back at base could check that the mi8nes had been put down in the right place. In this case – spot on!! We then received a signal from base informing that the weather had
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clamped and we were diverted to Lossiemouth. We landed at Lossie having been airborne for 5 hrs 45 mins. At Lossie we were given beds and of course food, with the intention of returning to Kirmington the following morning.
The next morning we were given the Ok to return to Kirmington and went out to the aircraft. One engine failed to start and a faulty starter motor was diagnosed. A replacement was to be flown up from Kirmington. There we were dressed in flying kit with no money or toilet requisites and not knowing when the aircraft would be serviceable It certainly would not be today. We managed to secure a bit of cash from accounts and towels, etc from stores. That night Jock and I decided to go out on the town breaking all the rules about being out in public improperly dressed. However we got away with it. On the 17yth. “C” Charlie was serviceable and we were permitted to return to Kirmington. When we joined the circuit we could see Flying Fortresses on our dispersals having been diverted in the day before. The weather was certainly bad in the winter of 44/45.. The Americans crews allowed us to look over their Fortresses and we in turn invited them to look at our Lancaster. Their main interest centred on the Lancaster’s enormous bomb bay compared with their own.
21/12/44/ Seamining BALTIC Night operation.
Aircraft AS-H. Bomb load. 5 x 1800 lb mines.
This operation was aborted shortly after take-off due to the unserviceability of the H2S which was essential for the accurate laying of the mines. The visibility at base was very poor and we were given permission for one attempt at landing and if unsuccessful we were to divert to Carnaby in Yorkshire which was one of three diversion airfields with very long runways and overshoot facilities. We therefore
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jettisoned fuel to reduce the landing weight and made the approach. The airfield controller was firing white Very lights into the air over the end of the runway to guide us. We crept in over trees in Brocklesby Wood, trees which had claimed other Lancasters coming in too low, and made a perfect wheeled landing. It does not bear thinking about what would have happened if the undercarriage had collapsed, we were sitting on top of 9000 lbs of High Explosive. Good work skipper! Did not count as an operation.
The Squadron had a stand down at Christmas and on Christmas Day there was much merriment and a fair amount of booze put away and we went to bed a bit the worse for wear. It was therefore a bit upsetting to be got out of bed at 3am on Boxing Day morning, sent for an Ops meal and told to report for briefing at some unearthly hour. So to operation No. 27.
No. 27.. 26.12.44. Target “ST-VITH” Daylight operation.
Aircraft ‘B’. Bomb load 1 x 4000lb Cookie and 10000lbs HE.
“The Battle of the Bulge”, the German offensive in the Ardennes was in progress. A large force from Bomber Command was called upon to support the American 1st. Army trying to stem the German advances in the Ardennes. The attack was concentrated on the town of St. Vith where the Germans were unloading panzers to join the battle.
The whole of Lincolnshire was blanketed in fog with ground visibility of only a few yards. After briefing we went out to the aircraft, climbed aboard and waited for the time to start engines. Just before time there were white Very Cartridges fired from the
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control tower which indicated the operation was scrubbed. We returned to the mess and were given a new time to go out to the aircraft. Another flying meal.
We went out to the aircraft again and had a repeat performance. Third time lucky, we sat in the aircraft and although there was still dense fog, time came to start engines. This time no scrub. A marshall appeared in front of the aircraft with tow torches signalling us to start taxying and we were guided to the end of the runway. A glimmer of a green from the airfield controller and we turned onto the runway, lined up, set the gyro compass and we roared off down the runway at 1.15pm. Airborne and climbing we came out of the fog at about 200 ft and it was just like flying above cloud. We set course according to our flight plan and visibility across France and Belgium was first class. No cloud and snow on the ground. We did not really need navigation aids, I was able to map read all the way to the target. Approaching the target area there were a few anti aircraft shell bursts and it was apparent the Germans had advanced quite a long way. We bombed from 10000ft and the bombing was very concentrated and accurate. In fact it was reported that 80% of the attacking aircraft obtained aiming point photographs.
It was now time to concern ourselves with the return to Kirmington. The fog was still there and the only 1 Group airfield open was Binbrook, high up on the Lincolnshire Wolds, which stuck out of the fog like an island. The whole of 1 Group landed at Binbrook. There were Lancasters parked everywhere. Whilst we were in the circuit awaiting our turn to land, I was looking out of the window and noticed a hole in the wing between the two starboard engines. When we had landed and shut down the engines, we went to look at the hole. On top of the wing it was very neat but on the underside there was jagged aluminium hanging down around the hole. Obviously a shell had gone up and passed through the wing on its way down, without exploding.
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An airframe fitter looked at the damage and said the aircraft was grounded. This meant that after interrogation we were allowed to return to Kirmington by bus and proceed on leave.
Our next operation was not until 5.1.45 but some of us returned early from leave to attend a New Year party in the WAAF mess which was actually situated in Kirmington Village.
No.28. 5.1.45. Target HANOVER Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus incendiaries.
325 Aircraft of Nos. 1 and 5 Groups were briefed for the second of a two pronged attack on Hanover.
Nos. 4 and 6 Groups had bombed the target two hours earlier with bomb loads of mainly incendiaries. When we crossed the Dutch coast, the fires could be seem[sic] from at least 100 miles away. Our track took us towards Bremen and was meant to mislead the enemy into believing that was our target. However we did a starboard turn short of Bremen and ran into Hanover from the North. The target was well bombed and rail yards put out of action. I don’t know what we did right but “C” Charlie arrived back at base 4 minutes before anyone else.
No. 29. 6.1.45. Seamining. STETTIN Bay. Night operation.
Aircraft AS-D. Bomb Load 6 x 1500lb Mines.
Knott and crew started their third and final gardening trip (As seamining was known) 48 aircraft of Bomber Command were detailed to plant ‘vegetables’ in the entrance to Stettin Harbour and other local areas. The enemy was able to pick up the force 100 miles North East of Cromer because bad weather condition forced us to fly at 15000
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ft to the target instead of the usual 2000ft,. As a result of this early warning enemy fighters were waiting and the target area was well illuminated by fighter flares. It was believed that the enemy thought this was a major attack on Berlin developing. Knott and crew dropped their vegetables in the allotted area, securing a good H2S photograph and again returned to base first.
No. 30. 14.1.45. Target MERSEBERG LEUNA (Again) Night operation.
“C” Charlie. Bomb load 1 x 4000 lb Cookie plus 5500 lbs HE.
200 Aircraft attacked this target to finish off the job started on 6th December. A very successful attack.
No. 31. 16.1.45. Target Oil refinery ZEITZ Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus 6000 lbs GP Bombs.
This was the one we had been waiting for, our last operation. We went into briefing and were told by the intelligence officer that although we were being briefed the operation might be cancelled because a large force of Amercan[sic] Fortresses and Liberators had been to the target earlier in the day and a photo recce Mosquito had gone out to photograph the target and assess the results. Before the end of briefing it was confirmed that that[sic] the Americans had missed and our operation was on. At 1720 on the 16th January we took off on this operation. Over the target there were hundreds of searchlights, the markers were in the right place and we completed our bombing run. The target was well ablaze and there were massive explosions. At one point Paddy called out “We’re coned skip” meaning we were caught by searchlights.
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It was briefly very light in the cabin but the light was caused, not by searchlights but by the explosions from the target.
Of the 328 Lancasters that attacked the target, 10 were lost.
When we returned to base all of our ground crew, including one guy who had returned early from leave, were there to welcome us and join in a little celebration.
George Knott was awarded an immediate Distinguished Flying Cross, said to be a crew award for completing a tour of operations.
All seven of us were posted from Kirmington, on indefinite leave to await our next assignments.
Apart from activities in the Officers and Sergeants Messes, and trips into Scunthorpe where the “Oswald” was the central drinking point, the main point of activity was the pub in Kirmington village. The “Marrow Bone & Cleaver” or the “Chopper” as it was known, was the meeting place for all ranks. The pub is now a shrine to the Squadron, there is a memorial in the village, lovingly cared for by the villagers’ and memorial plaques in the terminal building at Humberside Airport.
There is also a stained glass window in Kirmington Church.
I have mentioned our off base activities but, of course, a lot of time was spent in the Mess and the radio was our main contact with the outside world. I think the most popular program was the AFN (American Forces Network). They had a program which I believe was called the “dufflebag program”. Glen Miller and all the big [inserted in margin] this sentence needs a verb! [/inserted in margin] bands of the day. The song “I’ll walk alone” was very popular and was recorded by several singers. The British one was Anne Shelton, an American whose name escapes me and another American called Lily Ann Carroll (Not sure about the spelling of that name). This girl had a peculiar voice but it had something about it.
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Since the war I have not been able to find anyone who ever heard of her but I did hear the record placed on one of the archives programs on BBC, two or three years ago. If anyone knows of Lily Ann Carroll I would love to know.
I can’t remember where it was but on one occasion when we were out together as a crew, someone asked what the “B” meant on my brevet. Quick as a flash Paddy jumped in “It means Big Bill Bailey the bastard Bombaimer”.
The completion of our tour of operations was of special relief to Gus Leigh, our wireless operator who incidentally had a few weeks earlier had[sic] been commissioned as Pilot Officer. Gus was married and his wife Enid was pregnant and lived in Kent. George our skipper had relatives who lived near Thorne which was quite near to Sandtoft and not really too far from Elsham and Kirmington so it was arranged that Enid would come to stay with George’s relatives and Gus would be able to see her fairly regularly. As we approached the end of our tour you can appreciate the tension. I was to hear later that after we had left Kirmington, Enid had a son and then suffered a massive haemorrhage and died. What irony, a baby that so easily could have been fatherless was now motherless.
Before leaving the scene of operations, so to speak, I would like to clear up one or two points.
I have often been asked the question, were you frightened? I can only speak for myself and maybe my crew. I don’t think ‘frightened’ was the right word, apprehensive, maybe but except for a very few, I believe all aircrew believed in their own immortality. It was always going to be the other guy who got the chop, never yourself. Had this not been the case then we would never have got into a Lancaster.
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Ron Archer used to tell me he thought we were the luckiest crew in Bomber Command.
There were, of course, a very few aircrew who lost their nerve and refused to fly. All aircrew were volunteers and could not be compelled to fly but if that became the case then they would be sent LMF (Lack of moral fibre) and would lose their flying badge and be reduced to the ranks.
Much has been said and written in recent years about the activities of Bomber Command and in particular our Commander in Chief, “Bomber” Harris. I believed then, and still believe that what was done was right. I did not bomb Dresden, but had I been ordered to do so, I would not have given it a second thought.
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Chapter VIII. Lossiemouth.
I was at home in Wigston, Leicestershire and my 21st birthday, the 2nd February was fast approaching. Parents and friends were trying to organise a party, meagre rations, permitting. They need not have worried because I received instructions to proceed immediately to 20 OUT Lossiemouth, At 9.30 pm the eve of my birthday I caught a train from South Wigston station to Rugby and then onto a train bound for Scotland. I arrived at Lossiemouth at 11pm and following day. What a way to spend a 21st birthday!
The next day having completed arrival procedures I duly reported to the Bombing Leader for duty. At the same time I discovered that George Knott had also been posted to Lossiemouth as a screened pilot. I flew with him ocassionally[sic] when he needed some ballast in the rear turret when doing an air test.
The role of 20 OUT was to train Free French Aircrew, again flying Wellingtons and my job was to fly with them on bombing exercises to check that they were using correct procedures. I used to say, “Patter in English please”, which was alright until they got a bit excited and lapsed into French. Bombing took place on Kingston Bombing Range, on the coast East of Lossiemouth. One of my other jobs was to plot the bombs on a chart using co-ordinates given by observers at quadrant points on the
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range. These were phoned through to the bomb plotting office. The student bombaimer then came to the office to see the results of his aiming efforts. 10 lb smoke bo9mbs were used for daylight bombing and 10 lb flash bombs for night bombing. In the summer at Lossie, night flying was almost impossible due to the short night in those Northern parts. It was quite common to take off after sunset and then see the sun set again.
After a few weeks I was attached from 20 OUT to 91 Group Airbomber instructors school at Moreton in Marsh for 3 weeks before becoming an official instructor. I returned to 20 OUT and shortly afterwards was again sent off on a course, this time to the Bomber Command Analysis School at Worksop. Here I became an alleged expert on the Mark XIV Bomsight.[sic] This was a gyro stabilised bombsight [sic] which was a tactical bombsight [sic] rather than a precision bombsight.[sic] It consisted of a computor[sic] box and a sighting head and obtained information of airspeed, height, temperature and course from aircraft instruments plus one or two manual settings and converted this information into a sighting angle. The only piece of vital information to be added was the wind speed and direction which had to be calculated by the Navigator. The bombaimer was then able to do a bombing run without the necessity of flying straight and level.. It took account of climbing, a shallow dive and banking. The sequence of events when bombing was, when the bomb release (hereafter called the ‘tit’ [)]was pressed several things happened, the bombs started to be released in the order set on the automatic bomb distributor, so that they were dropped in a ‘stick’. The photoflash was released, the camera started to operate and as the bombs reached the point of impact almost immediately beneath the aircraft, the photographs were taken. Having used this equipment for the whole of my tour of operations I can vouch for its performance. The Americans had their much vaunted Norden and Sperry Bombsights [sic]
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which were claimed to be very accurate but required the aircraft to maintain a straight and level flight path for an unacceptable time against heavily defended targets. The Mk XIV was so good that the Americans adopted it for their own aircraft and called it the T1 Bombsight. Many T1’s were used by the RAF in lieu of the MkXIV. A matter of production I guess.
On my return from Worksop, with glowing reports from my two courses, the Bombing Leader said “OK Flight Sergeant you had better apply for a commission.” This I did and after going through all the procedures was commissioned in the rank of Pilot Officer (198592) on the 5th June, 1945.
Of course ‘VE’ Day took place on the 5th May after which it was only a matter of time before the OTU’s were run down and in the case of Lossiemouth this was to be sooner rather than later. The Wellingtons were all flown down to Hawarden in Cheshire for eventual disposal, I must record one tragic incident which happened whilst I was at Lossiemouth. One Sunday morning a Wellington took off on air test and lost an engine on take-off and the pilot was obviously trying to make a crash landing on the beach to the East of Seatown. He didn’t make it and crashed on top of a small block of maisonettes killing most of the inhabitants who were still in bed. A tragic accident!
The question now arose as to where next we would all go. We were given the option of being made redundant aircrew, going to another OTU or going back to an operational Squadron. My problem was solved for me, ‘Johnnie’ Johnson, ‘A’ Flight Commander, came into the plotting office and said “I’m going back on ops, I want a bombaimer”. Thus I joined his crew and other instructors made up a full crew with the exception of a flight engineer, all having done a first tour. Johnnie had to revert
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from his Squadron Leader rank to Flight Lieutenant. All the other members of the crew were officers.
Chapter IX Tiger Force.
On the 6th. July we went to 1654 Conversion Unit at Wigsley, were not wanted there and were sent to 1660 Conversion Unit at Swinderby. It was necessary to do a conversion course becaused[sic] Johnnie had done his first tour on Halifaxes and needed to convert to Lancasters. We also picked up a Flight Engineer who was actually a newly trained pilot, who had also done a flight engineers course, there now being a surplus of pilots. He happened to be a lad I knew from my ATC days.
We were now part of “Tiger Force” which was 5 Group renamed and we were to fly the Lancasters out to Okinawa to join in the attack on Japan. The Lancasters would shortly be replaced by the new Lincoln bombers which were bigger, more powerful and had a longer range.
We commenced our training, for my part I had to familiarise myself with ‘Loran’ which was a long range Gee for use in the Pacific. I did say earlier in the story that I would tell you about my ‘rash’. At Swinderby I had a recurrence and immediately reported sick. The Doc took a look at me and said “Oh! We know what that is, it is oxygen mask dermatitis, when you sweat your skin is allergic to rubber. We will make you a fabric mask. Problem solved. The new mask was not needed, however,
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because the war ended and with it my flying career.
VJ Day was a wild affair, In the “Halfway House” pub at Swinderby my brand new officer’s cap was filled with beer when I left it on a stool.
In a final salute to the mighty Lancaster, Swinderby had an open day to celebrate the end of the war and the Chief Flying Instructor, the second on three, the third on two and finally the fourth on one engine. What an aeroplane! What a pilot!
Chapter X The last chapter.
There followed a strange period. First to Acaster Malbis, nr York where all redundant Aircrew handed in their flying kit. Then to Blyton, Nr. Gainsborough where we were given a choice of alternative traded. Seldom did anyone get their first choice and I was chosen to become an Equipment Officer and after a brief spell at Wickenby was posted to the Equipment Officers School at RAF Bicester. A four week course and I was meant to be a fully qualified equipment officer. I was posted to Scampton but not needed there and so was posted on to RAF Cosford where I was put in charge of the technical stores. The Chief Equipment Officer was fairly elderly Wing Commander who took me under his wing and kept a fatherly eye on me. The Royal Air Force was beginning to return to peacetime status and Wingco[sic] warned me that it was probably not a good idea to fraternize with my ex Aircrew NCO’s in the “Shrewsbury Arms”. If you must, get on your bikes and go further afield, was his advice.
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One Monday morning I was called up to the WingCo’s office to be asked “Where is F/Sgt. Brown (Not his real name) this morning”. “I don’t know sir” I replied. “Well I will tell you” he said. “He is under arrest at Shifnal Police Station”
This particular ex Aircrew NCO lived in a village quite near to Cosford and had permission to ‘live out’. It transpired that almost everyone in his village had new curtains made from RAF bunting and quite a few people were wearing RAF or Waaf shoes. I was ordered to do a stock check on my section and for his part he was charged by the Civil Police and at Shifnal Magistrates Court received little more than a slap on the wrist. No doubt his war service stood him in good stead. Because he had been dealt with by the Civil Courts he could not be charged and Court Martialled by the RAF and all that happened was that he was posted away from Cosford and released early into civvie street.
At the time, lots of POW’s were passing through Cosford on their way from POW Camps in Europe to their homes.
Monthly “Dining In” nights were also resumed in the Officers Mess. Due to officers leaving the station or being demobbed, at every “Dining In” we were “Dining Out” those departing., always ending in a wild party. I remember one night which was extremely boisterous ending with Bar Rugby, footprints on the ceiling, the lot. I had better leave to the imagination how the footprints on the ceiling were achieved. That night I went to bed at about 3 am and when I went in to breakfast the following morning the mess was immaculate. The staff had obviously been up all night cleaning up.
On the 4th. November 1946 I received my final posting from Cosford to Headquarters Technical Training Command, at Brampton Nr. Huntingdon to be Unit Equipment
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Officer. The Headquarters Unit consisted of a Squadron Leader C.O., a Flight Lieutenant Accountant Officer, a Flight Lt. Equipment Officer and their staffs. I had a hairy old Sergeant Equipment Assistant who I believe was a regular airman and probably looked upon me as not a real Equipment Officer. However, his knowledge and experience were invaluable.
I enquired as to the whereabouts of my predecessor to be told that he had already gone having been posted abroad. There was, therefore, no handover of inventories. The next surprise was even greater, I was told that I also had RAF Kimbolton to finish closing down. I took myself to Kimbolton to find a ‘care and maintenance party’ of three airmen and one Waaf. Two were out on the airfield shooting rabbits and the other two were dealing with some paperwork. The entire camp had been almost cleared, barrack equipment to a storage/disposal site, fuel to other sites and/or the homes of the local population. Legend had it that a grand piano from the Sergeants Mess had gone astray. One day a Provost Squadron Leader came into my office and said: “Bailey, I want you to come with me to St. Neots Police Station to identify some rolls of linoleum which they have recovered from a farmer”. We went to St. Neots and a police sergeant showed us several rolls of obvious Air Ministry linoleum standing in a cell. I examined the rolls and could find no AM marks so I told the Provost that I could say the rolls ere exactly similar to AM Lino but I could not positively identify them as AM property. The provost told the police sergeant to give the lino back to the farmer. Heaven only knows how many houses had their floors covered in Air Ministry lino in the Kimbolton area. No doubt this sort of thing was happening all over the country. The politicians were so anxious to get servicemen back into civvies street that establishments were seriously undermanned.
When I, a mere Flying Officer, did the final paperwork for RAF Kimbolton I raised a
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write off document well in excess of £1 million at 1947 prices and this only involved equipment known to be missing.
With regard to Brampton itself, the winter of 46/47 was extremely severe with heavy snowfalls. Even the rail line between Huntingdon and Kettering was blocked. When the snow thawed there was severe flooding. One weekend I went home and returned to Camp on Sunday afternoon to find that the previous night there had been a severe storm with gale force winds and Brampton was a scene of devastation. Trees had been blown down crushing nissen huts. The camp was flooded and the sewage system was completely useless. The following morning I located a stock of portable loos (Thunder boxes so called). A four wheel drive vehicle was despatched through the flood waters surrounding Huntingdon, to RAF Upwood to collect these things. Things gradually returned to something like normal but it was a terrible time. The Officers Mess at Brampton was in the large house in Brampton Park and the Headquarters Staff from the C in C Technical Training Command down, were housed in Offices adjacent to Brampton Grange. There were far more senior officers at Brampton than junior officers because of the very nature of the place.
The PMC of the mess was a Group Captain and one day he came to me and said “Bailey, we are going to have a Dining In and I thought it would be nice if we could have some proper RAF crested crockery and cutlery”. I informed the PMC that these items were not on issue whereupon he suggested that I use my initiative.
It just so happened that whilst I was a[sic] Cosford I learned that in the Barrack Stores the very things I was being asked to get were in store, having been there throughout the War. I spoke with the Wing Commander, my former boss, who
agreed to release a quantity of crockery, etc. I informed the PMC of my success and he arranged for a De Havilland Rapide aircraft from our communications flight at nearby Wyton to take
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me to Cosford to collect the two heavy chests of crocks. I am sure the Rapide was overloaded on the flight back to Wyton but the mission was accomplished and the PMC was able to show off his ‘posh’ tableware at the next Dining In.
I was shortly to have to make a major decision, the date was fast approaching for my release back into civilian life, I had agreed to serve six months beyond my release date and had made an application for an extended service commission which would have kept me in the Royal Air Force for at least another six years. However my civilian employers became aware that I had done the extra six months and were not amused. I, despite having access to ‘P’ staff at Brampton could not get a decision from Air Ministry and I made the decision to leave the service.
On 1st. April, how significant a date, I headed off to Kirkham in Lancashire to collect my demob suit. A very sad day.
This is the end of the ‘dream’ but not quite the end of my love affair with the Royal Air Force. But that, as they say, is another story ……
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Two photographs in RAF uniform; one in 1942 aged 18 and the other in 1945 aged 21.
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Was it all a Dream
The memoirs of Wartime Bomb Aimer Bill Bailey
Description
An account of the resource
Bill Bailey's wartime memoirs, from enlistment, training in UK and Canada and detail of each of 31 operation in Bomber Command. After completion of his tour he was transferred to Lossiemouth to train Free French aircrew. After successful progress he was offered a commission. Later he trained for Tiger Force ops at RAF Wigsley and Swinderby. When the Force was cancelled he became an Equipment Officer at Bicester then Cosford, Brampton and Kimbolton.
Creator
An entity primarily responsible for making the resource
Bill Bailey
Format
The file format, physical medium, or dimensions of the resource
45 typewritten sheets and two b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Identifier
An unambiguous reference to the resource within a given context
BBaileyJDBaileyJDv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Free French Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Norway
Poland
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
England--Birmingham
England--Devon
England--Leicestershire
England--Lincolnshire
England--London
England--Yorkshire
France--Domléger-Longvillers
France--Ardennes
France--Calais
France--Cap Gris Nez
France--Le Havre
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Freiburg im Breisgau
Germany--Hannover
Germany--Karlsruhe
Germany--Leipzig
Manitoba--Carberry
Netherlands--Domburg
Netherlands--Eindhoven
New Brunswick--Moncton
Norway--Oslo
Nova Scotia--Halifax
Ontario--Hamilton
Ontario--Picton
Poland--Szczecin
Netherlands--Hague
France
Ontario
New Brunswick
Nova Scotia
Netherlands
Germany--Ruhr (Region)
England--Warwickshire
Manitoba
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Sue Smith
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1 Group
103 Squadron
166 Squadron
1660 HCU
1667 HCU
4 Group
5 Group
576 Squadron
8 Group
83 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
B-17
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
briefing
Distinguished Flying Cross
flight engineer
Gee
ground personnel
H2S
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
lack of moral fibre
Lancaster
Lancaster Finishing School
Lincoln
Lysander
Master Bomber
medical officer
memorial
mid-air collision
military living conditions
military service conditions
mine laying
Mosquito
Oboe
Operational Training Unit
Pathfinders
perception of bombing war
prisoner of war
promotion
RAF Acaster Malbis
RAF Bicester
RAF Binbrook
RAF Blyton
RAF Brampton
RAF Cosford
RAF Elsham Wolds
RAF Hawarden
RAF Hemswell
RAF Kimbolton
RAF Kirmington
RAF Llandwrog
RAF Lossiemouth
RAF Moreton in the Marsh
RAF Paignton
RAF Penrhos
RAF Peplow
RAF Sandtoft
RAF Scampton
RAF St Athan
RAF Swinderby
RAF Worksop
RAF Wyton
Scarecrow
searchlight
superstition
Tiger force
training
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/275/10063/LHughesAM417845v1.2.pdf
b342f70b6f3bea68f97cea8b2c7ffee6
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
Hughes, Angas
Angas Hughes
Angas M Hughes
A M Hughes
A Hughes
Description
An account of the resource
29 items. An oral history interview with Flight Sergeant Angas Murray Hughes (b. 1923, 417845 Royal Australian Air Force), his logbook, prisoner of war identity cards and dog tags, two memoirs and 21 photographs. Angas Hughes flew 32 operations as a bomb aimer with 467 Squadron from RAF Waddington. One of the aircraft he flew in was Lancaster R5868, S-Sugar, now at RAF Hendon. He was shot down in September 1944 and became a prisoner of war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Angas Hughes and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-01
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Hughes, AM
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
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
Angas M Hughes’ Royal Australian Air Force observer’s air gunner’s and wireless operator’s flying log book
Description
An account of the resource
Royal Australian Air Force observer’s air gunner’s and wireless operators flying log book for Angus Murray Hughes, covering the period from 24 October 1942 to 26 September 1944. He was stationed at RAAF Mount Gambier, RAAF Port Pirie, RAAF Nhill, RAF West Freugh, RAF Lichfield, RAF Swinderby, RAF Syerston and RAF Waddington. Aircraft flown were, Anson, Battle, Wellington, Stirling and Lancaster. He flew a total of 31 operations with 467 (RAAF) squadron, before being reported missing on operation number 32 to Karlsruhe. He flew 13 Daylight and 18 night operations. Targets were, Poitiers, Aunay-sur-Odon, Chatellerault, Gelsenkirchen, Limoges, Prouville, St. Leu D’Esserent, Thiverny, Courtrai, Stuttgart, St Cyr, Caen, Laroche, Siracourt, Troissy. Givors, Gilze-Rijen, Stettin, L’isle Adam, Darmstadt, Brest, Le Havre, Boulogne, Bremerhaven, Rheydt, Dortmund-Ems Canal and Karlsruhe. His pilot on operations was Flying Officer Millar.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Log book and record book
Text
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-07-04
1944-07-05
1944-07-07
1944-07-08
1944-07-09
1944-07-20
1944-07-21
1944-07-24
1944-07-25
1944-07-30
1944-07-31
1944-08-01
1944-08-03
1944-08-05
1944-08-07
1944-08-08
1944-08-11
1944-08-12
1944-08-15
1944-08-16
1944-08-17
1944-08-18
1944-08-25
1944-08-26
1944-09-05
1944-09-10
1944-09-11
1944-09-12
1944-09-17
1944-09-18
1944-09-19
1944-09-20
1944-09-23
1944-09-24
1944-09-26
Spatial Coverage
Spatial characteristics of the resource.
Australia
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
South Australia
Victoria
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
Belgium--Kortrijk
France--Boulogne-sur-Mer
France--Brest
France--Caen
France--Châtellerault
France--Givors
France--Le Havre
France--Limoges
France--L'Isle-Adam
France--Marne
France--Normandy
France--Oise
France--Pas-de-Calais
France--Poitiers
France--Saint-Cyr-sur-Mer
Germany--Bremerhaven
Germany--Darmstadt
Germany--Dortmund-Ems Canal
Germany--Gelsenkirchen
Germany--Karlsruhe
Germany--Rheydt
Germany--Stuttgart
Scotland--Dumfries and Galloway
Poland--Szczecin
Poland
Germany--Ruhr (Region)
France--Aunay-sur-Odon
Identifier
An unambiguous reference to the resource within a given context
LHughesAM417845v1
1660 HCU
27 OTU
467 Squadron
Advanced Flying Unit
Air Observers School
aircrew
Anson
Battle
bomb aimer
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Lichfield
RAF Swinderby
RAF Syerston
RAF Waddington
RAF West Freugh
Stirling
tactical support for Normandy troops
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/571/10320/BFraserDKFraserDKv1.2.pdf
7f9c985222c9f4a3d6bbf63c19e5c8d7
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
Fraser, Donald Keith
D K Fraser
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Fraser, DK
Description
An account of the resource
12 items. Two oral history interviews with Warrant Officer Donald Keith Fraser DFM (1924 - 2022, 1566621 Royal Air Force), a memoir, his log book, photographs and service material. The collection also contains an interview with Sylvia Fraser, his wife. He flew a tour of operations as a flight engineer with 101 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Donald Keith Fraser and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
WO DONALD KEITH FRASER
DFM 1566621
101 SQUADRON
JULY 1943 – MARCH 1944
CREW NAME: WL EVANS
[photograph of Donald Fraser]
[page break]
[photograph of Bomber Command Memorial]
[page break]
Contents
Page
Chapter A Introduction. 1
Chapter B Prior to World War II. 3
Chapter C Joined RAF 23rd July 1942. 7
Chapter D 101 Squadron Base Ludford Magna. 11
Chapter E 101 Squadron Operation Dates and Targets. 15
Chapter F 101 Squadron Notes on Various Operations. 17
Log Book and Battle Orders. 34
Chapter G Christmas 1943 and Christmas Dinner Menu. 41
Chapter H After Operations posted to Heavy Conversion Units. 45
Lindholme. 45
Bottesford. 47
Cottesmore. 51
North Luffenham. 52
Chapter I Advances in Technology. 55
What if? . 57
Chapter J Aircrew Bomber Command. 59
Wartime Bomber Squadrons. 60
Bombing of Berlin. 60
A Day in the Life of a Squadron. 61
Clothing Worn on Operations by our Crew. 62
Contact made with Two Crew Members plus information on others. 63
Chapter K The Lancaster Story. 67
Further notes relating to Black Thursday including information given by Len Brooks our Rear Gunner. 73
[page break]
[four photographs of author and Avro Lancaster]
[page break]
INTRODUCTION
Over the past 50 to 60 years I have enjoyed reading many books about bomber crews who flew with Bomber Command during World War II especially during the period from mid July 1943 until the end of the war. These books contained many accounts of true grit and heroism carried out by crew members. There are, however, a few experiences recalled which appear doubtful, a number of reported instances which are far-fetched or quite ridiculous to have suggested could have occurred.
Crews of the heavy bombers normally consisted of seven crew members all of whom were well trained to carry out specific tasks and as a team made up a competent crew capable of carrying out the various operations asked of them.
Operations were normally carried out over Europe (mainly to Germany) targets being the main industrial areas, factories, railway junctions and yards and eventually towns and cities, such as Berlin, Hanover, Hamburg, Leipzig, Frankfurt to name a few, all of which by 1943 the inhabitants were heavily involved in production for the German war effort.
The Bomber crews objectives were to carry out the operations they flew on to reach the target, drop their bombs and return home safely with their aircraft undamaged. Remember all these young men were volunteers, highly trained with the Pilot usually the “Skipper” and Captain, this was not to say that he gave all the orders and that no crew member acted until he gave that order. The Flight Engineer and Wireless Operator were the most mobile within the aircraft, therefore, if a situation occurred within the fuselage either or both could intervene by giving a quick call to the “Skipper”, or should a fault occur with the engine, the Flight Engineer would usually be the first to notice and carry out the essential remedy while informing the Pilot of the situation with procedure carried out. For a crew to be efficient and confident they had to be alert at all times, watching, listening and acting immediately. Survival required a highly trained crew team with loads of confidence in one’s self and in the other crew members and in the aircraft, so giving them a very strong attitude to press on.
A dedicated, loyal and skilful ground crew, a strong reliance in the Almighty (or what faith one had) and with very importantly more than normal, good luck, having lady luck on your side.
I have therefore put on paper a few experiences which happened to our crew while flying over Germany during mid 1943 to mid 1944. The following are not from diaries – they are what I recall after a long time. The experiences are genuine, the timing may be a little out, but to the reader it will still show the excitement, the pressure, sometimes fear, but above all the confidence and determination the crew had to carry out the task involved and return back to base with a full crew still intact.
A question I have been asked many times “why did you enjoy flying and with such odds against staying alive?” My answer, I loved flying, I enjoyed the excitement and I volunteered. I also liked the thought of coming back to base to a good meal and I felt safe and secure in my sometimes cold bed with its nice white sheets, compared to the Army personnel who
1
[page break]
worked under much more difficult conditions not knowing when they would eat or sleep and under conditions just as dangerous as ours, in fact, in many, more so.
By the end of writing I hope that I provide you with some idea of what these then young crew members of Bomber Command endured when flying over Germany for 6 to 7 1/2 hours at a time in a Lancaster bomber with around 2,000 gallons of fuel stored in tanks in the wings and with up to five tons of bombs slung under their feet along the fuselage, travelling at 250 miles an hour in the dark at 20-21,000 feet in height with temperatures of from -10 to 20oC below zero and with German fighters trying to shoot them down and with anti-aircraft guns (which could be very accurate) also trying to blow them up, just to make our journey a little more scary at times to find that on returning when we reached the English coastline that it was covered in thick cloud and dense fog making it almost impossible to find somewhere to land. Some of the words most suited to express the emotions of the crew in certain situations could be excited, interesting, scary, fear, relief, apprehensive and difficult.
I think, however, that the Brylcream boys done a very good job all these years ago.
Happy days!
2
[page break]
CHAPTER B
PRIOR TO WORLD WAR II
1919-1939
The First World War ended in 1919 after four years of fighting and with a very heavy loss of life on both sides. Those who were lucky enough to survive and return home found it extremely difficult to find employment.
The Government had created some opportunities by forming the Forestry Commission with the role to establish over the coming fifty years a supply of timber sufficient to make the UK self sufficient in wood requirements. This was to be created by the purchase of large areas of land, mainly in Scotland and North England (cheap less productive land) then cultivating and planting this land with conifer species. To achieve this management had to be trained and forestry workers had to be recruited.
Forestry schools were established throughout England and Scotland to educate and train management staff. One such school was opened at Dunkeld in Central Scotland where a Mr Simpson received his training and he afterwards took up the post of Nursery Manager at Tulliallan Nursery, Kincardine on the Forth.
During the war the larger estates had suffered from the lack of gamekeepers and staff to carry out the maintenance and control of vermin etc, therefore there were many vacancies for people interested to fill these posts. My father and two of his brothers did just that, they became keepers on some of the very large estates in Scotland.
My father and mother were married shortly after the war and he took up an appointment as a game keeper on a large estate near Stirling, where my sister Jean and elder brother Sandy were born. In 1923 he moved to take up Keepering on Tulliallan Estate near Kincardine. The family lived in the East Lodge which was situated adjacent to the main road from Kincardine to Dunfermline and next to the land belonging to the Forestry Commission nursery. This is where I was born on 24th August 1923. Two years later the family again moved, this time to take on the position of head keeper on Donibristle Estate and lived in the small village of Auchtertool, Fifeshire where my two younger sisters, Betty and Mary were born. These were from what little I can recall, were happy times, the family did not have much spare cash but had sufficient to satisfy the family needs.
Mr Simpson lost part of his right arm during the first War and had an artificial part fitted. In 1949 I joined the Forestry Commission Research Branch and guess where I was stationed, at Tulliallan Nursery and Mr Simpson was still there. He told me that when my father left the East Lodge in 1925 he bought his hens and chickens from him. In 1950 the Forestry Commission built around 20 houses for its staff some 400 yards west of the East Lodge and Sylvia and myself were lucky enough to have one of them. Mr Simpson played an important role in our lives over the next 30 years, however this is another story.
3
[page break]
Moray estate during the winter months arranged a number of pheasant shoots to which a number of friends and associates of the Lairds (The Earl of Moray) were invited to attend.
The 29th January 1929 was one of those days and the shoot covered the area which my father was responsible for. The morning started with rain, however the shoot commenced and the guns and beaters started with good success. A good number of birds were raised and shot, as the day continued the weather became worse and by lunchtime, thunder and lightning had started so it was decided to call the shoot off. During the morning a few birds had been shot, but had not been collected by the dogs so my father with his two spaniels decided he would retrace the morning route and see if he could collect lost birds. The weather continued to deteriorate, while he was crossing a fence he was hit by lightning. As the day went on and he had not returned the other two keepers decided they would go and look for him. They found him where he lay by the fence with his two dogs nearby. This was a terrible and tragic day for all concerned, my mother with five children all under the age of 11, no house and little money coming in to support the family. My mother did have two sisters who stayed in Edinburgh and who visited fairly regularly and helped all they could with the family. The estate owner, the Earl of Moray and the Estate Factor were very helpful and within a week or two, arranged for the family to move to Aberdour where they gave us a house with a fairly large garden (this became quite a good asset especially when the War came).
I was told when I was much older that at the time there was much talk about what should happen to the family the suggestion being that the family should be split up with the three girls staying with mum and the two boys (Sandy and myself) being placed with other people possibly with a relative or with other people. Our mother strongly disagreed and said none of the family would leave they would stay together. I believe that my mother made the right decision, had the family been split up, our lives would have been totally different and not for the better in my opinion.
These were hard times for our mother (in those days there was not the same support or financial assistance available to call on as there is today) however somehow our mum managed to sort things out and keep all the family together. Unfortunately we as children were too young to contribute in the way of bringing in money to the home, our mum was a very likeable person and soon made friends and was extremely capable of working to earn money, she turned her hand to doing housework and helping people in their homes and for two days each week helping in Donibristle Estate house, which meant a fairly long walk to get there (one mile each way).
She and her sisters were always very happy smiling people always ready for a joke, this helped to make life much better for everyone. She still had friends on the estate and the whole family occasionally in an evening would take a walk of around three miles to visit Mr and Mrs Linton, he also was a gamekeeper on the estate.
Our mum was also a good Christian and attended church fairly regularly and also enjoyed attending some of the concerts and meetings held in the village hall, she also was a member of the WI.
The estate was very good to the family we received twice a year a load of fire wood, which myself and Sandy would chop up into suitable sizes to use on the fire. In the Spring the estate workers would come to dig over the garden and planted potatoes which helped greatly, this meant that all we (Sandy and I) had to do was keep the garden free from weeds and hill up the potatoes and plant some vegetables.
4
[page break]
As time moved on and we the children grew older all by the age of eight or nine years managed to find jobs. Sandy and myself delivering milk before going to school and then delivering groceries after school and at weekends Jean our oldest sister assisted in the Cooperative grocery shop. This of course all helped to bring in some money.
The school leaving age at that time was 15. We all attended Aberdour school initially. At the age of 11 the choice was either moving to Burtisland school which was a technical college or go to Dunfermline high school, both schools were a distance away from Aberdour and required travelling by bus. All the girls, Jean, Betty and Mary enjoyed Dunfermline High, while Sandy and myself went to the technical school. We all got excellent grades in the exams. I left school in 1938 at a time when the job situation was very limited with little choice. I had two interests, first to be a forester, my dream being to see all the high elevation land covered with trees as it was during much earlier times and take part in that operation. Secondly to become an Engineer.
I applied for two jobs, one on the Moray Estates to become a trainee forester, the other to become an apprentice mechanic with a garage company in Kirkcaldy.
Both replied and I decided to take up the forestry appointment. This proved very enjoyable and I loved the variety of jobs and gained volumes of experience working with two brothers, Bob and Will Ewan. Will Ewan was foreman and took a liking to me and gave me all the encouragement and opportunities to carry out everything which was available. The Second World War commenced on the 3rd September 1939 and when I was 17 1/2 years old I volunteered to join the RAF on flying duties and became a flight engineer. So in the end I got both my dreams to come true. After the war being demobbed in 1946, I took up an appointment to become a probationer at the Royal Botanic Gardens, Edinburgh. In 1948 I joined the Forestry Commission Research Branch.
5
[page break]
6
[page break]
CHAPTER C
JOINED RAF 23RD JULY 1942
The Second World War started on 3rd September 1939. I’m not going into details regarding the reasons why Britain thought it necessary to do so as I believe most people know the reasons.
Prior to the war during the summers of 1937 and 1938 the Territorial Army held their camps on the outskirts of Aberdour on grass fields owned by Mill Farm, which was situated adjacent to the Sheriff Road. To us as youngsters it was exciting and interesting to see double rows of horses tethered along a single rope and the troops living under canvas in large tents. To see the different tartans depending on which regiment was resident in camp at the time, such as The Black Watch, The Camerons or The Gordons.
They were the first troops to be called up for service followed by people from certain professions and the general public of different age classes, one had to be 18 years old before being recruited.
All three services required recruits and there was a certain agreement of allowing people to join the service of their choice, however, if one service was short of personnel then recruits had no choice but to go where sent.
I was sixteen years old when the war started and when my time came to be called up I wished to join the RAF and, if possible, to fly on reaching my 17th birthday. I decided I would volunteer for the RAF on flying duties. Volunteers usually were given the opportunity to serve in the service of their choice.
I recall discussing the war with a few of my colleagues and suggesting that this war would change the face of Europe, and would also change all our lives completely if we survived.
I was called up on 23rd July 1942; my orders were to report to Warrington Recruitment Centre. My stay there was for two days where I, along with many more of my own age were fitted out with uniform and all other necessities. We then travelled to Blackpool to commence our training and embark on a flight mechanics course.
Blackpool like many other seaside resorts had many private residences available (usually used as holiday accommodation or bed and breakfast), these were now being used to accommodate RAF recruits.
I with others was billeted in Montague Street, South Shore near to the South Shore beach. This turned out to be excellent, the landlady treated us extremely well, and we each had our own bedroom and facilities. She had to supply us with breakfast and evening meal, and normal washing facilities. In fact for all the time I was in Blackpool, which was just under a year I stayed there, the RAF supplied our towels etc. In fact two evenings a week we had what was called ‘shower parades’. In total there was near 10,000 RAF personnel billeted in
7
[page break]
the town, so through the town certain buildings such as baths or swimming pool areas were converted into showers, rows and rows of showers with dressing accommodation alongside.
The recruits such as ourselves were divided into groups of between 40 and 50 and each group had a corporal in charge, he was in charge of all our activities such as the shower parade. We had to assemble at a point near to our billet on certain evenings each week. The corporal would march us to the showers then afterwards march us back, he was also responsible for us on all other activities.
The course of flight mechanic was a very intensive course covering both theory and practical work. This was carried out at Squires Gate near St Anne’s, three miles east of Blackpool and was originally a small airport. The hangers were converted to workshops for training purposes.
We were transported in bus convoys daily, morning and evening to and from the base with our same corporal, Lofty Clark, in charge. We also carried out the usual training and skills necessary to be a good soldier including physical training, assault course, rifle drill and route marches. Most of these were carried out on the area around the South Shore pleasure ground. The mechanics course lasted for five months. At the end of each fortnight we had verbal exams and after six weeks written exams, each exam had to be passed before one could move on. If I remember all our group passed their exams.
After the mechanics course we were given two weeks leave and on return commenced on a fitters course, which lasted a further five months, the same routine as previously. What I forgot to say, we had a break in the morning and afternoon when the NAAFI vans arrived serving a bun and a cup of tea.
By the end of the further course we were capable of dismantling an aircraft engine and reassembling it with success. We also had a basic knowledge of the aircraft workings at this stage before moving onto the next stage of our training, the flight engineer course.
We were divided into those who would be flying on Halifaxs [sic] and those who would fly on Lancasters, fortunately I was selected to fly on Lancasters.
Blackpool was a fairly good place to be stationed at, as with its many parks there was always plenty of opportunity to play sport, which was very much encouraged by the RAF. I spent most weekends playing either football or rugby; in fact for the 1942‑3 season I played rugby for Blackpool’s third team. There was little time in evenings for anything, as I said two nights were taken up with shower parade, then most weeks a further two nights for other activities. Every Sunday there was a church parade, one had to attend the parade but not the service if it was not your religion. Most places in Blackpool were closed, however, the lower levels of the tower were still open and I remember the organ was still being played and the ballroom was open at certain times.
For the flight engineers course those of us that were to fly on Lancasters were transferred to St Athans, South Wales. The course was originally intended to last eight weeks however, on arrival we were told that flight engineers were in such short supply that the course was being crammed into two weeks. To enable this to happen we worked a 12‑hour day, seven days each week, however, the course was a success and we all knew the basics about the Lancaster workings, although we still had not flown in a Lancaster.
At the end of the course we were split up into groups of six and told to report to a certain Air Training Unit. I had to report to Lindholme near Doncaster, where other members of crew which included pilot, navigator, bomb aimer, mid upper gunner and rear gunner were already
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at Lindholme operating as a crew for a period of four weeks awaiting for flight engineers to become available.
On arrival we were introduced to our crews and the following day we were flying as a complete crew, however, not on Lancasters (Lancasters were too scarce to be used on training duties). We flew on Halifax, this was a heavy bomber and gave the pilot the opportunity and experience of flying heavy aircraft. We continued training and flying at Lindholme for a further week.
As a complete crew and along with one other crew from the same course at Lindholme we were posted to 101 Squadron which was based at Ludford Magna seven miles west of Louth Lincolnshire. This was a recently built airfield; the runways and perimeter roads were complete along with the aircraft stand pods. Accommodation was nissen huts as were the messes. Roads and paths around the areas were still not laid; Wellington boots were the order of the day.
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CHAPTER D
LUDFORD 101 SQUADRON
Ludford Magna
Ludford Magna, a small village situated on the main road between Louth and Market Rasen, was to change dramatically as the area was chosen to be the site for one of the new warfare RAF bomber airfields. Work commenced in spring 1943 and by May the airfield was ready for occupation however, as with many other war built sites, many buildings were far from being useable.
The airfield had three runways with the main runway, which was two thousand yards long from north to south. The other two runways were 14 hundred yards, one of which ran east to west. They were all connected by a narrow perimeter track of which there were 36 standing pods. All personnel accommodation was nissen hut type buildings and erected on the north side of the main road running through the village, some distance from the main airfield.
101 Squadron took over occupation of the airfield in late June but even then there were no hardcore paths leading to the billets or the ablution blocks. This meant that travelling to and from billets or airfield, the only serviceable footwear was rubber boots. We as a crew arrived in late July and I remember squelching in the mud around the base and when it rained circumstances were even worse, and it did rain quite a bit during the autumn and winter hence the airfield got the nickname of Mudford (instead of Ludford) and was well deserved.
On days when operations were planned the routine was briefing which was held at a certain time when all crew members met in the briefing room where the CO (Comanding [sic] Officer) addressed the crews stating which crews were flying and which if any were on standby in case any crew members were unable to fly.
The CO would then open the curtains on the wall covering the maps and the target, after which the various heads of section gave details of weather expected on route over target and on return, also bomb load, fuel load and any other relative information such as height levels expected to be flown at by the different aircraft. Lancasters usually flew at one or two thousand feet higher than the Halifax, which would be flying at around 19,000 feet.
It was most important for 101 Squadron to keep strictly to the timing and height levels as with ABC (Airborne Cigar equipment) on board, 101 Squadron crews task was to cover the rest of the bombers flying on the operation, along the route to the target, through the target and on the return route. Example, if the target time was 20 minutes for all aircraft to pass through the target and if 101 Squadron had 22 aircraft flying, each aircraft would be allocated a time through the target of one minute apart.
This put considerable pressure on the navigator and pilot, the route was always discussed among the crew members such as pilot, bomb aimer and engineer in order to help and assist the navigator to stay on course such as any landmarks, heavy barrage of ack ack or search
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lights, as these would usually mean certain industrial areas, towns or cities. Also if weather conditions were good possibly a certain bend on a river or railway, or road crosses, these markers were always very helpful to the navigator to keep him on course and on time.
All crew members had different personalities we all, however, accepted that we were professionals and some of the best in our trades, and that belief and the fact that we worked extremely well as a crew. We trusted each other’s judgement and carried out the requirements without question.
The crew (our crew) was organised similar to a football team we had a captain in our pilot Wally and with a few key team players who had the ability to carry out other members’ duties. They were Navigator, Jimmy, could act as bomb aimer, Eric our bomb aimer had sufficient knowledge of navigation to bring the aircraft home, and myself as engineer could in an emergency takeover and fly and land the aircraft. The gunners were the crewmembers most out of touch with the others. In my position I could watch their turrets for movement and could keep in touch with them, and if for any reason their turrets were not moving I could give them a call. I could easily see the mid upper gunner Bill and see the rear gunner guns Len when they turned to port.
Eric our bomb aimer lounged in the front compartment of the aircraft on lookout for other aircraft and to aid the navigator, his map reading was spot on, and he liked to give a commentary of what was happening leading up to the target – such sayings as men it’s bloody marvellous, we are bang on time over the target, then this was his time he was in control, he was very precise with his left slightly, right a little, hold it there, left a little. I would be watching for other aircraft and for fighters, and as he said on this occasion that it was over Berlin I said hold it Eric another Lanc is just passing immediately beneath us. He said: “I have missed the target we will have to go round again”. In this situation Eric was in control and Wally our pilot even with a few strong words said to Jimmy our navigator “give us a new course to bring us round again”. There were the occasional shouts from the gunners such as “fighter on port, eleven o’clock” or “watch that searchlight” or “collision between Lanc and Halifax – no parachutes, poor bastards”. The wireless operator Norman (Nobby) was good at his job he never panicked. Nobby could obtain bearings when others couldn’t. I think he did naughty things on the frequencies to get priority. He had the warmest place on the aircraft.
Jimmy our navigator was superb, conscientious, every course had to be accurate and everything he did he gave a reason for his decision. Wally our pilot would discuss with him the situation for the change of course and automatically changed course. Wally was an excellent pilot, steady and a good captain and we worked well together, we the crew called him our taxi driver. Taking off with a full bomb load and possibly two thousand gallons of fuel was the most nervous part of the trip, after receiving the green light he would taxi onto the runway, line up, test the engines remembering we had probably some waiting for five to ten minutes, with slow engine revolutions which could overheat the engines. We together would open up the four throttles when the engines were screaming he would release the brakes and the aircraft would start rolling along the runway. When we reached the 90+ speed he would require both his hands on the controls and I would push the throttle controls fully forward, keeping the port engines throttles slightly ahead of the starboard engines throttles, as I found that the Lancaster tended to veer to the port on take off or nearing the end of the runway. If we were still on the ground I would push all four throttles through the barrier, this gave the extra power we only used this in extreme cases, as it was hard on the engines and used extra fuel. Once in the air Wally would say “undercarriage up” then “flaps up” and we would start climbing on a spiral course until we reached the height of around ten thousand
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feet before setting course on our operation. I would adjust engines to obtain speed required with minimum revs.
As I previously said 101 Squadron operated ABC, which meant we carried an eighth member of crew. A specialist, his job was to jam German radio transmissions to the night fighters’ ground based controllers, his operating place was just behind the main part of the port side about 6 ft square with no external vision. It was said that these members had no one crew to fly with and were allocated a crew on an operation base, this maybe true however we were a very organised crew and this arrangement did not apply. We therefore were allocated Ken as a crewmember and he flew with us during the remainder of our tour.
101 Squadron radio call was for aircraft ‘Bookworm’, control tower ‘Bookshop’.
Returning to after briefing was completed we returned to the mess where a meal was always arranged which consisted of a main course of egg, bacon and chips. We then dressed into our flying kit, collected our parachute and made our way to the crew room where we collected our flying rations, these consisted of sandwiches, Horlicks tablets chewing gum and a flask of coffee or tea. If you wished wakey wakey pills to help keep you awake while flying (none of our crew ever indulged in these) we also collected a package containing money and maps of the countries over which we would be flying on the chance that we may be shot down.
After a few operations, the crew was allocated our own aircraft, for us X² the dispersal point was quite a way round the perimeter track and close to the road. The aircraft was parked facing away from the road and perimeter fence so when Mac our ground crew sergeant in charge of X² and his colleagues required to clean their dirty, oily boilersuits they would wash them in a can of fuel and hang them on the fence behind the aircraft, then when the engines were tested the slipstream would blow dry their clothes.
There was usually four or five technicians allocated to each aircraft with either a corporal or sergeant in charge. They were a grand bunch of lads, dedicated and had to work in the open under all various weather conditions from high summer temperatures to severe cold and winter weather conditions. They also had a remarkable collection of spare parts hidden away in their crew hut, which they built up over time from broken Lancasters. This enabled them to carry out repairs and patch up any enemy damage that had been inflicted on the aircraft. This meant that the aircraft could be kept serviceable and ready for action without delay and not having to ground the aircraft while waiting for spares from the stores.
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CHAPTER E
OPERATION DATES AND TARGETS
[photograph of author]
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Operations 101 Squadron 1943-44
Operation – Date - Place
1 - 20th August 1943 - Leverkusen.
2 - 30th-31st August 1943 - Munchen Gladbach.
0 - 31st Aug-1st Sept 1943 - (Abortive) Berlin. Starboard outer feathered, landed on three engines.
3 - 3rd-4th September 1943 - Berlin. Held in searchlights for five minutes.
4 - 23rd-24th September 1943 - Mannheim.
5 - 29th-30th September 1943 - Bochum.
6 - 2nd-3rd October 1943 - Munich. Shot up over Amiens landed Tangmere.
7 - 5th-6th October 1943 - Hanover.
8 - 20th-21st October 1943 - Leipzig. Electrical problems.
9 - 3rd-4th November 1943 - Düsseldorf.
10 - 10th-11th November 1943 - Modane. Fuel shortage, landed Tangmere.
11 - 18th-19th November 1943 - Berlin.
12 - 22nd-23rd November 1943 - Berlin. Rear turret frozen up.
13 - 26th-27th November 1943 - Berlin.
14 - 16th-17th December 1943 - Berlin. Heavy losses fog on return. Many fighter flares around target area.
15 - 20th-21st December 1943 - Frankfurt.
16 - 24-25th December 1943 - Berlin. Rear turret u/s starboard outer feathered.
17 - 29th-30th December 1943 - Berlin.
18 - 1st-2nd January 1944 - Berlin.
19 - 2nd-3rd January 1944 - Berlin. Mug passed out through lack of oxygen.
20 - 5th-6th January 1944 - Stettin. Best photo in bomber command.
21 - 15th-16th January 1944 - Brunswick.
22 - 27th-28th January 1944 - Berlin.
23 - 28th-29th January 1944 - Berlin.
24 - 15th-16th February 1944 - Berlin.
25 - 19th-20th February 1944 - Leipzig. Heaviest losses in group.
26 - 20th-21st February 1944 - Stuttgart.
27 - 24th-25th February 1944 - Schweinfurt. Best photo in group.
28 - 25th-26th February 1944 - Augsburg.
29 - 1st-2nd March 1944 - Stuttgart.
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CHAPTER F
101 SQUADRON
NOTES ON VARIOUS OPERATIONS
In late July 1943 after completing my flight engineer course and joining the other crew members at conversion unit Lindholme near Doncaster, with two other crews we arrived at 101 Squadron based at Ludford Magna. The crews were always known by the name of the pilot and out of the three crews that arrived, two crews had the name of Evans; W L Evans and A H Evans. I was the flight engineer assigned to W L Evans’s crew and had flown with them at conversion unit, however, the records had been mixed up and showed me as flight engineer to A H Evans’s crew. The simplest method of resolving the problem would have been for me to join A H Evans’s crew and the other flight engineer to join W L Evans’s crew. W L Evans, however, said definitely not, I was his engineer and in no way was I not flying in his crew, the records were therefore corrected.
For the next three weeks we worked as a crew getting to know each other and familiarising
ourselves with the aircraft. When we were told that we were to be on operations we had
flown 33 hours in total, 12 of which was night flying.
Both crews flew, our first operation was on 22nd-23rd August 1943, the target was Leverkusen. There was of course much excitement among us and especially when at briefing the curtains covering the maps on the wall were opened and we saw the target, we were the new bods not knowing what to expect. We listened carefully to what was being said by the various Heads of Section regarding the weather, hot spots to miss along the route, where fighters could be expected and where flak would be very heavy.
Leverkusen was a German town situated in the near proximity of the Ruhr Germany’s main industrial centre, where a high percentage of their heavy equipment was made. The Ruhr had been visited many times and considerable damage carried out which helped delay their war equipment this was an operation to attack specific targets, which would further upset and delay their war effort.
After briefing we returned to the mess for a meal, which usually consisted of egg, bacon and chips. Takeoff was scheduled for around 21:30 hours so before that we had to collect our parachutes rations and packet containing money, maps etc to cover the countries over which we would be flying in case we had to bail out.
We then changed into flying kit before catching the crew bus out to our aircraft. The next task was to carry out the pre-flying checks on the aircraft, then start the engines.
Wally then taxied the aircraft along the perimeter track towards the takeoff runway, waiting in the queue for the aircraft in front to obtain the green light to takeoff. Then our turn, green light given, we turn onto the runway, line up at the end, carry out the formal checks between pilot and engineer. Wally our pilot and skipper then holds on the brake as I open up the four
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throttles, pushing the port two slightly ahead of the starboard two, let brake off and feel the aircraft rush along the runway increasing speed rapidly (this was the most exciting part of the operation as far as I was concerned).
As the throttles are fully opened and as the end of the runway is nearing, the heavy aircraft laden with fuel and bombs leaves the tarmac behind. Relief. Pilot: “undercarriage up” engineer “undercarriage up, brakes on off”. Pilot “flaps up”, engineer “flaps up”. As the undercarriage and flaps are raised you could feel the plane sink a little before starting to climb. Pilot to navigator: “course and speed, and height”. I would then reduce throttle to minimum revs to produce power sufficient to keep climbing at the speed asked for, then as far as possible synchronise the four engines to cut out unnecessary noise. The noise from four Merlin engines was a noise that you never forget.
Taking off and managing to get this large aircraft off the ground safely while possibly carrying two thousand gallons of fuel stored in the wings and a full bomb load under your feet, as I said previous, was always the most exciting part of the operation as far as I was concerned and I always marvelled at Wally’s skills in achieving this without any mishaps. I was always relieved, happy and knew that everything would be all right until we had to do it all again on the next operation.
We had no troubles with our landing at base on return from Leverkusen, taxied to our parking space, caught a crew bus which took us to the debriefing room where we received a nice hot cup of tea or coffee with a spot of rum in if wanted. The debriefing consisted of an Intelligence Officer asking a number of questions about what we saw on route, anything unusual, searchlight positions around built up areas, flak, fighter activity. Did we see any planes being shot down and did we see any parachutes appearing and anything else, which may be of interest.
We were then able to return to the mess for breakfast. While having breakfast, A H Evans and crew arrived, we had a few words regarding the operation and made our way back to our billet for a few hours sleep, luckily it was coming up to high moon period so for the next ten days there were no operations.
The second operation, which both crews were on, was to Munchen Gladbach on 30th and 31st August, we had another fairly quiet trip without any problems and landed safely on time at Base. We heard that two planes were late, one of which was A H Evans, we held on at breakfast hoping to hear some news. News came through that a SR Lancaster had landed further south due to fuel shortage, it turned out not to be A H Evans and crew. The following day we heard the dreaded news that A H Evans’s crew was reported missing and presumably shot down. This was later confirmed.
This was a new experience for us to know that seven young men who we had been friendly with, even for a short time, were no longer around. The engineer had come through the same training as myself – mechanic course fitters course at Blackpool – followed by flight engineers course at St Athans, then crewing up at Lindholme. He was slightly older than myself therefore not in my squad although I did know him on the course to say hello, and as you know both crews joined 101 Squadron on the same day and I almost changed places with him.
The same routine was followed each time we took off and continued to be the most anxious time and possibly the most scary and nervous moments of each operation. We soon realised that each operation was different with its own hazards and that flying over Europe for however short or long a period, it was a very dangerous and frightening place to be.
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The normal procedure for all aircraft after takeoff was to start to gain height, circling the area until reaching a height of around 10,000 ft before setting course for the target. Around the Lincoln area there were at least 20 airfields, each with at least 20 aircraft flying on each operation, that was why the residents living in the area knew when operations were on by the noise of 400 planes all circling to gain height. Once a course was set we tried to reach a height of at least 15,000 ft before crossing the enemy coast.
There were certain things that we had no control over such as the weather, the conditions on route could be quite different from that forecasted. Increased wind speeds, a tail wind instead of a nose wind, these affected the navigator greatly who was trying to stay on route and be at a certain point within the time space of the operation. More so with 101 Squadron, responsible to give protection by using ABC over the full length of the operation. Thunderstorms and heavy clouds could also cause icing up of the engine air intakes and front edge of the wings (remember temperatures could be as low as -20°) and if not dealt with could cause engine failure.
Fog, however, was the most serious problem, thick fog in the UK on return. Blanket fog so thick it was impossible to see anything from the air or the ground, this caused heavy losses of aircraft as returning from flying with low fuel levels, trying to find a landing ground was impossible, for many resulting in heavy losses in aircraft and crews. Conditions improved slightly when FIDO was installed on some runways.
There were hazards from conditions which crews did not expect as the Met weather forecasts had given much more favourable conditions, otherwise we should not have been flying. As soon as we flew over the Dutch coastline we expected to be greeted by flak and if ground conditions were good by enemy fighters, depending on the operations route, flak could be very heavy and accurate especially round the towns and cities. Searchlights then also came into play especially those with the strong blue coloured lights. If caught by one of these it was almost impossible to lose them they were also radar controlled by anti-aircraft guns, which were especially accurate and many aircraft became casualties.
There was also a fair risk of collision bearing in mind that on the route to the target there were possibly between 400 and 600 large aircraft (100 ft wingspan) all travelling in the same direction at the same time, making for the same point and expected to be over the target all within the space of 20 minutes or less (granted there would be a range of heights between some, possibly within a band of 2,000 ft). Think of it as 600 cars travelling along a motorway all doing 70 miles per hour, all expecting to pass point ‘A’ at between 01:00 and 01:20 hours. If congestion occurred the car driver would see and would slow down, there was no way of changing lane or slowing in an aircraft. It was therefore very clear to us as a crew early on that flying over Europe was a very dangerous and frightening place to be and if we were to succeed we had to work as a team, be alert all the time whether for two hours or eight hours. This we managed fairly well, we recognised that the safest place to be was in the middle of the concentration along the route. It was usually those who had strayed off course that were picked off by fighters or became casualties by flak.
Our navigator Jimmy was therefore a very important member of the crew (he was an exceptionally good navigator) the rest of the crew could also help him which we did if conditions were clear telling him of certain markers, such as there is heavy flak ahead to 11 o’clock, or we are just passing over a river with a railway line and road alongside or such like information.
He could then take action if necessary and give a change of course to Wally our pilot, or if we had a strong tail wind ask me to reduce speed slightly. So we had two-way conversation
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between key members such as navigator, bomb aimer, pilot and engineer but only with reference to the operation in hand.
The rear and mid upper gunners role was to continually scour the sky by rotating from side to side in their turrets, with one turning to starboard the other turning to port, the bomb aimer controlled the front myself had the only view to watch the gunners and watch ahead and to the sides, while the bomb aimer carried out his other work such as dropping window or preparing for his bombing run, therefore we were fairly well covered. If another aircraft came close or overhead, or below us on our bombing run a crewmember could give the alarm. If a fighter was seen and showing interest then mostly the gunners gave the alarm “fighter starboard, 2 o’clock, dive now!”. Wally would dive immediately and carry out a corkscrew manoeuvre then return on to normal course, this usually worked. If for any reason I could see the gunner’s turrets not moving I would give them a call, only once was it necessary to take further action (this is recorded later) usually they were just having a short rest or such like.
Fuel was also a concern, petrol was rationed throughout the UK as most of the supplies had to be imported, therefore fuel for aircraft was also closely regulated on Lancasters to 200 gallons per hour flying time. Therefore if the estimated time for an operation was seven hours, fuel allocated was 1,400 gallons plus 200 extra, a total of 1,600 gallons.
The flight engineer therefore did have some control; it was dependent on how efficient he was in regulating the engines (similar to driving, there are good drivers and not so good drivers). The Lancaster had six fuel tanks, three in each wing with the small tank on the outside of the wing which could only be pumped into the middle tank, the other two on each wing could be used in tandem or individually to feed the engines.
It was the engineer’s responsibility to use the fuel distribution the most successful way so that whatever happened the maximum fuel was available to keep the engines running. To such ends I fully used the centre tanks each fuelling the two engines on port and starboard when sufficient was used pump tank fuel into tank two, then using fuel evenly from the other two tanks to supply the port and starboard engines.
If anything unforeseen happened such as a tank being damaged from enemy flak or fighter guns, the minimum fuel loss would occur and I could re-adjust my method of usage by opening and closing valves.
All engines could be run from one of the four tanks, this meant keeping a log and recording every ten or fifteen minutes. It was also necessary to record engine temperatures and oil pressure and with experience listening to the noise of the engines could give a good indication of how efficient they were running. Fuel could be saved by making sure that, when possible, the engine revs could be reduced and that other control on the aircraft such as flaps, etc were being used at optimum levels. This saving in fuel could be the difference between touching down safely or not, on the odd occasion when fuel loss occurred from a leaking tank or when on reaching the base area it was under thick fog and extra flying was necessary to find a suitable landing site.
Life on the base was very mixed, flying on operations was usually carried out during the dark nights of the moon and these two weeks could be hectic, operations could be on two consecutive nights resulting in our crew getting to bed at around 05:00 hours and then having to be ready for pre-briefing and head of section meetings, followed by main briefing at 15:00 to 16:00 hours and once again ready for takeoff by 21:30 hours. Other times operations could be scheduled and then cancelled because of possibly extreme weather
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conditions over the UK or over the target area. The dark nights were therefore a continual case of being ready to fly when called upon.
The period of high moon was more relaxing. Training and practice still had to be carried out such as bombing practice for Eric; this was carried out on targets set in the North Sea a few miles off shore. Gun practice for Len and Bill carried out on a moving target towed behind a small plane off the coastline.
The station had an excellent gym where one could keep fit which was essential and a very good library of general reading material and technical information. I also spent a considerable amount of time on the simulator improving my flying skills and landing procedures, also the period when crews could have some leave. I always travelled home on these occasions.
We were on base during the autumn (harvest time) as a crew we decided to help the local farmer with stocking and collecting his grain crops as our accommodation Nissen huts were situated near to the farmstead, in return he offered us a pile of fire wood to keep our stove lit during the colder nights as the coke ration was rather limited.
Ludford Magna was a small village supporting two pubs, a post office and a small but very nice church during the 11 months, which I spent at the base. I had never been in either of the pubs. I had attended the church service on a number of occasions.
The Women’s Institute also ran a small unit situated on the main street where one could obtain a nice cup of tea and a cake, also within a mile radius there were two small cafes which crew members frequently visited during the day for a tea and a bun.
During off flying periods we as a crew fairly regularly visited the Kings Head Hotel in Louth where we had a meal. Crewmembers also received generous leave, seven days approximately every 6‑8 weeks depending on weather and operation timing. We had extra rations of chocolate, vitamin tablets and cigarettes. On leave from Ludford I always travelled home to Aberdour in Fife, Scotland. It was a long, slow journey, going on leave we usually managed to go by transport from the base then catch a train at Louth to Grantham where we could catch the train on the main line travelling between London and Edinburgh. This was usually an overnight train and usually very packed by other military personnel doing the same. The train usually reached Edinburgh during the night or very early morning then another wait to catch a train to Aberdour. The conditions occurred on the return journey unfortunately the train reached Louth early in the morning when no such transport was
available; it was then a seven mile walk back to base.
Leave was a time to catch up with family and friends and especially to catch up with sleep and to chill out and rest. I said earlier that we did have good rations of sweets, chocolates and cigarettes which I usually was able to take some home.
During the winter 1943/44 we had several days of heavy snow and naturally this added to the mud when it melted, it also meant that to keep operational the runways and perimeter tracks had to be cleared of snow, every available person, air crews and ground crews, armed with spades and shovels turned out to clear the snow. We were treated with the odd drop of rum to keep the cold out and our spirits up, and to keep us digging.
Our billet nissen huts had snowdrifts around them, these Nissen huts were unlined and in bad weather there was considerable condensation inside and this used to run in the corrugations of the sheeting and if the temperature was cold enough, it would freeze. We did have heating in the form of a round pot stove with chimney from top of the stove up through
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the roof. Coal or anthracite was the main fuel, it was of course rationed and in short supply. There were raids between huts to obtain extra supplies. The odd chair went missing along with any spare pieces of wood to help out. If you were lucky and had sufficient supply to completely fill up the stove and get it and part of the chimney extremely hot then it would keep the hut warm until the next morning.
During the summer the problems were different, it was earwigs that would climb up the inside of the huts and occasionally drop into beds. I remember one of our crew members, I can’t remember who, while sleeping an earwig crawled into his ear and he had to pay a visit to the MO to have it removed. Field mice could also cause annoyance.
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NOTES ON VARIOUS OPERATIONS
Operation 3
3rd/4th September 1943
Target: Berlin
We had a reasonably quiet trip keeping clear of the various hot spots on route and staying well on course, searchlights were many on the approach to the target with some very powerful blue lights. As we prepared for our bombing run we got caught by one of these powerful lights and no matter what we did we could not lose it, and if we did a further light caught on to us. We were flying at 22,000 ft; Wally decided the best manoeuvre was to put the aircraft into a power dive and loose [sic] height quickly.
After four minutes we were down to 18,000 ft and still dazzled by its glare just then a Halifax, which was flying at a much lower altitude, drifted across under us and the light caught on to it, then the Halifax completely exploded. It had received the full blast possibly intended for us. These blue searchlights and guns were radar controlled and worked together.
We reached the target and bombed at the lower level then set for home and had a quiet trip back to base. We were a bit shaken up by what had happened to the Halifax and in future made a mental note to keep well clear of blue searchlights. The navigator noted in his log the position of this light so if possible it could be targeted for special attention.
Operation 6 (705 hours)
2nd-3rd October 1943
Target: Munich
Takeoff time for the operation was 18:45 hours. For us as a crew this was a quiet trip, we had no problems with enemy fighters, searchlights were few and by keeping strictly on course found no problems with ack-ack. We reached the target on time, bombed and started on our way home still without any troubles, then as we thought we were doing well without warning we were shot up by anti aircraft guns near the town of Amiens which caught the underside of the body of the aircraft and along the wings. From this we developed a fuel leak. In trying to evade further damage from the anti aircraft guns Wally put the aircraft into a power dive at around 21,000 ft, trying to pull it out took Wally and myself great strength pulling on the control column, we were down to 5,000 ft when we finally levelled out. On inspecting the aircraft at Tangmere we found that many of the rivets on the lower side of the wings had been stripped open owing to the strain on the wings caused by the speed in diving, and counted over 80 holes of various sizes along the body and wings however after refuelling the following day we decided the aircraft was airworthy and safe enough to fly back to base where we could have repairs carried out quickly. Mac was not amused when he saw the Lanc X not X² but was pleased that we had brought it back safely for his team to repair it.
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Operation 8
19th/20th October
Target: Berlin
During the week previously I had been told that more new Lancasters would be arriving at base and the one with X² as its recognition number would be allocated to our crew and from then on for our use on operations. Up until that date we operated on whichever aircraft was available. Mac, a ground engineer (Sergeant) had arrived on the station in July, until now he was a spare engineer, X² became his charge for all servicing and repairs. We struck up a great relationship between us and after each operation, as soon as possible I would contact Mac and tell him of any problems which we had experienced during the flight. I was thrilled to think I would be the only person operating these engines and I could nurse then [sic] whenever possible and be reasonably sure that they had not been misused for no good reason. Mac had warned me that because of the lack of time, the aircraft had been checked and was serviceable, however, he and his team had not yet had the time to check all electrical and hydraulic circuits.
Takeoff was 17:30 hours and all went well until I retracted the undercarriage, it appeared to lift ok but the warning lights indicated that it had not fully locked. We proceeded to circle and climb and as we reached the Dutch coastline Nobby, our wireless operator, was having problems with his equipment, I then had a temperature gauge on one of the engines reading an excessively high temperature. The engine appeared to be working satisfactorily, however, we were still only a short time into our operation. I was concerned what may continue to happen and without radio contact we could have a problem.
We still had a full bomb load on board and high levels of fuel, under these conditions we could not return to base and land without losing our bombs. Wally was in agreement with Jimmy our navigator, they decided that they would set course for Texel and drop our bombs on the installation there. This we did then returned to base. As we had no contact with ground control we landed without permission.
On return before landing, however, we dropped our undercarriage and as the lights were not showing we did do a shallow dive with a quick pull up, this jerked the undercarriage down and all was well. The problems were resolved, the pressure gauge was faulty, meaning the undercarriage was not fully engaging because of limited pressure on the hydraulics.
Operation 10
11th/12th November 1943
Target: Modane
Normally as we have said previously operations were usually carried out during the nights when there was no moon. This was full moon; a beautiful bright night with clear skies which meant that aircraft flying could be seen for great distances. We had no trouble in reaching the target with little or no opposition from enemy fighters, searchlights or flak. Even on the way home it was trouble free and we could see and watch the marvellous sights of the high mountains as we passed over them and then without notice flying over Amiens a blue searchlight ‘coned’ us, immediately followed by heavy and accurate ack-ack fire which burst very close to us, causing some damage to the underside of the aircraft and to one of the fuel tanks, luckily no crew member was injured.
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This was not a great problem it only meant isolating the tank involved, eventually causing a fuel shortage. I said we would not have sufficient fuel to reach base, so Jimmy (our navigator) gave Wally a course for Tangmere in South England where we landed. On checking we found that the aircraft was not too badly damaged around 50 holes of various sizes along the underside of the fuselage and two holes in the side and front window where a piece of shrapnel entered in and out again, as well as cutting a hole in the sleeve of my flying jacket. This I did not know until I was removing my jacket.
The following morning we refuelled and returned to base.
Operation 14 (Black Thursday)
16th-17th December 1943
Target: Berlin
This was supposed to be a very quiet trip as reported at briefing in the late afternoon. The weather was so bad over Europe that no fighters would be able to fly therefore the route would be straight to the capital Berlin, and straight back out – should be a very easy journey, unfortunately things did not turn out this way.
As we crossed over the Dutch coast the weather took a dramatic change and instead of cloud and thick fog, conditions were good for flying and the fighters which were supposed to be sitting on the ground were flying on strength and interrupting the bomber stream, and we noted a few running battles and a number of aircraft being shot down. Within a short time it was clear that this was going to be a night to remember. The attacks continued all the way to the target, fortunately we remained clear of any trouble except for seeing the odd fighter going in the opposite direction.
There was the usual heavy concentration of searchlights and heavy activity of ack ack over the target creating a heavy barrage. We bombed on target and set on our route for home, this proved uneventful for us although we did see a few fighter battles being continued.
The weather by this time was beginning to close in with much more low cloud as a result Wally decided to carry out a gentle decent, reaching the coastline at around 2,000 ft and by this time we knew that there would be trouble with low cloud and fog. We were alerted by base that Ludford was fog-bound and that we should proceed to Driffield, this was when it became very difficult. By now all the crewmembers were active in trying to find any ground markers all with little success, Eric who was still in his front position shouted “pull up Wally – I’ve just seen a barrage balloon”. Jimmy quietly informed us we must be over Hull, I’ll use this as a reference check.
By now we had been in the air for 7 1/2 hours and from my calculations our fuel was becoming in short supply. Nobby (wireless operator): “I’m picking up a signal” RT messages from Dishforth and Catfoss but they could see no lights through the fog.
Then Catfoss offered to put a light on for us, they, however, realised that we were very low and put the beam aimed parallel to the ground.
Presumably, because of the light what Wally and I saw was a farmhouse and buildings, we both acted simultaneously, Wally pulled the control unit full back, I slammed the throttle fully open, luckily I had been flying with the engine booster pumps on so there was no delay in the engines producing full power. As the power emerged we somehow managed to lift the aircraft over the buildings we must have been only feet away from the ground because as the
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aircraft pulled up the tail wheel clipped the farm entrance gate, I think that it must be true to say that the beam of light from Catfoss saved our lives.
Wally: “How much fuel have we left?” My reply, ”Very little, what should we do?” Jimmy: “Take course for base and try to land there”. We decided to return to base and as luck would have it Eric caught a brief glimpse of something he recognised followed by a few sodium lights of the outer ring lights and as we circled round Wally said “I think I will go round again as I will then have a better chance of landing”. “No” I said, “we do not have the fuel for that”. So with some quick manoeuvring he managed to bring the aircraft back on course. Unfortunately, as I have said previously there are so many airfields in Lincolnshire that the outer perimeter lights cross over each other and this is what happened to us because we were flying so low we managed to pick up the occasional light expecting it still to be the lights for Ludford. Unfortunately we had crossed over and unbeknown to us were travelling on the lights for Wickenby. On having a glimpse of the runway lights Wally turned in and asked for permission to land thinking it was Ludford, Ludford control said yes but we can’t see you. We landed safely part way down the runway the fog was still very thick. Wally to control: “We have landed but fog too thick to see”. Control: “You have not landed where are you?”. Wally and I looked at each other “Wally we have haven’t we?” Then a further voice came on, this is control Wickenby we think you have landed here “who are you?” Wally told them and asked them to give directions. Leave the aircraft where it is, we think it is still on the runway, we will send transport to collect you when we find you. After 20 minutes a crew bus collected us and eventually dropped us off at the mess where we had a meal and it was Wickenby.
Wickenby was a wartime base similar to Ludford and with similar living accommodation. We were given a nissen hut where we had a cold bed. As we were extremely tired after our ordeal we had a good sleep.
We woke up to a much better day and there on the runway was Lancaster X² just where we abandoned it. I arranged for fuel and a starter trolley to be delivered, prior to refuelling Wally and I started the engines, carried out the pre-flying checks.
The engines fired up and ran for 2 to 3 minutes then began spluttering and then stopped. We had run out of fuel, the decision not to go round again was the correct decision.
Mac our ground engineer and his staff were there to meet us on our return and gave hand signals in order to park up on our parking point. Mac said: “where have you been” and gave me a big hug. “I think I heard the old girl last night and we came running out hoping to see her, I’m sure it was her she has a noise all of her own, a sweeter, quieter noise”. However, when we checked the time we thought that we must have been mistaken because we were sure that she did not have the fuel to last that time. Then we heard that a Lancaster had crashed on the rising ground hear [sic] Louth so we then went to bed – none of our aircraft landed last night, apparently they are scattered across the east side of England as they are from all the other bases round about.
“Is she ok?” Mac asked. “Yes” I say. “You might however check over the engine booster pumps as they were used a lot last night”. Mac: “What’s happened to the cowlings around the tail wheel?” Me: “Oh, give the tail wheel mounting a good inspection Mac”. Mac “Why, what happened, surely Wally didn’t do this on landing, he usually lands on the main wheel first”. Me “No, we hit a gate”. Mac “You what? You hit a gate, why didn’t you open it first!” Mac: “Yes, will check her over and make her ready for tonight if required”. Fortunately the fog again returned with poor visibility, it was 4 days before we flew again and then the operation was Frankfurt.
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We found out later that out of the 483 Lancasters that flew that night 25 were lost over Europe from a combination of attack from night fighters, flak and collisions. Another 29 Lancasters from crashes, which occurred due to the thick fog conditions experienced around the airfield on returning home and trying to land.
Mac also confessed that he and his engineers were completely fed up with the time they had spent working on the carburetting on the engines, ensuring that the fuel taken up by the engines was the least possible and me insisting that they check the volume over and over again until no more could be done.
He now agreed that all the effort made now paid off as if not there was no way that she could have kept flying for that period of time (8 hours 30 minutes) and he said thank you.
Each aircraft carried seven crewmembers, 101 Squadron aircraft carried eight crewmembers. On the attached page there is a paragraph which Len Brooks, our rear gunner told his recollection of the night’s events due to the fog.
Considering the events of that night in a rational way it is difficult to believe what happened could have happened with a satisfactory ending.
We had travelled across Europe direct to Berlin and back escaping enemy fighters, flash lights and enemy ack ack fire without mishaps, only to arrive back in Lincolnshire to find all the eastern side of the UK that the cloud base had almost reached ground level. Base diverted us to Driffield and we found ourselves over Hull and among barrage balloons. We were flying low to try to find some marker which we could relate to such as outer ring lighting or runway lighting, as there were a number of airfields in that area.
Nobby our wireless operator said I’m picking up RT messages from Driffield, Dishforth and Catfoss but they could not see us because of the fog. Catfoss offered to put a light up for us realising we were so low, their beam was almost parallel to the ground. How was it that the beam came on at that precise moment? How was it that we acted so quickly with the control column and obtained such a quick response from the engines? The aircraft must have climbed at 40‑45% because as the power took over the tail wheel caught the gate leading into the farmhouse, meaning that the aircraft was at most four feet from ground (travelling at 150 miles per hour), this meant covering the ground at 88 ft per second. The time we had to clear the farmhouse and building was less than one second, how could that happen?
We know what Len Brooks said, he felt the power from the engines and looked down and saw the chickens in the farmyard scampering away from their coupes denoting that the aircraft had climbed exceptionally quickly. How did the aircraft pull itself up and over a two storey building in such a short distance? What would the consequences of been had the aircraft not made it? How many people were in the house; farmer’s wife and family? How many children? In fact what was their experience of it, did they sleep through it or were they very scared? We don’t know. How many animals were in the steading, was there a milking herd of 20 to 30 cows? The destruction could have been tremendous, as it was no one was injured as far as we know.
We gained some height; Jimmy gave Wally a course back to base. Why was it just at that precise moment that the fog thinned to allow Eric to recognise an object followed by the sodium lights of the base outer circle? Wally saying that he thought he should go round again, I say no we haven’t the fuel, Wally doing an unconventional manoeuvre to bring the aircraft back on course and immediately picking out further lights of the outer ring. However, by this time we had left Ludford outer ring and crossed over onto Wickenby outer ring. We kept on circling round very low to keep lights in sight and luckily spotted the runway lights
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and landing part way along the runway thinking we had landed at base surprised to find it was Wickenby we had landed at, then being told to abandon the plane where it was on the runway. Had we been directed to taxi off the runway and round the perimeter track to a conventional parking area I think the engines would have cut out on the way giving all the crew a complete shock. As it was it was only myself and Wally who realised the seriousness of the situation when we started the engines the following morning.
As I said earlier this was supposed to be a very uneventful operation, in and out of Europe. The average trip to Berlin was around 7 1/2 hours flying time, fuel 1,750 gallons, this I consider could have been estimated at around 7 hours maximum flying time, 1,700 gallons.
I realise that I was always considered better at conserving fuel than most engineers however, how did our aircraft manage to stay airborne for 8 1/2 hours and give out as soon as we touched down. This turned out to be a very exciting but frightening night, how was it that we managed to avoid the various objects we encountered and still managed to bring X² back safely. This was an episode that as a crew we never talked about.
Operation 16
24th/25th December
Target: Berlin
Takeoff time if I remember correctly was early evening in order that we should reach the target before midnight. On board each aircraft was a mix of various bombs, high explosive, incendiaries and delayed timed bombs triggered to explode on Christmas Day.
It was an uneventful night for us, keeping our place on route, seeing some ack-ack activity
aimed at those aircraft, which strayed off route and seeing the occasional night fighter gun tracers streak across the dark sky.
We reached the target on time and Eric was preparing for his bombing run when I noticed that the oil temperature gauge on the outer starboard engine was reading very high. I had to decide the best action, normally on the bombing run I would be on lookout watching for other aircraft approaching us from above or below us and was all the other spare members of crew, it was critical to have maximum look out because of the concentration of aircraft all making for the same point. Many collisions occurred in these situations; damage could also take place by aircraft flying above by dropping their bombs without watching what was below.
I said “Wally, feathering starboard outer”. Wally to Eric: “Cancel bombing run, engine feathered, have adjusted revs on other engine”. Jimmy: “Wally take course so-and-so and go round again”. This was a very difficult and dangerous decision to take as our aircraft would be on an entirely different direction from all other aircraft and exposed to enemy fighters.
We as a crew had previously discussed what we should do in the event of something like this happening, the conclusion was that after flying all this way to the target our first priority was to put our bombs on the target, so any distraction must be remedied first before the bombing run was made. Hitting the target was the only reason for being there. Eric carried out his bombing and the result was that the bombs scored a direct hit, this was confirmed from a self-operating camera situated in the bomb bay and rolled when the bomb doors were opened.
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Afterwards we set off on our return run on three engines but because of limited power instead of holding our 20,000 ft altitude Wally and I decided to make a gradual descent, passing over the enemy coast at 5,000 ft and making our way direct to base on the instruction given by Jimmy our navigator.
The engine proved to be suffering from a faulty gauge, this, however, we had no way of knowing and had it been an engine seize up and possibly resulted in an engine fire, we could have been in serious problems being an easy target for enemy fighters. Wally made a very professional landing on three engines, of course he always did make a good landing in the dark, it was during daylight that he always had a few Kangaroo jumps before rolling along the runway.
Operation 19
2nd/3rd January 1944
Target: Berlin
I would expect that everyone would experience fear on a number of times during their lifetime being frightened is nothing to be ashamed of. Fear can be brought on instantly by such things as an explosion, a fire or such like, then fear can turn to panic. Controlled fear can be felt when one expects that they are likely to die, on the motorway getting caught up in an accident when cars are travelling at speed.
Our crew experienced such emotions once when on operations over Berlin when our Lancaster was hit by ack-ack fire, which exploded very close to us and caused severe damage to the fuselage from shrapnel, also causing loss of all communication. After checking all engines and fuel supplies, and assessing for any further damage I realised that Bill’s (our mid-upper gunner) turret was stationary with no signs of movement from him. I knew that something must be wrong so I touched Wally gave the thumbs up and pointed towards the rear. I collected a portable oxygen bottle and on the way through the aircraft I touched Nobby on the arm and signalled him to follow me. True enough Bill was not in his turret, with the light from my torch we found him trying to open the fuselage rear door and in his panic he had no parachute with him. He seemed very strong and determined to leave the aircraft. The only way to prevent this happening was to hit him with the oxygen bottle. We were able to man handle him back to the rest bed. When giving him the oxygen bottle he began sucking
it like a baby, we made him comfortable with a blanket then returned to our positions.
This episode had taken over 30 minutes at probably the most dangerous period of any operation over the target with lights being shone from the torch and loss of lookout crewmembers (mid-gunner and myself). Luckily the aircraft was not too badly damaged between 40 to 50 holes along the fuselage.
In early January Bill reported sick, which meant that we required a mid upper gunner, Dave who had lost his crew was looking to join a new crew, so he joined our crew and flew with us until we completed our tour of operations.
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Operation 28
25th-26th February 1944
Target: Augsburg
I have little recognition of what happened on this trip, it however was of great importance because this was the first time on any operation that Lancasters had been fitted with 2 x 0.5 guns in the rear turret instead of the 4 x 0.303 guns. Furthermore it was only 101 Squadron who had them.
These turrets were made by a small local company from Gainsborough and designed in conjunction with 101 Squadron’s technicians; this gave the Lancaster a much greater firepower.
At briefing it was announced that six aircraft, which included our X², were fitted with 0.5 guns and that crews should take the initiative and attack fighters rather than take evasive action.
All I remember of what must have been relatively quiet was that the 101 Lancasters that were carrying the new turrets and firing at the fighters, it was the fighters that were taking evasive action and as the fighters were unaware that only a few aircraft were fitted with these much more effective guns. Over the next few operations there was much less fighter activity which was much less effective.
On a number of operations as well as dropping window we also dropped leaflets, the leaflets were typed in German and gave information as to how the war was progressing (propaganda information).
All operations were usually carried out at twenty thousand feet plus for Lancasters, other types of aircraft would bomb at slightly lower heights because of the thin air at above 10,000 ft. Oxygen had to be taken through masks and also because of the altitude temperatures could drop to as low as -20o, so much so if you touched any metal part of the fuselage with your bare hand it could stick to the metal and because of condensation one had to free the ice from your mask frequently.
Operation 29
1st-2nd March 1944
Target: Stuttgart (8 hours 10 minutes)
During the 1930s and 40s the winters could be very severe with long periods of frost and snow. March 1944 commenced with heavy and prolonged snowfall resulting in Ludford runway being covered in over 8 ft of snow which had to be cleared before flying could continue. At that time there was no heavy snow clearing equipment available, only the normal tractors that were on site, therefore to move the snow every person on the station not on duty was put on snow clearing. The aircraft standing points were cleared first so that ground crews could operate then the task of clearing the main runway commenced spades and shovels were the tools of the day. Generally I think everyone enjoyed it with plenty of high jinks and laughing, many snowmen being made along the runway edges.
Operations were ordered for that night 1st March therefore the runway had to be ready for takeoff by 16:00 hours. It was crucial that 101 Squadron was available because we were the only Squadron operating CIGAR a jamming device which prevented German radar from
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contacting their fighters to give them instructions. Bomber Command refused to fly without 101 Squadron’s aircraft.
It was determined that the runway would not be fully cleared, however, if four hundred yards were ready aircraft could take off with a light fuel load, fly to the neighbouring airfield Wickenby, fully fuel and bomb up there.
Briefing took place mid afternoon; flying was laid on for 16:00 hours. We were the first plane off without trouble, a further two followed, the fourth didn’t make it on the cleared runway part, ploughed into the snow and skidded off the runway closing it. This meant that four of 101 Squadron’s aircraft carrying CIGAR were available. On the operation the aircraft were spread out along the route covering the period of the raid. (ie approximately five minutes apart)
Our aircraft was fuelled and bombed-up at Wickenby and took off among the planes from Wickenby. The operation as far as we were concerned was quiet, with few fighters, no troubles. We bombed on time and returned for home crossing the Dutch coast at around 10,000 ft, then continued to base Wickenby, then de-briefed, had breakfast and then to bed. We stayed at Wickenby for two more days before we could return to Ludford.
On our return our Squadron Commander told us that we had completed our tour of operations and since the squadron moved to Ludford we were the only crew that had achieved that, so he didn’t want to test our luck any further.
The following two days were spent testing the new rear turret with the 2 x .5 guns under various flying conditions, including high level flying at 25,000+ ft and it proved to be equally good under all conditions.
Five days later we all went on leave, this was the break up of the crew after which none of us met again, during the war that’s how things happened.
Before going on leave I went to see Mac to tell him the situation. “Can’t you stay?” he asked “where are you being posted to?”. “I think I may be posted to Lindholme as an instructor”. “Why can’t you stay here then and instruct here? I will miss you, you’ve taught me more about carburettors and how they work. I know I told you you were a pain in the neck to my chaps, you demanding that they check and monitor the engines performance to obtain maximum fuel savings. I will continue to carry out your instructions and to see if I can help save other crew’s lives as we have just recently experienced on X²”.
“If you do a further operation tour, come back here and I will try to look after your aircraft again for you, all the best, good flying”.
Operation Highlights
I have highlighted only a few of our more exciting operations, many of which have been written about and described by other aircrew presumably because these were the operations which for some reason caught the headlines and probably they were the crew members which survived.
It must be remembered, however, that every operation had its dangers. The fact that the aircraft flew over enemy territory was a dangerous place to be, with it being usually in darkness and with anywhere up to 600 aircraft plus on many occasions, all making for the
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same target within a time limit of between 30 to 60 minutes alone had its dangers and problems.
When I say that we had a quiet trip this usually meant that our crew had no major problems and every member carried out his duties as an individual and as a team member. This did not mean that minor problems did not occur such as the rear turret freezing up causing problems for Len (rear gunner) from severe cold and lack of visibility or wireless operator loosing [sic] contact with base or even Wally and myself with ice forming on the wing edges from travelling through cloud. On one occasion the whole crew suffering because of being caught up in a thunderstorm, the aircraft being thrown about like a toy, falling immediately to 1,000 ft and back up again, something that no one had any control over.
Cold was a further concern; the temperature could fall as low as -20 to 30oC below zero. The metal of the aircraft if you touched it with your bare hand, the skin could stick to it therefore gloves had always to be worn. There was warm air circulated throughout the aircraft this was controlled from a duct situated near to the wireless operator’s station and at times should he become very warm would turn it down.
Oxygen masks were also worn as above ten thousand feet oxygen was necessary and it was a continual task to have to remove the ice from your mask, as it built up due to the moisture created from breathing. As you can imagine the gunner being isolated from the main cabin area suffered even more.
The enemy could also cause a few problems on route. Fighters had an advantage over the heavier, slower bombers and the fact that bombers had four engines creating a fair amount of exhaust flame and light made it easy for the fighters to see us. Generally if a fighter was spotted by the gunners in time it was safest to take evasive action.
The action would come say from the rear gunner ‘fighter 3 o’clock approaching’ following ‘dive, dive to port’. The skipper would immediately throw the aircraft into a dive and do a corkscrew manoeuvre, regaining back on his normal course. This generally worked; it was the fighter which was not spotted by the lookouts which caused the problem as they would normally attack from below the rear of the aircraft strafing the fuselage with bullets.
Search lights. The normal searchlight could be a problem for aircraft at lower levels and were situated around most towns, cities and industrial sites, however, there was another much more dangerous blue searchlight, much brighter which could penetrate to much higher altitudes and operated in conjunction with anti aircraft guns. Being caught by one of these was an unfortunate experience and usually resulted in severe damage or the loss of the aircraft. We on one occasion suffered this experience, the blue light locked on to us and no matter whatever we did it was impossible, after about three minutes Wally decided to put the aircraft into a controlled dive to loose [sic] height, as we did so a Halifax aircraft which was operating at a much lower height came across our track. The anti aircraft guns operating in conjunction with the searchlight opened up and the Halifax just blew up. We had a lucky escape.
As I said some anti aircraft guns operated in conjunction with searchlights, however, the bulk of them were situated around towns and cities and created a heavy barrack in order to keep the bombers from bombing at low levels, the result could be seen and occasionally heard, and on one occasion over Amiens felt.
Returning from Modane on a bright moonlit night without warning this small unit of guns opened up and a shell exploded very close to us, fortunately not causing any injuries to the crew. Shrapnel caused damage to the fuel lines causing a leak in the pipe and holes appeared
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in the fuselage, and along the wings and side windscreen of the aircraft. We made an emergency landing at Tangmere in South England and on inspection found over 100 various size holes along the length of the fuselage and wings.
The piece of shrapnel that hit the windscreen had entered through the starboard side unbeknown to me had ripped through my flying jacket sleeve and gone out through the front window, again, lady luck was with us.
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Log Book and
Operations Record Book
(Battle Orders)
Every crew member kept a log book showing every date, time and flying details carried out.
I have copied some pages which correspond to copies of the Squadron’s battle orders, referring to operations 14, 15, 16 and 17 as detailed in my log book.
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[page from authors logbook]
[underlined] TOTAL FLYING HOURS NOVEMBER 101 SDN [/underlined]
[underlined] DAY [/underlined] 3 hrs 30 mins
[underlined] NIGHT [/underlined] 39 hrs 45 mins
[underlined] TOTAL 43 hrs 15 mins [/underlined]
DECEMBER
16 – Lanc III X2 – WO EVANS – FE – 14 OPS – [underlined] BERLIN [/underlined] QUIET TRIP – HEAVY LOSSES – FOG ON RETURN LANDED AT WICKENBY – 8 hrs 30 mins.
20 – Lanc III X2 – WO EVANS – FE– 15 OPS – [underlined] FRANKFURT [/underlined] MANY FIGHTER FLARES AROUND TARGET AREA – 5 hrs 50 mins.
24 – Lanc III X2 – WO EVANS – FE– 16 OPS – [underlined] BERLIN [/underlined] REAR TURRET U/S STRB OUTER FEATHERED – 7 hrs 10 mins.
28 – Lanc III X2 – WO EVANS – FE– 17 OPS – [underlined] BERLIN [/underlined] 6 hrs 40 mins.
[underlined] TOTAL FLYING HOURS [/underlined]
[underlined] DAY [/underlined] 0 hrs 0 mins
[underlined] NIGHT [/underlined] 28 hrs 10 mins
[underlined] TOTAL 28 hrs 10 mins [/underlined]
[underlined] DECEMBER 101 SDN [/underlined]
[signature] OC ‘C’ FLT.
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[indecipherable page]
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[indecipherable page]
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[indecipherable page]
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[indecipherable page]
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CHAPTER G
CHRISTMAS 1943
I always thought of Christmas as a time for giving and receiving, a time of joy and happiness, a time for families to come and meet and join in the happiness of the event. It was of course a time to remember, to consider ones relationship with family, friends and others and how relationships could be improved. Christmas 1943 was different; it was a time of anxiety and many other emotions, anxiety not only for the crewmembers but more so for the folks at home.
Before joining the RAF we lived in a small village where everyone knew each other. There was three of us in the forces, my older sister Jean, my brother Sandy and myself, living at home with my mother our two younger sisters Betty and Mary. So quite often my mother would be stopped in the street and asked how one of us was getting along, furthermore she had received a telegram stating that I had not returned from an operation and that further information would be forwarded when received (one must remember that at that time (1943) telephones were a luxury so the only method of communication was by the Post Office. Christmas 1943 was also the first Christmas that we had not all been at home).
The ground crews also had similar feelings when waiting for their aircraft to return from an operation and then the relief when they saw the aircraft landing and taxiing in.
There was also a period of what today would be known as pressure, then it was just part of the job although some individuals did suffer from depression and for some this ended their flying career. All crew members had to be physically and mentally fit to survive.
It was early morning on Christmas Day 1943, we as a crew had just returned from an operation, the target Berlin. After debriefing we arrived for breakfast at around 6:30 hours, the atmosphere in the dining room was best described as noisy as you would expect from 150 young men aged between 19 and 23 years old, until you really looked around and saw one, two even three empty tables then the atmosphere changed to a more sober one.
Christmas dinner was being served at 13:00 hours, this gave us time for a few hours sleep before arriving back at the mess around 12:50 hours. The meal was good and all seemed in high spirits. We finished eating and were enjoying a cigarette when the duty officer arrived, he slowly walked up to the bar and turned the Toby Jug sitting there towards the wall, this was our first indication that operations may be on, slowly the mess began to empty as the air crew members began to leave.
It was a cold but pleasant afternoon as I hurried along the perimeter road thinking of past Christmases and remembering the simple things, the pink or white sugar mice, an apple and orange possibly a few sweets, we never had many presents, hand knitted socks or gloves, then my thoughts were interrupted by seeing coming towards me a tractor pulling a bomb trolley with a mixed load of bombs on board, and further to my left I could see a fuel bowser topping up a Lancaster. Normally the aircraft were filled with 1,200 to 1,400 gallons of fuel
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sufficient for a five or six hour trip, if the trip was going to be longer then the aircraft were topped up.
On arrival at our Lancaster X² Mac, our ground engineer, was there standing in front looking at the aircraft, I said ‘”what are you doing?” Thinking he answered “isn’t she beautiful, I don’t want her to fly tonight. I am the happiest sergeant on the Squadron. Before I arrived at Ludford I had been with 101 Squadron for 18 months and during that time I had lost seven aircraft under my control. Since being here and in charge of X² and you as the flight engineer after five months I still have the same aircraft. Do you know how many operations you have flown in X²?” “No I don’t “, I replied. “Eleven and six of which was to the big city Berlin and we are still going strong.” “Let’s go and carry out ourground checks”, I said.
We had just finished when Wally our pilot arrived. “I thought I would find you here” he said. “I thought we could carry out a test flight and check out the hydraulics on the undercarriage?” “Yes I have fixed them” said Mac. “Let’s go” said Wally, “coming” I said to Mac. He hesitated then said “I haven’t got a parachute”. “Neither have we” I said.
We fired up the engines, taxied out, got the green light from control and were airborne. I then vacated my seat and let Mac have it. As I checked all the fuel and engine gauges etc we climbed to around 300 hundred feet, flew in a south west direction and as we banked to starboard there standing on the ridge was the magnificent building Lincoln Cathedral with the city spread out below it. We were privileged to see it yet also very humbled and it seemed than that what we were doing was right and that this was a ‘just war’ and had to be won. I touched Mac on the shoulder and pointed down. I’m sure he was brushing a tear away.
Ten minutes later we had landed with everything ok including the hydraulics as we closed the rear door of the Lancaster X² we hugged each other and I’m sure we all said a short prayer, at least I did.
[inserted] [Christmas dinner menu RAF Ludford Magna Sergeants Mess 1943 [/inserted]
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Briefing was scheduled for 19:00 hours. All two hundred of us where [sic] there on time and the Group Captain arrived and slipped up onto the platform, the wing commander brought us all to attention. I noticed that the curtains covering the map on the wall stayed closed “I’ll be brief” said the Group Captain, “all flying has been cancelled for tonight because of severe weather conditions over Europe. I also wish to thank you all for the maximum effort and success, which has been put in during the past five months. Good show and good flying from now on. I will let you go to continue your Christmas celebrations, have a good time, good night and god bless”. Mac got his way and X² did not fly on Christmas night.
Briefing was scheduled for 19.00 hours and as I said all flying was cancelled, this only lasted for 15 minutes, after which all the members of the 25 crews that would have flown, along with all the other necessary ground staff support teams necessary to service such an operation (all in 350‑400 young people) were now free to do as they wished, however as by now it was around 19.30 the choice was limited, retire to the mess or the local pubs.
As we the crew were now making our way back from the briefing room, Norman (our wireless operator) announced that he was visiting the pub to see if they had any beer “Are you coming?” “No” I said “I’ll make my way back to the mess”. Bill (our mid upper gunner) said “I’ll join you for a beer”.
The technical section of the squadron was situated on the south side of the main road which ran from west to east through the village from Market Rasen to Louth. The living accommodation and messes were located on the north of the road.
On reaching the main road instead of crossing and carrying on up the lane to the mess for some reason I turned right and continued along the main road, as it was extremely dark walking in the centre of the road as this was the safest place. As I continued I heard music and singing coming from the pub on the right everyone seemed to be happy and enjoying themselves, further on and on the left was the other pub ‘The Black Bull’. I could hear footsteps coming and going, but could not recognise the people, here also was the sounds of people enjoying themselves.
A little further along the road on the left stood the small church, as I approached I could hear the organ music and the congregation singing carols. I remember thinking if I was thinking of attending church I should have dressed. I was in battle dress and should be in uniform, however to return to the billet and change it would make me too late for the service.
I found myself at the church entrance I looked through the entrance hall, I could see a chink of light coming from under the heavy door. I pushed the door open and heard the creaking noise, on entering I stood for a few seconds to allow my eyes to become accustomed to the light, a few members of the congregation hearing the door turned to see who entered, as I moved across to take a place in the pews an elderly gentlemen from the other side came across squeezed me on the shoulder gave me his hymn book “we are on verse three god bless” and returned to his place. The church was fairly full mostly of elderly people man and female with a few children, all were singing and appeared to be enjoying it, the service was not a format which I knew, however I felt good to be involved and somehow very pleased to be there. All those in church appeared to believe in what they were singing and doing and further more believed that all the service people on the base were doing what was right and that they all had their full support that the war was a righteous war and a war that had to be won.
At the end of the service I quickly left the church and made my way back along the main road. I was somehow excited so much so that I remember running all the way and turning
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right until I reached the mess. There were a number of people sitting around having a drink and/or reading. A colleague was reading the picture post magazine which had an article covering 101 Squadron. When I asked him if I could have a look, he said “I’ll keep it for you”. On the centre two pages was a photo of a Lancaster with staff standing around and on the wings etc, inspecting the photo closely I noticed that it was not a 101 Squadron Lancaster as it did not show the special aerials to work ABC. (The programme had been arranged unfortunately while we (our crew) were on leave and a Lancaster from Wickenby had been used).
I checked to see if the rations had come in and found a good selection of cigarettes were available Woodbine, Captain, Players and Gold Flake and there was also some chocolate.
The dining room was closed, on a trestle table at the end was a collection of bread, cheese and butter. I took a few rounds of bread and a chunk of cheese and made my way back to the billet, on arrival I found Wally, Eric, and Jimmy were there and they had a good fire going, making the chimney almost red hot. They were sitting reading and asked “where did you get to?” “Church” I said “you should have said I would have come with you” said Eric, “I didn’t know, I brought some bread and cheese for toast if you want it”. “Thank you” said Wally “have a mug of tea, the teapot will still be hot on the stove”. “I called in at the mess they have cigarettes and chocolate in. Only a letter for Bill which I have brought back. He and Norman were going to the pub. Where is Len (our rear gunner)?” “Oh, he has gone to try to hitch a lift home to Grimsby, remember if opps are on tomorrow give him a ring to let him know so that he can return, I have his telephone number” said Wally. “Do you want something to read?” asked Eric. “No” I said, “I think I will turn in and catch up with some sleep”.
This 1943 Christmas was at least different from all previous ones and part of my life which I will never forget.
The next time we flew was on 30th December and then again the following night on 31st December both operations were to Berlin. Mac continued to service X² and over the next 3 1/2 months we completed a further 13 operations to complete our first tour.
We didn’t always bring the aircraft home in the same condition as we started, however, we always brought it back and Mac and his crew always managed to repair it and have it serviced ready for the next trip.
We completed our tour in late April 1944 and the crew were all split up and we went our separate ways all as instructors. I joined the staff at Lindholme as a flight engineer instructor. In June D‑Day arrived, we were again temporarily called up as reserved in case the invasion went wrong, fortunately all went well. I was later transferred to Bottesford then Cottesmore and ended up at North Luffenham where by now VE Day had arrived in June 1945. We were again crewed up to join the Tiger Force to operate against Japan. Luckily for us VJ Day came much sooner than expected with the use of the hydrogen bomb being used on Japan, which stopped us from being posted to the Far East.
I stayed at North Luffenham until demobbed. Lincoln Cathedral played an important role in our lives as we used to use it as a landmark when returning early in the morning from operations and provided weather conditions were good, when we saw the cathedral we knew we were safely home again. Sadly Lancaster X² only flew two more operations after we finished and was lost over Mailly le Camp, France on the 3rd/4th May 1944.
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CHAPTER H
HEAVY CONVERSION UNITS INSTRUCTOR
LINDHOLME
BOTTESFORD
COTTESMORE
NORTH LUFFENHAM
After Operations
After completing our tour of operations with 101 Squadron in April 1944 the crew went on leave for around ten days and while on leave I received information informing me to report to Lindholme on such a date.
Lindholme was 1656HCU the conversion unit, which I had reported to prior to being crewed up and joining 101 Squadron. Ludford Magna as I had said previously was an airfield specially constructed as a utility base to carry on the war against Germany. All buildings, temporary constructions accommodation nissen huts were situated in small groups situated around the unit site.
Nissen hut accommodation for up to eight persons situated in the wilds half a mile from mess, flight units ablution block 20 yards away with washing and shower facilities, no heating (as you can imagine it was very cold in winter). The accommodation had a stove in the centre of the hut with a chimney, which went up through the roof, used coal or anthracite as fuel and required lighting daily. These huts were extremely hot in summer with regular visitors such as field mice, ants and earwigs. In winter they were extremely cold and damp with condensation running down interior sides and dripping on beds etc.
Lindholme was a peacetime permanent station which had all the niceties available, good roads comfortable, centrally heated one-person accommodation with all mod cons including dining room with waitress service. This to me was the biggest difference between Ludford and Lindholme.
Lindholme then was a conversion unit where pilots and crews had completed their initial training on smaller aircraft then upgraded to the heavy, four engine bombers such as Halifax and Lancaster. Lindholme trained Lancaster crews; it was here where additional crewmembers such as gunners and flight engineers joined in.
Having completed a successful tour of operations my role now was to introduce flight engineers who had completed their year long course, at possibly Blackpool and St Annes’s as up to this time these trainees had only briefly seen the interior of a Lancaster, far less done any flying.
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Unfortunately because of the shortage of Lancaster bombers arriving to the squadron, the conversion units such as Lindholme were still using Halifaxs [sic], this did not cause too much of a problem for the other six members of the crew (except the engineers) as it was a heavy bomber and the handling regarding flying and landing was similar to the Lancaster giving the pilot the experience of flying a large, heavy plane.
The engineer’s role was the same on all heavy bombers so the experience gained was still valid and it still gave him the necessary confidence. The difference being some of the instruments and dials on the Halifax were in different positions to that of a Lancaster. The crews would have a period of familiarisation on reaching the squadron before finally carrying out operations.
Life was so much more comfortable working on a base with all mod cons as expected for the 1940s.
My role along with others was to aid the trainee engineers to familiarise themselves with the aircraft inside and out, and when flying with their new crew, introduce the engineer to his role such as to the large number of switches and dials on the main panel and also the instruments on the engineer’s panel.
One of the main tasks was how to change flying on the various fuel tanks safely, the other how to feather an engine if required without causing any problems, how they as a person fitted in with the other crew members. Therefore while the pilot was under instruction with a pilot instructor mainly on what we called circuits and bumps, which was taking off, flying around and landing again. I would also fly and show the engineer and make sure he was confident and safe in his execution of his duties.
The time varied depending on how quickly the pilot took to prove himself capable and the instructor pilot was satisfied that he could safely fly and land such a plane, this could take anything from a few hours to many hours.
I used the experience, which I had gained over the past year of flying many hours in different conditions to make sure that these young operators had a better chance of completing a successful tour than I had. I tried to emphasise on them the need to be fully committed to their job of making sure they knew their role and capable of carrying out all the safety checks which should be carried out by themselves even although someone has said that they have done so, that they used the engines efficiently and monitored the fuel available as economically as possible. I had prepared a schedule, which if used in conjunction with the gauges and filled in every fifteen minutes in flight or so gave instant information if any problem had or were occurring to the fuel position, when action could be taken.
Lindholme being a permanent station was well equipped and had space available for each crew members to have their own section huts which proved most usual [sic] and I spent a good part of my time being available to talk with these trainee engineers, discussing any problems or whatever.
In any month I spent on average around 50 hours in actual flying time either day or night flying. This was made up of flying with possibly 10 different pilots on 26 to 30 different flights. The flights were generally around the airfield at fairly low altitude, up to two hundred feet carrying out circuits and landings with pilot, instructor and conversion crews. We therefore did not carry parachutes; this also gave the trainee crews a little more confidence to think that we had confidence in them.
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In June 1944 two days after D-Day I attended an instructors course at St Albans, South Wales lasting for four weeks, which proved most instructive, enjoyable and created confidence with ample time for self expression. After that I took the opportunity to attend any other courses, which became available such as a course on jet engines – something for the future, update course on the improved Merlin engines coming into service and a short course on Stromberg carburettors. The RAF at this time was looking to the future and on the levels and quality of staff they were likely to require once the war ended, but with the peace still to be kept for years on. At present most if not all of their engineers and a station or base engineer were all from senior ground staff, so when I was asked if I would wish to embark on such a course (the course was quite complex covering all aspects of engineering ground and in flight) I said I would.
After quite a lot of time on reading (time which I had) I eventually sat the paper and was very happy with the results 89% success, this was of course only part of the paper an oral examination was also required which up until I was released from the RAF I had not taken, however, these showed on my records.
1668 Heavy Conversion Unit,
Bottesford
After leaving 101 Squadron I spent a short period at Lindholme as a Flight Engineer Instructor before moving to Bottesford. Bottesford was another war time base similar to Ludford Magna and from where Lancasters also flew, however, in early 1944 it had become surplus to requirements.
The living accommodation instead of being Nissen huts were constructed of fabricated wooden framed units. Being available it was used as a holding base for American troops waiting for D Day resulting in the accommodation being left in a dreadful state.
During August 1944 1668 Heavy Conversion Unit took the base over and myself and few others were in the advance party. On arrival we found it difficult to find accommodation suitable to live in however, after a few days of hard work managed to make progress with repairs. Among the early arrivals were two air gunners both of whom had completed their tour of operations. Jock on Wellingtons and Jack on Lancasters. The three of us became really good friends for all the time we were on the base. In fact, Jack is still a good friend, he now lives in North Cirney Nr Cirencester and we have a card from him each Christmas.
The base was situated midway between Newark and Grantham on the left, half a mile off the main A1 road, walking or cycling were the only methods of transport for getting around the base or for travelling further afield.
We had been at Bottesford for just over a week when this night the three of us decided to have a ride around, on reaching the main road instead of turning left for Long Bennington and Newark we turned right towards Grantham. After cycling along the A1 road for about three miles we came across a signpost, which read Marston and Dry Doddington so we decided to go left and see where the lane would take us. After a mile we came upon a nice looking pub on the corner of the crossroads called the Thorold Arms where we decided to call and have a beer this being Friday evening. The pub was open, furthermore this was the first time that I had entered a pub since I joined 101 Squadron, as I had promised myself that so long as I was flying on operations I would not have a drink.
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Training at Bottesford got under way relatively soon and by early September crews for conversion to Lancasters were arriving in number. The routine was very similar to that at Lindholme.
Crews arrived without any experience of the Lancaster and it was our role as instructors to train the flight engineers to a standard where he was competent and safe to act on his own, and to pass on my experience which would make him feel more confident, while other staff members were doing the same for the pilots and the other members of the crew.
Bottesford as I said previously was a base built around 1942 to a standard sufficient to allow Bomber Command to carry the war to the enemy, where heavy bombers such as the Lancaster could operate from. Carrying a bomb load to most destinations necessary and to cause severe damage to their war effort.
From the staff viewpoint it was a complete change from the comfort offered by a peacetime base with all the mod cons, even including waitress service in the dining halls.
Bottesford was however a very happy unit where, so long as the training and flying was carried out on time to a very high standard, all was well.
It was becoming clear that with D Day over with the Allied Troops now moving across Europe as expected and on course, that victory in Europe was only a matter of time with the need for heavy bomber operations becoming limited. This meant that the training for crews could be relaxed and extended, therefore to ensure the trainee flight engineers interest and enthusiasm was kept alive. Two other instructors and myself introduced a short course on engine maintenance, this course lasted three weeks, the purpose of which was to strip down an engine completely, then reassemble it so that it would fire up and run. We had available to us a Lancaster, which had recently run off the runway on landing and was declared not airworthy. The four Merlin engines were still in good condition; this meant that with four engines and four trainees working on each we could entertain sixteen students.
The course proved a great success and it was felt that all those involved had afterwards a better understanding of the engines, which could possibly save their lives in the future.
As the weeks passed three of us, Jock, Jack and myself, had more free time and when on an evening we decided to leave camp we usually ended up at the Thorold Arms. By now we knew many of the locals as well as the family and were being brought into the evening events, such as playing darts. There were a number of really good dart players and eventually we, along with Sylvia, also became an excellent partnership.
Five months on. Christmas 1944 was a completely different Christmas to that of 1943, by now Sylvia and myself were seeing quite a lot of each other and I was still on duty over Christmas, I was asked to spend Christmas day with the family, we had a lovely time. A few days later I was on leave and travelled north to spend New Year with my family in Aberdour.
Our friendship blossomed and we were spending more and more time together and with Sylvia’s family and friends. Sylvia had a brother and three sisters; Roy was the oldest followed by Eileen then Sylvia, with Gert and Brenda the two younger sisters. Roy was also in the RAF on air-sea rescue and spent most of his time overseas.
Eileen was on munitions working in Grantham; Sylvia also worked in Grantham in ladies hosiery. Gert worked in a bakery with Brenda still at school.
In the evenings when the pub was open Sylvia helped serve in the bar with her father and mother Gert usually at weekends. During early 1945 flying at the base continued smoothly
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and generally without incident. We had one scary incident during night flying practise, an enemy light bomber managed to evade the radar controls and came in along the runway following one of the Lancasters and dropped cluster bombs along the length of the runway. This did cause some excitement as these bombs could explode from the vibration of the landing aircraft. Fortunately the runway was cleared without any injuries.
The other excitement was when one of the Lancasters, which we had just received from squadron required an air test to check its airworthiness before being put to use as a training aircraft. One of the staff pilots and myself as engineer was asked to carry out the test which we did, doing all the usual flying and checking the various instruments and controls. We decided to put it in a downward power dive, at first all was fine and the controls responded perfectly then it happened the port outer propeller began speeding up. No matter what we tried it continued to increase then it disappeared, the two on the inner engines seemed all right, the propeller in the starboard reached well above the normal speed but stayed in place. We quickly reduced our speed and dive, and made a quick return to base and landed on two engines, the aircraft did not pass its airworthy test. We found out later that it was a fault with the balance plates on the, then, new four paddle bladed propellers.
I, by now, had spent eight months as an instructor resting from the pressures of flying on operations and I knew that in the near future it may be necessary to do a further thirty operations, either across Europe or possibly against Japan. A few of us were thinking along the same lines and discussing the possibilities with others of forming crews.
There were two staff pilots on the base who were seriously thinking to the future, with whom I would have been happy to fly with and to this end we took every opportunity of carrying out test flights and then engaging in some low flying, which we expected would be necessary for the future especially if the enemy were the Japanese.
I increased my link training and spent considerable amounts of time keeping fit and up-to-date on all aspects of flying which could be beneficial to our survival. There was suggestion floating around that a new Tiger Force was being formed, which was likely to operate against Japan.
The river Trent gave an excellent corridor to practise low flying as there was at that time no obstacles such as power lines, telephone lines or high buildings to restrict flying. The river banks were relatively high with a river width in excess of 130 ft where the Lancaster wingspan was 101 ft and could easily be tucked in below the level of the banks, great flying, great excitement and very satisfying.
The war in Europe was progressing well, the need for heavy bombers was becoming less and with now limited targets. In mid April a few of us were informed that it was almost 12 months since we last flew on operations and it would now be necessary to do a further tour, more information would be available shortly.
On 8th May 1945 the Prime Minister, Sir Winston Churchill, announced the termination of the war in Europe to the whole country and his speech was broadcast over the station Tannoy system at 3pm. The afternoon was then devoted to sports activities and there were parties in all messes during the evening.
I was not on base, this was the date selected on which I was to be presented with my DFM at Buckingham Palace by King George VI. My mum and Aunty Kate travelled down from Edinburgh on the overnight train in the early hours of the morning; I joined the train at Grantham. As usual it was standing room only so I met up with my mum and Aunty on the platform at Kings Cross station. If I remember correctly the investitures commenced at
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11am so we had time for breakfast then made our way to the palace. There were many RAF personnel there as well as family members to watch the ceremony and see their relatives presented with their medals. We were all greeted on arrival and then informed of the procedure.
The King seemed very thin and poorly, dressed in an Admiral’s Naval uniform. After shaking hands with him and him pinning the medal on my uniform he asked me which squadron I flew with. I told him 101 Squadron, he replied “One of the elite I believe, good flying”.
We were out of the palace by 1:30pm, by this time the news that the war in Europe was over was known and London was beginning to fill up with people. Everyone was in party mood, singing and dancing or just walking around. London had been under blackout conditions since the start of the war in September 1939. Today things were different all the dark days were over; the people of London were showing their joy. Every light possible, which could be lit, was lit and the streets looked most inviting, it was an amazing sight. My mother and Aunt Kate were booked to stay the night in London so I saw them to their hotel then I made my way back through the crowds to Kings Cross and caught the train back to Grantham. What a day to be in London, VE Day the 8th May 1945 celebrating the end of the war in Europe. There was a real sense of relief and everyone was there to have a good time and to party.
The train was again packed, mainly with service personnel making their way home on leave. I arrived at Grantham around 5pm and from the station phoned the Thorold Arms expecting to speak to Sylvia. She and Eileen had gone to the church service and not yet returned so it was Sylvia’s dad that answered, he said he would tell Sylvia on their return that I had arrived in Grantham. It was agreed that Sylvia would come and meet me cycling on one bicycle and pushing the second for me to ride back to Marston, however, on her travelling along the A1 road towards Grantham she met a person she knew cycling from Grantham. She stopped and asked him if he had seen an airman walking and he said no. Previously to this an RAF vehicle had passed Sylvia with RAF personnel on board, thinking that I had thumbed a lift and that I would be dropped off at the road end leading to Marston she decided to turn back. As I was not waiting at the road end she then thought that I must have decided to go back to Bottesford, collect my own bicycle and return to Marston later.
Sometime later Gert happened to look out of the window at the Thorold Arms and shouted to Sylvia “Jock is coming down the road”. Sylvia, thinking she was having her on didn’t believe her until she herself looked out the window. My other pals Jock and Jack had already arrived and all including the locals were having a great time. As the evening progressed and the drink continued to flow a game started where the aim was to collect as many possible pieces of other peoples [sic] ties by cutting off the ends, this was all taken in good fun until one person who had just been given a new tie for his birthday, that day, by his wife and she was not amused at seeing it being cut to pieces.
The end of the war in Europe sealed the fate of most of the war time built heavy bomber bases, they had completed their usefulness for which they were built, that in giving Bomber Command the opportunity required to take the war to the enemy, which they had accomplished very successfully.
Food on the stations was very good with a real selection most of the time. Sundays was the time when the menu suffered as most of the catering staff had time off and tea was usually laid out to help yourself, mostly cheese, bread and butter, and possibly a few cakes. This possibly was the reason why on Mondays the sweet was often bread and butter pudding, something I didn’t like then and even now when on a menu I still shy away from.
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This was the time that Petula Clarke was often on the radio, in fact every lunch time she recorded a song especially for RAF Conversion Unit 1668.
Bottesford was no exception for within six weeks the complete Conversion Unit was closed down and I, along with others, moved to new surroundings to the peacetime base of Cottesmore where all the staff enjoyed the luxuries of a permanent built unit. Working conditions within the base were very relaxed, with all enjoying a five day week when most weekends were free unless on duty. Flying hours, however, as far as I was concerned still reached between 33 to 44 hours each month.
During June onwards, now that the war was over in Europe, it was still most important that the peoples of Europe, friends as well as enemy, that Britain controlled the airspace and continued to show this by having continued aircraft flying in the skies around.
Certain trips were carried out in order to show ground staff, who had carried out such an excellent job in sometimes terrible conditions to keep the bases and aircraft serviceable along the last five years the opportunity to see for themselves what conditions across Europe looked like now. These trips were given various names: the Ruhr Express, Cooks Tour, Happy Valley Express, each lasted five to six hours flying time where up to 12 to 15 personnel were on board plus the crew of four.
I, as Flight Engineer, was on a good number of such trips. They were enjoyed by most and showed the devastation which had occurred to many of the towns and cities across Europe, in vast areas which had received attention from bombing by the RAF followed by the destruction caused by the Armies fighting their way to Berlin since D Day.
The destruction was terrible with many large areas just a pile of rubble or shells of buildings still standing. The thing which impressed me most was the number of churches and round towers such as commercial chimneys which still stood.
Such a trip would cover from a base to Ijmunden, Amsterdam, Arnhem, Nijmegen, Wesell Dortmund, Essen, Duisburg, Düsseldorf then back to base. Or base to Cologne, Bonn, Aachem Rotterdam then home.
Cottesmore
Cottesmore was situated between Grantham and Stamford, four miles west of the A1 road near the village of Ashwell and six miles north west of Oakham, so our move was only a few minutes flying time. There was much movement between stations, which gave the opportunity of visiting different locations which we heard about but not visited, such as Drem in East Lothian, Ternhill and Shawbury in Shropshire, and many others which helped to make life more enjoyable.
Being stationed close to Stamford and the main road north it wasn’t difficult to hitch a ride or at worst catch a bus or train to Grantham.
Our stay at Cottesmore was fairly short lived; we then moved on to North Luffenham another of the pre war built stations with all the usual mod cons. North Luffenham is situated south west of Stamford, one mile off the A6121 road. Before leaving Cottesmore I had confirmation that we were crewed up and to expect instructions shortly regarding a further tour of operations in the Far East but before that certain procedures would have to be carried out, such as doctors reports and certain jabs given. However, six weeks on and we were still waiting.
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The war against Japan was expected to last for some considerable time, however, the introduction of the Atom Bomb by the Americans and the use of them by the American Air Force brought the Japanese war to a very quick end. We had at the time just received our preliminary dates and instructions for flying out to the Far East. This announcement that the Japanese had surrendered cancelled this and we missed the opportunity of joining the Tiger Force. The use of the Atomic Bomb on two Japanese cities seemed, and was, a terrible thing to do and caused terrible casualties among the Japanese citizens in these two cities.
However, if it had been necessary for US troops to land and fight their way through all the various islands the casualty list was estimated that it could have been one million plus service people.
North Luffenham
The war in both Europe and Japan was over which meant that working conditions at North Luffenham changed as from now. There was less requirement for further training of Lancaster crews. There were a large number of service men and women in all three services hoping and wanting to get back to Civvie Street as soon as possible. The government also had a problem in that across the country there were not the organisations or jobs available to employ all those excess to requirements service personnel. Therefore a delaying action was in place to slow down the release. Lancasters were of course used for various operations such as dropping food supplies to the people of Belgium and Germany and for bringing home prisoners of war from Germany and elsewhere and from bringing to the UK survivors from the torture camps.
The top chiefs of all three services were of course now considering the future of the armed forces. The Air Force was no different, we had won the war but not the peace, the peace may be a lot more difficult and to that end the Air Force was trying to assess and ensure whatever happened they had sufficient of high quality personnel to carry out this purpose. Therefore as personnel were being demobbed, if they should have certain qualities they were being given the opportunity to stay on by being offered certain incentives.
While at Luffenham I took the opportunity of attending as many courses as possible, improving my knowledge and information regarding the services and of course continuing to add to my flying hours, something I enjoyed doing.
Our job on the unit was similar to any other staff member, flying still took priority, other duties such as Duty Officer and such like was also now part of our programme.
I recall an interview which I had with the Group Captain Section Leader arrived at the flight office and said “Jock, the Wing Commander wants to see you”. “What have I done?” “Nothing, it’s good news, make your way to his office for 11am.” “I’m flying at 10 o’clock”. “Ok, after that will do”. I arrived at his office next day around 9.55 am, his secretary showed me into his office. I saluted, he said “Good, come and sit down” then the interview went something like this: “I have been looking over your record and I see that you have carried out a lot of flying, almost 2000 hours. There are not many people who can live up to that, you must enjoy flying?” “Yes I do”.
“I also see that you have attained a pass, in fact an extremely high pass on the Chief Ground Engineer course, unusual for aircrew even although you are a Flight Engineer”.
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“Your flight commander also told me you were highly respected and thought of at Cottesmore because of your work with Engine Service course. You would seem to be going back to Civvie Street?” “Yes sir”. “Do you want that?” “Possibly”.
“Even with all your exceptional work the war is over so I can’t recommend you for a medal however, what I can offer you – you know that the Air Force is looking for people like yourself for its future success – therefore the offer I am prepared to put to you is stay on in the Air Force as a Chief Ground Engineer with Flying Officer on entry (permanent) with good promotional opportunities to at least Flight Lieutenant or even Squadron Leader. Think carefully about it, don’t make your mind up now, come and see me in one week’s time.”
The unit continued flying and with training. The war being over the RAF was keen to show off their aircraft such as the Spitfire and the Lancaster, which had been so brilliant during the war, to the general public so a number of open days throughout the UK were arranged whereby the public could come along and see over all these war time aircraft. These days proved very popular.
To show off the Lancaster we landed at the base involved, stayed for four to five hours opening the Lancasters up and allowing people to enter by the rear door, make their way up through the fuselage past the pilots positions and exit through the flaps in the bomb aimers compartment, at the front of the aircraft reaching the ground by ladder. Two of the open days I remember going to were Finningly [sic] and Haverford West.
During my time in the RAF I only met up with my sister Jean on one occasion and that was when I was at St Athans in South Wales, she was stationed at Bridge End and we managed to meet for an hour or two, where we met I cannot recall. My brother Sandy was stationed at Swinderby for most of his time in the RAF as a fitter servicing Lancasters, and even although we were relatively closely stationed to each other we never once met up and even when I occasionally landed at Swinderby we never managed to get together. Of course these plans were always last minute arrangements and we might only be there for an hour or so before taking off again.
After two weeks I made a further appointment to meet the Group Captain and told him that after serious consideration that I had decided to leave the RAF and return to Civvie Street. I believe that he was disappointed, he wished me success in whatever I decided to do, we shook hands and I left his office.
I was demobbed on 10th September 1946 at Uxbridge then travelled north to Stamford, Sylvia had earlier moved to Stamford to further her career as a shop buyer, by working in a much larger ladies fashion store, travelling to Stamford on a Sunday evening, returning home in the Saturday evening. This meant that we saw more of each other on my time off.
The other opportunity that was open to me on my demob, as I had over a 1000 flying hours, was to join BOAC. Unfortunately the base was Australia and the airline travelled between Australia and Ceylon. Also available because I had A‑level passes on RAF teaching courses gave me the opportunity to train as a technical course teacher.
Both of which I declined and decided to return to Civvie Street and continue in forestry, which was always my first choice and as my future notes will show.
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CHAPTER I
ADVANCES IN TECHNOLOGY
WHAT IF?
Advances in Technology
Most of the technology was designed to combat the increasingly efficient enemy night fighter’s control system, in July 1943 window was used for the first time. Window was made up of thin strips of aluminium foil (approximately 9" long) packed in bundles of approx 100. It was the bomb aimer’s responsibility to drop these down a small chute filled in the front compartment every 15 minutes along route. With all other aircraft doing the same, the concentration played havoc with the enemy’s ground and air radar sets, however, it could not deter the enemy fighter threat for a long period of time, as the Germans managed to overcome this problem.
During D-Day window was used with great success in fooling the Germans that a second landing area further east along the coast was to happen. 101 Squadron completely serviced this operation by dropping window, continually moving across the channel for 48 hours, which meant that German defence forces were stretched along the French coastline rather than being able to concentrate on the D-Day landing site. By the time they realised their mistake the landing had a strong hold.
Other new aids such as RDF (Radar Direction Finding) known as Monica was trialled by 101 Squadron, but was short lived simply because the enemy night fighter crews became efficient at tuning into the signals omitted by Monica.
In July 1943 another new system known as Ground Cigar was operating twenty-four hours a day from a site on the Suffolk coast, jamming the whole of the 38‑42 MHZ band known to be used by the German fighters.
It became obvious to the boffins that to be really efficient the system needed to be airborne, it was envisaged that a single Bomber Command squadron should be allocated the new RLM role and would operate within the main part of the bomber stream. This highly responsible task was given to 101 Squadron, the new system was known as ABC or Airborne Cigar. The ABC required an additional crewmember known as a Special Duties Operator; the area behind the main spar normally occupied by the aircraft emergency couch was converted to accommodate the new equipment. Externally, 7 ft long aerials were fitted to the aircraft, two along the spine and the third under the forward fuselage. The special duty operators were German speaking and became the eighth crewmember in 101 Squadron crews.
The role was to jam the radio transmissions made by the German night fighters ground based controllers. ABC equipment consisted of a panoramic receiver and three transmitters; the receiver could pick up all 24 different frequencies being used by the crystal controlled VHF sets. Its eight crystals each covered three wavebands used by the Germans’ night fighter
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crews to receive the necessary information about the bomber stream location. Once the operators were able to use their German language skills to find the active controller frequency he put down a key connected to one of his transmitters, which broadcast engine noise on that frequency effectively jamming it over a range of around 50 miles. He repeated the process until he had his three transmitters effectively jamming three German frequencies.
In theory, eight of the 101 Squadron Lancasters could cover all 24 frequencies in use during the night.
This equipment was quite weighty therefore so-called unnecessary equipment such as the steel plates behind the pilot’s head and the steel door behind the front compartment were removed to counter the weight increase.
ABC was very effective in jamming the German night fighter’s ability to connect quickly with the main bomber stream. The other downside was when the 101 Lancasters specials were operating their equipment these aircraft could be readily picked up by German night fighters and searchlights. With the squadron suffering much heavier losses than any other squadron in Bomber Command. There was a plaque in the middle of Ludford Magna remembering the 101 sacrifice, it read:
[border] 101 Squadron Lancasters based at Ludford Magna
from June 1943 with highly secret ABC radio and 8 man
crews flew on every major Bomber Command mission
suffering the highest losses of any squadron in World War II [/border]
Ludford Magna was also selected as one of the first airfields in the group to have FIDO fitted. FIDO (Fog Investigation and Dispersal Operation) this was justified because of 101 Squadron’s key role within Bomber Command.
The equipment consisted of two pipelines running along the edge of each side of the main runway with perforated holes in the pipes. In extremely foggy conditions when aircraft were due to land petrol was forced along the pipes which was then set alight, this helped clear the fog sufficiently to allow aircraft to land safely. One of the disadvantages being should an aircraft with fuel leaking or swerving off the runway an explosion could occur causing loss of aircraft.
This equipment came into us in January 1944. The standard rear turret fitted to the Lancaster was the Fraser Nash with four 0.303" (rifle calibre) machine guns, which were always thought to be of poor quality in terms of armament. A new turret was built by Rose Brothers of Gainsborough after much discussion with personnel from 101 Squadron. The new turret was easy to control, had more room for the gunner and better vision. Six aircraft from 101 Squadron were the first to receive the new turret. Our aircraft X² was one of the six (2 x 0.5 calibre).
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On 25th/26th February 1944 when we visited Augsburg, operation 28, Len our rear gunner was excited about the possibility of using them against a German fighter and witnessing what effect it would have.
1943‑44 was an excellent period to join 101 Squadron. The squadron had just moved to a new base at Ludford Magna near Louth, Lincolnshire and was well placed to carry the war to the enemy. A highly rated squadron within 1 group, a squadron which was given every opportunity to prove itself as one of the best and we were so lucky to be part of it.
The squadron was involved in all that was happening. New equipment was becoming on stream such as ‘Window’, ABC, upgraded Lancasters, FIDO and the introduction of the more superior rear turret. As days and weeks passed our crew was becoming the most experienced so as a crew were very much involved, we flew on the operation when Window was first used. We were also on the operation ABC was first introduced into Bomber Command and our aircraft X² was one of the six aircraft fitted with the new turrets.
These were exciting times, sometimes frightening, anxious and tiring, however, as a crew we worked as a team. We were loyal to each other, dedicated in what we were doing and hence very satisfied with the results we achieved. On completing our tour of operations we were the only crew that had completed a tour of operations since the squadron moved to Ludford Magna. Statistics showed that if Lancasters lasted more than five operations they were exceptional.
All who served in the forces have memories, some good, some not so good. My memories of being in the RAF are of being good and exciting times not to be missed.
My memories of being part of 101 Squadron are also of exciting times, with plenty of different experiences, most when flying. Some exciting, some frightening, one or two horrific, others best forgotten, however, a part of life which I am proud to have been part of and on the whole really enjoyed.
On 12th June 1944 I received confirmation that I had been awarded the DFM.
What if?
The situation seemed very strange, here was seven or eight young men from various backgrounds and from different areas of the United Kingdom, who had for the best part of a year lived and dined together. Worked as a close team under very difficult and dangerous conditions and after completing a tour of operations went on leave a few days later, moved from base on to other jobs and from then until the end of the war had no further contact with each other. In fact until recent years I still had no contact. It was 2001 when I met up with Norman our wireless operator and then years after that out special operator Ken.
What if when I joined 101 Squadron Wally Evans, our pilot, had not insisted that I was his engineer and I had joined A H Evans’ crew as their engineer? A H Evans’ crew were lost on their third operation.
What if when our Lancaster was caught by the blue searchlights over Germany, if the Halifax which drifted a few thousand feet below us into the path of the searchlight at that split second and received the full impact of the guns had not done so? We would be just another statistic.
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What if when over Amiens we received only comparatively slight damage from exploding shrapnel which passed through the window, just caught my flying jacket sleeve and then went out through the windscreen? Had I been standing three inches to the right the result could have been very different.
What if on returning to base from operations over Berlin on 16th December 1943, when caught up in thick fog and was diverted, if the beam light put up by Catfoss had not been at that precise moment when we were flying at zero feet from the ground we would have ploughed into the farm house. Another aircraft lost on operations. Or when on reaching base Wally had not accepted my advice and decided to go round again on another circuit before landing, we would have crashed due to shortage of fuel.
What if I had decided to accept my commission and stay in the RAF as a Station Engineer probably reaching rank of Squadron Leader or had joined BOAC as a flight engineer possibly based in Sidney Australia, or had taken up the opportunity to become a teacher teaching technical subjects? Life would have been so different, however, I believe I made the correct decision, in fact I know I did. This however is for another time to discuss.
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CHAPTER J
AIRCREW BOMBER COMMAND
WARTIME BOMBER SQUADRONS
BOMBING OF BERLIN
A DAY IN THE LIFE OF A SQUADRON
CLOTHING WORN ON OPERATIONS BY OUR CREW
CONTACT MADE WITH TWO CREW MEMBERS PLUS INFORMATION ON OTHERS
Aircrew Bomber Command
A typical description of a bomber crew at the time was provided by the ministry publication entitled Bomber Command. The men of Bomber Command are appointed to fulfil a special mission. Their life is not that of other men, not even those in the other branches of the service. It’s very physical conditions are different for them now; a day is much of the night, as much of the day is a time for sleep and repose. Discipline is constant yet flexible. Triumph and disaster are met with and vanquished together.
Air Marshall Arthur Harris, Air Officer Commanding in Chief Bomber Command 20th February 1992. He was known as Butch, the opinion of him varied in accordance with our losses, if they were heavy then his popularity (if that was the right word) suffered. You must remember that most aircrews never saw him when he visited Ludford, I thought he was stone faced, severe and even cynical over our effort. I disagree with those who dubbed him arrogant – he certainly was not. Nevertheless, if his crews did not see enough of him to love him they certainly appreciated what he was doing for them, he gave his command a much-needed sense of purpose. Up to the end of 1941 many people tended to regard strategic bombing as little more than a wasteful sideshow. It was Harris who proclaimed loud and long
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that Bomber Command was vital to the war effort and that his crews should be given the best of everything, because their efforts would be decisive in the final outcome.
After a successful raid the C‑in‑C would send a signal to the squadron saying good show keep it up this meant a great deal to men who knew that they stood a less than even chance of surviving a tour of operations.
Harris was also a great innovator, he called for better navigation and bombing aids, better lit flare paths and increased safety conditions on take offs and landings.
GEC was one of the aids which he had pressured for which enabled the navigator to plot his position relative to a ground station, this turned navigator from an art into a science.
Wartime Bomber Squadrons
People of the younger generation can get the impression that Bomber Command was one big, happy family. This was not so, squadrons were very much individual entities, we didn’t mix much with other squadrons and they assumed the character and charisma of the people who were on the squadron at the time.
As a result, few outsiders will ever appreciate what it was really like to serve on a bomber squadron unit. Not wishing to dwell on the dark side of squadron life I was twenty years old at the time, life was for living, we got on with the job. The higher direction of the war was for the older types – 25 years old and above. They were enjoyable days and of course we always expected to come back, suffice to say therefore that at least 277 aircraft were lost or went missing from 101 Squadron between July 1943 and 1945 and that the squadron lost 1094 crew members killed in action and 178 taken prisoner of war.
This was the highest casualty rate of any RAF squadron in World War 2.
Bombing of Berlin
It is difficult for ordinary citizens to visualise the effect of concentrated aerial bombardment.
Un Sangro front in Italy, often spoken of as the biggest land bombardment of the war, 1400 tons of shells came down in eight hours. Remember the front was many miles in length and mostly open country yet they smashed the German defence and prisoners spoke of the astounding paralysing effect of these heavy bombardments. Now compare the figures of the air assault, take as an instance only one raid in January 1944, 7300 tons of bombs went down on Berlin in 30 minutes. Remember too that the bombs fell into built up areas on a shorter front than a land attack. Remember too that tonnage for tonnage a bomb contains a much higher explosive charge than a shell. No city, no defence system could stand up to such attack for long delivered as Bomber Command was doing.
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War time Bomber Station – a normal day’s work load
The total number of personnel on the stations was around 2,500 including officers, male and
female personnel.
The station was equipped to perform as an individual unit like a small town with runways of sufficient length so that the aircraft could take off and land from where to attack the enemy.
It carried sufficient supplies of food, stocks of all the necessary maintenance supplies such as aircraft parts, tyres, turrets, engines and down to all the other small items like rivets screws everything necessary to keep the aircraft flying.
In every hour of the day people were working and with 2,500 staff on board the station could exist from the rest of the country for weeks. Time meant very little to staff and many would not know which day in the week it was or which date in the month it was. Sundays were just another working day.
The work was continuous, outside interests were possibly intentionally forgotten, all friends and family had to remain outside the airfield boundaries.
The best way of describing a normal working day is by eight am the bomb handling crews would already be hard at work sorting out the various bombs, such as the 4,000 lb (cookies) mounting them onto low engine driven trolleys, others would be packing the incendiaries into special cases, similarly all the other bombs likely to be used on operations. All these would be loaded onto special transports and dispatched around the airfield to the Lancasters which would be flying later that day if operations were on.
This operation would carry on well into the afternoon. Other staff would be doing the same with cartridges, feeding thousands of them into their ammunition belts and distributing them to the guns in the aircraft.
Other airfield staff would be filling the fuel bowsers which held 2,500 gallons of petrol and filling up the Lancaster fuel tanks which held 2,140 gallons. The fill up amount would depend on the time of the operation (Lancaster used an average of 200 gallons per hour). At the dispersal points ground crews would be carrying out their inspections on the aircraft under their control, engine fitters would be carrying checks on engine’s plugs and instruments, turrets and undercarriages and tyres, while others would be doing other pre-checks on the airframe wings, intercom and oxygen bottles etc., should any faults be found then an air test would be necessary to be carried out by the Pilot and Flight Engineer to make sure all was well. If a fault was still found and was connected with the flying ability of the aircraft further work would have to be carried out, a further air test would be required. Occasionally a complete engine may have to be replaced putting great strain on the ground crews.
While all this was happening other special staff would be working against time. The Intelligent Officer checking maps and up to date information regarding the target and route. The weather people checking the last minute weather conditions.
In messes the kitchen staff would have to prepare breakfast, lunch, tea and supper for around 200 people on top of that when operations were on a meal consisting of chips and egg had to be prepared and served approximately two hours before take-off time for the aircrews. In the locker rooms each flying crew had to have a parachute, flying helmet, safety aids, maps and money of the countries over which they would be flying, in case of being
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shot down. Sandwiches, extra rations prepared by the WAAFS and parcelled up to include chocolate, fruit, chewing gum and other items of refreshment.
The Station Officer and Flight Commander would be selecting the crew and working out the technical data for the journey.
Up until now the aircrews who may have been flying the evening before would be, during the morning, catching up on sleep (having got to bed around 4 to 5am), and in the early afternoon catching up with information etc. from their own Flight Officer or be visiting the aircraft to discuss with the ground crew, Sergeant-in-charge, any problems from the previous operation. Then probably the Pilot and Flight Engineer would have to carry out a test flight.
Once it was announced that operations were on, the aircrews had to attend briefing, have their meal then collect all necessary equipment from the locker room ready for being transported to the aircraft, to carry out the pre-flight checks ready for take-off. Only then after this could the ground crew relax, have a meal, a wash and have some time to themselves, if there was any time left, then be ready for the aircraft returning home anytime from five to eight hours later depending on the distance of the target.
Crews on return were interviewed by the Interrogation Officer, then have their meal and then to bed for hopefully a good sleep, to be ready for what were to happen the next day.
The Clothes Normally Worn on Operations by our Crew
In Bomber Command there was no laid down dress code for air crew to wear when flying on operations, every Squadron in fact every person had his own preference, all had to wear the RAF uniform, however what they wore under or over was entirely up to individuals (the RAF uniform had to be worn for safety reasons in case they landed in enemy territory, in uniform they became prisoners of war, in ‘civies’ they were most likely to be called spies and possibly shot).
Most of the operations carried out on Lancasters (in fact from all heavy bombers) were from heights of 20,000 ft or over where temperatures could drop to as low as -35 or -40oC below zero.
There was a certain amount of heating within the aircraft, this was heat which originated from the engines through ducts and entered the fuselage in the wireless operators compartment, therefore while the wireless operator and the navigator were roasting a little of the heat could be felt by the pilot and engineer, the bomb aimer who was in the front and the gunners in their turrets received no benefit, they had to source heat from other means.
As I indicated earlier it was an individual choice what clothing they wore, however I can tell you what our crew would normally wear, starting with the most comfortable.
Wireless operator: Normal RAF battle dress, heavy white jersey up to the neck, Mae West, parachute harness, flying boots and silk gloves.
Navigator: Normal RAF battle dress over silk underwear, heavy jersey, Mae West, parachute harness, flying boots, leather shoe foot with lamb’s wool tops (easily cut off), silk gloves plus leather gloves.
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Pilot and Flight engineer: There was much less heat reached the front of the aircraft therefore we wore silk underwear, long johns under RAF battle dress, heavy white woollen jersey up to neck, leather gloves over silk gloves. No Mae West, parachute harness, flying boots leather shoe base and leather flying jacket.
Bomb aimer: He usually flew in the nose of the aircraft which could be very cold, he wore silk underwear, long johns, RAF battle dress usually two heavy woollen jerseys and heavy over suit, Mae West, parachute harness, silk gloves, woollen gloves and a pair of leather gloves on top plus the normal flying boots.
The two crew members who suffered most from the cold were the gunners.
Mid upper gunner: he was still within the aircraft which gave some comfort. He wore two complete suits of silk underwear, two woollen jerseys, RAF battle dress, unheated over suit, heated over suit, Mae West, parachute harness, woollen scarf, woollen head cover under his helmet, three pairs of gloves, silk, woollen and leather, heated flying boots.
Rear gunner: This was the coldest place in the aircraft in fact he was actually outside the rear of the plane, so if it was expected that the temperatures would be around -20oC he would wear that similar to the mid upper gunner however if the temperatures were expected to drop to say -40oC he would add on extra layers of clothing and wear five pairs of gloves.
The gunners flying suits were electrically heated from a plug-in switch as were their helmet and gloves, their flying boots were also electrically heated, therefore if everything worked properly they were reasonably comfortable, this was however not always the case, a fault in the electrical system, possibly caused by enemy action, then they had problems and could receive severe frost bite, resulting in loss of fingers, toes or even more.
When the gunners were dressed up to ready to fly, it was difficult for them to walk and reach their position in the aircraft. The rear gunners especially looked like the advert for Dunlop tyres!
One of the main reasons for all crew members wearing silk gloves was if you caught the metal part of the aircraft with your bare hand it was so cold that the moisture from your skin would stick to the metal and leave you with severe injuries.
In the aircraft flying at over 10,000 ft oxygen had to be used which meant using masks attached to the helmets, which every few minutes you had to break the ice which had formed around the mask from just breathing.
The oxygen was also distributed through the aircraft from a single supply at each crew position there was a supply tap, there was also emergency bottles at each position, these would last for around 10 minutes.
We all also carried a whistle which was attached to the top left hand buttonhole of our tunic. The sound from a whistle carries much further than the human voice. It could be used to attract attention to one’s self in a dangerous situation or for making contact with others.
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Contact made with Two Crew Members after 60 Years plus information on others
Living in Scotland during the 1950’s and 60’s we had little choice of attending any of the activities which took place such as Airfield Open Days, Squadron reunions, or fly pasts, and it wasn’t until the early 1970s when we moved down to Shropshire that we began attending the occasional ‘open days’ (by this time Brian was old enough to be interested), Sylvia’s mum and sister’s home was in North Hykeham, Lincoln, only a short drive from Waddington RAF station, so this was our first visit of many which proved interesting and a good days entertainment.
We then in 1998 decided to revisit Ludford Magna (101 Squadron airfield) and the small church in the village where a Book of Remembrance was, the Book of Remembrance was of interest to me as it contained all the names of the aircrew that had been lost during the period which 101 Squadron had been there, as I said in my earlier notes that when we arrived at Ludford in July 1943 there was four crews two of which had the name of Evans, WL Evans and AH Evans, at Lindholme Heavy Conversion Unit. I was crewed up with WL Evans’ crew, and carried out my training with them, however when we arrived at Ludford somehow the paperwork was wrong and I was crewed up with AH Evans’ crew. It was suggested that as neither crews had been on operations the obvious thing was just to leave the paperwork as it was and for me to change over to the AH Evans crew, and the other Flight Engineer to take my place, Wally Evans would not agree, I was his Flight Engineer and that was how it had to be. All four crews flew on the same operations, on our first two, all returned, on our third AH Evans crew did not return, and by our fifth operation only our crew WL Evans were still operating. Checking in the Remembrance book sadly, I was able to read and realise how lucky I was that Wally had faith in me all those years ago.
While in the church we met a lady who looked after the church and was in fact decorating it with flowers, as she said this weekend coming was the 101 Squadron Association Reunion, when a service was held in the church followed by the laying of wreaths at the small memorial and afterwards the Women’s Institute laid on in the village hall tea and cakes for all, and if the weather was kind the Lancaster bomber would give a flying display.
In the year 2000 I joined the 101 Squadron Association and have attended the reunion every year since in early September, and in recent years Brian and Pauline have also joined us, joining the Association has proved very good as we have met many veterans who were flying during our time in the Squadron and other very interested people. It was through the Association Newsletter that I made contact with some of our crew members whom I had not heard from for nearly 70 years. They are Norman Ellison, our Wireless Operator and Len Brooks, our rear gunner.
In the summer of 2002 after writing a short article for the 101 Squadron Association Newsletter I was contacted by Chris, the son of our Wireless Operator (Norman Ellison) asking if I was the Donald Fraser who flew with his dad in 1943‑44 with 101 Squadron. After the telephone call Chris arranged for Sylvia and I to go to his home to meet his wife Christine and James his son, he lives in Exeter, his dad’s home was in Dawlish only a few miles apart. Chris then took us to meet his mum and dad, it was great to see him after 63 years and as such was quite emotional for both of us. It was so good to meet his wife Pauline. We stayed for around two hours before travelling on our way to Woolacombe. We met up again over the next two years, unfortunately Norman’s health deteriorated and he passed away on 13th February 2005. We attended his funeral, since then we exchange Christmas cards and the odd telephone call each year with his wife and Chris and his family.
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Norman also kept in touch with Wally Evans (our Pilot). After the war he emigrated to Australia where he lived for a number of years before returning to the UK in the mid eighties when he again contacted Norman, they then tried to contact all the other crew members, unfortunately the only member that made contact was Len Brooks, our rear gunner, Norman understood that Wally died in the late eighties.
Len Brooks, our rear gunner, we all knew that he lived in Grimsby for most of his life. During our time at Ludford whenever there was no flying on, he would take the opportunity to visit home which only took him over an hour to hitch a lift. If there was any change on flying one member of the crew would give him a telephone call and he would return to the Squadron very quickly.
During the 1980s and 90s there was a large number of books written covering the war and Bomber Command, I enjoyed reading many of them, even although as you know I did not believe all that was written, many of the books covered the time we were flying, as a result many of the operations we flew on were mentioned in them. There was a series of books written by Patrick M Otter on Bomber Command One Group, the group which 101 Squadron was in and operated throughout Lincolnshire. On reading one of Otter’s books called “Maximum Effort” I came across a picture of a number of air gunners while they were stationed at Lindholme as Instructors during their rest period. On a closer look I recognised one as Len our rear gunner. On contacting Mr Patrick Otter in 2004, he said it was 16 years since he spoke with Len at his home in Cleethorpes. However he could find no trace of him in the local telephone directories, he said he had left a message at the RAFA club in Cleethorpes to see if anyone knew what became of him, and if he had any response he would drop me a line. We thought that he had passed away around 2001‑2002.
I also made contact with Ken Lewis our Special Operator through the Newsletter, Ken also wasn’t in the best of health, however he arranged for his son in law to drive him from Reading (his home) to Lincoln. We had a great time at the Reunion lunch catching up with the past in September 2006, Ken’s profession was in Insurance which he spent all his working life in. Unfortunately he was unable to attend any more reunion meetings.
At the end of the war Norman had been in touch with Bill Blaynay, our Midupper gunner, who part way through our tour of operations after an unfortunate incident was released from flying. He told Norman that he had been reassessed and had his Sargents [sic] rank reinstated, other than that we have no other information about him.
There was still two more crew members still unaccounted for, Jimmy, our Navigator and Eric, our Bomb Aimer.
Shropshire during the war had a number of Heavy Bomber Airfields, Ternhill, Shawbury and Cosford which are still in service today. Prees, and Sleap, were both wartime bases flying Lancasters, at Prees the hangers are being used as storage units for commercial companies. Sleap is now the home of Shropshire Flying Club using part of the runway, a few buildings and the Control Tower. It is open to the public, where you watch the small aircraft flying and one can enjoy and a good cup of tea and a cake and have a good chat with people who are still interested in flying.
There is also a small Museum covering plane parts from World War II. In the last three years Sylvia, myself and friends occasionally drop in for a cup of tea, by now we know a few of the staff who are all Volunteers and very interested people.
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Jimmy Grant, Navigator
On one of our visits in 2012 I had taken with me the 1943 Christmas Dinner menu for 101 Squadron, all the crew members had signed it in the inside, most people looking at the menu thought that we had had an excellent meal considering there was a war on.
Mike Grant one of the longer serving volunteers at Sleap Museum, who aids in researching the items that are given to the Museum before they go on display to the public.
Meantime he is also tracing the history of the oil pipeline which carried the millions of gallons of oil from the ports, across the UK down to the Channel ports and on to the D Day landing sites and beyond. This will be a very interesting book to read when it is published, soon.
On seeing the menu Mike said “I know this signature, he is one of my family, see how he writes the ‘G’ and the ‘r’ in Grant, we all write our signature the same way, and we were all told off at school for not writing properly”. We worked out that Jimmy our Navigator was his uncle. After the war he said the family had gone their separate ways, as many families did, so he had no idea where Jimmy would be now – it’s a small world.
We still have no idea of what happened to Eric our Bomb aimer.
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CHAPTER K
THE LANCASTER STORY
It became clear reasonably early in the Second World War that if Britain had any chance of winning, Bomber Command had to take the war to Germany, deep into its industrial heart, which was not possible with the short range light Bombers.
It was decided by the War Council that a much larger aircraft which could travel further, with a much heavier bomb load into Germany was needed, hence the introduction of the four engined heavy bomber, the Halifax and the Lancaster.
1942 marked the turning point for Bomber Command, Marshal Travis Harris (later known as Bomber Harris) was appointed Leader of Bomber Command. He believed that Bomber Command given the necessary aircraft and equipment, could play an important role in winning the war by strategic bombing of Germany’s industrial towns and cities.
Harris ordered a 1000 aircraft raid on Cologne be carried out. Fortunately the operation was credited as a success, this persuaded the Government to allocate Bomber Command high priority for aircraft and more importantly navigation aids and radar which were vital for accurate delivery of bombs on targets.
The development of the Lancaster continued with a few prototypes being produced, the production of Lancasters increased slowly at first and gradually stepped up reaching their peak by the end of 1944.
The earlier two engine bomber had a second pilot to aid the captain with a crew number of five, however on the four engined heavies where crew members could move around the fuselage, a change was necessary. The heavies had a mid upper gun fitted requiring a mid upper gunner; because of pilot shortages owing to the increase in numbers of new squadrons coming on stream and the increased complexity of the four engine bomber, this called for a specialist engineer to replace the second pilot, so the flight engineer was created, the standard crew of the Lancaster comprised of seven specialists, Pilot, Navigator, Flight Engineer, Wireless operator, Bomb Aimer, Mid Upper Gunner and Rear Gunner. Each was an expert in his own field and each a vital cog in the overall crew, rank played no part in the airborne life of the crew.
The Lancaster was involved on most of the important operations, such as the Dambuster Raid on 16/17th May 1943, The Battle of the Ruhr, Battle of Berlin, (Overlord, the name given to the Invasion of Europe 6th May 1944) and Operation Thunder Clap, mass raids against supply and communication targets such as road and railyards continued, and against German naval shipping at Le Havre.
In late July a bombing campaign against the V-weapon sites commenced as there was fear that Germany had a new secret weapon, raids were carried out on launching and storage sites, these operations took much of Bomber Commands efforts throughout the autumn of 1944 as did the attacks against the French railway in support of Overland. In September the
67
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Navy believed that Tirpitz (the German Battleship) which was anchored in the Kaa Fjord in Norway was about to put to sea. Bomber Command was again given the task of destroying her. On the third attempt on 12th November 31 Lancasters attacked the Battleship. This time on arrival the weather was clear over the ship, no smokescreen obscured the target, during the attack several hits were seen by the Lancaster crews, followed by a heavy explosion, one of its magazines blew up, then the mighty Battleship rolled over and capsized.
By the end of 1944 the Allied Armies were approaching the Rhine, come the end of March 1945, they had crossed the river in strength and were advancing on Berlin.
Bomber Command’s role assisted by the United States Eighth Airforce was to support the Allies by bombing Military targets, and in supporting the Russian Army on their advance from the east on Berlin.
The last major attack of the war took place on 25th April 1945 by the bombing of the Bergholf (Hitler’s Eagles nest) and the SS barracks nearby.
The war in Europe ended on 8th May 1945 (VE Day), however just previous to that operation Manna was put into action, which was dropping vital food supplies to the starving civilian population of the Netherlands (the Germans agreed to the dropping areas) a similar operation dropped food parcels to the Dutch population. A large number of Lancasters were involved, these operations stopped on VE Day.
With the war in Europe over, plans were made for the repatriation of British and Commonwealth prisoners of war under the code name Operation Exodus, many Lancasters were converted to carry 25 passengers for this purpose. Flights continued bringing prisoners home from across France and Germany. Receiving camps were set up in the United Kingdom for the thousands of men returning home from Europe.
Although the war was over in Europe, many Lancasters were preparing for war in the Far East, known as the Tiger Force, it was agreed that 10 Squadrons of Lancasters would be used until the New Lincoln Bomber came on stream which had much longer fuel ranges. Fortunately the Japanese war ended sooner than expected (because of the use of the Atom bomb) resulting in Tiger Force not being required. Myself along with many other crew members were very relieved, because flying over Japan would have been very difficult and dangerous.
After the war the Lancaster continued flying carrying out various roles until the new aircraft came into service, of the approximately eight thousand Lancasters that were built only a few are left with only two airworthy aircraft, one in Britain and the other in Canada.
During World War II Lincolnshire was known as Lancaster County, because of the large number of squadrons scattered across the County (28 in total). Today most of the land then used is now returned to agriculture. It is still difficult to travel around without driving past the site of a famous airfield.
The airworthy Lancaster belongs to the Lincolnshire’s Lancaster Association, based at RAF Coningsby and is part of the Battle of Britain memorial Flight. Each year this flight performs at many air-displays entertaining thousands of people and serves as a living memorial to those air crew who gave their lives in the defence of their Country.
There is a second Lancaster which has its home also in Lincolnshire at East Kirby and belongs to two brothers, Fred and Harold Panton, the aircraft is maintained to a very high standard,
68
[page break]
where the public can have a taxi ride in the Lancaster, and enjoy the sound of the four Merlin engines.
The people of Lincolnshire were the first to know when the RAF were on operations, as with 28 squadrons based throughout the county and each squadron with at least 20 aircraft serviceable, the sound made from over 2000 Merlin engines, as they circled and climbed to reach a height of 10,000 ft before setting out across Europe was tremendous. People from the Netherlands told me (after the war) that during the war they lay in bed at night hoping to hear the special sound made by the British bombers, and as they passed over, they wished them success in their operation and prayed that the young men who flew in them returned home safely.
During operations I listened to the four Merlin engines purring away for five or six hours, the sound was magic and something I will never forget.
I am one of the thousands who have been entertained over the years by attending many of the fly pasts and open days, where the Lancaster has been carrying out the flypast, firstly to hear the sound of the Merlin engines which is music to my ears, then to see this superb aircraft flying towards you at around 200 feet nearly always brings a tear to my eyes for memories past.
Date: 30 Aug 1943
This picture was taken from the camera operated in conjunction with the opening of the bomb doors and Bomb Aimer releasing his bombs on our 2nd Operation to Munchen Gladbach. The picture plotted the bombs hitting the target.
[photograph of bombs hitting target]
69
[page break]
Lancaster Bomber
Specification
Length: 69ft 4ins (21.08m)
Wingspan: 102ft 6ins (31.00m)
Height: 20ft 6ins (6.23m)
Maximum Speed: 300+ mph
Range loaded: 2,600 miles app
Ceiling loaded: 24,000 ft
Internal payload: up to 7 tons
Full fuel load: 2,140 gallon
4 Merlin engines 1390 hp
(The latest Lancasters could be better in all specifications)
70
[page break]
[photograph of Avro Lancaster bomber]
[photograph of Avro Lancaster cockpit]
72
[page break]
[inserted] 16th December 1943 14th op. [deleted] Page 3 [/deleted] [/inserted]
Black Thursday
[inserted] Further notes on our 14th operation on 16th December 1943 [/inserted]
[crest]
AT A minute before midnight on the night of December 16. 1943 Lancaster LM395 emerged briefly from low cloud just north of Caistor. There was barely time for the pilot, Sgt Stan Miller of Scarborough to register what was happening before the Lancaster struck high ground near the town. When rescuers arrived they found no survivors among the crew of seven.
Crashes amongst Lancasters returning from ops or on night exercises had become an almost regular occurrence in Lincolnshire by the winter of 1943. But that night something awful was happening as the 1 Group aircraft returned from a round trip of eight hours to Berlin.
The raid that night had been specifically planned to catch the defenders fog bound on their nightfighter bases across Northern Europe. Instead, the mist came down and shrouded many of the airfields in Eastern England as the bombers were returning.
That night 483 Lancasters and 15 Mosquitos raided Berlin. Twenty-five aircraft were lost to a combination of night-fighters, flak and collisions over the German capital. At least another 29 Lancasters were lost in crashes when the bombers returned to airfields blanketed in fog.
1 Group suffered more than most with 13 aircraft being lost and 56 men killed in crashes on or around their bases. 100 Squadron was hit hardest of all, losing four aircraft, including two which collided right over the airfield at Waltham. 460 at Binbrook lost two as did 166 at Kirmington. And single aircraft were lost from 625 Squadron at Kelstern, 101 at Ludford and 12 and 626 lost a Lancaster each at Wickenby.
During briefings that afternoon, crews had been told that Bomber Command had been waiting to mount a raid on Berlin when the weather was so bad that the fighters would be grounded and they would have an easy trip. This was to be it.
The planned route was straight in and out again over Denmark. But the fighters, which were supposed to be sitting on fog-shrouded airfields across Holland, Belgium, Northern France and Germany, were airborne, and the first intercepted the stream of Lancasters over the Dutch coast and there were running battles, until the bomber stream turned for home across Denmark. Twenty one aircraft were shot down and four lost in collisions over Berlin itself.
The weather became progressively worse as the aircraft returned and by the time the 1 Group Lancasters began arriving they found the cloud base had almost reached ground level.
Crashes began to be reported from almost every airfield. Tired crews were unable to pick up the circle of lights which by then had been fitted around most of the dromes. Some came down in open fields, some, like LM395, simply flew into the Wolds. At Waltham, two Lancasters from 100 Squadron, O-Oboe and F-Freddie, collided as they circled looking for the funnel of lights that could guide them to safety.
One man who remembers that night vividly is Wing Commander Jimmy Bennett, who had arrived at Waltham three weeks earlier to form the new 550 Squadron which was due to move to North Killingholme in the new year.
Bennett. with two tours behind him already, chose to fly that with 'Bluey’ Graham and his crew.
"Our take-off was early, about 4.30 in the afternoon, and even then visibility wasn't very good and it was plain we were not going to be in for a very pleasant journey,” he said.
The bombers emerged from the cloud cover which was supposed to protect them over the North Sea. “There was no high cloud and at times we could see dozens of aircraft around us," Bennett recalled. "The clouds below cleared slightly over the city, we dropped our bombs and got away again. There was some fighter activity but we were not bothered.
"Coming back the cloud started to increase again and it was clear that by the time we reached England it would be almost right down to the deck. Bluey decided to come down through the cloud over the North Sea. In conditions like that it was always wise practice. Lincolnshire may have been fairly flat, but other places weren’t and there were always a few of what we called "stuffed clouds" around, clouds which contained something hard, like a hill.
"We dropped down into the mist but Bluey picked up the outer circle of sodium lights at Waltham, stuck his port wing on them and followed them round until he found the funnel and put her down.
“We rolled along the runway to the far hedge and we were already aware that planes were coming down all around us, landing at the first opportunity, so we decided it would be a lot safer to leave the aircraft where it was and walk the rest of the way.”
73
[page break]
Black Thursday
[picture of aircraft]
100 Squadron had suffered terribly that night. So had 97 Squadron at Bourn in Cambridgeshire. It lost no fewer than seven aircraft in crashes.
The 1 Group Summary, which was circulated to all squadrons at the end of December, recorded: “No opportunity for striking at our objectives must be lost. This being the case, it is obvious that, in addition to the enemy on the far side, the elements of this side still have to be mastered.
“As an illustration, after the raid on Berlin on December 16/17, a widespread and unpredicted deterioration in the weather at our home bases occurred.
"No diversion areas were available and many deplorable accidents resulted while our aircraft were endeavouring to break cloud and land."
The Summary continued: "An investigation has now been completed which shows the accidents cannot be attributed to a common factor. Some aircraft broke cloud too quickly, some broke cloud too slowly and continued to sink, whilst others ''slipped in” on a turn while endeavouring to keep the airfield lights in view."
It added: "Conditions were vile and unexpected yet 136 aircraft landed safely. We must continue to strive for better airmanship and more effective ground control.
But no number of investigations and changes to procedure could erase the memory of that wooden hut near Louth for Wing Commander Bennett.
One crew which narrowly escaped joining the casualties that night was one from 101 Squadron at Ludford. [inserted] X2 [/inserted]
Len Brooks, who was the rear gunner in a Lancaster flown by Sgt Walter Evans, remembers that they were diverted to Driffield because of the bad weather. Over East Yorkshire they were picking up RT messages from Driffield, Dishforth and Catfoss but could see no lights through the murk.
Then Catfoss offered to put a light up for them. " They realised we were very low and put the beam almost parallel to the ground right on us. I remember feeling the power go on. the nose lift and suddenly I saw under the turret chicken huts, a garden shed and finally chimney pots flashing by. That Iight had saved us.”
[inserted] This refers to the aircraft being suddenly given full power to lift itself over the farm buildings [/inserted]
Mr Brooks also remembers the first time Ludford's new FIDO fog dispersal system came into use. This consisted of a system of petrol burners the length of the runway, the theory being that the heat generated would drive the fog away. It worked, too, the only problem being that the hot air caused a great deal of turbulence over the runway.
He recalls that two aircraft ahead of them declined to land, despite the exhortations of the station commander, Group Captain Bobby Blucke. When it came to their turn they were so low on fuel they had no option and Evans virtually forced the Lancaster down onto the runway.
[inserted] [symbol] Len Brooks our Rear Gunner He was looking backwards from the aircraft therefore had a completely different view from the others of the crew [/inserted]
[photograph of the rear gunner, Len Brooks]
102. An unknown gunner standing by his turret. 12 Squadron, Wickenby, May 1944.
74
[page break]
Training the Crews
[crest]
BEFORE BOMBER Command could launch its projected expansion in late 1943 and 1944 it had to have a ready supply of crews. And that meant an increase in training establishments.
Changes in the training system meant that each Group became responsible for turning out its own heavy bomber crews. With Lindholme in South Yorkshire as the Base station, Heavy
Conversion Units were set up at Faldingworth, Blyton and Sandtoft with other training units being based at various times at Hemswell, Ingham and Sturgate.
Most of the1I Group crews were to go through these training bases and many felt that flying with operation squadrons was considerably safer than in the HCUs.
Until more Lancasters became available, their conversion to four-engined heavies was largely on Halifaxes, and in particular on the early Mark I and lls. They were underpowered aircraft which had already been discarded by operational squadrons in favour of either Lancasters or the much superior later marques of the Halifax. They also had some nasty habits, particularly when inexperienced crews tried one particular manoeuvre which effectively blocked the airflow over the tail and was responsible for the destruction of a number of these aircraft.
One ex-12 Squadron crew remember starting six cross-country exercises from Sandtoft and failing to complete one of them. There was little wonder that Sandtoft became known throughout 1 Group as Prangtoft.
Sandtoft itself was, like the other training airfields, originally intended as an operational station.
The site. which is alongside what is now the M180 between Scunthorpe and Thorne, was selected by Air Ministry surveyors in January 1942 as suitable for use by heavy aircraft and work started that October on the construction of the airfield. It was intended that it would come into use as a bomber airfield in January 1944 but in the meantime, it was decided to earmark the new station for a Heavy Conversion Unit.
It officially opened in December 1943 (although it was by no means complete, not unusual with newly-opened airfields in 1 Group at the time). The first unit to operate from there was A Flight of 1667 HCU which moved in from Faldingworth, followed by its other two flights. Later in the year a fourth Flight was formed and this became the Flying Instructors’ Flight which in turn provided the training for instructors within 11 Base which also included Lindholme and Blyton.
[photograph of gunnery instructors]
133. Gunnery instructor at Lindholme in 1944. On the extreme left is Bob Dunston, an Australian who had lost a leg while serving with the 8th Army at Tobruk and later volunteered for the RAF as an air gunner. The picture comes from Len Brooks of Cleethorpes, pictured second from the left.
[inserted] Second from left is Len Brooks our Rear Gunner [/inserted]
75
[page break]
[blank page]
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
WO Donald Keith Fraser
Donald Keith Fraser's memoir
Description
An account of the resource
Memoir describing his life and service career in the RAF. He also gives a list of 29 operations he participated in with notes on specific operations, and recounts a brief history of the Lancaster.
Creator
An entity primarily responsible for making the resource
Donald Fraser
Format
The file format, physical medium, or dimensions of the resource
80 typewritten pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BFraserDKFraserDKv1
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
Poland
England--Lincolnshire
France--Modane
Germany--Augsburg
Germany--Berlin
Germany--Bochum
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hannover
Germany--Leipzig
Germany--Leverkusen
Germany--Mannheim
Germany--Mönchengladbach
Germany--Munich
Germany--Schweinfurt
Germany--Stuttgart
Poland--Szczecin
Germany--Braunschweig
Germany--Ruhr (Region)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1 Group
101 Squadron
1667 HCU
aircrew
bomb trolley
bombing
bombing up
briefing
Churchill, Winston (1874-1965)
Cook’s tour
dispersal
Distinguished Flying Medal
fear
FIDO
fitter engine
flight engineer
flight mechanic
fuelling
Gee
George VI, King of Great Britain (1895-1952)
ground crew
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Lancaster
memorial
military ethos
military living conditions
military service conditions
navigator
Nissen hut
Operational Training Unit
perception of bombing war
perimeter track
petrol bowser
radar
RAF Bottesford
RAF Catfoss
RAF Coningsby
RAF Cottesmore
RAF East Kirkby
RAF Lindholme
RAF Ludford Magna
RAF North Luffenham
RAF St Athan
RAF Waddington
RAF Wickenby
runway
searchlight
service vehicle
Tiger force
Tirpitz
tractor
training
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/571/10321/LFraserDK1566621v1.2.pdf
5152fef514148ca343378c083d1d6f84
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
Fraser, Donald Keith
D K Fraser
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Fraser, DK
Description
An account of the resource
12 items. Two oral history interviews with Warrant Officer Donald Keith Fraser DFM (1924 - 2022, 1566621 Royal Air Force), a memoir, his log book, photographs and service material. The collection also contains an interview with Sylvia Fraser, his wife. He flew a tour of operations as a flight engineer with 101 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Donald Keith Fraser and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
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
Donald Fraser's navigator's, air bomber's, air gunner's flying log book
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LFraserDK1566621v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
England--Lincolnshire
England--Norfolk
England--Yorkshire
France--Modane
Germany--Augsburg
Germany--Berlin
Germany--Bochum
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hannover
Germany--Leipzig
Germany--Leverkusen
Germany--Mannheim
Germany--Munich
Germany--Schweinfurt
Wales--Glamorgan
Germany--Braunschweig
Poland--Szczecin
Germany--Mönchengladbach
Poland
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Description
An account of the resource
Navigator’s air bombers and air gunner’s flying log book for Donald Fraser DFM, flight engineer, covering the period from 17 July 1943 to 25 February 1946. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Lindholme, RAF Harrogate, RAF Bircham Newton, RAF St Athan, RAF Ludford Magna and RAF Ricall. Aircraft flown in were, Halifax, Lancaster I and III and Oxford. He flew a total of 29 night operations with 101 Squadron. Targets were, Leverkusen, Mönchengladbach, Berlin, Mannheim, Bochum, Munich, Hannover, Leipzig, Dusseldorf, Modane, Frankfurt, Stettin, Brunswick, Stuttgart, Schweinfurt and Augsburg. <span>His pilot on operations was</span> Pilot Officer Evans. The logbook also contains a pair of newspaper cuttings concerning Donald Fraser being awarded the Distinguished Flying Medal and a note signed by the Air Vice Marshal Commanding 1 Group for Donald Fraser’s award of the Distinguished Flying Medal.
101 Squadron
aircrew
bombing
Cook’s tour
Distinguished Flying Medal
flight engineer
Halifax
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Oxford
RAF Bircham Newton
RAF Lindholme
RAF Ludford Magna
RAF Riccall
RAF St Athan
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/379/10476/LToombsG1590211v1.1.pdf
a23fa90d12f53e86fa183ee0e4f9c02b
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
Toombs, George
G Toombs
Description
An account of the resource
61 items. The collection concerns Sergeant George Toombs (1590211 Royal Air Force) and contains his log book, decorations, memorabilia and 56 photographs. George Toombs completed 30 operations as a flight engineer with 460 Squadron from RAF Binbrook and served in Germany after the war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Stephen E Toombs and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-06
2015-11-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Toombs, G
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Toombs’ flying log book for navigators, air bombers, air gunners and flight engineers
Identifier
An unambiguous reference to the resource within a given context
LToombsG1590211v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners and flight engineers for George Toombs, flight engineer, covering the period from 1 May 1944 to 7 October 1944. Detailing his flying training and operations flown. He was stationed at RAF Sandtoft, RAF Hemswell and RAF Binbrook. Aircraft flown in were Halifax and Lancaster. He completed a total of 31 operations with 460 squadron, 19 Daylight and 12 night operations. Targets were, Ardouval, Bois de Jardin, Stuttgart, Foret de Nieppe, Trossy, Pauillac, Fontaine le Marmion, Aire, Aachen, Douai, La Pallice, Volkel, Stettin, Ghent, Raimbert, Le Havre, Frankfurt, Rheine, Sangatte, Neuss, Cap Griz Nez, Calais, Kattegat, Saarbrucken and Emmericht. His pilot on operations was Flying Officer Lester.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
Belgium--Ghent
England--Lincolnshire
France--Ardennes
France--Calais
France--Creil
France--Douai
France--La Pallice
France--le Havre
France--Pas-de-Calais
France--Seine-Maritime
Germany--Aachen
Germany--Emmerich
Germany--Frankfurt am Main
Germany--Neuss
Germany--Rheine
Germany--Saarbrücken
Germany--Stuttgart
Netherlands--North Brabant
Poland--Szczecin
Poland
Germany--Ruhr (Region)
France--Pauillac (Gironde)
France--Sangatte
France--Nieppe Forest
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-07-25
1944-07-29
1944-07-30
1944-07-31
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-11
1944-08-12
1944-08-15
1944-08-16
1944-08-17
1944-08-18
1944-08-19
1944-08-31
1944-09-05
1944-09-06
1944-09-08
1944-09-10
1944-09-12
1944-09-13
1944-09-16
1944-09-20
1944-09-23
1944-09-25
1944-09-26
1944-09-27
1944-09-28
1944-10-04
1944-10-05
1944-10-06
1944-10-07
1667 HCU
460 Squadron
aircrew
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Trossy St Maximin (3 August 1944)
flight engineer
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
mine laying
Normandy campaign (6 June – 21 August 1944)
RAF Binbrook
RAF Hemswell
RAF Sandtoft
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/622/10612/BPayneRPayneRv1.1.pdf
4be42d107ed7b8f0a042057052d00c0f
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Title
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Payne, Reg
R Payne
Publisher
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IBCC Digital Archive
Identifier
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Payne, R
Description
An account of the resource
14 items. Two oral history interviews with Reg Payne (1923 - 2022, 1435510 Royal Air Force), his memoirs and photographs. Reg Payne completed a tour of operations as a wireless operator with 50 Squadron from RAF Skellingthorpe. His pilot on operations was Michael Beetham. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Reg Payne and catalogued by Barry Hunter.<br /><br />
<p>This collection also contains items concerning Fred Ball. Additional information on Fred Ball is available via the <a href="https://internationalbcc.co.uk/losses/100970/">IBCC Losses Database</a>.<a href="https://internationalbcc.co.uk/losses/ball-fc/"></a></p>
Date
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2015-07-03
2017-08-25
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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.
Transcribed document
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Transcription
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AVIATION MEMORY.
[Page break]
18
RAF BASES WHERE REG SERVED
[Underlined] 5 YRS [/underlined]
PADGATE
BLACKPOOL
YATESBURY
NORTH COATS
SOUTH KENSINGTON
MADELY
STORMY DOWN
WIGTOWN
SALTBY
COTTESMORE
MARKET HARBOROUGH
WIGSLEY
SKELLINGTHORPE
SILVERSTONE
TURWESTON
NORTH WEALD
KIRKHAM
RANGOON BURMA
[Page break]
[Underlined] Reg Payne [/underlined]
[Underlined] 1939 SEPT. WAR DECLARED [/underlined]
[Underlined] 16 YEARS OF AGE [/underlined]
Home Guard at 16 yrs (1939)
If you waited to be called up at 18yrs you could be sent to work in any of the coal mines, miles away from home
i volunteerd at 17 yrs RAF [underlined] 1940 [/underlined]
Took inteligence exams Moreton Hall Northampton then to RAF Cardington for more tests.
Training as a Wireless Operator.
My training would cost the Government twice as much as sending a pupil thro a university. Period.
2 years training before operations
[Underlined] 1 year to learn morse code 4 hrs per [/underlined] day
Only fighter pilots had long range radio speech.
Bomber pilots had only 10 miles range “Hello Darky” [Underlined] Give Details [/underlined].
[Page break]
[Underlined] JOINING THE RAF OCT 1941 [/underlined]
16 yrs old War Declared
Always keen on RAF.
Joined Home Guard (then L.D.V.) Cransley reservoir & Pytchley Bridge
At 17 yrs volunteer’d RAF
Selection testS Dover Hall Northampton
later on Cardington
Selected as Wireless OP/AG. Training with ATC. Morse code
Short hand typing exam (Cacelled) and call up papers
Advised to get very short haircut ready for RAF
Train to Padgate with Sandwich’s
Poring rain ladies umbrella
Sore eye until Derbyshire
Soaking wet at Padgate hut to hut
[Page break]
After issue of uniform next day parcel up wet cloth’s to send home to mum. Then train to Blackpool P.D.C. Personel Disp Centre
[Underlined] King St. Blackpool [/underlined]
One week only learning about
RAF regulations etc
Care of uniform
Told to get haircut and had one next day (thought I told you to get haircut
Corporal took four of us to nearby hairdressers lost most of our hair
Landlady taught us to polish boots Candle and spoon (hot)
First letter from home (over breakfast) after reading it the landlady said
[underlined] your mother still loves you [/underlined] (tears)
Then move to start our training in the tram sheds every day. Our instructors were ex naval wireless ops, 2hrs morning & 2 hrs afternoon
Morse code Morse code Morse code
[Page break]
[Underlined] OCT 1941 [/underlined]
Mrs Clegg 4 Charnley Rd Blackpool
10 RAF young lads posted there
2 in each bedroom. 2 single beds 3 beds in our bedroom
No food in bedrooms. Ron Boydon Arthur Bromich
Electric lights out in bedrooms after 7pm.
We were detailed in turn washing up. If you didn’t eat all your meals she contacted the RAF Billeting Officer and had you moved
We got over this by flushing it all down the toilet.
Gym slippers had to be worn all the time 10 pairs of gym slippers in the hall always a job to find your own
[Underlined] RAF men had to be in by 10pm. [/underlined]
Mrs Clegg locked the door promp at ten
We could not see the end of film at Christmaas Day, for a small piece of chicken and a small glass of ale
We [underlined] were charged 2 and 6 pence [/underlined]
Ron Boydon & Arthur Browich
The two boys who shared my bedroom were both killed in the war
[Page break]
All your personal clothing and items had to have your name and RAF number printed on it.
[Underlined] No bath or shower at Mrs Cleggs [/underlined]
Showers were allowed for us.
Sat mornings [underlined] Derby Baths Blackpool [/underlined]
We could swim in the baths but had no swiming trunks etc
We [underlined] could [/underlined] swim without costumes etc.
The medical plasters on our arms came off in the waters and floted on the surface on the swimming pool.
A pool atendant collected them with a shrimp net.
Female workers in a large building across the road could’nt take their eyes off us, and waved their arms to us
Morse code Morse code Morse code
[Page break]
Reg’s close RAF friend.
[Underlined] RON BOYDON [/underlined]
Junior Ket Evening Tel reporter
[Underlined] Cover’d in Corby today [/underlined]
Shared my room at Blackpool
Tall young fellow
Ron carried the white parafin lamp at front of our squad, on dark mornings when we all had to march across
Blackpool, to the tram sheds for morse practice, or Stanley Park early morning for P.T. or drill.
On dark mornings & evenings
[Page break]
Morse code speed tests were carried out in a room above Woolworths (Fridays) as your morse speed increast. We only went up to 10 words per minute
If you failed three times you would be taken off corse and be trained as Gunner (Air)
At further training at Yatesbury your morse speed reached 18 words per min
We didn’nt get our own laundry back from RAF Laundry (sizes) sent my laundry home to mum. Food also in parcel when returned Told to put food in cabinet Other boys ate it.
[Page break]
Must be in doors by 10pm.
Home from pictures food not in cabinet! Next time put food in bedroom draw wrapped in underwear.
Later food not in draw contact Mrs Clegg.
Arrive back clock striking 10 oclock just in time we say
Ron Boydon late on parade oil lantern
Trim wick
Lights go out whilst shaving. 7pm.
Turn water off on landing.
Eat up food or will inform Billeting Officer Yellow Peril & hard cheese.
Food down toilet and down back of piano
Ron’s pygamas on landing
Drill with gym shoes on Tower Ballroom also lectures Ena Bagnor organ
Derby Baths shower and swim once per week
Vaccination scabs Office girls
PTO
[Page break]
[Underlined] CHRISTMAS 1941. [/underlined]
No extra Christmas meal, we had to pay 2/6d for some chicken and Christmas Pud
Found out later my mother wrote Mrs Clegg nasty letter.
Of the three in bedroom I was the only one to survive
I recently returned to Blackpool where I visited Charnley Rd,
Our biller much enlarged (2 floors higher
Found my old room So small coul’nt believe 3 beds in a room.
Posted to Yatesbury, P.T. long distance runs over the Downs. P.T.I. ran behind the last boys Took his belt off and made the last boys run fast
Sunday bus ride to Swindon Drinking cider.
Ladies behind bar, kissing us before we got bus home
[Page break]
[Underlined] YATESBURY WILTS [/underlined]
Morse code and wireless valves
Valves}
Triodes
Tetroes
Pentrose
Diodes
Aerials & Accululators
Morse Keys
Accumulators
Stormy Down south coast.
Air Gunnery Cause
Browning machine guns
Armstrong Whitworth [underlined] Whitley’s. [/underlined]
[Underlined] NO 1 A.F.U. SCOTLAND [/underlined] Advanced Flying [underlined] Unit [/underlined]
Ansons & Botha’s
[Underlined] Night flying 34 hours [/underlined]
Pilot suspected engine trouble daylight flight. Landed over in England mid day. Nice dinner in Sgts Mess
Were told later nothing wrong with engine but all had a lovely meal
[Page break]
RADIO WORK & TRAINING
JAN 42 Yatesbury Wireless study
MAY 42 North Coates Ops Duties, Coastal, Com
OCT 42 Radio Maintenance Kensington
JAN 43 Madely Flying Proctors & Dominies
APR 43 Gunnery Course Whitley’s Stormy Down
MAY 43 AFU Wigtown Scotland Ansons Bothas
JUNE 43 14 OUT Cottesmore Saltby Market-Harb
SEP 43 H.C.U. Wigsley Halifax Lancaaster
OCT 43 Ops Skellingthorpe
Now crew of 5 at Cottesmore
Heavy Conversion Unit Wigsley
At RAF Wigsley (Notts) we collected two new crew members
1/ Jock Higgins Mid Upper Gunner
2/ Don Moore Flight Engineer
We were lucky because Don had done a lot of work as an engine fitter before joining as air crew.
[Page break]
MORSE CODE
[Table of Morse Code]
[Page break]
[Underlined] 14 OTU COTTESMORE [/underlined]
[Underlined] JUNE 1943. [/underlined]
Pilots
Navigators
Bomb Aimers
Wireless Operators
Air Gunners
All taken to an empty hangar and told to sort themselves out into [underlined] crews of five [/underlined]
Later each crew would get a Bomb Aimer and [underlined] another Gunner [/underlined]
[Underlined] OPERATIONS [/underlined]
[Underlined] Take Wakey Wakey tablets on leaving English coast for Germany [/underlined]
[Underlined
I IDENTITY
F FRIEND
OR
F FOE [/underlined]
I.F.F. transmitter sends out a signal which recognises you as an RAF aircraft
and not an enemy aircraft.
[Page break]
1 [Underlined] EVERY MORNING [/underlined] change intercom lead ACI batteries. Sign Form 700. Return used batteries to the Accumulator Section
2. [Underlined] Inspect all external aerials [/underlined] for any damage
3. During air test flight, [underlined] check all radio equip [/underlined]
4 [Underlined] Attend the WOPS briefing. D/F stations and frequencies etc. Attend the main briefing [/underlined]
5. [Underlined] Collect the colour of the, day charts, bomber codes, M/F D/F groups to use. Broadcast spare helmet W/T challenge chart [/underlined]
[Underlined] Check ground flight switch. Check voltage switch on A 1134 amplifier for inter com Check radio whilst engines are running Tidy up bundles of window on floor Oxygen mask on before take off Once air born pencil in ranges on Monica Screen IFF switched on Keep watch on Monica screen Listen for half hourly broadcast from Base Leaving the cost wind out trailing aerial
[Page break]
At RAF Wigsley our pilot was given training on 4 engines, training starting with flying Halifax bombers, then changing to Lancasters
Luckily most the wireless equipment that I had was the same that I used in Wellingtons
We did a number of flights by night
Long distance flights which always ended up dropping bombs on a distant bombing range.
At last we were posted to our bomber squadron, which was 50 Sqdn only 3 miles from Lincoln city. Skellingthorpe airfield
The first thing we had to do when arriving was to contact the orderly room and give the name and address of our next of kin.
We were then taken to our sleeping quarters a hut alongside others in a field off the main road leading to Lincoln
Toilets were provided close by, but there were no washing or shower equipment on the site, this only in the Sgts Mess, some distance away a good ten minutes walk.
Rather than take our washing towel, and shaving kit backwards and forwards each day they were hung on pegs in the Sgts Mess where we did all our ablutions. The towels had to be folded back in our haversacks each day and they were always damp.
[Page break]
It was after we had our evening meal in the Sgts Mess, and were returing to our hut, that we spoke to a group of chaps on our camp site. After telling them what a “terrible” place we had ended up in, they smiled at us and said, “terrible” it’s a lovely place, Lincoln is only 10 mins bike ride down the road, loads of pubs, and all of them have plenty of girls there that love meeting us RAF chaps, you will see when you go there.
Fred Ball our rear gunner and myself both had bikes and said we would give it a try. Biking into the centre of Lincoln we spotted a small pub called “The Unity? Finding a place for our bikes we entered the building, there was music in there and we found a table & two chairs to relax on
Sitting there enjoying a glass bitter we could’nt help notice two ATS girls also enjoying their drinks, we could’nt speak to them as they were the other side of a busy room. Before 10 oclock the two girls got up and started to walk out.
Fred said to them and where are you two off now, and they said we have to be in by 10 oclock, and our billet is near the Cathedral. Fred said do you mind if we walk with you, they said not at all.
We arrived at the large house near the Cathedral now the ATS Headquarters. We chatted for a short time and agreed to meet again the same time tomorrow. I didn’t know at that time I had just met
[Page break]
[Underlined] SQDN CALLSIGN CODES [/underlined]
50 SQDN A/C Pilgrim (B. Baker etc.
Skellingthorpe airfield C/S Black Swan
MORSE CALL SIGNS.
50 Sqdn STB
5 Group A8X
STBB V A8X Radio call from 5 Group
STBB V STB. Radio call from our Sqdn
[Underlined] V means from [/underlined]
my first wife
[Page break]
[Underlined] WAKEY WAKEY TABLETS [/underlined]
Not usually taken until getting airborn.
[Page break]
ITEMS CARRIED IN OUR POCKETS BATTLE DRESS AND BOOTS
French and Dutch money etc.
Emergency high protane food. Ovaltine tablets Water purification tablets
Knife and torch in our boots
The knife to off the tops of our boots
Map of the area (on a silk scarf) more like a large hankerchief
Dead mans rope at rear door
Amputation saw and morphia tablets in first aid cabinet
[Page break]
[Underlined] OCT 1943 [/underlined]
Posted to 50 Sqdn Skellingthorpe Lincoln
Crew not up to operation standard
More training needed
Give name of next of kin and address to the orderly room.
[Underlined] NOV 3RD [/underlined] 1943
BEETHAMS SECOND DICKY
TARGET DUSSELDORF
18 Aircraft lost (One of them my brother)
Telegram brother Arthur missing on operation
Mother asking me to come home
Making a promise to our Wing/Co to keep flying
Hoping for an easy operation for our first one
My first wife
[Page break]
1943.
OPERATIONAL FLYING
14 OTU COTTESMORE & MARKET HARBOROUGH
JUNE 1943
Crewing up in hangar Cottesmore
CREW MEMBERS
P/O BEETHAM PILOT
P/O SWINYARD NAV
SGT BARTLETT BOMB AIMER
SGT PAYNE WIRELESS OP.
SGT BALL REAR GUNNER
SGT HIGGINS MID UPPER GUNNER
SGT MOORE FLIGHT ENGINEER
WIRELESS OPS JOB
Change accumulators every morning.
Keep in contact with Base
Care of the inter/comm system.
Assist nav with bearings and fixes
Able to move about aircraft whilst in flight
Astro shots using the sextant
Check all aerials before all flights
Watching Monica screen Pilot had only [word missing] radio communication 10 miles
Jamming enemy radio messages
Demonstrate morse code.
[Page break]
1
22.1.43. LANC JA899 F/O BEETHAM
7.15 [Underlined] OPS BERLIN [/underlined]
764 Aircraft – 469 Lancs, 234 Halifax’s 50 Stirlings, 11 Mosquitoes. This was the greatest force sent to Berlin so far. But it was also the last raid in which Stirlings were sent to Germany. Bad weather again kept most of the German fighters on the ground and the bomber force was able to take a relatively “straight in” “strait out” route to the target without suffering undue losses. 11 Lancs 10 Halifaxe’s 5 Stirlings 3.4 per cent of the force. Berlin was again completely cloud covered and returning crews could only estimate that the marking and bombing were believed to be accurate, in fact this was the most effective raid on Berlin of the war. A vast area of destruction. The mainly residential areas of Tiergarten and Charlottenburg, the dry weather conditions, several “firestorm” areas were reported and a German plane next day measured the height of the smoke cloud as 6,000 metres nearly 19,00 ft.
It is impossible to give anything like the full details of the damage or to separate completely details from this raid and a smaller one on the next night at least 3,000 houses and 23 industrial premises were completely destroyd, with several thousands of other buildings damaged. It is estimated that 175,000 people were bombed out, more than 50,000 soldiers were brought in to help. From garrisons up to 100KM distance, these were equivalent to nearly three
[Page break]
Army divisions taken from their normal duties.
Interesting entries among the list of buildings destroyed or severely damaged are. The Kaiser Wilhelm Gedachtwiskirche (The Kaiser Wilhelm Memorial Church, which is now half ruined, half restored, (a major attraction in West Berlin)
The Charlottenburg Castle, the Berlin Zoo, much of the Unter den Linden, the British, French, Italian and Japanese embassies, the Ministry of Weopons and Munitions, the Waffen S.S. Admin College the Barracks of the Imperial Guard at Spandau and, among many industrial premises, 5 factories of the Siemens Group and the Alkett tank works which had recently moved from the Ruhr. It is difficult to give exact casualty figures, an estimated 2,000 people were killed, including 500 in a large shelter in Wilmersdorf which received a direct hit, and 105 people killed in another shelter in Wilmersdorf which was next to the Neukoln gas works where there was a huge explosion.
[Page break]
23.11.43 2
17.05 LANC JA899 F/O BEETHAM
17.05
[Underlined] OPS BERLIN LANDED WITTERING FLAPS U/S. [/underlined]
383 aircraft 365 Lancs 8 Mosquitoes to continue the attack on Berlin. The bombers used the same direct route as had been employed on the previous night. The German controllers made an early identification of Berlin as the probable target. Their single engined fighters were gathered over the city by zero hour and other fighters arrived a few minutes later
Fake instructions broadcast from England caused much annoyance to the German who was giving the running commentary. The Germans started a female commentator but this was mostly counered by a female voice from England ordering the German pilots to land because of fog at their bases. Spoof fighter flares were dropped by Mosquitoes north of the bomber stream also caused some diversions of German effort. Bomber crews noticed that flak over the target was unusually restrained with the German fighters obviously being given priority [Underlined] 20 aircraft all Lancasters were lost 5.2 per cent of the bomber force [/underlined]
The target was again cloud covered and the Pathfinders carried out sky-marking, but many of the main force crews aimed their bombs thro the cloud at the glow of 11 major fires still burning from the previous night. Much further destruction was caused to Berlin but because many of the details of the 2 raids were recorded to-gether by the Germans, it is only possible to say that more than 2,000 further houses 94 wooden barrack buildings and 8 industrial premises and 1 military establishment were destroyed, with many other buildings damaged
Approx 1,400 – 1.500 people were killed on this night.
[Page break]
26.11.43 LANC JA376 F/O BEETHAM
[Underlined] OPS BERLIN DIVERTED MELBOURNE (YORKS) [/underlined]
443 Lancasters 7 Mosquitoes
The Berlin force and the Stuttgart force diversionary flew a common route over Northern France and on nearly to Frankfurt (diversionary) flew a common route over norther France and on nearly to Frankfurt before diverging
The German controllers thought that Frankfurt was the main target until a late stage and several bombers were shot down as they flew past Frankfurt. Only a few fighters appeard over Berlin where flak was the main danger. But the scattered condition of the bomber stream at Berlin meant that bombers were caught by fighters off track on the return flight and the casualties mounted [Underlined] 28 Lancasters were lost 6.2 per cent [/underlined] of the force, and 14 more Lancasters crashed in England. The weather was clear over Berlin, but after their long approach flight from the south, the Pathfinders marked an area 6-7 miles from the city centre (north west) and most aircraft bombed there. Because of Berlins size however most of the bombing fell in the centre and in the Siemen Sstadt (with many electrical factories) and Tegel districts. 38 war industry factories were destroyed, and many more damaged. The now routine destruction of housing and public buildings also took place, but not on such a great scale as on the previous raids to Berlin
The Berlin zoo was heavily bombed on this night many of the animals had been evacuated to zoo’s in other parts of Germany, but the bombing killed most of the remainder, several large and dangerous animals leopards, panthers, jaguars apes – escaped had to be hunted and shot in the streets
[Page break]
Because of the confusion caused by so many raids in a short period, it was only possible for the Germans to record an approximate number of people killed on this night, of about 700-800. The local officials however produce a report in Jan 1944 giving details of combined casualties of the three raids of 22/23 23/24 26/27 November 4,330 were killed of whome the bodies of 574 were never recovered. The districts with the most deaths were Tiergarten 793 Charlottenburg 735 and Wedding 548. The dead were foreign workers and 26 were prisoners of war.
The property damage was extensive with 8,701 dwelling buildings destroyed and several times that number damaged
417,665 lost their homes for more than a month and 36,391 for up to a month
Reaching [underlined] Melbourne [/underlined] Yorks
Still heavy fog Diverted to [underline] Pocklington [/underlined] Yorkshire
We managed to land in heavy fog still,
All aircraft had little fuel left and could not find the runway
They were told to (head your A/C out to sea and bale out
[Boxed] 1 Lancaster ran out of fuel and crashed on a farm house. Killing the farmer & wife only the Lancaster R.G. survived
[Page break]
One night we had to do a very deep dive when another Lancaster that had not seen us came across our path, Mike put our Lancaster into a steep dive to prevent us hitting each other.
After we had settled down and were flying a steady course again, we found that our inter com was not working and we could not speak to each other.
Using my torch I soon found the problem, the inter com battery was not in its place, and the inter com leads were where the battery had left. With a torch I searched along the aircraft and found the battery some distance away. I think the Navigators feet had released the clamp that held the battery in position, and the battery in the steep dive that we did ended up some distance away. Luckily I was able to replace it, and make sure it was clamped down in position.
[Underlined] OPS LEIPZIG [/underlined]
A relative successful raid on Leipzig during the war
24 Aircraft 15 Halifaxes 9 Lancasters were lost 4.6 per cent of the force
The largest building being taken over by the Junkers aircraft company the former world fair exhibition site whose spacious buildings had been converted to become war factories
[This text in the corner appears in following page text] were severely damaged One place that was hit by a exhibition site, whose spaciou [see following page]
[Page break]
[Underlined] OPS LEIPZIG [/underlined]
[Underlined] LANDED WITTERING DAMAGED BY JU88 [/underlined]
3.12.43
Our crew were told to collect a Lancaster from RAF Waddington. We must take all our flying kit along with us. After arrival at Waddington we found we had to bomb Leipzig with it first then return the Lancaster to Skellingthorpe.
We thought what a strange way to deliver a Lancaster bomber 4 miles to its new airfield
[Second part of page missing – copy shows text from page beneath transcribed below]
A German nightfighter hit us in the port wing I reported that the wing was on fire. Our FL/t Eng came and looked and said, no its just petrol escaping from the wing tanks.
All the engines were then run from that one tank to save petrol being wasted
[Page break]
[Underlined] OPS LEIPZIG [/underlined]
[Underlined] LANDED WITTERING DAMAGED BY JU88 [/underlined]
[Underlined] 3.12.43 SHORT OF FUEL. (TANKS SHOT UP) [/underlined]
527 Aircraft. 307 Lancasters 220 Halifax’s
Despite the loss of two press men on the previous night the well known American broadcaster Ed Morrow flew on the raid with 619 Sqdn Lancaster crew, he returned safely. The bomber force took another direct route towards Berlin before turning off to bomb Leipzig
German fighters were in the bomber stream and scoring successes befor the turn was made but most of them were then directed to Berlin when the Mosquito diversion opened there.
There were few fighters over Leipzig and only 3 bombers are believed to have been lost in the target area 2 of them being shot down by flak
A relative sucessful raid from the point of view of bomber casualties, was spoiled when many aircraft flew by mistake into th Frankfurt defended area on the long southern withdrawal route and more than half of the bombers shot down this night were lost 4.6 per cent of the force
The Pathfinders found and marked this distant inland target accurately and the bombing was very effective This was the most sucsessful raid on Leipzig during the war a large area of housing and many industrial premises were severely damaged One place that was hit by a large number of bombs was the former world fair exhibition site whose spacious buildings had been conserved to become war factories
[Page break]
The Wehrmacht suffered damage to 4 flak positions, a clothing store, a veterinary depot and the Army Music School. 64 people were killed and 111 were missing or still covered by wreckage. 23,000 were bombed out. A train standing six miles south of Frankfurt was hit by a 4,000lb bomb and 13 people in it were killed.
Part of the bombing some how fell on Mainz 17 miles to the west and many houses along the Rhine water front and in southern suburbs were hit. 14 people were killed
We circled arround Wittering with little or no fuel left in our tanks, the Wittering phone R/T operator repeated saying the landing lights will soon be on, we waited an waited
Eventually the landing lights did come on and we were able to land with almost empty fuel tanks.
When we entered the Wittering mess we could see what the delay had been to get the landing lights on, as no one was on duty at their watch office, they were all attending the party.
A few years ago, giving our landing date and time to a serving RAF officer, he contacted me and said there was no mention in their flying control log book of our landing that night
Myself and two other crew members stood near the open back door with parachutes on as soon as the engines cut we would jump.
[Page break]
20.12.43 LANCASTER G ED588.
[Underlined] OPERATIONS FRANKFURT [/underlined]
650 Aircraft 390 Lancasters 257 Halifax’s
14 Lancasters lost
The German control room were able to plot the bomber force as soon as it left the English coast and were able to continue plotting it all the way to Frankfurt. There were many combats on the route to the target. The Mannheim diversion did not draw fighters away from the main attack until after the raid was over. But the return flight was quieter
41 aircraft – [underlined] 27 Halifax’s 14 Lancasters lost 6.3 per cent of the force [/underlined]
The bombing of Frankfurt did no go according to plan. The Pathfinders had prepared a ground marking plan on the basis of a forcast giving clear weather but they found up to 8/10 cloud. The Germans lit decoy fires 5 miles south east of the city and also used dummy target indicators. Some of the bombing fell arround the decoy, but part of the creepback fell on Frankfurt causing more damage than bomber command realized at the time. 466 houses were completely distroyd and 1,948 seriously damaged. In Frankfurt and in the outlying townships of Sachsenhausen and Offenbach 117 bombs hit various industrial premises but no important factories are mentioned. The report stresses the large number of cultural, historical, and public buildings hit, including the cathedral, the city library, the city hospital and no fewer than 69 schools.
[Page break]
[Underlined] JU88 SHOT DOWN [/underlined]
One night I felt the aircraft start to rise as the engines were open’d up I heard Les our bomb aimer on the inter com say to our mid upper gunner (Jock Higgins) not yet Jock I’ll say when.
He then said OK Jock [underlined] NOW. [/underlined]
By that time I was standing in the astro dome and looking above and in front of our aircraft I could see a German J.U.88 night fighter, flying in front of us, and a little above us.
Our bombaimer Les Bartlett suddenly said Jock now, with that they both open’d fire on the night fighter Ju88.
I noticed that Les seem’d to be spraying the nightfighter from side to side with his twin browning machine guns, but Jock Higgins with the same two machine guns was sending a constant stream of bullets up in the area of the nightfighter where the two crew members would be seated. The German night fighter flew for some time being riddled with bullets until it turned over and started to go down
I would think that it was Sgt Higgins that killed the two German crew members and caused the J.U.88 to crash with continuous firing in the cockpit area. As Les Bartlett was an office, he received ta medal for his efforts, but I still think it was Jock Higgins that brought the aircraft down.
Jock Higgins rec’d nothing
[Page break]
29.12.43
[Underlined] 7.25 [/underlined]
1707 LM428.
[Underlined] OPS BERLIN INCENDIARY THROUGH STARBOARD OUTBOARD TANK [/underlined]
712 Aircraft, 457 Lancasters, 252 Halifaxes 3 Mosquitoes.
A long approach route from the south, passing south of the Ruhr and then within 20 miles of Leipzig. Together with Mosquito diversions at Dusseldorf, Leipzig and Magdeburg causes the German controller great difficulties and there were few fighters over Berlin. Bad weather on the outward route also kept down the number of German fighters finding the bomber stream
[Underlined] 20 Aircraft 11 Lancasters 9 Halifaxes 2.8 per cent [/underlined] of the force lost
Berlin was again cloud covered, the bomber command report claiming a concentrated attack on skymarkers is not confirmed by the local report. The heaviest bombing was in the southern and south eastern districts but many bombs also fell to the east of the city
388 houses and other mixed property were destroyed but no item of major interest is mentioned.
182 people were killed, more than 600 were injured and over 10,000 were bombed out
[Page break]
REAR DOOR OPEN
The rear end of the Lancaster near the rear gunners position is one of the coldest parts of the aircraft, but one night our rear gunner said he was freezing in his position at the rear of the aircraft.
I soon found the problem when I got to the rear of the aircraft, the main entrance door was open, and the freezing cold air was coming straight in.
With gloves on I tried to close the the door, but with a two hundred mile wind rushing thro the door way it would’nt close. The Flight Eng came down to help me, but even the two of us could not close it.
We managed to get it partly closed leaving a small gap and tying it back with the dead mans rope The dead mans rope is a long length of rope near the rear door, should one of our crew be unlucky to have one of his legs or arms chopped off the rope was to tie a torch or a lamp on him, and with a parachute on push him out of this back door and hope people will see him coming down and rush him to hospital before he dies.
With the rope we still could nt close the door properly and had to push some heavy clothing into the door cracks to keep out the biting cold wind coming in the aircraft.
Whilst doing this work at the rear of the aircraft we had porable oxygen bottles round our necks all the time, or we would have passed out threw lack of oxygen.
Gloves on hands or you would loose the skin if you touched the bare metal
[Page break]
1.1.44 OPS BERLIN
23.44
LANCASTER
M/ME 567 [Underlined] 421 LANCASTERS [/underlined] 8.15
German fighters were directed to the bomber stream at an early stage and were particularly active between 2. Route markers on the way to Berlin
The German controller was not deceived by the Mosquito feint at Hamburg. But his fighters were not effective over Berlin. Only 2 bombers being shot down by fighters there, and the local flak was probably restricted to the height at which it could fire and the guns only shot down 2 bombers over the target.
[Underlined] 28 Bombers were lost 6.7 per cent of the force. [/underlined]
The target area was covered in cloud and the accuracy of the sky marking soon deteriorated
The Berlin report says that there was scattered bombing mainly in the southern parts of the city.
A large number of bombs fell in the Grunewald, an extensive wooded area in the south west of Berlin only 21 houses and 1 industrial building were destroyed with 79 people being killed. A high explosive bomb hit a lock on an important canal and stopped shipping at that area for several days
14.1.44 LANCASTER B.LL744
[Underlined] F/O BEETHAM OPS BRUNSWICK [/underlined]
496 Lancasters and 2 Halifaxes on the first major
[Page break]
We always took of with us a thousand or 2 [underlined] thousand pound overload [/underlined]
As we left the runway the long flames from the exhausts rose over the leading edge of the wings burning the [inserted] paint [/inserted] off the wings I knew there was 2,000 gallons of high grade petrol in tanks under all those flames
[Page break]
Raid to [underlined] Brunswick [/underlined] of the war [underlined] 38 Lancasters were lost [/underlined] 7.6 per cent of the force.
The German running commentary was heard following the progress of the bomber force from a position only 40 miles from the English coast, and many German fighters entered the bomber stream soon after the German frontier was crossed near Bremen. The German fighters scored steadily until the Dutch coast was crossed on the return flight. 11 of the lost aircraft were Pathfinders. Brunswick was smaller than bomber commands usual targets and this raid was not a success. The city report describes this only as a “light raid” with bombs in the south of the city which had only 10 houses destroyed and 14 people killed. Most of the attack fell either in the countryside or in Wolfenbuttel and other small towns and villages well to the south of Brunswick.
20.1.44 LANCASTER B/LL744
F/O BEETHAM [/underlined] OPS BERLIN [/underlined]
[Underlined] 769 Aircraft. 495 Lancasters [/underlined] 264 Halifax’s [underlined] 10 Mosquito’s. [/underlined]
35 Aircraft 22 Halifax’s 13 Lancasters were lost 4.6 per cent of the force
102 Sqdn from Pocklington lost 5 of its 16 Halifaxes on this raid, 2 more crashed in England ->
[Page break]
A CLEAR NIGHT OVER BERLIN
I think my first clear night over Berlin made me realize the terrible bombing coditions that the German folk were having to face
Looking down on Berlin from 3 or 4 miles high, I could see thousands of incendiary bombs burning on the ground. The large wide roads of Berlin showed like a large map
Every few minutes a huge explosion would take place along one of the roads wiping out part of the road plan.
These large explosions were the 4,000lb blast bombs which all the Lancasters carried (known by the RAF men as cookies)
I could see a wide road thro the streets of Berlin, quite clearly with the houses on fire on both sides, then a 4,000lb cookie would drop on the road, and a dark patch would appear where it had left no buildings standing.
Red and green incendiary bombs were still raining down and the RAF Pathfinder men were telling the bomber crews which ones they were to aim at.
I could look at a long wide road thro Berlin, houses on both sides alive with incendiary bombs buring, then a 4,000pb cookie hits the area and leaves a black space.
The master bomber above is shouting out to the aircraft aim at the reds not the greens.
We were expected to sleep when we got to out huts
[Page break]
-> and the squadron would lose 4 more aircraft in the next nights raid
The bomber approach route took a wide swing to the north but once again the German controller manage to feed his fighters into the bomber stream early and the fighters scored steadily until the force was well on the way home. The diversions were not large enough to deceive the Germans
The Berlin areas was, as son often completely cloud covered and what happened to the bombing is a mystery. The Pathfinder sky marking appeared to go according to plan and the crews who were scanning the ground with their H2S sets believed that the attack fell on the eastern districts of Berlin. No major navigational problems were experienced.
No photographic reconnaissance was possible until after a further 4 raids on Berlin were carried out but the various sources from which the Berlin reports are normally drawn all show a complete blank for this night. It is not known whether this is because of some order issued by the German authorities to conceal the extent of the damage, or whether the entire raid missed Berlin
[Page break]
[Underlined] 1,000lb BOMB IN BOMB BAY [/underlined]
One early morning after we had been on an operation we taxied the Lancaster back to our usual dispersal point at Skellingthorpe
The engines were shut down and all was quiet as we started collecting our loose flying kit together.
Suddenly we heard a large thud and at first we though a van had bumped into us. Then there was the sound of something rolling along the side of the aircraft.
Our bomb aimer Les Bartlett opened his bomb bay inspection door and was shocked at what he saw.
A thousand pound bomb had fell from from its station on to the bomb bay doors and it had rolled down the sloping bomb bay and had crashed at the rear of the bomb bay.
We did’nt know if it was still live and had to warn the ground crews, unless they opened to bomb bay doors where it would fall out.
We never did know how they made it all safe.
[Page break]
[Underlined] OPS BERLIN SPOOF ATTACK [/underlined]
27.1.44
[Underlined] F/LT BEETHAM [/underlined]
[Underlined] OPS BERLIN [/underlined]
515 Lancasters and 15 Mosquitoes
The German fighters were committed to action earlier than normal, some being sent out 75 miles over the North Sea from the Dutch coast. But the elaborate feints and diversions had some effect. Half of the German fighters were lured north by the Heligoland mining diversion and action in the main bomber stream was less intense than on recent nights.
33 Lancasters lost 6.4 per cent.
The target was cloud covered again and sky marking had to be used again. Bomber command was not able to make any assessment of the raid except to state that the bombing appeared to have been spread over a wide area, although many bombs fell in the southern half of the city, less in the north but 61 small towns and villages outside the city limits were also hit. With 28 people being killed in these places. Details of houses in Berlin are not available but it is known that nearly 20,000 people were bombed out. 50 industrial premises were hit and several important war industries suffered serious damage.
567 people were killed including 132 foreign workers.
[Page break]
[Underlined] FOG OVER AIRFIELD ON RETURN [/underlined]
All with little fuel left
Most sqdns sent up 20 A/C to target
2 Sqdns on each airfield (approx.) 36 A/C Each A/C had little more than 20 mins fuel left [underlined] No 1 [/underlined] would ask permision to land.
He was told to orbit at 3,000ft and as he circled he had to shout his position on the circuit such as (railway bridge) (cross roads) (Thompson’s farm) (reservoir)
As he circled he was called to decen’d to 2,000ft but still had to shout his number and position as he circled the airfield
Finally he was called down to 1,00 F shouting his position on the circuit No 1 down wind, then No 1 funnels No 1 touching down, then No 1 clear
No 2 would follow behind shouting out their positions on the circuit. Followed by No 3 doing the same
By shouting out their number and position and height the controller called them down
All crew’s had then to go to de-briefing
[Page break]
[Underlined] INSTRUCTING W/OPS [/underlined]
[Underlined] SILVERSTONE & TURWESTON [/underlined]
JUNE 1944 TILL END OF WAR
Of the 4319 men in the A/C shot downn attacking only [underlined] 992 [/underlined] survived 22.9 per cent.
On take off with 2,000lb overload
100 miles per hour were needed for take off
A gate stopped the throttle.
If the speed was not fast enough the pilot would say to the enineer [underlined] thro the gate [/underlined] and the gate was open’d to give more power
[Page break]
[Underlined] INTERNATIONAL DISTRESS [/underlined] SIGNAL.
[Underlined] SOS [/underlined]
ˑˑˑ / --- / ˑˑˑ
You would be told to divert to another airfield if there was fog over Lincolnshire where our airfield is. And stay there with the aircraft
[Underlined] DIVERSIONS F.I.D.O [/underlined]
[Underlined] FOG INTENSIVE DISPERSAL OF [/underlined]
[Underlined] FISKERTON 49 [/underlined] SQDN.
[Underlined] ASTRO DOME (FOR NAVIGATOR [/underlined] degrees & minutes
[Underlined] USING A SEXTANT. [/underlined]
Taking astro shots of the stars.
[Underlined] Polaris Bennet Nash Dubhi [/underlined]
[Page break]
2
Switch off IFF (Identity Friend or Foe)
Continuous watch on Monica screen
Listen out on given wave band for German speech
Tune my transmitter and jamb any speech
Wind in trailing aerial when over the cost [underlined] German [/underlined]
Pass bundles of window down to Flight Engineer
Transmit height and wind speed back to base. Details from Navigator.
Keep watching Monica screen whilst listening for German speech on given wave band
Obtain bearing from given [inserted] radio [/inserted] beacon for Nav, using loop aerial
Take hot coffee to the two Gunners
On clear nights, obtain sextant shots of given stars asked for by Navigator
On run up to target get in astro dome and watch for any bombers above us
Receive messages from base. Decode them & pass to pilot
Send more winds back to base. Our Nav is a wind finder
Shout out [underlined] contact [/underlined when a blip comes on Monica screen
Keep searching for German R/T speech.
After leaving enemy coast, let out trailing aerial
Switch on IFF when near English coast
Place colours of the day cartridges in Very pistol
[Page break]
3
Wind in trailing aerial crossing the English coast
If a diversion message is received on reachin the English coast, contact the diversion airfield and obtain a [underlined] QDM [/underlined] for the Navigator.
A QDM, is a coarse to steer to take you to the airfield.
You have to stay there with the aircraft. No washing or shaving equip. money or pygamas etc. Some times for two or three days if our aircraft needs work on it to be carried out
After landing you have to attend debriefing where you are asked a lot of questions before getting any sleep.
[Underlined] WHEN LOST. DARKY WATCH [/underlined]
“Hello” Darky”
Hello Darky
[Page break]
4
[Underlined] SKELLINGTHORPE SITE [/underlined]
No washing arrangements were available on our living quarters site. Just toilet & sleeping quarters All shaving & showers etc were in the Seargeans Mess. All toilet items kept in small haversack hanging on peg’s. After a few weeks we were told to remove our toilet haversacks for one day only.
The ones still on the pegs were the property of the men missing
[Page break]
[Underlined] CANADIAN AIRMEN. [/underlined]
Three NCO members of our crew were housed in a tin hut at Skellingthorpe
We had the hut to ourselves.
Arriving back after our leave, three extra beds were in the hut occupies by three Canadians
They were very generous, and told us to help ourselves from all the boxes of food arround the hut. Tins and packages all arround us.
The S.W.O. Station Warrant Officer came in and looking at it all said, I will be in this hut ever night at 7 oclock and if it is [inserted] not [/inserted] clean and tidy you wont be allowed out until it is. We had to wait for his insection every evening before we could visit Ena and Joan in Lincoln
A short time after the Canadians were shot down over Germany, all their contents were taken away and the hut was tidy again
The S.W.O. then said we could go out in our own time he would not visit us again. It probably took the death of three nice Canadians to allow Fred and myself to take Ena & Joan for an early meal.
And they were taken away
[Page break]
Whilst flying over Germany I would search a wave band on my radio.
I would listen for German speech sounding like giving orders to people.
I would tune my transmitter to that frequency and prese my morse key.
This would transmit the noise of one of our aircraft engines on that frequency as there was a microphone in that engine
On one long German operation, bad weather was forecast for our return over Lincoln and we were told to land St. Eval, Cornwall Some hours later I received another message which said cancel the previous message return to base.
Our Wing Commanders wireless operator did’nt get this message and he landed in Cornwall. On his return to Skellingthorpe, crowds of aircrew members line’d the runway to cheer him in.
At our next briefing, the Wing Co. said Wireless Operators make sure you get all the messages from Group, not like some clot that dos’nt get them. Jagger his Wireless Op got up and said, if that’s what you think of me you can get someone else to fly with you[inserted] tonight sir [/inserted] and with that he then left the room to go,
[Page break]
28.1.44
LANCASTER B/LL744 [Underlined] OPS BERLIN [/underlined]
677 Aircraft [Underlined] 432 Lancasters 241 Halifaxes 4 Mosquito’s [/underlined]
Part of the German fighter force was drawn up by the early diversions and the bomber approach route over northern Denmark proved too distant for some of the other German fighters. The German controller was however able to concentrate his fighters over the target and many aircraft were shot down there [underlined] 46 aircraft 26 Halifax’s 20 Lancasters [/underlined] lost 6.8 per cent of the force
The cloud over Berlin was broken and some ground marking was possible, but the bomber command claim that this was the most concentrated attack of this period is not quite fully confirmed by German records.
The western and southern districts were hit but so too were 77 places out side the city. The Berlin recording system was now showing an increasing deterioration no overall figure for property damage was recorded Approximately 180,000 people were bombed out on this night. Although many industrial firms were again hit the feature of the night is the unusually high proportion of administrative and public buildings appearing in the list of buildings hit. The new Chancellery, 4 theatres, the French Cathedral, 6 hospitals, 5 embassies, the state patent office etc, the report concludes with the entry the casualties are still not known
RAF Police came forward to stop him and the Wing Co. said let him go.
[Page break]
28.1.44
LANCASTER B/LL744 [Underlined] OPS BERLIN [/underlined]
677 Aircraft [Underlined] 432 Lancasters 241 Halifaxes 4 Mosqioto’s [/underlined]
Part of the German fighter force was drawn up by the early diversions and the bomber approach route over northern Denmark proved too distant for some of the other German fighters. The German controller was however able to concentrate his fighters over the target and many aircraft were shot down there [underlined] 46 aircraft 26 Halifax’s 20 Lancasters [/underlined] lost 6.8 per cent of the force
The cloud over Berlin was broken and some ground marking was possible, but the bomber command claim that this was the most concentrated attack of this period is not quite fully confirmed by German records.
The western and southern districts were hit but so too were 77 places outside the city. The Berlin recording system was now showing an increasing deterioration no overall figure for property damage was recorded Approximately 180,000 people were bombed out on this night. Although many industrial firms were again hit the feature of the night is the unusually high proportion of administrative and public buildings appearing in the list of buildings hit. The new Chancellery, 4 theatres, the French Cathedral, 6 hospitals, 5 embassies, the state patent office etc, the report concludes with the entry the casualties are still not known but they are bound to be considerable. It is reported that a vast amount of wreckage must still be clearid. Rescue workers are among the mountains of it. *Report os Technischen Nothilfe Gau 111-Berlin Berlin and Brandenburg. In Berlin City Archives
[Page break]
Reg Payne flew with 91 different pilots during his service in the RAF
Flew with Sir Michael Beetham as pilot 108 times
362 official flights were made during his RAF service, plus a lot of unofficial flights not recorded in his log book
After one operation after returning to our dispersal, and switching everything off a 1,000lb bomb came detatched from its moring in the bomb bay, luckily the bomb bay doors were closed. It rolled down the bomb bay and made a clonk as it reached the bottom. We don’t know how the ground crew delt with it.
During one operation the gunners complained how cold it was, I was asked to look into this. Going to the rear of the A/C I saw that the rear door was open. It could not be closed agains the slip stream but we tied it up as close as we could, and then pushed spare heavy flying clothing in the small gaps.
[Page break]
[Underlined] KENSINGTON ALBERT HALL [/underlined]
Wireless instruction in Science Museum.
Meals in Victoria & Albert Museum
Bedrooms in Albert Court next to Hall
“P.T.” in Albert Hall (boxing) etc.
Football in Kensington Gardens
[Underlined] BOXING ALBERT HALL [/underlined]
P.T. instructor sort us out in pairs boxing gloves on.
Instructor shouts Get stuck into each other or I’ll get stuck in to the pair of you
[Page break]
[Underlined] FIRST OPERATION BERLIN [/underlined]
[Underlined] 16.45 hrs [/underlined]
2,000lb overload Beetham spared this
NOV 22ND 764 A/C 7HRS 15MINS
26 A/C Lost 169 killed
Dispersal 1 hour before take off
Check all aerials/W/T./Monica./SBA/IFF/Trailing/Gee/Loop
[Underlined] Gunners getting ready [/underlined]
[Underlined] 17.05hrs BERLIN AGAIN [/underlined] Trailing aerial out [underlined] over the [/underlined] sea
NOV 23rd. [Underlined] IFF switched on [/underlined]
383 A/C 7hrs 45 mins
Navigator reading airspeeds at take off flames from exhausts 20 A/C lost [underlined] while taking off [/underlined]
130 killed
[Underlined] ON LANDING [/underlined]
Flaps frozen up, [Underlined] Refused landing [/underlined] Diverted to RAF Wittering
Bath ready in the morning
[Page break]
[Underlined] 3RD OPERATION [/underlined]
NOV 26TH [Underlined] BERLIN [/underlined]
17.20HRS
443 A/C 8HRS 5MINS
28 A/C lost 202 killed
[Underlined] Fog over Lincoln [/underlined] 14 damaged beyond repair
Diverted to Melbourne (Yorks)
[Underlined] Fog also over Melbourne [/underlined]
5 A/C crashed landing
Head your A/C out to sea and B.O.
Back to Skellingthorpe 2 days later
K King hit farm house. Farmer and wife killed
Only rear gunner survived
No cash or shaving kit on operation toothe brush etc.
[Page break]
3 times to Berlin in 5 nights
Cold bed at nights thinking about it.
EXTRACT FROM OFFICIAL GERMAN RECORDS ABOUT BERLIN RAID NOV 22ND
The most effective raid of the war on Berlin 3,000 houses and 23 industrial premises were completely destroyed with several thousands of other buildings damaged
175,000 people were bombed out
More than 50,000 soldiers were brought in to help from garrisons up to 100KM distance. Equivalent to three army divisions taken from their normal duties
Buildings destroyed or severely damaged are the Kaiser Wilhelm, Memorial Church (now a memorial) the Charlottenburg Castle, the Berlin Zoo, much of the Unter den Linden, the British, French, Italian, and Japanese embassies. The Ministry of Weapons and Munitions, the Waffen SS. admin college. The barracks of the Imperial Guard at Spandau, and many industrial premises inc. 5 factories of the Siemens Group, and the Alkett tank works, recently removed from the Ruhr. 2,000 people killed inc 500 in a large shelter which received a direct hit, and 105 people in another shelter near the gas works, where there was a huge explosion.
[Page break]
[Underlined] DEC 3rd [/underlined] 0023 HRS 527 A/C
[Underlined] LEIPZIG [/underlined 7HRS 50MINS
24 A/C lost 120 killed
Damaged by JU88 Fuel tanks ruptured short of fuel
Landed at Wittering
Officers Mess party no landing lights
Bath in the morning (much better conditions than at Skellingthorpe)
DEC 20TH 17.26 HRS 41 A/C Lost 193 killed
[Underlined] FRANKFURT [/underlined] 5HRS 40MINS
A/C G ED588 Did over 100 operations
DEC 29TH 17.07 HRS
[Underlined] BERLIN [/underlined] 20 A/C lost 79 killed
30lb phosphorous incendiary thro stbrd outer fuel tank.
We didn’t know about it.
Wing/Co took Beetham out to A/C after breakfast to show him hole in wing
[Page break]
[Underlined] JAN 1ST 1944 [/underlined] 23.44HRS NEW YEARS DAY 421 A/C.
BERLIN 8HRS 15MINS
28 A/C lost
Had to take the mid upper an axe spare mid upper smashes Perspex of turret Turret perspex frozen over
JAN 5TH 0005HRS STETTIN (TOUCHING SWEDEN)
358 A/C 8HRS 40MINS 16 A/C lost
Lancaster was fired on from another Lancaster
JAN 14TH 17.15HRS BRUNSWICK
498 A/C 5HRS 10MIN 38 A/C lost
Freda and Joans Lincoln Imps
Fred R/G forgot Lincoln Imp whilst on peri track.
Van driver collected it before take off
[Page break]
JAN 20TH [Underlined] BERLIN [/underlined]
16.35HRS
769 A/C 7HRS 35 A/C lost
Coned by searchlights Inter.comm battery became loose
No sound on inter com
2,400 tons of bombs dropped
Collected the HT battery from rear of A/C and re connected it
JAN 21st 19.51 HRS
22 A/C [Underlined] berlin [/underlined] spoof attack → 1 A/C lost
Main operation Magdeburg → 66 A/C lo
7 HRS 25MINS
Back door open. [Underlined] Tie up with rope Would not close. Slipstream [/underlined]
Dead mans rope at the rear door
Torch and knife in boots
[Page break]
FEB 25TH 18.35 HRS
[Underlined] AUGSBURG [/underlined]
594 A/C 8HRS 21 A/C lost.
Oil temperature much too high on one engine
Returned on 3 engines
Oil temp guage U/S
Nothing wrong with engine
Mike Beetham flying Lancasters promoted to Flight [inserted] LTD [/inserted] Commander
Could not drive car
Help from WAAFs.
1ST MARCH 23.19 HRS
[Underlined] STUTTGART [/underlined]
594 A/C 8HRS 10MINS 4 A/C lost
Thick cloud on route and over target
Night fighters unable to locate bomber stream
Much damage to Stuttgart
[Underlined] On the bomb run left left etc. [/underlined]
[Underlined] Bomb doors open Very cold draught when open. [/underlined]
[Page break]
JAN 27TH 17.17 HRS
[Underlined] BERLIN [/underlined
530 A/C 8.55 MINS 33 A/C lost
Off inter comm. High engine rev’s
Les and Jock attack Ju88
Of Les gets DFM, Jock goth nothing
JAN 28TH 0021 HRS
[Underlined] BERLIN [/underlined
677 A/C 7HRS 55MINS 46 A/C lost
Washing & shaving items
Haversacks collected from Sgts mess from airmen missing
19TH FEB 23.55 HRS
[Underlined] LEIPZIG [/underlined
823 A/C 7HRS 78 A/C lost
Returning home over North Sea (dawn reduce hight to stay in the dark
[Page break]
12.2.44
[Underlined] FIGHTER AFFILIATION [/underlined]
12.2.44 We were detailed to fly a short distance up into Yorkshire and to meet up with a Spitfire, who would contact us and when ready would continue to dive on us and give us advice on our defensive moves. In our Lancaster we had our full crew of seven personel, plus another pilot and his two gunners.
Our pilot Sir Michael Beetham decided that he and our two gunners would do the exercise first. With our two gunners in the turrets and Michael in the pilots seat, the attacks began all of them ending in the Lancaster doing cork screws to prevent the Spitfire from shooting him down. After 10 or 15 mins, the other pilot took over from Michael, and his gunners made for the turrets.
When all was ready the Spitfire came in for it first attack, the Lancaster went into a steep dive. I don’t think I have ever dived so steep before in a Lancaster, and so fast. On pulling out of the dive I noticed smoke round the port outer engine, and then there were flames.
Michael shouted a warning on the inter com and to our flight eng to use the fire extinwishes
[Page break]
With the extinuish’s working the flames vanished, with just smoke and steam, however once the extinguisher was empty the flames came back again, and seemed to be spreading down the wing. From the port outer engine the wing was on fire, and as the fire extinguisher was now finished and the fire spreading down the wing Michael gave the order to abandon the aircraft.
With ten crew members on board there was a move to the two exits, my pilot and navigator baled out at the nose exit, followed by the other pilot.
The rear door was open and Jock Higgins our M.U.G. baled out there, Les Bartlett our B.A. also left from there, when I arrived at the rear door they made way for me to go next. I had just left looking at the large fire in the port wing and I knew it was about to break off. I baled out.
Looking down I could only see 10 tenth cloud 3,000ft below me and I did’nt know if we were still over the Humber Estury
As I was falling to earth I found I was pulling one of the canvas handles and not the metal release handle. With the correct handle my chute opened, and looking up I saw part of the port wing following me down Also I could see the coast and I was drifting towards it. At the same time I heard the crash as the Lancaster crashed a few miles in land. I was drifting towards the Lincoln
[Page break]
shore, and I could see all the smoke drifting up in the sky from where it crashed
I made a soft landing in a field quite near East Kirkby airfield, quite close to where the Lancaster crashed. I was told that four of the crew were still in the aircraft when it went down. And I was asked if I would help them decide which body was who. As they were so badly crushed I did’nt want to go near them
[Underlined] REG [/underlined]
The four airmen killed were the other pilots 2 gunners.
Also our rear gunner Fred Ball our flight eng Don Moore
Fred Ball and Joan
Reg and Ena
The two ATS girls
Fred Ball was due to take Joan home to his house in [missing word] on their next leave together. But that was no longer possible
But Reg & Ena found it drew them closer together
[Underlined] Reg was made a member of the Caterpillar Club. [/underlined] Irving parachute.
[Pgae break]
19.2.44
[Underlined] OPERATIONS LEIPZIG [/underlined]
19.2.44 823 Aircraft 561 Lancaster 255 Halifax’s 7 Mosquitoes,
44 Lancasters and 34 Halifax’s lost 9.5 per cent of the force. The Halifax loss rate was 13.3 per cent of those dispatched and 14.9 per cent of those Halifaxes which reached the enemy coast after early returns had turned back. The Halifax 2’sand 5’s were permanently withdrawn from operations to Germany after this raid.
This was an unhappy raid for bomber command.
The German controllers only sent part of their force of fighters to te Kiel minelaying diversion. When the main bomber force crossed the Dutch coast they were met by a further part of the German fighter force and those German fighters which had been sent north to Kiel hurriedly returned. The bomber stream was this under attack all the way to the target. There were further difficulties at the target because winds were not as forcast and many aircraft reached the Leipzig area too early and had to orbit and await the Pathfinders. 4 aircraft were lost by collision and approximately 20 were shot down by flak.
Leipzig was cloud covered and the Pathfinders had to use sky marking. The raid appeared to be concentrated in its early stages but scattered later. There are few details of the effects of the bombing. No report is available from Germany and there was no immediate post raid reconnaissance flight. When photographs were eventually taken they included the results of an American raid which took place on the following day.
[Page break]
Reg Payne flew with 91 different pilots during his RAF service
Flew with Sir Michael Beetham his pilot 108 times
362 official flights made during his RAF service. Plus a large no of unofficial flights not recorded in his log book
After my operational flying at Skellingthorpe as a rest period I was sent to RAF Silverstone No 14 OTU, an Operational Training Unit
This made it rather difficult for me to see my ATS sweetheart in Lincoln.
I always visited her on my days off in Lincoln. Arriving back in the train one evening, I left the railway station at Brackley quite close to my airfield at Turweston. My bike was left chained to the station railings ready for me to ride back to Turweston a short distance away. A WAAF was in the same rail coach as me, she also was based with me, and worked in our Sgts mess. I asked her how she was getting to our airfield a couple of miles away. She said walk I suppose. I had my bike with me & she was please when I offered her a ride on my cross bar. All went well until near the airfield down a dark unlit lane, the pedals of my bike dug into the grass and we both ended up in the ditch. Luckily we were both not hurt, but decided we would walk the rest of the way, and I left her at the gates of the WAAFs site
[Page break]
Having all my meals in the Sgts mess, I thought I would see her again, and finally I asked one of the WAAFs if she was working there still. She smiled at me and said not any more, I then said why not, she then shook me and said, she’s had a dishonourable discharge, I asked what ever for, and she replied, she has had a mis-carriage and is in hospital. I could only think our bike accident was the cause of it. I never met her again.
[Page break]
[Underlined] OPS. AUGSBURG. RETURNED ON 3 ENGINES [/underlined]
25.2.44 23.55 Lancaster B LL744
F/Lt Beetham W.OP.
[Underlined] OPS LEIPZIG [/underlined 7.0PM
823 Aircraft – 561 Lancasters 255 Halifax’s 7 Mosquito’s 44 Lancaster and 34 Halifaxes lost 9.5 per cent of the force The Halifax loss rate was 13.3 per cent of those dispatched and 14.9 per cent of those Halifaxes which reached the enemy coast after early returns had turned back. The Halifax IIs and Vs were permanently withdrawn from operations to Germany after this raid
This was an unhappy raid for bomber command, the German controllers only sent part of their force of fighters to the Kiel minelaying diversion. When the main bomber force crossed the Dutch coast they were met by a further part of the German fighter force and those German fighter which had been sent north to Kiel hurriedly returned.
The bomber stream was thus under attack all the way to the target. There were further difficulties at the target because winds were not as forecast and many aircraft reached the Leipzig area too early and had to orbit and await the Pathfinders. 4 aircraft were lost by collision and approximately 20 were shot down by flak
Leipzig was cloud covered and the Pathfinders had to use sky marking. The raid appeared to be concentrated in its early stages but scattered later. There are few details of the effects of the bombing. No report is available from Germany and there was no immediate post raid reconnaissance flight, when photographs were eventually taken they included the results
[Page break]
BALING OUT OF THE LANCASTER
In a short time the whole port wing had flames along it, and Michael Beetham gave the order for us to bale out
With ten members of the crew in the aircraft we all had to move swiftly
Les Bartlett our bomb aimer left the astro dome where he had been filming the spitfire and baled out of the rear door followed by Jock Higgins. My pilot and navigator baled out of the front escape hatch
I made my way to the rear exit and baled out, below me all I could see was cloud, we were at 6,000ft, I did’nt know if we were over the Humber Estury or over land. We did not have Mae Wests on
As I was floating down on my chute, part of the port wing was above, luckily it passed by me.
Unfortunately the Australians two gunners didn’t bale out and were both killed
Worst of all our flight eng did not bring his chute because he told it was only a local flight
I think our rear gunner waited to late to jump.
Don our flight eng didn’t stand a chance He said he had not taken his parachute because it was only a training flight
Some time later after I had left the RAF, a friend of mine from East Kirkby took me to the crash side. We dug up a human pelvis and lots of metal that I had melted down and made into small Lancasters
[Page break]
9TH MARCH 20.42 HRS
[Underlined] MARSEILLES FRANCE [/underlined]
No A/C lost.
44 A/C of 5. Group. 8hrs 55mins
AIRCRAFT FACTORY BOMBED 10,000FT.
Practice flight before op with Air/Comm Hesketh Flew over target to get French workers clear before bombing
24TH MAR. [Underlined] BERLIN [/underlined]
811 a/c 7hrs 20mins 72 A/C lost
FOG OVER LINCOLNSHIRE LANDED FOULSHAM (NORFOLK
Tea with rum Massive searchlight & birds 2.30am.
[Underlined] EXPLAIN DARKY PROCEDURE [/underlined]
26TH MARCH 44 19.50HRS
[Underlined] ESSEN [/underlined]
705 A/C 5hrs 5mins 9 A/C lost
Jock pinching coal from compound
Bombs make a metalic jolt as each one leaves
[Page break]
30TH MARCH 19.50HRS
[Underlined] NUREMBURG [/underlined]
[Underlined] BELGUIM [/underlined]
795 A/C 7hrs 45mins 95 A/C lost
5 Northants airmen killed on this op.
Kettering man Arthur Johnson killed with all his crew
4 of our Sqdn were missing
Trevor Roper Gibsons R/G on the dams raid was killed
60 miles of burning A/C across Belgium
Aircraft flying in bright moonlight
200 mile strait leg to north of the target leaving large contrails behind
60 A/C lost
5TH APRILX 20.31 [underlined] TOULOUSE [/underlined] 6HRS 55 MINS
144 A/C of 5 Group [underlined] AIRCRAFT FACTORY [/underlined]
One aircraft exploded over the target.
The factory was severely damaged but 22 people killed in houses near by
[Page break]
[Underlined] HUMBER ESTUARY [/underlined]
12TH FEB [underlined] FIGHTER AFFILIATION [/underlined]
Baled out at 6,00ft
Pilot P.O. Jennings RAAF & two gunners
Les and his camera
Don [inserted] Moore [/inserted] No parachute
Jock on the tail
Me pulling wrong handle
Over the sea or over the land Baling out watching Don Moore (no parachute)
Large reservoir
P/O Jennings in the trees
Tablets from M.O.
Ena ringing Sgts mess
Looking over at Freds bed that night
Freds Lincoln Imp on tunic (not wearing it.
[Underlined] 1979 VISIT CRASH SITE PELVIS FOUND [/underlined]
Explain landing procedure at airfield after [underlined] returning to base Black Swan from Pilgrim B. Baker [/underlined] etc
[Page break]
2252HRS
28TH APRIL [underlined] ST MEDARD BORDEAUX [/underlined]
88 A/C 8HRS No A/C lost
Explosive factory
Markers set woods on fire
Unable to see target
Bombs returned to base
22.35HRS
29TH APRIL [underlined] ST MEDARD BORDEAUX [/underlined]
68 A/C 7HRS 20MINS No A/C lost
Explosive factory destroyed
Message (master bomber) do not bomb below “4,000FT
Blast lifted up our A/C
21.35HRS
1ST MAY 44 [underlined] TOULOUSE [/underlined]
131 A/C 5HRS 35MINS No A/C lost
Aircraft factory & Explosives factory
Both targets hit.
[Page break]
23.21HRS
[Underlined] 22ND APRIL BRUNSWICH [/underlined]
238 A/C 6HRS 4 A/C lost
617 Sqdn Mosquito’s marked target
Thin could over target hampered the bombing
[Underlined] 1,000lb bomb still in bomb bay after [/underlined] landing
Rolled down bomb bay after landing
[Underlined] 21.35 HRS SCHWEINFURT [/underlined
[Underlined] 26TH April [/underlined]
206 A/C 8HRS 50 MINS 21 A/C lost
Unexpected strong winds
Raid not a success
F/St Jackson Flt/Eng Awarded V.C. for climbing out on wing of A/C to put out fire in engine
FW 190 below Lanc. But didn’t fire at it.
[Page break]
11 TH APRIL 20.30
[Underlined] AACHEN [/underlined] 4 HRS
341 A/C 9 A/C lost
Always wanted to bomb Aachen
They gave us so much AA when it was used as a turning point
German civilian population all prepared for RAF raids. All their cellars were joined together with tunnels
The roof attic timbers coated with lime
18TH APRIL 44 [underlined] JUVISEY PARIS [/underlined] 4.25HRS
202 A/C RAILWAY TERMINAL 1 A/C lost
5 Group effort with master bomber Red spot marking
20TH APRIL 44 [underlined LA CHAPELLE [/underlined] (PARIS) 4HRS 30MINS
270 A/C 6 A/C lost
[Underlined] Rail target north of Paris [/underlined]
[Underlined] Washing & shaving equipment [/underlined]
[Underlined] Haversacks in Sgts mess. [/underlined]
Collected from hooks after approx. 6 weeks
[Page break]
Although operations were detailed one night our crew were not detailed.
I needed a few items for myself from the shops in Lincoln and went there on my own to purchase them.
Lincoln city was very quiet. Not an aircraft in the sky and you could hear all the traffic noises.
Suddenly the crackling noise of a heavily laden Lancaster bomber climbed over the roof tops from one airfield, then followed by another from another airfield. This was followed by dozens of Lancasters circling round the city, heavily laden with tons of bombs. The people of Lincoln were used to this, as they knew that once on their way to Germany it would be quiet until they returned some hours later
[Page break]
[Underlined] WE HAD TO BURY REAR GUNNER AT BIRMING [/underlined]
End of tour operations.
Returning after 7 days leave
5 – 50 Sqdn crews missing from raids whilst away
4 on Mailly le Camp.
15 Lancs flown whilst with 50 Sqdn 14 lost soon after.
[Underlined] No interest in football what so ever [/underlined]
[Underlined] DURING MY 30 OPERATIONS [/underlined]
691 aircraft lost
3967 aircrew killed
1111 P.O.W.’s
209 hrs over Germany (all at night) over 8 days.
Of the 4319 men in the A/C attacking Berlin who were shot down in the 18 raids only 992 survived 22.9 per cent.
[Page break]
Fred and Reg Ena Goodrich and Joan Brighty
[Underlined] THE LINCOLN IMP [/underlined]
Ena & Joan our two ATS girl friends gave us both a little Lincoln Imp badge to wear on our clothing when flying. They were known as very lucky items. Fred liked to pin his to his blazor when he went out in the evening, and pin it to his flying jacket when flying.
One evening when we were on operations being taken to our aircraft, Fred said to the driver of our transport, I have’nt got my Lincoln Imp (I never fly without it) Fred told him our hut number, 1st bed on left, Lincoln Imp on blazor hanging above bed.
The driver after dropping us at our A/C sped off to our hut, in ten minutes he was back with Freds Lincoln Imp. We all felt much better.
It was some time after, during a local parachute jumping afternoon, we had ten men in the Lancaster and only six of us managed to bale out before the Lancaster crashed. The other four men were killed Fred our rear gunner was one of them.
As I lay’d in my bed the next morning with Fred’s bed next to mine, his uniform jacket hung in the sun light: something on the pocket lapel caught the sunlight. It was Freds Lincoln Imp
[Page break]
AIRCRAFT & AIRCREW LOSSES DURING REG’S 30 OPERATIONS
[Table of aircraft with losses and details of crews]
Total number of A/C lost on these operations [underlined] 562. [/underlined]
Total number of aircrew killed [underlined] 4,300. 1206 POW’s
Average number of A/C on each operation 425.
Of the 4319 men in the A/C shot down attacking Berlin only 992 survived 22.9 per cent
[Page break]
BOMBER COMMAND LOSSES 8,325 AIRCRAFT.
1 in every 7 aircrew were killed in training
[Underlined] 1942 [/underlined] Only 3 in every 10 crews would finish a tour
3 groups od U.S. P40’s had sweepd German airfields in the afternoon prior to Nuremburg
Many say after pilots releasing their brakes and getting close to 105mph. was the moment of greatest fear. Sitting between 12 tons of petrol and explosives
6 nights before the Nuremburg raid 72 bombers were lost over Berlin
[Page break]
Killed on the Nuremburg raid
545 RAF crew
129 German civilian and military inc 11 Luftwaffe
[Underlined] 5 airmen from Northants killed [/underlined]
F/Sgt T J Hirst Weedon
F/O H C Frost Northampton
Sgt A J Johnson Kettering
Sgt J.P G Binder Moulton
Sgt G.W. Walker Geddington
In all during WWII 14,000 tons of bombs were dropped on Nuremburg. 6,369 Germans killed
A crew member had 1 in 4 chance when shot down
In the 5 month period known as the Battle of Berlin, it cost bomber command 1,123 A/C missing over enemy territory and crashes in England More than the entire strength of bomber command
Cyril Barton was the only Halifax pilot to gain V.C.
After Nuremburg, Mosquitoes went out with the bombers using the latest Mark X radar. Before this it was never allowed over enemy territory
[Page break]
[Underlined] NUREMBURG [/underlined]
41 Second Dicky’s took part in raid 9 killed 2 POW’s
9 Flight Commanders lost all killed
Half missing crews had done less than 10 ops.
30 missing had done less than 5 ops.
9 crews missing on their first op.
Out of 64 Lancs shot down only 4 rear gunners survived
101 Sqdn lost 7 A/C
51 Sqdn lost 6
Sgt Brinkhurst was the only crew member to get back to England after being shot down by a Halifax mid/upper gunner
Most men after being shot down in Germany, after taking off their parachutes, felt a sense of relief and were glad to be alive
No Mosquito carrying Oboe was ever shot down
[Page break]
Finally the moon set 1.48am, 3 hrs flight home against head winds
Martin Becker had shot down 6 bombers, he landed and re fuelled then shot down another Halifax. The rear gunner never saw him
50 men in Beckers 7 A/C 34 died
Major Heinz Wolfgang Schnaufer had shot down 121 bombers
The spread of bombers was 160 miles wide when crossing the coast home at 4am.
F/Lt Snell PFF pilot over Nuremburg 0107, landed base Downham Market 0410by direct route home 25 mins before the next A/C landed
Some crews 100 miles off track
Our crew crossed coast at Calais instead of 80 miles further south
P/O Barton crossed Durham coast 200 miles off track and crash landed. 3 crew survived.
Cyril Barton died – VC.
14 A/C crashed in this country.
[Underlined] East Kirkby [/underlined] 5 crews had there leave stopped to go on this operation 2 aborted 2 shot down.
[Page break]
NUREMBERG
Sgt Handley 50 Sqdn crashed RAF Winth [missing rest of word] All crew okay.
But all crew killed 5 weeks later Mailey le Camp.
When we were interrogated we were asked, How many did you think we have lost. Our M/U said about 100 and they said “Come off it Sgt. ” and poo pooed it.
Bennett was angry when he heard of the losses
One third of bombers shot down by 8 pilots
Nav F L Chipperfield 619 Sqdn Coningsby composed the Warsaw Concerto was on this raid
Our crew were No 1 airborne at Skellingthorpe at 2200 later Flt.Sgt Bucknall burst a tyre on take off and came off the runway “Wing & engine ripped out”
52 A/C Boomerang’d
4.7% Lancs
14.2 Halifaxs.
1.8 PFF.
2,600 tons of bombs carried all together
[Page break]
NUREMBURG
The forecast winds the bombers were using were not accurate & blew crews to the north
German night fighters still had navigation lights on when they first saw the bombers
The SN-2 improved radar could locate bomber even if they were using window.
Walter Heidenreich switched on radar and saw unusual blip. It was two Lancs flying together for company (it was so bright) He shot them both down with (slanting music)
Helmut Schuite shot down 4 A/C with 56 cannon shells
P/O Cyril Barton’s A/C on fire.
Nav, W/OP & B/A bale out
After fires are put out he still carried on with 3 engines loosing 400 gals fuel
Aircraft burning on ground lit up the sky
Our nav told crew not to report any more A/C being shot down
[Page break]
NUREMBURG
9 out of 10 pilots would always corkscrew port. The German pilots would allow for this
50 Mosquito night/fighters were in bomber stream, their radar could not pick up the signals from the German night fighters
The RAF radio station at Kingsdown could hear the claims of bombers being shot down and knew bomber command was in trouble
The long leg 200 miles 1 hr flying. 60 aircraft shot down one every 3 1/2 miles one per minute
In only 1 A/C did the whole crew survive
One crew in three were all killed
After the long leg bombers turned south for Nuremburg. Owing to strong wind, lots were too far [missing word] and east. 75 miles 20 mins flying.
PFF found that Nuremburg was covered by dense cloud 2 miles deep. Had to use sky markers
[Page break]
German single engine fighters all sent north to Berlin.
The bombers turn to the south wasn’t predicted
Chris Panton, brother of Panton Bros East Kirkby was shot down and killed on southern leg
PFF target indicators were widely scattered
Within 7 mins of bombers turning south, all German night fighters were told of new course
18 more bombers were lost on short south leg
In one Lanc Trevor Roper was killed Gibsons R/G
After target marking A/C should be bombing 47 A/C per min. or 160 tons per min
But they were late being too far north at turning point.
2 groups of markers could be seen several miles apart
Backers up dropped their sky markers near Lauf too far east. There was no master bomber to tell main force
[Page break]
NUREMBURG
It was usual practice for some PFF crews to scatter bombs over target area to keep the defences under cover whilst the aiming point was located and marked accurately.
Sky markers dropped over Lauf drew most of the bombing
One Path finder had a clear view of industrial town. Thought it must be Nuremburg and dropped large green TI on it
The town was Schweinfurt.
All the ball bearing factories were hit with incendiaries but no HE bombs.
Of all the A/C shot down on the outward flight only one full crew survived
German fire fighters working in -15 degrees- ce [missing end of word]
Village of Schonberg was destroyed by incendiaries 11 miles from aiming point
After leaving Nuremburg Some pilots flew into cloud after losing height still being blown north
[Page break]
[Underlined] 30TH MARCH 1944 [/underlined]
[Underlined] OPS NUREMBERG SAME SIZE AS BRISTOL [/underlined]
Harris
Severe icing in northern Europe, raid had to be more south
Harris chose Nuremburg.
Beginning of moon period
Early forecast cloud cover on way to target but clear over target
Straight leg 200 miles over Germany
Bennett PFF was against this
Halifax groups were in favour save fuel
Bombers in 5 waves 17 mins over target.
795 aircraft 572 Lancs 214 Halifax’s 9 Mosquito
In 7 months up to this date bomber command had lost 1047 A/C
6 days before 73/AC lost on Berlin
Halifax’s would carry only incendiaries one third of Lancasters weight.
162 aircraft involved in diversion raids (Baltic)
[Page break]
[Underlined] NUREMBERG [/underlined]
Some U.S. Mustangs and Lightnings were flying as night fighters RAF crews not told
20 Stirlings
10 Albemarles
8 Wellingtons
6 Fortress’s
110 Mosquitoes
I all 6,493 airmen over Germany that night.
In 103 Sqdn no one had completed a tour for 7 months
Photo rec’I’ aircraft flew over area in late afternoon and reported clear skys and no cloud cover.
But Harris did not cancel the raid
The German controllers ignored the mining diversion towards Baltic
German radar picked up signals from our H2S headsets soon after leaving our bases
By midnight, 200 German night fighters were making their way to orbit beacons “Ida” and “Otto” In the path of the bombers
Bombers were leaving contrails in bright moon
[Page break]
Because of the failure to find and mark Nuremberg Harris gave Cochrane (5 Group) the all clear to mark targets from low level. Using 617 Sqdn and Mosquitoes W/Co Cheshire obtained his V.C. for all his low level marking
Cheshire marked an A/C factory from 1,000ft over Toulouse and 5 Group destroyed it.
This was the last time the bombers all went in one stream to a single target.
[Page break]
[Underlined] REG’S TOTAL RAF TRAINING [/underlined]
Oct/41 Blackpool Basic RAF training Morse Code etc
Jan/42 Yatesbury. Wireless study. Morse procedure
May/42 “North Coates”. Wireless ops duties costal command
Oct/42 Radio Maintenance “South Kensington” London
Jan/43 Radio training “Madely” Proctors & Dominies
Apr/43 Air gunners course Stormy Down Whitleys
May 43 “AFU” Wigtown Scotland Ansons & Bothas
June 43 14 OTU Cottesmore Saltby & Market Harborough
Sept 43 H.C.U. Wigsley Halifax & Lancaster
Oct 43 50 Sqdn Lancasters 10 Berlin ops and Nuremburg Pilot Sir Michael Beetham
May 44 RAF Silverston 14 OTU.
June 44 RAF Turweston 14 OTU
June 45 Voluntarily taken off flying duties
July 45 Trained as receipts & issues stores officer at RAF Kirkham
Dec 45 Flown to Rangoon 56 FRU Forward Repair Unit 39 Flying hours reclaiming RAF equipment
July 46 Return home by boat. Demob RAF Kirkham 30 days not leaving the boat
In Burma. Reclaiming RAF equipment left arround after the Japanese were defeated
Based in Rangoon
Bringing it on charge or turning it to scrap
[Page break]
[Symbol] Lost on ops whilst F/O Beetham was at 50 Sqdn.
[Symbol] Missing POW’s.
[Underlined] No.50 Squadron Battle Order – 22nd November, 1943 [/underlined] BERLIN
[Underlined] A/C Pilot F/Eng. Nav. A/B. WO/AG. MU/G.
“A” P/O Toovey Sgt. Smith F/O. Pagett Sgt. Bedingham Sgt. Olsson Sgt. Kelbrick
“B” F/Lt. Bolton Sgt. Brown P/O. Watson F/Sgt. Forrester Sgt. McCall Sgt. Moody
“C” P/O. Heckendorf Sgt. Henderson P/O. Dale Sgt. Kewlay Sgt. Hope Sgt. Hall
“D” F/O. Beetham Sgt. Moore P/O. Swinyard Sgt. Bartlett Sgt. Payne Sgt. Higgins
“E” F/Sgt. Leader Sgt. Rosenburg F/O Candy P/O. Stevens F/Sgt. Lewis Sgt. Tupman
“F” P/O. Litherland Sgt. Green F/O. Chilcott Sgt. Hartley Sgt. Harris F/O Crawford
“G” F/O. Wilson Sgt. Felton P/O. Billam F/O. Newman Sgt. Gunn F/Sgt Harring
“H” Sgt. Lloyd Sgt. Avenell Sgt. Richardson SGt. Dewhirst F/Sgt. Hewson Sgt. McCarthy
“J” F/Sgt Erritt Sgt. Jones F/Sgt. Delaynn Sgt. Gleeson F/Sgt. Taylor F/Sgt. William
“K” F/Sgt. Thompson Sgt. Laws F/Sgt. Chapman Sgt. Conlon Sgt. Corbett Sgt. Spiers
Front Gunner – F/Sgt. Bolton
“L” F/Lt. Burtt Sgt. Taylor F/o. Presland F/O. Daynes F/O. Betty Sgt. Parkman
“M” F/O. Keith Sgt. Mitchell F/O. Guthrie Sgt. Bendix Sgt. Morrey Sgt. Brown
“N” F/Sgt Cole Sgt. Cammish F/Sgt. Burton Sgt. Wasterman F/Sgt. Stanwix Sgt. Sockett
“O” P/O Dobbyn Sgt. Cave F/Sgt. Palmer Sgt. Jackson Sgt. Ridyard Sgt. Duncom
“P” P/O. Lundy Sgt. Stevens F/Sgt. Jordan P/O Bignell Sgt. Green Sgt. Rundle
“R” W/O. Saxton Sgt. Fryer F/Sgt. Jowett F/Sgt Rees Sgt. Watson F/Sgt. Zunti
2nd Navigator F/Sgt Crerar
“S” P/O. Adams Sgt. Midgeley Sgt. Rawcliffe Sgt. Ward F/Sgt. Crawford Sgt. Hastie
“T” F/O Herbert Sgt. Russell Sgt. Rae F/O. Bacon Sgt. Poole P/O. Hughes
“X” P/O. Weatherstone Sgt. Gregory F/Sgt. Thompson Sgt. Lane Sgt. Spruce Sgt. Linehan
O.C. Night Flying S/Ldr. W.F. Parks, DFC.
Duty Engineer Sgt. Brown
R.McFarlane
Wing Commander, Commanding,
[Underlined] 50 Squadron, Skellingthorpe [/underlined]
[Page break]
[Photograph]
[Page break]
[RAF Challenge Chart]
[Page break]
Early DI’s change LT. accumulators Sign Form 700
Airtest check equip whilst flying
Attend W/Ops briefing D/F stations & freq’s etc. codes
Attend main briefing.
Collect. Colour of day charts
Main bomber codes
Beacon freq’s
M/F D/F groups to use
Broadcast times
Spare helmet
W/T challenge chart
Most of these are on rice paper and can be eaten before landing
Operate ground flight switch check voltage main acc’s
Switch on A1134? Amplifier for inter com.
Check radio whilst engines being run up.
Tidy up bundles of window on floor
Oxygen mask on before take off
Once airborne pencil in ranges on vis Monica screen
IFF switched on
Listen out for half hourly broadcast from base
Leaving coast wind out trailing aerial
Switch off IFF.
Keep continuous watch on Monica screen
Listen out on given wave band for German speech and tune transmitter to jamb the speech
Wind in trailing aerial when crossing enemy coast
Pass bundles of window down to F/Lt engineer
Transmit wind speed and height back to base. Details from nav
Keeping watch on Monica screen whilst listening for German speech on given wave length
Obtain bearing from beacon for nav. using loop aerial
On clear sky nights, obtain shots of given stars as asked for by navigator
On run up to target get in astro dome and look for A/C above you on bombing run
Receive any messages from base, decode them and pass to Pilot or nav
Send more winds back to base
Shout “contact” each time a blip comes on Monica screen
Keep searching for German R/T speech
Let trailing aerial out after leaving enemy coast.
Switch on IFF when near English coast
Place colours of day cartridges in very pistol
Wind in trailing aerial (crossing English coast)
If diversion message is rec’d before reaching English coast. Contact the diversion airfield and obtain QDM. Coarse to steer to get you to the airfield
[Page break]
[Photograph]
[Page break]
Alfred East Gallery Aircraft Paintings.
Grafton Underwood Oil Painting . Raffle for funds re Americans returning
Later Exhib Grafton Village Hall
Village scenes & aircraft.
Lady bought two church paintings
Vicars wife spitfire painting
Forest Green village bridge painting
Thank you letter.
Comission Lysander dessert painting
Kept. It.
Aircraft Paintings for guest speakers Air Gunners Ass
Chairman got praise
Lancaster Sqdn painting Lincoln £1,600 Memorial
Comission B24 Liberator painting Harrington Memorial unveiling
[Missing word] B17 over Grafton Underwood Dr Wildgoose
[Missing word] of friends deceased wife
Rothwell family mother father & wife all deceased
[Missing word] Ship painting for Malta.
[Page break]
Exhibiting Paintings in Rothwell Antique Shop.
2 Exhibitions in Rothwell library
Lancaster painting bought by friend donated to Bishop Stopford School.
Trevor Hopkins and talk to children
Photograph’s taken of paintings & made into cards
Started painting local scenes in water colours to produce greetings cards
Now visit all villages in this area taking photographs to use in producing more cards.
County library services use my Manor House painting to produce 4,000 cards.
Still have to go back to Lanc painting in oils
In 1999 exhibited 16 paintings All sold
[Page break]
[Underlined] PAINTING [/underlined]
Started 1970
Picture framing out of hand
Framing for art exhibitions & weddings
Nude lady painting in shed
Some of them not worth framing.
To Doctor [inserted] Walker [/inserted] with chest pains, pack up framing first do some for us
Calendars from drug firms.
Clear up back log framing
Try painting for change
Started copying calendars – water colours sold first one to neighbour
College told me change to oils
Did my first aircraft painting sketching model oils
Later photos of models at required angles
Started taking photo’s of local scenes to copy
Exhibited in Kettering P.O & Lloyds Bank
Commissioned paint bank for manager
Changed it to holiday painting
[Page break]
[Underlined] BROUGHTON ART EXHIBITION JUNE 2000 [/underlined]
Paintings hung 3 sold
1 painting took 2nd place in favourite painting vote.
Oct and November Exhibitions in-:
Alfred East Gallery Kettering
Kettering Library
Rothwell Holy Trinity
31 paintings sold during year 2000
Jan 2001, completed painting of Rothwell Church school building for use on letter heading note paper
Selection of greeting’s cards including A/C cards
Total over 100
Donate paintings-: Westside Community Group
Rowell Fair Soc
Rothwell Church
Painting of Rothwell Sunday School Bdls’
Broughton Flower Festival Poster
[Page break]
Intelligence Exams. Dover Hall? Northampton. RAF Cardington over night.
Fitness Exams [Underlined] DETAILS OF W/OP TRAINING [/underlined]
MAY
25.5.41 RAF Reserve
OCT
9-10-41 8 Recruit Centre Padgate.
OCT
16.10.41 10 Signals School [underlined] Blackpool [/underlined]
FEB
5.2.42 2 Signals School [underlined] Yatesbury [/underlined]
MAY
7.5.42 W/OP [underlined] North Coates [/underlined] Coastal Comm
SEP
16.9.42 7 Signals School [underlined] South Kensington [/underlined]
JAN
6.1.43 4 Signals School [underlined] Madeley [/underlined]
APR
6.4.43 7 A.G.S. Stormy Down
APR
27.4.43 1 A.F.U. Wigtown
JUNE
1.6.43 14 OTU Cottesmore, Saltby Market Harborough
SEPT
8.9.43 1654 Conversion Unit Wigsley. NOTS
OCT
22.10.43 50 Sqdn Skellingthorpe Lincs.
10.6.44 14 OTU Silverstone
1.8.44? 14 O.T.U. Turweston
[Page break]
RAF SERVICE OVERSEAS 1945/46.
[Underlined] OCT 1943 [/underlined]
Met my future 1st wife whilst serving in RAF Lincoln
She was an ATS girl also based in Lincoln
[Missing word] [Underlined] 1944 [/underlined]
After completing my operational flying 50 Sqdn Skellingthorpe posted to 17 OTU Silverstone as an instructor where I stayed until VE. Day May 1945.
By that time I was engaged to my ATS girlfriend but agreed not to get married whilst still flying
Large surplus of aircrew after VE Day.
Given choice to give up flying and take ground job.
After training were promised posting near home
1st 2nd and 3rd choice Desborough Market Harbor’o Silverstone
After courting 2 years decided to get married
Posted to RAF Kirkham 8 week course Receipts & Issues Officer
Fixed date of wedding 5th Oct 45
After finish of course posted to Blackpool P.D.C.
Then to North Pier to be told of our postings
My posting 56 FRU S.E.A.C.
Told to go to Karachi to find where 56 FRU was.
Home on leave for wedding & back to Blackpool
Trainload of us to Northweald Essex to fly over seas
[Page break]
NORTHWEALD LATE OCT. 1945
Parade 8am each morning hundreds on parade
Call for 50 personel 2 Liberators departing
Kept hanging back wifes parents living nearby.
5 weeks later not many of us left, all transported to [underlined] RAF Tempsford [/underlined] spy’s airfield [underlined] Bedfordshire [/underlined]
Now very cold snow on ground [underlined] no heating. [/underlined]
[Underlined] 11TH DEC [/underlined] 26 off us taken with kit, to waiting Lib
Given ‘K’ rations [underlined] no drinks no seats [/underlined]
1300 hrs took off for North Africa
Landed North Africa [underlined] Castel Benito Tripoli [/underlined] Mussolini’s airfield 7hrs 5mins
Canteen for cup tea Barrel of oranges
Slept in tent [underlined] cold [/underlined] Out door wash etc
Servicemen going home have preferance of A/C
Dock & harbour Tripoli full of sunken ships
Airfield littered with Axis A/C
[Page break]
[Underlined] 13TH DEC [/underlined] 4pm took off for [underlined] Cairo [/underlined] Landed [underlined] Almaza 6hrs 40mins [/underlined]
Taken to Helioplis Palace Hotel
Civil aviation hotel Very posh.
Cool bath in morning (Lady cleaner)
Trip to Pyramids in afternoon
Collect Roman coin [underlined] Diaclesus 300BC [/underlined]
Trouble with young Egyptian shoe shines
[Underlined] 15TH DEC 0630hrs [/underlined] Took off [underlined] Persia, [/underlined] Landed [underlined] Shaibah 5hrs [/underlined]
Very hot sunstroke centre near A/C
[Underlined] 15TH DEC 1500hrs [/underlined] Took off for India landed at [underlined] Mauripur Karachi 7hrs 20mins [/underlined] 10.20pm.
Given bunk beds in large hangar 3 high.
Spent 13 days at Mauripur including Christmas
Changed into Khaki clothing
Plenty of fruit and bananas and drink
Christmas day in shorts & hat only
Swimming in Arabian Gulf with dolphins
Hot sands Camel rides messy smells
[Page break]
[Underlined] 28 DEC 45 6 AM [/underlined]
Boarded Dakota to [underlined] Palam Delhi 4hrs 40mins [/underlined]
[Underlined] View of Everest during flight [/underlined]
28th DEC [underlined] 12.35PM Palam to Chakula 4hrs 15mins [/underlined]
[Underlined] 100 miles? From Calcutta [/underlined]
At Chakula for 2 or three days
Stayed on camp site all the time
Lived in bamboo huts on stilts [underlined] 4ft [/underlined]
Wild country all arround, jackals howling at nights
Primitive toilets on raised stairways
All personel were armed mostly Sten guns
All had firing practice on firing range
1ST JAN 46
We all boarded Indian train, no window panes no corridors
As Warrant Officer was I/C the train
Airmen firing from train at wildlife during journey
[Page break]
Thought I was in for rocket when we pulled into Calcutta station
Spent next few days in transit camp near Calcutta
Not allowed to leave camp over local Indians pushing for their independance
Whilst there played football against African black, they wiled the floor with us, playing with bare feet
Ice cream under shade of tree monkey’s dropping
Eating ice cream
5TH JAN 46.
[Underlined] TRANSPORTED TO DUM DUM AIRPORT CALCUTTA [/underlined]
12.30pm Boarded Dakota to Mingladon Airfield near Rangoon 4.30hrs
Total flying hours Tempsford England to [underlined] Mingladon Rangoon 39hrs 30mins [/underlined]
We were all taken by lorry transport (now 12 off us)
To Rangoon where we found 56 F.R.U.
F.R.U. = Forward Repair Unit.
[Page break]
We were taken to our separate mess’s
After a meal in the Sgts mess we were taken to a neaby bombed building nearby
Given timber & tools to make beds
Mosquito nets
[Underlined] No windows electrics water [/underlined]
After breakfast taken to 56 FRU stores
[Underlined] 56 FORWARD REPAIR UNIT. [/underlined]
Capable of repairing anything used in R.A.F.
Aircraft Vehicles Radio’s Parachutes etc
Stores in large [inserted] ex [/inserted] printing works
[Underlined] Job Detail As a W/O I was given the jobs [/underlined]
As, I/C our Sgts billet
Anti malaria officer
Fire officer
Petrol receipts & issues officer
As well as working in stores & Orderly Officer
[Page break]
[Underlined] Japanese POW’s working for us. Petrol drums [/underlined]
[Underlined] Very hot & sticky [/underlined] Atmosphere 110°
Green mould on shoes
[Underlined] Khaki shorts [/underlined] changed 3 times a day.
[Underlined] Dark [/underlined] soon after 5pm, thousands large bats
[Underlined] Fire fly’s [/underlined] lighting up tress
[Underlined] Canoe building [/underlined]
[Underlined] Victoria Lakes Sunday’s Me organising [/underlined]
[Underlined] Transport Food Bookings Snakes [/underlined] in lake
[Underlined] Hot sands [/underlined]
[Underlined] Petrol for Unit dance [/underlined]
[Underlined] Drains and sewers in Rangoon [/underlined] flooding in monsoon
Units closing down disposing of their equipment.
[Underlined] Orderly Officer Parachutes and Army Depot fire [/underlined]
[Underlined] Duty Free labels [/underlined] F/Lt. Adjutant
[Underlined] Rangoon toilets [/underlined] Squash dog on road
Water Festival
[Page break]
[Underlined] Monsoon rain [/underlined] Deluge on flat roof
Open sewers full
W/shops flooded testing canoes
We each bought a black steel trunk to store all our presents in to take home called a [underlined] deep sea trunk [/underlined]
[Underlined] One thing remains in my memory [/underlined]
Anglo Burmese ladies in office
11am Thursday’s shooting Jap war criminals
Listening to rifle shots ladies smiling.
[Underlined] EARLY JUNE 1946 [/underlined]
My demob group No 42 has come up
Transferred to a disposal centre on the outskirts of Rangoon
Sleeping 2 persons small tent
Were instructed to keep our arms in our beds, [underlined] “Dakoits” [/underlined] Burmese bandits from surrounding countryside
After a few days we were taken out by boat where our ship to take us home was moored [Underlined] The “Orduna” [/underlined]
[Page break]
REG PAYNE
WIRELESS OPERATOR
SGT RON BOYDON W/OP 207 SQDN
21/22 JAN 1944 OPS MAGDEBURG
ALL CREW BURIED IN BERLIN
1939-45 CEMETARY
“Bomber Harris and the Strategic Bombing Offensive 1939-1945
By the time war in Europe had ended more than 8,000 bombers had been lost during operational sorties, and by night alone nearly 14,000 were damaged, of which some 1,200 were totally wrecked. In terms of human casualties no fewer than 46,268 had lost their lives during or as a result of operations, and a further 4,200 had been wounded. In addition on non-operational flights 8,090 had been killed or wounded. Put another way, out of every 100 aircrew who joined an Operational Training Unit, on average 51 would be killed on operations, 9 would be killed flying in England, 3 would be seriously injured in crashes, 12 would become POW’s of whom some would be injured, 1 would be shot down but evade capture, and 24 would survive unharmed. No other branch of the fighting services faced quite these awesome odds.
[Page break]
1943/44
REG PAYNE
1435510 WIRELESS OPERATOR
50 SQUADRON
SKELLINGTHORPE
LINCOLN
PILOT SIR MICHAEL BEETHAM
NAV FRANK SWINYARD
BOMB AIMER LES BARTLETT
WIRELESS OPERATOR REG PAYNE
FLIGHT ENG. DON MOORE
MID UPPER GUNNER JOCK HIGGINS
REAR GUNNER FRED BALL
[Page break]
[Table of Aircraft & Aircrew Losses During Reg’s 30 Operations]
Total number of A/C lost on these operations 562.
Total number of aircrew killed 4,300. 1206 POW’s
Average number of A/C on each operation 425.
Of the 4319 men in the A/C shot down attacking Berlin only 992 survived 22.9 per cent.
[Page break]
[Underlined] BOAT TRIP HOME FROM BURMA RANGOON [/underlined]
As a W/O was given a berth in centre of ship
The ship terribly overcrowded
The only drinks water and tea
No canteen or such No books or library
30 day journey
Tried sleeping below deck first night
Slept on deck (crowded) after that
Quizz on how many miles the ship did each day
Went thro monsoon period
Attacked by swarm of locus
Hung dirty washing out of port hole
Noticed Army personel had ringworms
Nothing to do all day
Biggest event watching one chap having his boils squeezed each morning.
Called in at Ceylon, Alexandra Suez Gibralta
No one allowed off ship.
Went below to sleep just before we reached England
Docked in Liverpool mid July.
[Page break]
[Underlined] DEMOBBED AT RAF KIRKHAM 17TH JULY 1946 [/underlined]
W/O’s were told to leave their kit bags on deck and they will be taken to demob centre
All khaki clothing burned on parade ground
Our deep sea trunks were brought to us.
My kit bag had not turned up.
Had to pay 19/6d for missing overcoat (in kit bag)
Revolver & 40 rounds also in kitbag.
Told some of you W/O’s would loose your bloody head if it was’nt fixed on.
That’s all that was said
With that trundled my deep sea trunk to the railway station and home
[Page break]
[Underlined] SGT RON BOYDON [/underlined]
WIRELESS OPERATOR /AIR GUNNER 207 SQDN
LOST WITH ALL HIS CREW
WHILST BOMBING MAGDEBURG
21/22ND JAN 1944
YOU ARE NOT FORGOTTEN RON
REG PAYNE AND TUBBY MELHUISH
YOUR TWO EX RAF CHUMS.
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
Aviation Memory
Description
An account of the resource
A detailed account of Reg Payne's service in the RAF. He starts with a list of 18 RAF bases where he served in his 5 years of service. He was 16 when war was declared but volunteered for the RAF at 17. After tests he was selected for training as a wireless operator ending up at Blackpool. Morse had to be 10 words a minute or retraining as a gunner. Moved to RAF Yatesbury and speed increased to 18 words per minutes. Then RAF Stormy Down for air gunnery followed by #1 AFU Wigtown for training in flight.
By June 1943 Reg is at RAF Cottesmore, 14 Operational Training Unit.
He details his daily tasks before operations.
Next he is moved to RAF Wigsley Heavy Conversion Unit for conversion to Halifaxes then Lancasters then ended up at RAF Skellingthorpe.
The social life at Skellingthorpe is popular and he met his first wife.
November 1943 his brother is missing over Dusseldorf.
Each operation he was involved in is described in detail.
Later in his memoir he details where and when he trained.
There is a list of prisoners of war from his squadron and a colour photograph of Reg and two colleagues at the tail of Lancaster 'Just Jane'.
There is a list of Reg's paintings.
He details his post war service via Libya, Cairo, Iran, India and Karachi, ending up at 56 Forward Repair Unit in Rangoon.
In June 1946 he returned to the UK by ship.
Creator
An entity primarily responsible for making the resource
Reg Payne
Format
The file format, physical medium, or dimensions of the resource
120 handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BPayneRPayneRv1
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
British Army
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Burma
France
Germany
Great Britain
Burma--Rangoon
England--Lancashire
England--Lincolnshire
England--London
France--Paris
France--Toulouse
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Essen
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Magdeburg
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Germany--Braunschweig
France--Marseille
Poland--Szczecin
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Wolfenbüttel
Poland
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-04-18
1944-04-19
1945
1946
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
102 Squadron
14 OTU
17 OTU
49 Squadron
5 Group
50 Squadron
619 Squadron
Advanced Flying Unit
Air Gunnery School
aircrew
Albemarle
Anson
arts and crafts
bale out
Bennett, Donald Clifford Tyndall (1910-1986)
bomb aimer
bomb struck
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of Toulouse (5/6 April 1944)
Botha
Caterpillar Club
crewing up
Dominie
FIDO
Halifax
Heavy Conversion Unit
Home Guard
incendiary device
Ju 88
Lancaster
Master Bomber
military living conditions
military service conditions
Morse-keyed wireless telegraphy
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
prisoner of war
Proctor
RAF Cottesmore
RAF East Kirkby
RAF Fiskerton
RAF Kirkham
RAF Madley
RAF Market Harborough
RAF Melbourne
RAF North Coates
RAF North Weald
RAF Padgate
RAF Pocklington
RAF Saltby
RAF Silverstone
RAF Skellingthorpe
RAF St Eval
RAF Stormy Down
RAF Tempsford
RAF Turweston
RAF Waddington
RAF Wigsley
RAF Wigtown
RAF Wittering
RAF Yatesbury
Stirling
superstition
training
Wellington
Whitley
Window
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/992/10623/PHammondBF1801.1.jpg
2e6cb57fd2c4da73cdef8d687d6529a7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/992/10623/AHammondBF180904.2.mp3
39855cccc9bd2e67d395dfc623e76a0e
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
Hammond, Bert
Bertram Hammond
B F Hammond
Description
An account of the resource
Two oral history interviews with Bert Hammond. He flew operations as an air gunner with 514 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hammond, BF
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DK: I’ll just check this is working. So, this is David Kavanagh for the International Bomber Command Centre interviewing Bert Hammond at his home on the 4th of September 2018. So, if I just put that there.
BH: Yeah.
DK: It works better if you just talk normally. If I’m looking down I’m just making sure it’s working.
BH: Yeah.
DK: But what, what I’ll just start off asking you was what, what were you doing just before the war? Can you remember what you were doing?
BH: Yeah. First of all I was a grocer’s assistant and then I decided to get some further education.
DK: Right.
BH: And luckily for me there was just a bit of luck. I was in ATC, 233 Squadron. Whatever you called it. And I went to the Technical College to see if I could get anything and unbeknown to me the teacher I saw was also an officer in the ATC Squadron which I didn’t know.
DK: Oh right.
BH: He also was in charge for the football team for the squad which I played for. So, he, he helped me a lot to get some further education and there was a period of time which I greatly, you know appreciated.
DK: So —
BH: That was up until I went and volunteered.
DK: So the fact you were in the ATC was flying something you were interested in then? And the RAF?
BH: Yeah, we got the occasional trip, you know.
DK: Yeah.
BH: We, we got one nearby squadron. Bostons. We got, I got a trip in one of those one Sunday.
DK: Yeah. Well what were you flying in? Can you remember?
BH: Sorry?
DK: What were you flying in?
BH: Then?
DK: Yeah.
BH: Bostons.
DK: Right.
BH: The American aircraft.
DK: Right. Oh, right.
BH: And I’ve, there’s only about three crew. Bomb aimer, navigator, pilot and a wireless operator/air gunner because they, they were probably flying in, was it 2 Group?
DK: Right. Yes. Yeah.
BH: They were Bomber Command but late aircraft.
DK: Yeah. So you flew in a Boston as part of the ATC then.
BH: Yeah.
DK: Ah.
BH: And we also, I forget the name of the aircraft, we went one night. We flew over the Broads, The Norfolk Broads.
DK: Right.
BH: In a [pause] I forget what they called it now. Twin engine. You could get about eight people in. It was. But that was that was also helpful you know to get you accustomed to flying.
DK: So was that the first time you flew then?
BH: Yeah, in the Boston.
DK: In the Boston.
BH: Yeah.
DK: Yeah.
BH: Yeah.
DK: Oh, right. So, how did you feel as you were taking off in it? Was it quite exciting?
BH: I was so unprepared. I didn’t, I didn’t know what to expect. But it’s, the best part was that they had left as you got in to the back because it was the wireless op in those and the air gunner was in the middle of the aircraft you see.
DK: Yeah.
BH: And they left all the detachment out so I can see all the ground underneath my feet [laughs] but it was, no it was a great experience.
DK: Yeah.
BH: Because you, before you go in to the RAF you’ve got a little idea what flying is about. It may be sparse but it was —
DK: So whereabouts, going a bit further whereabouts were you actually born then? Were you a Londoner?
BH: No, I was born in Norwich.
DK: Right.
BH: Brought up in Norwich.
DK: So, in Norwich itself then did you see much about the beginning of the war?
BH: Oh, yes.
DK: What did you see then? Can you —
BH: We got, we got bombed. I mean, but the incident which I never saw, but obviously there was no television in those days. There was a paper and also the wireless where the stray aircraft came over and machine gunned the girls coming out of Colman’s Mustard Factory.
DK: Oh dear.
BH: I mean, I’m not quite sure of the numbers but it was either seventeen or nineteen they killed, and I thought to myself then but they’re not munitions, they’re not war people. They’re [pause] and then of course they got further night raids. And I had a girlfriend at the time. You know, young we were [laughs] and her, they bombed Norwich, and I was, of course this is the early part of the war and she was, her cousin was seventeen and got killed.
DK: Oh, really.
BH: When they pulled her out she was black. Blast.
DK: She didn’t work at the Colman’s factory then. She was —
BH: No. No. Separate.
DK: Separate incident. Oh dear. Yeah.
BH: But that’s the sort of thing that got me thinking about, I mean.
DK: Yeah.
BH: I mean, at the time I thought I mean a girl of seventeen you know they’re in the bloom of their life aren’t they?
DK: Yeah.
BH: But that really, that really struck me. Those two occasions. That’s all. That’s why I volunteered for aircrew. As simple as that.
DK: And what year was it you volunteered for aircrew then?
BH: ’43. Early ’43. I had to go in. I had to go in to have my tonsils and adenoids out so I got delayed actually, you know.
DK: Right.
BH: Through the RAF you know.
DK: Yeah. Yeah.
BH: Went before what they called an Attestation Board at Cardington in Bedfordshire.
DK: Right.
BH: And then of course you have your medical, and seven doctors I believe there were.
DK: So, it was quite thorough then was it?
BH: Oh yeah.
DK: So as you joined what were you hoping to do in the RAF? Were you hoping to be a pilot? Or —
BH: I think we all were.
DK: You all were. Yeah. Yeah.
BH: I mean to be honest I mean I could send Morse because I mean I was taught it in the ATC.
DK: Right.
BH: Quite capable. I could send better than I could receive. I think that’s natural if you’re not proficient at it shall we say.
DK: Yeah. Yeah.
BH: And I didn’t want to be a wireless op. So I was straight AG.
DK: Yeah.
BH: A — it was a shorter course.
DK: Yeah.
BH: You were a sergeant at least.
DK: So was that one of the reasons you became an air gunner then because the training was a shorter period?
BH: Yeah, it was one of the reasons. Yeah.
DK: So, so what did the training as an air gunner actually involve then?
BH: Well, I was called up to what they called ACRC, that’s in London.
DK: Yeah.
BH: I reported to Lord’s Cricket Ground of all places. We got all our inoculations, vaccinations, kitted out, and then we went on to Bridlington.
DK: Right.
BH: And in Bridlington was what they called initial. ITW, I think they called it anyway. And you were taught certain things. Marching and all that sort of things. And one of the, one of the things I remember of course I couldn’t swim and they marched us down, you know. They said, ‘You’re going down to the harbour,’ you know, ‘For dinghy drill.’ Of course we went down at night and thought oh that’s not far to drop. We went back the next morning the tide had gone out [laughs] It was about a fifteen or twenty foot drop. I mean, they lined you up. You might as well jump because they’d have pushed you anyway. You’ve got Mae Wests on.
DK: Yeah.
BH: And then you had to get in a fighter dinghy. A fighter one, you know.
DK: Yeah. Yeah.
BH: And then get out of that and get in a bomber dinghy and come back.
DK: So, you didn’t —
BH: I did alright.
DK: You did alright. You never realised how deep it was until the next day though.
BH: But I was, I wasn’t shall we say afraid because I think when you are with other people, most of these were you know were joined up lads like myself.
DK: So, how old were you at this point?
BH: Eighteen.
DK: Eighteen. Yeah.
BH: When you join up like that you think to yourself, ‘Well, I’ve got to go with the flow. I can’t show myself up.’ And I think you get accustomed to that kind of relationship don’t you?
DK: Yeah.
BH: Especially as you get older and more in with the RAF. It’s a comeraderieship of being with other people isn’t it?
DK: Yeah. So what, what was your next part of the training then?
BH: Well, then I went to, I can’t remember how long we I’ve got a record.
DK: Yeah. Yeah.
BH: Of all my service history there. Went then to Bridgnorth. This was called, I think it was advanced ITW. Initial Training Wing, you know.
DK: Yeah.
BH: We did, I don’t know how long we were there but we [pause] it was quite a, quite a big camp. I think it’s still going today. I’m not sure mind you, but it’s going on for long after the war anyway but we then of course you got a lot of sport.
DK: Yeah.
BH: And of course, and I was very lucky there of course. My mother wrote to me and said, “You’ve got an aunt in Bridgenorth.” So of course the aunt wrote to me and said, “Oh, come for Sunday lunch.” Beautiful home cooking [laughs] We went to church in the morning and then we went to Sunday lunch. Oh, it was lovely. Yeah. I went several Sundays. They were, he was a big business man in Bridgenorth. He’d got a big store or something. I don’t know. But they were very very kind to me.
DK: So the food at your aunts was better than what the RAF did for you then.
BH: Well, yes. You miss your mum’s cooking don’t you? [laughs] Yes.
DK: So what, what sort of training were you doing at Bridgnorth? Did this involve weapons training?
BH: No.
DK: No.
BH: No. No. We didn’t get that training until I then moved to Morpeth.
DK: Right.
BH: Near Newcastle.
DK: Yeah.
BH: That’s what they called, that was the Air, Air Gunner’s School.
DK: Right.
BH: We had, we had rifles. That was all at Bridgnorth.
DK: Right.
BH: But that was all, you know. We did a bit of firing with rifles in the, in there but —
DK: So was Bridgenorth mostly kind of square bashing and —
BH: Yeah. And as I remember more or less teaming you up to go to the Air Gunner’s School, you know.
DK: Right.
BH: But then, because we went to the Air Gunner’s School, we were flying in Ansons, with film and drogues, you know. Which was the targets.
DK: Yeah.
BH: That was —
DK: Did, did you start your weapons training on the ground or or was it straight in to the air?
BH: We, we, you did a certain amount, you know with as I said with rifles.
DK: Right.
BH: You’d go down the range and fire and that. But the thing which sort of got me interested there more than anything was the fact is that they gave you also, I mean I couldn’t swim.
DK: Right.
BH: So they used to take me to [pause] with some others not just me to Newcastle Baths. So, so we got out of the camp that way [laughs] But I mean I could swim if I’d got a Mae West on.
DK: Yeah.
BH: As soon as they took it off I panicked like hell.
DK: Did you ever master learning to swim then?
BH: No, I never got around to it but the, the best part of there was that this, this is the kind of course in my RAF career this. Whether it’s my soft face or attitude I don’t know. There’s three air gunner’s courses going through at the same time there.
DK: Right.
BH: I don’t know how many is on a course. I can’t remember. Quite a number and yet there was some big AOC who was coming to visit the camp, out of all those people eight people were going to form a guard. I was one of them [laughs] So, we had to do guard. Had to do rifle drill. You know, present arms and all that. He never came so we never — [laughs]
DK: You can’t remember who it was supposed to have been who came.
BH: No. I can’t remember. No.
DK: No. No. So the actual, so they’ve got you in an Anson then and you’ve taken off. What, what happens while you’re all in the Anson?
BH: Well, you get, you either get primary [pause] I’ve got my logbook, it’ll say in there. It’s a bit battered about now but —
DK: Let’s have a look.
BH: I’ll go and get it.
DK: Ok.
BH: You’ll have to excuse me.
DK: Yeah. No worries.
[pause]
BH: I’m a bit slow, you see.
[recording paused]
BH: Things [pause] There’s all sorts of things in here. Number 4 AGS, Morpeth.
DK: Oh, ok.
BH: I’ll tell you what. This. Mostly air firing.
DK: Right.
BH: Yeah.
DK: Ok if I have a look?
BH: Go on. You have a —
DK: Yeah. Yeah.
BH: There’s certain things.
DK: Ok.
BH: Other pieces I’ve kept in there.
DK: So I’ll just say this for the recording here.
BH: Yeah.
DK: So, this is your air gunner’s flying logbook.
BH: Yeah.
DK: So, we’ve got —
BH: It tells you at the front the results.
DK: Yeah. I see it’s got the —
BH: Right at the front I think.
DK: Right. Oh, I see it’s got the, so two hundred yards range.
BH: Yeah.
DK: Cine film. Rounds. So theory average and then air firing above average.
BH: Yeah.
DK: You’re a bit of a shot then.
BH: Well, I think it says —
DK: “Will make an excellent air gunner.” There you go.
BH: That’s it. That’s it. It’s, yeah because I’ll tell you what. I’ve always, I’ve always had difficulty with my English. I can tell you but I can’t put it into words very well.
DK: Find the right words. Yeah. Yeah.
BH: Now, as I say I went to school on mathematics. I mean I watch “Countdown.” I can do, well I do about eight percent of them in my head. I’m good at that.
DK: Yeah.
BH: But my English is poor.
DK: Poor. Yeah. So you went to Number 4 Air Gunner’s School.
BH: Yes.
DK: And then, so this is October, November 1943 so you’re flying on Ansons.
BH: Yeah.
DK: So were these the Ansons that had the gun turrets?
BH: Yeah.
DK: In them.
BH: Yeah.
DK: And then you took it in turns to follow them.
BH: You see, it was about four of us gunners went up at a time and we took turns you see and they registered who you were.
DK: Yeah.
BH: The pilot flew and there was a big bay there. I remember that’s a beautiful bay. Golden sands there was. Of course, it was cold but because we didn’t have flying gear then.
DK: Oh right.
BH: I mean we weren’t issued with it, you know until we went to OTU.
DK: Right. So it was a bit cold up there then was it?
BH: Yeah. It was.
DK: So four of you have gone up and there’s presumably with you is the pilot.
BH: Yeah.
DK: Is there any other crew there? Or —
BH: Instructor.
DK: Instructor. So the four of you take it in turns to —
BH: Yeah. And he would tell you what to do. Go in, because you would climb into the turret because it was inside you see.
DK: And can you remember what sort of machine guns they had?
BH: Yeah. 303.
DK: Right.
BH: Browning 303. They were all, they were pretty standard I think.
DK: Yeah. So, a lot of the, I’m just reading from the logbook here. So there’s beam tracer. Air to ground as well.
BH: Yeah. Yeah.
DK: And a lot of cine gun as well.
BH: Yeah.
DK: So, did you fire on drogues as well?
BH: Yeah.
DK: And that —
BH: That’s, yeah that’s on the live ammunition and of course they had a cine gun, because that’s what you were assessed on because they’d got a copy of it.
DK: Right.
BH: They could, they could assess it all.
DK: Yeah. So you’ve passed this then and then you’ve gone to 26 OTU.
BH: Yeah.
DK: At Wing.
BH: Wing.
DK: So, what kind of aircraft were you flying?
BH: Wellington.
DK: Wellingtons. What did you think of the Wellington?
BH: Well, we went to, of course we went to Wing. Then we went to the satellite. Little Horwood. The trouble with OTU is, as I found it anyway was the fact is that the aircraft was being flown night and day.
DK: Right.
BH: And the one episode I remember is that we’d gone on a night trip and it was a pitch black night. Well, of course it was winter time and this is a brand new aircraft which is unusual. And as we took off we’d just get airborne and one of the engines cut dead. Now, as I understand in theory that wasn’t supposed to be kept airborne, especially from take-off.
DK: Yeah.
BH: And I heard a voice calling, ‘Mayday. Mayday. Mayday.’ I thought someone’s in trouble. Of course, I was in the turret down the end.
DK: Yeah.
BH: And I thought to myself I could see the drem lighting of the aircraft that were you know around the airfield, and I thought well that’s not very, that’s pretty close. I suddenly realised it was us that was in trouble [laughs] But the skipper somehow with the bomb aimer they, I don’t know how he did it, because as I understand it especially I mean you could fly on one engine but take-off you were at your lower speed.
DK: Yeah. Yeah.
BH: But he got it around and he daren’t put the wheels down or the flaps. He put, he put it down on its belly. Then we scrambled out.
DK: So, you were still in the turret then when it hit the ground.
BH: Yeah, I could, yeah but I moved it around, opened the door.
DK: Right.
BH: So when it landed I could just —
DK: Get straight out.
BH: Jump out the back. Yeah.
DK: So, had, had you actually met your future crew at this point?
BH: Oh yes. I was with the crew then.
DK: Right.
BH: They, it was rather peculiar because I would think most people could tell you were just left to your own devices to crew up. I mean, I was walking down the road and this pilot approached me. He said, ‘Are you crewed up yet?’ You see. I didn’t even know him. So I said, ‘No.’ He said, ‘Would you like to be my gunner?’ So I said, ‘Well, yes.’ I felt honoured to be honest about it, you know. And then we got, I was obviously the youngest.
DK: Right.
BH: The wireless op, Jim was the oldest. He was —
DK: Just going back to your pilot. Can you remember your pilot’s name?
BH: Oh yes. Michael John Warner.
DK: Michael John Warner.
BH: Yeah.
DK: Right. Ok.
BH: The wireless op as I said he was, he was, he was getting on. He was thirty something. And he, you know, said after we because he said to me you know he said, ‘If we don’t like this pilot you know we can change.’ So I said, ‘Oh, can we?’ Because I mean he’d been in the air, he was a, he’d been in a while I think. He was a flight sergeant then.
DK: Oh.
BH: Anyway, I said, ‘Oh, can we?’ He said, ‘Yeah.’ He said, anyway, after the crash he came up to me because he’d become my dad sort of thing. He said, ‘He’ll do.’ Because, you know, he came when we were stationed on the squadron which was at Waterbeach. That weren’t too far from Norwich, you see. Get on the train direct into Norwich you see. So we often went. He promised to look after me to my mum.
DK: So your pilot then, Sergeant Warner.
BH: Yeah.
DK: After that accident in the Wellington do you think you sort of gained confidence with him?
BH: We, well we all, we all in, because Wing that that was a wartime aerodrome, you know. Scattered billets all over the place and we were all in one billet.
DK: Yeah.
BH: You soon get to know one another when you’re together. But we all gelled together you know. We all got on very well. Then of course later on you’re joined by the other gunner.
DK: Right.
BH: And the flight engineer.
DK: Can you, can you recall their names?
BH: Yes.
DK: What were their names?
BH: Well, I’ve got it —
DK: Are they all in here? Ok.
BH: I’ll tell you what I’ll do. I think this might be of interest in the conversation. I should have brought it through then. I’m afraid that my —
[recording paused]
BH: I only had it the other day, showing somebody.
DK: Yeah.
BH: I must have put it somewhere I can’t remember. Yeah. The pilot was, well yes Michael John Warner.
DK: Yeah.
BH: The bomb aimer was Cyril Holmes. I’ll leave the flight engineer ‘til last for a reason. The wireless op was Jimmy Foyle. The rear gunner was Don because we changed over. I’ll tell you about that. Don Shepherd.
DK: Right.
BH: I’m the only survivor now. That I know of. While I remember on this because we all had to have a second job in case of emergencies.
DK: Right.
BH: And nobody could send Morse or receive Morse to any kind of standard. Only me. So the skipper said, ‘Look Bert, you’re no good down the bottom if anything happens to the wireless op,’ you know. ‘So will you swap with the mid-under? You’re a lot nearer.’ You see. So we swapped over —
DK: Right.
BH: But that was when we were at —
DK: On the squadron.
BH: Yeah.
DK: Yeah.
BH: And the flight engineer we had one and we ran into a bit of trouble over Gelsenkirchen and he, he didn’t make it sort of thing back.
DK: Ok.
BH: We come back with practically no airworthy instruments and we had to land at an emergency drome down near Ipswich [pause] Damn it. I —
DK: We can come back to that.
BH: Yeah.
DK: But —
BH: But we had one. I’ve forgot his full name now. Then we had a second one. It was Tommy Buchanan.
DK: Right.
BH: He finished. He did the rest of the tour. He did about another —
DK: Yeah.
BH: Twenty five ops.
DK: Right.
BH: With us. So that’s the one I remember more than anything.
DK: Yeah. Yeah. I’ve just noticed in your, your logbook here you talked about that crash while you were training in the Wellington.
BH: Yeah.
DK: And it’s, it’s got it down here. Just for the recording here it’s, it’s got a date.
BH: Yeah.
DK: I think this must have been it. The 19th of March 1944. And it’s in Wellington 244.
BH: Yeah.
DK: Sergeant Warner and it’s for, you’ve put in brackets there, “Crashed on take-off.”
BH: Yeah, that’s it.
DK: So, that would have been it, would it?
BH: Yeah. Yeah.
DK: So, it’s recorded as fifteen minutes flying time. See this.
BH: I was sat in the back there like [laughs] just didn’t realise until suddenly there was this drem lighting this close.
DK: So just as I say just for the recording then.
BH: Yeah.
DK: As I say that was the 19th of March 1944.
BH: Yeah.
DK: That was a Wellington. And was that at Wing?
BH: Yeah.
DK: That you crashed.
BH: Yeah.
DK: So that’s all 26 OTU.
BH: Yeah.
DK: And then, so looking at the logbook here you’ve done twenty six hours forty minutes day flying, and twenty seven hours fifty five night flying.
BH: Yeah.
DK: So then during the time at the OTU you didn’t do any operational sorties at all did you?
BH: Oh, well you’d hardly call it that. We were doing, I forget what they called them now. We went sort of somewhere near the Belgian coast, I think.
DK: Oh, was this a diversionary raid?
BH: Yeah.
DK: Right.
BH: But you know we, it was all taken over on the short trip when that was back sort of thing. I think it was mainly to do with the radar perhaps or something. I don’t know.
DK: I think that’s on the logbook here that you’ve got diversionary raid.
BH: Yeah.
DK: On the 15th of March 1944. Wellington 242.
BH: Yeah.
DK: I suspect that’s it there then.
BH: Yeah. That’s what it was.
DK: So, no actual bombing raids.
BH: No.
DK: While you were on the OTU. So, and then after that I’ve got you as going to 1678 Heavy Conversion Unit.
BH: Yeah, that was at Waterbeach.
DK: Waterbeach.
BH: Yeah.
DK: And there you’re, by this time you were the mid-upper gunner then.
BH: Yes. Yes. Mid-upper.
DK: So at Wing was Wellingtons.
BH: Yeah.
DK: And then Waterbeach.
BH: Yeah.
DK: Lancasters.
BH: Conversion Unit, yeah.
DK: Yeah, and you were converting to the Lancaster.
BH: Yeah. That’s the Mark 2.
DK: Ah. Right. So, it was the Mark 2.
BH: Yeah.
DK: With the Hercules engine.
BH: That’s what I was trying to find. I don’t know where I’ve got it. I had it the other day.
DK: It’s not in here is it?
BH: No.
DK: Is there a photo of it?
BH: No. It’s, it’s a paperback. It’s, it’s, it was the actual aircraft we did seventeen ops in was in, there used to be a magazine called “Flight.”
DK: Oh right. Ok.
BH: It was in there and we managed to get and then it’s come out in a book and I don’t know what I’ve done with it now.
DK: Oh, that’s a shame. Perhaps we can find it a bit later.
BH: Yeah.
DK: So it’s at 1678 Heavy Conversion Unit then.
BH: Yeah.
DK: That, that’s when you’ve met your first flight engineer presumably.
BH: That’s right, yes.
DK: Yeah. And the second gunner.
BH: No. He came he came, he came to us in —
DK: At the OTU.
BH: OTU. The end part of the OTU.
DK: Right. The end part. So, you’re now mid-upper gunner.
BH: Yeah.
DK: What did you think of the, comparing the two mid-upper gunner to the rear gunner was?
BH: It was [laughs] to be honest I didn’t think much of the mid-upper really because you saw too much. You were wide open you see.
DK: Yeah.
BH: You see, at the back you see where you’ve been. At, up there you could see all the way around.
DK: All the way around.
BH: No. I mean you adjusted yourself to the requirements. Skipper’s the skipper. Of course, then he was made an officer.
DK: I see. He is now Pilot Officer.
BH: Yeah.
DK: Warner, isn’t he?
BH: Yeah. Made him the pilot.
DK: Yeah.
BH: And of course the point before I forget when we were moved to, to Waterbeach, because he was an officer he couldn’t come in the sergeant’s mess. So we billeted ourselves voluntary in, because it was a peacetime built camp into barrack room so he could come over and be with us you see.
DK: Yeah. Do you think that put you as a crew to a bit of a disadvantage where the pilot’s an officer and you’re not? Did you think that affected you? How you worked together?
BH: Not me personally because I had all the rest of the crew around me, but he was on his own.
DK: Yeah.
BH: Nobody else was an officer in the crew, you see.
DK: Do you think that’s not necessarily a good idea then? Or —
BH: Well, it —
DK: Did it affect people?
BH: I mean obviously he was a very quiet person, you know. He was not one, I didn’t think to make quick relationships you know.
DK: Yeah.
BH: He was sort of laid back, and I used to feel to myself you know you’d gone into a strange world where before we went to the sergeant’s mess all together and now you’re going on your own. Me, I got all the, all the rest of the crew around me. I was alright. Yeah.
DK: So you’re on the Lancasters Mark 2s with the Hercules engines.
BH: Yeah.
DK: What did you think of those as a, as an aircraft to fly on?
BH: Oh wonderful. The thing I make about them they were so quiet. You know the, the only trouble was when we got on to the squadron they were about eighteen thousand feet maximum.
DK: Right.
BH: So you got the Lancs above you, the Mark 1s and 3s you know, missing the bombs.
DK: So, so the Lancaster Mark 2 couldn’t fly as high as the —
BH: No, about eighteen thousand was the maximum.
DK: Right.
BH: Around about that.
DK: Well, do you know if they were any faster? Or —
BH: Near the ground.
DK: Near the ground. Right.
BH: Yeah.
DK: But they, you don’t think they were as noisy inside.
BH: No.
DK: As the other ones.
BH: No. The Mark 3 we went on they were American Packard Rolls Royces. God they were noisy, you know. God. I mean they were, they were built under licence.
DK: Yeah.
BH: Because I think the fact is that the Americans turned out the Mustang. I mean the Rolls Royce they put in them made them it a long range fighter for their bombers.
DK: Right.
BH: You see they put a Rolls Royce in. It was a different aircraft then. They could do the distance.
DK: I’m just reading from your logbook here for the recording.
BH: Yeah.
DK: It says here you were on at, at Waterbeach you were on the Lancaster 2s.
BH: Yeah.
DK: This had all been training. Air to air bombing training.
BH: Yeah.
DK: Whatever. So you were on Lancaster. I’ll just read this out 619, 622, 617, 787, 624, 617 again.
BH: Yeah.
DK: 619, 787.
BH: Yeah.
DK: 624, 617. So, that’s from through from May ’44, well, all of May ’44.
BH: Yeah.
DK: So you were on a number of different Lancaster 2s then.
BH: Yeah.
DK: On various training at Waterbeach. So that carries on to May ’44. Lancaster 2 again. LL 620. Well, 620 three times. And then I notice here 30th of May 1944 you’ve done an operation to Boulogne.
BH: Yeah.
DK: So would that have been your first operation then?
BH: I believe so, yeah.
DK: Yeah.
BH: Yeah. Yeah.
DK: So, I’m just —
BH: The wing commander came with us. You know, the station, well the squadron commander.
DK: I’m just, I’m just jumping ahead of myself there. I’ll read this again. So, on the 30th of May ’44 you’ve left 1678 Heavy Conversion Unit.
BH: Yeah.
DK: And gone to 514 Squadron.
BH: Yeah.
DK: They were both based at Waterbeach then.
BH: Yes.
DK: Oh right. I’m with you. So, 30th of May ’44 fighter affiliation Lancaster LL 620. Then you’ve taken LL 620 on the first operation to Boulogne.
BH: Yeah.
DK: So, 30th of May ’44. Your first operation to Boulogne. What was that like? Because the first time over enemy territory.
BH: How I felt? [pause] Of course the first thing you know you’re going on ops is that the Battle Order goes up in the mess. Both messes. Officers and sergeants. And if your skipper’s name is on it you’re on that night.
DK: Right.
BH: And when that, from that start to the finish you, you get a bit of a grip in your tummy and you go out and you do your DI on your turret. Make sure everything is all right. You get a little idea where you’re going, the distance by what’s in the tanks, you know. If they’re quite full you know you’re on a seven to nine hour trip at least. So, it’s a bit of apprehension.
DK: Yeah.
BH: You’re, I mean I’ll be honest with you if anybody says they weren’t frightened I’m sorry I’d call them a liar. But you’re so controlled. You have to be. Once you get in the aircraft it’s different. It goes.
DK: Yeah.
BH: Because you’ve got a job to do.
DK: And, and what exactly was your role? Your job as an air gunner. You’re, you’re there and as you say you’ve got this panoramic view all around you.
BH: Yeah.
DK: What was your job?
BH: The job of both of us don’t forget that.
DK: Yeah.
BH: Is, the fact is we are the eyes of the aircraft. We’re looking for fighters. We’re looking for other Lancasters because you fly, you fly in a stream you see. And your main job if you see anything is quickly report it, you know. I mean we talk between the gunners.
DK: Yeah.
BH: I see something, you see and I say, ‘I’ll keep an eye on that,’ you know, if you, what, because that could be a decoy you see. But I mean you, we were lucky. We got not too much trouble with fighters, you know.
DK: No.
BH: We saw them in time so we, we didn’t have many problems like that, but we got one or two holes from ack ack.
DK: So you, you can’t recall you were ever attacked by fighters.
BH: No. No.
DK: Yeah.
BH: We, we sussed them out you know. We, and by that, I mean by that stage we had an aircraft tracking device. Radar which the wireless operator operated so we could tell if any fighters were in the vicinities and we veered away from them.
DK: Right. Ok.
BH: Yeah. But that has to be, in those days it was Gee radar for navigation and then of course when we went on the Mark 3 they had the old what did you call it?
DK: H2S.
BH: Yeah, H2S. That’s right.
DK: Yeah. Yeah. So, I notice here your first operation then 30th of May 1944 to Boulogne that you’ve got your pilot, Pilot Officer Warner.
BH: Yeah.
DK: It also says you’ve got Wing Commander Wyatt DFC on board.
BH: That’s the, he was the squadron commander.
DK: Right. So you’re very first op you had the squadron commander on board.
BH: Yeah. Yeah.
DK: Did that make you feel a bit nervy?
BH: Well, it’s, you know, he sort of, see the skipper always went on one trip before you.
DK: Right. Ok.
BH: He went. What did they call it? Sit in the second dickie sort of thing to get experience. So he’d already done one.
DK: So, Warner’s done one operation already.
BH: Yeah.
DK: Yeah.
BH: So, anyway went out and of course the wingco is sort of saying, you know to us, ‘Right gunners. Keep your eyes open.’ And all that, you see and Mick was saying nothing [laughs]
DK: So Wyatt was there really to keep, to see how you were performing. Was that the idea then?
BH: I think also to see what reaction he got from us.
DK: Yeah.
BH: Also to see and keep in touch with the situation with flying you know, on ops. I don’t know whether he was, had to do anything like that. I mean the flight commanders did.
DK: Yeah.
BH: They had to do, you know so many.
DK: So, so looking at your first operations then through May 1944 most of them seem to be the pre D-Day.
BH: Yes. Yes.
DK: Landing operations.
BH: Yeah.
DK: So they were sort of in to France mostly.
BH: That’s right. Yeah.
DK: Yeah. So, there’s a couple into France and then you’ve got one here. 12th of June 1944 Lancaster 2 again. 826. Lancaster 2, Serial 826 and its to Gelsenkirchen.
BH: Yes. The one, yeah where we had to land.
DK: It says here you landed at Woodbridge. So —
BH: That’s the name of the place. Yeah
DK: Yeah. So —
BH: That’s an emergency ‘drome.
DK: Right.
BH: There was, there was three of them about the country. There was one up in York. I think it’s called Coleby. Something like that.
DK: And Manston’s the other one isn’t it? Yeah. Yeah.
BH: Manston in Kent. Yeah.
DK: So what exactly happened on the Gelsenkirchen raid then?
BH: Well, we caught up with a bit of trouble you know with anti-aircraft fire.
DK: Right.
BH: And we lost the, lost the, you know, the instruments and the point was the flight engineer was, how shall I put it? Skipper lost complete confidence in him.
DK: Really.
BH: I know it’s a fright but he, anyway he went back and he said he needs retraining or something you see, you know. I think he spared him. He panicked. But it’s one thing you don’t do in the air, panic.
DK: Yeah. Had the aircraft been badly hit then? Or —
BH: No. Not too bad. It caught, it caught the sort of the front of the aircraft and I don’t know what happened to be honest about it.
DK: Yeah.
BH: And when you go over there you get waves and you go up and down with the, with the anti-aircraft fire because over, over certain cities it’s, it’s immense.
DK: Yeah.
BH: I mean in France its reasonable, you know.
DK: So, you’ve then made an emergency landing at Woodbridge.
BH: Yeah. Yeah.
DK: Because the aircraft was damaged.
BH: Well, there was no instruments.
DK: Right. Ok.
BH: Well, I say no instruments he’d got no flying speed. That had gone. So he didn’t know what speed he was landing at. He could land it, you know. He’d got full control of the undercarriage and the flaps. There was no problem there. It was just, you know as I said trying to. I forget. I know he’d got no airspeed indicator.
DK: Right.
BH: So what happened I don’t know really because you were just glad to get back.
DK: Yeah. So you landed at Woodbridge.
BH: Yeah.
DK: Because that’s the emergency landing ground.
BH: Yeah.
DK: With the really big runway.
BH: Yeah.
DK: Yeah. And it was after that point you got the new flight engineer then.
BH: Yeah.
DK: Yeah.
BH: Because he reported back and he said he thought he needed retraining. Left it at that. And the other chap we got, the new one, Tommy Buchanan was a different person altogether.
DK: And if I could just take you back a couple of days.
BH: Yeah.
DK: I know, I know the Gelsenkirchen raid was on the 12th of June.
BH: Yeah.
DK: You actually flew on D-Day itself.
BH: Yeah.
DK: The 6th of June. Do you remember much about the D-Day operation?
BH: That that was D-Day night.
DK: Right.
BH: We were, we were on to go on D-Day and it was cancelled. Nobody was allowed out the camp. The door was guards because of secrecy, you see. And we knew. We knew what was on. Somebody yelled, ‘You’re not going anywhere. Nobody.’ There was double guards on the gates and that. Of course, they had to be. Thousands of lives at risk weren’t they?
DK: So, you were aware that was D-Day.
BH: Oh yeah. We knew.
DK: Yeah. Yeah.
BH: And what you’ve got there is D-Day night.
DK: Right.
BH: We went.
DK: So, D-Day night it was operations to, for the recording I’ll spell this out L I S I E U X.
BH: I’ve no idea what that was.
DK: No. That’s, that’s that being France it’s, it mentions Channel guns.
BH: Yeah.
DK: So you were hitting the gun emplacements.
BH: Yes. Yeah.
DK: And do you remember could you see much of the invasion itself as you flew over there?
BH: No, no. I mean all we saw was, all I saw was because you don’t look for that. You’re looking all the time for your own protection you see. But I did see a parachute. So somebody baled out.
DK: Right.
BH: I don’t know who it was but if one parachute means it could have been a fighter and that means it could have been a German fighter. But one parachute. You never can tell can you? Someone may have jumped.
DK: So on D-Day you were on a Lancaster again, 816. Just for the recording here the Gelsenkirchen emergency landing at Woodbridge was Lancaster 2, Mark 2, 826.
BH: Yeah.
DK: So let’s go through here then. It’s France again isn’t it because you went to Le Havre.
BH: Yeah.
DK: On the 14th of June.
[telephone ringing]
BH: Oh, excuse me.
DK: Yeah. No worries.
[recording paused]
DK: So, so through June 1944 I notice there’s, there’s one in green here. So, was one a daylight operation?
BH: Daylight. Yeah. Daylight.
DK: And that was to —
BH: That was peculiar. To go down you could see all these lakes, you know. Because the skipper was a good, he was a good [pause] He, he was trained in America so what’s the word? You’ll have to excuse me. Words fail me sometimes. Formation flying. He was good at that.
DK: Oh right. Ok.
BH: Yeah. He was good at that.
DK: So this operation it’s 21st of June 1944 to Abbeville.
BH: Yeah.
DK: And that was in daylight.
BH: Yes.
DK: And you’ve gone over in formation then.
BH: Well, straggling.
DK: Straggling.
BH: It wasn’t as good as the Americans by no way there [laughs]
DK: So you would have seen Lancasters.
BH: All around. Yes. Yes.
DK: All around you. Yeah. And how did that make you feel? Was it quite an impressive sight then, or —
BH: Yeah, because I mean you could go at night and never see them. You could feel them. You could feel the turbulence if you were near one but it’s, it’s the sight because you see we saw one aircraft was hit by anti-aircraft and he turned around and come back. We’d got fighter escort you see but they were way above and all of a sudden we saw these Spitfires come down and go alongside him. One kept alongside him. The others kept above him and behind. He got his, one engine was on fire, so whether, you know he turned around. He went against the bomber stream
DK: Yeah.
BH: On the outside, you know. So I don’t know whether he made it all.
DK: Yeah.
BH: But I mean I should think so.
DK: But the Spitfires escorted him back did they?
BH: Yeah. Yeah. Yeah.
DK: So you did a number of daylight operations then.
BH: Yeah. Yeah.
DK: And then mostly over France again and then I noticed, so 20th of July you’re back over Germany. Homberg.
BH: Yeah.
DK: So, what, what was it like flying back over German cities again?
BH: Different. It’s, it’s a different feeling altogether because you’re in the pitch dark again, you know and you search, search, search. In daylight you could see everything. I mean you could get [pause] and not only that you have to make sure you’ve changed your ammunition because in daylight you’ve got daylight tracer bullets.
DK: Yeah.
BH: They’re bright obviously and at nights they’re not quite so bright. If you’ve got daylight in they frighten to death. Be like the Blackpool Illuminations. You have to check you know every time you go. You have to check your aircraft to see that they’ve changed it because you know in the hustle and bustle of a bomber station at the time it’s all go sort of thing.
DK: Yeah.
BH: Day in and day out.
DK: So just talking about a normal operation then how, you’ve got the call in the morning and your pilot’s name’s up on the list.
BH: Yeah.
DK: What happened then? Was there briefings and —
BH: Well, as I said we go, it’s in the morning you, you, I mean we went to briefing probably, I don’t know what time but you know at that time of year you didn’t take off probably ‘til about 9 o’clock, 8 o’clock. Something like that. I can’t remember now. It’ll tell you in there anyway.
DK: Yeah. Yeah.
BH: And of course you go to briefing and you know you go in and of coruse there’s a guard outside the doors and you look at, you look at where the ribbon ends [laughs] That tells you. Full stop. Yeah. I mean, you got a little idea as I said the distance.
DK: So briefings then. Would they have all of the crews in there?
BH: Oh yes.
DK: And all of the —
BH: But the pilots and the bomb aimers, was it? And the navigators. Oh, the navigators. They had a special briefing before us.
DK: Right.
BH: Then we got a general briefing. I mean they get all the gen for navigating for that but we went in a general, you know. Just sit and you’re informed of your targets which you could see anyway. You’re informed why you’re going. You’re informed of all the, various people get up and tell you, you know. ‘Be careful around here. Don’t stray off course because there’s a battery of anti-aircraft there.’ And all that. ‘Fighters. Keep your eyes open because you know when they’re about,’ sort of thing. We knew that but there was general information and then of course you know you stood up when the CO come in and you sat down again. But it was about, and then there was the weather.
DK: Yeah.
BH: You get to talk about the weather and you sit there and listen to try and digest everything for your own benefit, you know.
DK: Yeah.
BH: Yeah.
DK: So after the briefing then.
BH: We had a meal.
DK: You had a meal.
BH: Yeah.
DK: Yeah. Do you remember what you used to eat?
BH: Yes. Bacon and egg. I remember one trip. That was a daylight. I forget where it was now. It kept getting cancelled. We had about ten meals that day [laughs] Never felt so good. We ran out of eggs. Yeah. Mind you, I must say this. I have heard some lads where they’ve been on the camp and it’s not been, it’s been alright. We were exceptionally looked after well there. Exceptionally.
DK: And this was at Waterbeach.
BH: We had, we had fruit on the table. Mind you there was orchards all around.
DK: Yeah.
BH: Around that area. We had milk. Jugs of milk.
DK: Yeah.
BH: We were well looked after. Yes.
DK: So you’ve had the briefing and then you’ve had the meal.
BH: Yeah.
DK: Do you then go out to the aircraft or are you —
BH: Well, you decide then, you know. It depends.
DK: Right.
BH: Sometimes you have a little time. Or you, you then get in the aircraft or you get in the transport and they take you. And of course you sit in the aircraft waiting. Well, it depends sometimes. And then of course you take your turn to take off. Now, this is where the Mark 2 easy. Mark 3 we seemed to struggle nearly all over bloody Cambridgeshire to get up any heights.
DK: Really?
BH: But then there was always people standing by the, you know the observing what do you call it.
DK: By the runway.
BH: Yeah. You know. Waving you off.
DK: Yeah.
BH: Yeah.
DK: Yeah. So that would be off the ground staff then were waving you off then were they?
BH: Well, there was WAAFs. There’s all sorts. They had boyfriends and things like that, you know and then people in general used to.
DK: Yeah.
BH: Yeah. Yeah.
DK: Did that, did that fill you with a bit of confidence that there was people waving you off?
BH: Well, I thought if they’d take the trouble.
DK: Yeah.
BH: You know. To do that, I mean. It was, there was no skin off their nose to be there. They came by voluntary terms.
DK: Yeah.
BH: Many had various reasons but it was nice to see it. Let’s put it that way. Yeah.
DK: So you found the Mark 2 Lancaster with a, presumably with a full bomb load of fuel.
BH: Yeah.
DK: Easier to get in the air than —
BH: Yes. Definitely.
DK: Than the Mark 1s and 3s.
BH: And then, of course the higher you got the Mark 3 took over.
DK: Right.
BH: You see as you got higher in the Mark 2 it got more difficult to get up there but of course you could get, you got up to about twenty two, twenty three thousand in the Mark 3. Twenty one easy.
DK: Yeah.
BH: Depend what bomb load you’d got, you know.
DK: Yeah. So just going through your logbook again then.
BH: Yeah.
DK: You did 23rd of July ‘44 to Kiel.
BH: Yeah.
DK: The Naval yards.
BH: That’s right. Yeah.
DK: Do you remember much about that?
BH: It was one, one of the first. We’d been twice actually but one of the most, I don’t know why but when we got there the ground was lit up as though it was daylight. I’d never known that before. I mean before you got over a target you got the target indicator. The master bomber would tell you what to bomb. You know, the colour of the TI. You know, the target indicator.
DK: Yeah.
BH: And again. Over there you got target indicators and just I could you know, I mean I could see streets below all lit up like daylight. I think, you know afterwards, after the First World War I think there was trouble there.
DK: Yeah.
BH: During the war. They thought they could perhaps you know arrange the same thing again. That’s why we went but it’s uncanny because you know it suddenly become more sort of like a daylight over the target which is, of course you’ve all the ack ack flying about.
DK: Yeah. So was it the lights of the city were on then?
BH: No. No.
DK: Or just —
BH: The Pathfinders had illuminated them.
DK: Oh, I see. Oh right. I see. So that was the Pathfinder flares.
BH: Yeah. Yeah.
DK: Target indicators.
BH: Well, there was target flares on the ground.
DK: Yeah.
BH: I mean it was just like daylight.
DK: Right.
BH: I only can assume, you know that was the reason that they went to that target and what they did to the target. I’ve got no other ideas.
DK: And then I notice 25th of July, and 28th of July you went to Stuttgart twice.
BH: Yeah. That, I had in there the first one I think, I think it’s in there. This is it. Found this at the, they found this for me. This is my pal in Norwich.
DK: Ah.
BH: He, they’ve got to find some more for me.
DK: Yeah.
BH: But I couldn’t give enough information. He was at ATC with me.
DK: Oh, right. Ok.
BH: He was at Mildenhall and he went on that first op.
DK: To Stuttgart.
BH: That was his first op and he never came back.
DK: Can I have a —?
BH: Yeah. That was my pal Richard.
DK: So, for the recording then this is Richard Duffield.
BH: Yeah.
DK: D U F F I E L D. Richard Duffield and this is the IBCC Losses Database.
BH: Yeah.
DK: So Richard Arthur Duffield, nineteen. Died, yeah 25th of July 1944.
BH: Yeah.
DK: So that was the operation to Stuttgart.
BH: Yeah.
DK: So you were both on the same operation.
BH: Yeah. I didn’t know that obviously.
DK: Right.
BH: I mean I didn’t, you see at Mildenhall there was two squadrons so I wasn’t sure which one it was.
DK: Yeah.
BH: But they kindly found this out for me.
DK: So Richard Duffield then was on Lancaster LN 477.
BH: Yeah.
DK: And he —
BH: Buried at, buried in France.
DK: So he was with 622 Squadron at Mildenhall.
BH: Yeah.
DK: And reason for loss? Crashed in the outskirts of Nancy, France.
BH: Yeah. We went to ATC. Well, he used to call for me to go to ATC on his bike.
DK: So did you only find this out quite recently then?
BH: I knew he was at Mildenhall. That’s all I knew.
DK: Yeah.
BH: I knew. I knew, I knew George had got, because my mother wrote and told me. It’s very helpful when you’re on a squadron when one of your best pals has gone missing and I found out. I phoned up on the telephone because there was an Association, you know but they didn’t, he said there was two aircraft from Mildenhall missed that night and they said there was one survivor. Now, I think there was one survivor there if you count up. There was six graves.
DK: Right.
BH: There was seven in a crew. So I presumed it was from Richard’s aircraft.
DK: Yeah.
BH: As there was a survivor.
DK: Oh yes. Yeah. It was, fellow servicemen. One, two, three, four, five. Yeah. There’s five there so one of them would have survived wouldn’t they?
BH: Yeah. I assumed that anyway. I said they’ve got some others which they can’t find. It’s difficult. Perhaps I can, I you know, they can have another go for me.
DK: Yeah.
BH: There’s a George Chapman. He’s a navigator. George. They all, I ought to have told them this, they were all from Norwich. That would have helped wouldn’t it? But I can’t find, he was, he went missing before me.
DK: And he was in Bomber Command as well was we?
BH: Yes. Yes.
DK: Yeah. If you give me the names I’ll see if I can find them as well.
BH: Well, there’s one name. I mean George was not too far. He wasn’t a particular friend. I just knew him.
DK: Yeah.
BH: Richard was a friend.
DK: Yeah.
BH: But I used to come with him. I used to come home on leave and this is the sad part, and I used to have to pass George’s house and his mother used to be, ‘Hello Bert. How are you?’ And she used to look at me and I used to feel guilty about being alive.
DK: Yeah.
BH: It’s a horrible feeling, but she was a lovely lady you know.
DK: Yeah.
BH: I suppose she looked at me and you know, ‘My son has gone.’ Yeah.
DK: If you give me his name later on I’ll see if I can find him.
BH: Well, the only other information I’ve got as I said he’s from, I’ve got his, I’ve got the road he lived on. Of course I can’t remember the number.
DK: Yeah.
BH: But there’s another one too. I’m not quite sure the name. Later I thought he was a policeman’s son further down the road. I didn’t know him well but I knew of him. He was Jimmy [unclear] I think that’s his name. And I’m pretty sure he was awarded the Conspicuous Gallantry Medal.
DK: Oh right.
BH: He was a wireless operator and he lived at Wall Road. Somewhere up Wall Road in Norwich.
DK: Right. And he was killed as well then.
BH: Oh yes. This was about, I would think about 1942.
DK: Right. I’ll make a note of the names later and —
BH: That name I’m not too sure. It began with a W, I know.
DK: Yeah.
BH: Wombon or something like that.
DK: Right. Ok. Well, if he’s got the CGM.
BH: Yeah.
DK: Well, there’s [unclear]
BH: I’m sure he did afterwards I remember. Yeah.
DK: Yeah. Ok. Well, I’ll try and look into that for you.
BH: Thank you very much. They’re just people. Comrades in arms sort of thing that, you know you, there was —
DK: What was the name of the Spitfire pilot from Norwich?
BH: Jim.
DK: Sorry.
BH: Tim Colman.
DK: Tim Colman.
BH: Yeah.
DK: And he survived the war did he?
BH: No.
DK: Oh, right. Ok.
BH: No. And there was only one other person. You know, I’ve mentioned these names —
DK: Yeah.
BH: Who survived the war with me. There’s six of us, I believe. Another bomb aimer named George Jarmy and he, he survived it, but he had trouble with his marriage and he drove straight at a tree and killed himself.
DK: Oh dear.
BH: His mind you see. The mind’s a funny thing, isn’t it? Yeah.
DK: Definitely.
BH: I’m the only survivor. So I think there was six.
DK: So, six of you from Norwich.
BH: Yeah. Out of that parish.
DK: From that parish in Norwich.
BH: Well, it’s a big parish.
DK: Yeah. Yeah.
BH: In fact, Sprowston now is a town so you know how big it was.
DK: Yeah. Ok. So I’ll see if I can find anything on those two.
BH: Thank you very much. I don’t think there’s any more information I can give you.
DK: Yeah.
BH: I thought the address would be helpful.
DK: Yeah. I’ll see what I can do because they should be in the IBCC’s Losses Database there somewhere.
BH: Yeah.
DK: It’s just a question of getting enough information to find it.
BH: That’s right. To find them. Yeah.
DK: Yeah. You’ve obviously got one here.
BH: I’ve got that thank you very much.
DK: No problem.
BH: I’ve said he’s, that’s the most important one.
DK: Yeah.
BH: Because as I said Richard was, he was a nice lad too. Quiet. Not like me [laughs]
DK: So your, your operations have gone into the end of 1944 and it looks like you’re, you’ve now converted to the Lancaster 3.
BH: Yeah.
DK: With the Packard Merlin engines.
BH: Yes.
DK: So you’ve done three daylight operations then in September ’44.
BH: Yeah.
DK: In fact, it looks like you’ve gone to Le Havre twice on one day. So, Eindhoven.
BH: Yeah.
DK: 3rd of September. 6th of September, Le Havre and then the 6th of September, again Le Havre. So, would you have gone twice in one day?
BH: No. I’ve got the dates wrong there or something.
[pause]
BH: Have you got that squad? Oh, it’s —
DK: It’s my, my mistake. It’s the 3rd of September is Eindhoven.
BH: Yeah.
DK: The 5th of September Le Havre.
BH: Yeah. Yeah.
DK: And then the 6th of September Le Havre again.
BH: We went to Stettin. That was one. You got that?
DK: Stettin [pause] Oh, here we go. Yeah. That’s the 29th of August.
BH: Yeah. That was a fateful trip for me.
DK: Why was that?
BH: It’s a bit delicate this, I’ve got to be careful how I put this. I was sort of, if you put it taken ill the day before, and we were down to go on ops. I went, went sick. I had dysentery.
DK: Oh.
BH: And he gave me some tablets. He said, ‘See me at briefing. I’ll give you some tablets.’ Well, they were useless and I stuck. And I mean I said that I was going to, you know where you have to go about twenty odd times a day you know, and there was, I never eat much. And I mean to be honest I shouldn’t have gone on that trip.
DK: No.
BH: Because I was a liability to the crew and when you come back I stuck it for six hours and I said to the skipper we were coming back over the coast I said, ‘Can I go to the elsan at the back?’ And I just moved one muscle because I sat with my legs crossed.
DK: Yeah.
BH: I was in a [pause] I landed in the mess.
DK: Oh dear.
BH: And Jimmy, Jimmy my wireless operator, you know he came up and he put his arm round me and got me out my turret, ‘Never mind, Bert,’ he said, ‘You stuck to your post in more ways than one.’ [laughs] And I went, I went back and cleaned myself up. I, I mean the navigator said, ‘You should never have gone.’
DK: No.
BH: He said —
DK: So that was the 29th of August 1944.
BH: Yeah.
DK: You were in Lancaster Mark 3, 687.
BH: Nine hours. We cut the corners.
DK: I was just about to say it was nine hours not six. Nine hours to —
BH: Yeah.
DK: Operations to Stettin.
BH: Yeah. Well, six hours I stuck at my turret.
DK: Oh right. I’m with you. Right.
BH: And we cut the corners too.
DK: Right.
BH: Coming back, to get back.
DK: Get back. Right. So and it says here Stettin operation was the dock installations in support of the Russian offensive.
BH: That’s right. Yeah.
DK: So it’s in support of the Russians.
BH: Well, they requested it didn’t they?
DK: So you’re last operation then is as I say the 6th of September 1944.
BH: Yeah.
DK: Le Havre. So you did thirty altogether.
BH: Yeah.
DK: So, what, what was it, we talked about going off on the mission and then a bit about the missions themselves. What was it like when you came back and landed?
BH: Well, of course you get, it all depends. If it was a long trip you were, I mean I used to smoke then and those cigarettes were a Godsend. I mean, I mean I’ve often come back with my eyes bloodshot. Search. Search. Search. Search. And it’s pitch dark, you know. And when you get back of course you were all trooping all out together. Someone cracks a little joke or something. Some have a laugh. I mean, you were just whacked out after a long trip you know and you go for briefing and of course the first time we went they give you a pint of tea, and they have this little cask of rum. It’s naval rum, you know. Like treacle.
DK: Yeah. Yeah.
BH: And I, and that of course, of course Jimmy who knew these WAAFs and instead of putting one tot in I went to bed pickled and I hate rum. That spoiled a good cup of tea. But then, then of course you go for a meal.
DK: Yeah.
BH: And then you go to bed. Sometimes, I said, but this Mark 3 I laid there because there was still the drumming in your, and I mean our navigator what, you know although we didn’t do many ops on that he went deaf. He had a hearing aid later on because he was right beside the air, you know.
DK: Yeah. Yeah.
BH: But I mean the drumming in your ear, you know and you lay there and you think oh God. Eventually you go off and that’s it. Peace.
DK: So was it, as you were landing then is it a bit of a relief that you’re, you’re back again?
BH: Oh yes. It’s, it’s a funny, funny kind of war for the aircrew because one minute well to put it bluntly you’re trying to save your skin, and the next night you’re not on ops. You’re down town you know having a good booze up and chasing the girls sort of thing. You know what I mean? I’m being honest about it.
DK: Yeah. I was going to ask you what you did on your time off as it were, when you were? Did you go into town much?
BH: We went into Cambridge.
DK: In to Cambridge. Yeah.
BH: And we used to go in to I still remember the names of this [laughs] We used to, we found this pub in Lensfield Road. It’s called the Spread Eagle. And at that time she was an ex-lady what kept it, an ex-London actress. We found in the back room they had a piano because I played you see.
DK: Yeah. Yeah.
BH: The skipper played the guitar and of course once you got that, you know we were away because she, you know she used to say, I mean the skipper was I think he was twenty one over Stettin. So when we came back you know we had a party in there sort of thing.
DK: So your skipper spent his twenty first birthday —
BH: Over Stettin. Yeah.
DK: Over Stettin. Yeah.
BH: But I mean life in general, you know. In between its like, it’s like it’s one thing I said like this Jimmy [unclear] I once saw. I’d be sixteen or seventeen at the time. Something like that. He was running down, you know. I thought what is he running for? He was on leave. I was doing the same thing. Every second counted.
DK: Yeah.
BH: It didn’t matter. I mean, I mean I realise now why he was doing it, you know. He didn’t want to miss anything.
DK: Yeah.
BH: Yeah.
DK: So, so September ’44 then what did you go off to do then because you’d finished your tour? You’d only done the one tour then.
BH: Yeah.
DK: So, I say only but you’ve done the one tour.
BH: Yeah.
DK: What did you do after that? Did you leave the squadron at that point?
BH: Yeah. They sent me, sent me up to, there’s nothing in there but they called it a rest camp way up in Scotland. Near a place called Nairn near Inverness. I was up there for a month until they decided what to do with me and I mean of course I come back and I got, I got some more leave. I got a telegram to, and a railway warrant to be posted to RAF Manby.
DK: Oh right.
BH: The one place I hated to go. I’d been taught at Manby, you know. Training Command. And coming off a squadron which was free and easy and then come to this very strict, you know. And of course what happened was there I finished up as, I mean at that time there was, it was a hell of a big camp.
DK: Right.
BH: There was three bomb aimer’s courses, three, all instructor’s courses, three air gunner’s instructor’s courses. I think it was one or two small arms instructor’s courses, because it was an Empire Air Armaments School.
DK: Right.
BH: So all we could do was get in to a kind of a wooden hut. We couldn’t get in the mess at all because it was so, you know cramped and then of course we were, we were once I’d sort of, they kept me there much to my disgust. But the, the thing I’d finished my service. I was there until I was demobbed. Then the air gunners, after about a year I think this is roughly the air gunners moved to Leconfield. The bomb aimers went somewhere else and the small arms, I don’t know what happened to them. We were left with nothing for a while and then all of a sudden we started to get these, it was suddenly become something else. Manby. Not the Empire Armament School. And we were getting officers in.
DK: Right.
BH: On a two year course. So we were, I mean it was only I think six of us. Four or six instructors including the flight lieutenant, you know, in charge of us.
DK: So, so were you actually instructing then?
BH: Yes.
DK: You were an instructor.
BH: Ground and air.
DK: Right.
BH: Anyway, we saw these, I mean it was flight lieutenants up to squadron leaders coming on these courses. Two year courses.
DK: Right.
BH: And I went in, well two of us went in to this gunnery officer in charge, you know. Our boss. I said, ‘Well, look, we’re instructing these — ’ I said, you know I was warrant officer by then.
DK: Yeah.
BH: I said, ‘We’re only warrant officers,’ I said, ‘How can we deal with a squadron leader?’ He said, ‘When you enter that room you are automatically a rank above them.’ ‘God,’ I said, ‘That’s a quick promotion.’ [laughs] But I mean they were fine, you know. I felt at ease.
DK: Yeah.
BH: With all the instructions we had.
DK: So as a warrant officer and a trainer.
BH: Yeah.
DK: You were telling the squadron leaders what to do.
BH: Well, they were, obviously a lot of them. We also got foreign. Polish pilots on the camp.
DK: Right.
BH: We had Belgians come. We had Norwegians and all sorts. But then we finished up with this, and that’s when I had left.
DK: So, so this is Number 1 Empire —
BH: Air Armaments School.
DK: Air Armaments School.
BH: Yeah.
DK: Number 1 Empire Air Armaments School based at RAF Manby.
BH: Yeah.
DK: And I notice you, you were back on Wellingtons again.
BH: That’s right.
DK: So all the training there —
BH: Yeah.
DK: Was, was Wellingtons.
BH: Yeah.
DK: It’s all Wellingtons, isn’t it?
BH: Yeah.
DK: So you were there right through to —
BH: Got demobbed.
DK: Warrant officer. And you were demobbed in 1945 presumably. Oh, 1946, sorry.
BH: Seven.
DK: 1947.
BH: Yeah.
DK: Quite right. Yeah. So you were at Manby and this other place through to —
BH: About two years wasn’t it?
DK: About two years, yeah. And you were just training then for two years.
BH: Yeah. I mean, I said at one time I never had any courses and I mean I’m an active person and I got myself attached to the photographic section, you know for something to do. And I’m very interested in that.
DK: Yeah.
BH: So yeah there was a corporal there. He said, ‘There should be a sergeant here,’ he said, ‘And another airman,’ he said. I’m short staffed.’ I said, ‘Well, I’ll, I’ll come and help, you know. I’m glad to do something,’ you know. Oh, by the way, time I was there we had some, time I was in the photographic section they had some Italian prisoners of war.
DK: Right.
BH: And I had to go out on a, to take some photographs of a bombing sight at Saltfleetby, and I, God talk about the drive of your life. I mean Lincolnshire roads are not that clever up there. They’re windy. Anyway, they come back and it must have been three weeks later they all left. They weren’t much good anyway. The next thing I knew the station warrant officer called me in. He says, ‘I’ve got a job for you, Bert.’ I said, ‘Well, I’m in the photographic section.’ He said, ‘No. This is extra.’ So, I said, ‘Oh yeah?’ You know. But he’s a, he’s a nice chap you know. He’s one of us sort of thing.
DK: Yeah.
BH: He was a time serving man. He said, ‘We’ve got eighteen German prisoners of war coming,’ he said. So I said, ‘Yeah.’ And he said, ‘And you’re in charge of them.’ So I had them ‘til, oh I don’t know how long for. I had to go down in the morning. Count them in. They could have walked out.
DK: Yeah. Yeah.
BH: Because they were only in part of the camp.
DK: Yeah. Yeah.
BH: And go down at night and check them all in. Any mail I took back to the station headquarters and they checked it all I suppose.
DK: And this was at Manby still, was it?
BH: Yeah.
DK: Yeah. Yeah.
BH: And then one day the station warrant officer he says, ‘Oh,’ he said, ‘The German POWs are going.’ He said, ‘You’re taking them down to some camp near Sandy in Bedfordshire.’ Somewhere near. I can’t remember now. So I said, ‘How am I going to— ’ he said, ‘Oh, there’s a carriage booked at Louth. It’ll come in. There’s a whole carriage booked for you.’ So he said, ‘Here’s a rifle and —’ [laughs] And five, five bullets. I said, ‘Well, there’s eighteen of them. I shoot five and then — ’ [laughs] And also there, this is what I was saying when I started this talk.
DK: Yeah.
BH: The next thing we had, turned up I forgot to tell you this there was a Wellington crash and it caught a woman’s, I think it was a sort of a cottage.
DK: Yeah.
BH: And it killed her.
DK: Oh dear.
BH: I’d been flying and the tannoy went. ‘Warrant Officer Hammond report to the station warrant officer.’ So he said, ‘I’ve got a job for you, Bert,’ he says You’re on guard all night.’ He said, ‘You’ve got an airman there.’ he says, he says, ‘He’s bringing the truck around. You’ve got everything you want. Full the lot. Off you go.’ God, and it was cold and all.
DK: So you had to guard the crash site.
BH: Yeah.
DK: Yeah.
BH: Of course the woman had been killed you see.
DK: Yeah. Yeah. Were the crew killed as well or were they —
BH: No. They, they survived. There was, they were bomb aimers on.
DK: Yeah. Yeah.
BH: That’s when the bomb aimers were there. Joe got it again you see. Yeah. It was all good fun. I played football for my station so, you know I loved football.
DK: Yeah.
BH: And cricket.
DK: These, these Germans you were escorting then. Was this the first time you met Germans face to face?
BH: Yes.
DK: How did that make you feel as you had been obviously —
BH: I was.
DK: Flying above Germany just a few months before.
BH: I was a bit uncomfortable but because by then we began to know what we’d actually done you know, because I was a bit disgusted we were bombing houses.
DK: Yeah.
BH: Because we weren’t told that and I was a bit apprehensive because I thought well they’ll know more than anybody. And I was, I said they used to line up and they used to and I always felt there was one German there I didn’t know whether he was taking the mickey of me or not, you know. So I had one mate there. He was a prisoner of war. He was on that Long March.
DK: Yeah. Yeah.
BH: I think it was six hundred mile. He was on that so, and he was a prisoner of war. I said, ‘Would you mind coming with me, Cyril?’ I said, and I told him the reason why. He said, so anyway he stood. You know. I was counting them in and shouting out numbers and all that and he stood behind, well behind me and all of a sudden he let out in German and this fellow he was a warrant officer, a German well the equivalent anyway.
DK: Yeah.
BH: He swung to attention and there were no more trouble. But I felt he was taking the mickey out of me you know.
DK: Yeah.
BH: I didn’t know German but —
DK: No, but your, your colleague then who shouted out this German order —
BH: Did.
DK: Was, someone they were —
BH: That’s it. I took them back. I felt, I did feel sorry for them because it was a boiling hot day and I got to the railway station. I was met, you know. There was a truck to take you up to sign and you get your lunch there as well and as I was coming back I said, ‘What about the — ’ you know, because they were still my responsibility. But he said, ‘Oh, they’ll walk up.’ and of course I don’t know whether you know but the German prisoners of war kit bags are very, very big.
DK: Yeah.
BH: And they were, they were on the side of the road whacked out, walking up. Nobody escorting them.
DK: Yeah.
BH: They all thought they were going home. They were going on the farms. Yeah. God, it was a boiling hot day. They were carrying these, you know. I mean I did have some photographs of the prisoners of war. They made a walk in village out of scrap.
DK: Right.
BH: All run by water. Beautifully made.
DK: Yeah.
BH: Yeah. I took photographs of it. Yeah.
DK: So, did you, did you stay in touch with your crew after the war then?
BH: Yes.
DK: All of them.
BH: Yeah. We’ve got, I’ve got some photographs here. One of my cleaners, well she’s my friend now. One of my little angels [laughs] There’s [pause] there’s my, that’s my demob book. Look at that. There’s, oh sorry [pause] there’s that’s the other gunner.
DK: Yeah.
BH: That’s the skipper. He went on to fly. It became his career and he flew second dickie to start with for BOAC, was it?
DK: Oh right. Yeah.
BH: BOAC.
DK: BOAC.
BH: Long trips.
DK: Long trips. BOAC. Yeah.
BH: That’s, that’s my dad [laughs] wireless op, Jim. And that’s, that’s me. Long shorts.
DK: So what year would that have been taken then?
BH: Oh, I don’t know. That’s —
DK: There’s a —
BH: There’s my wife there with all the rest. But I had this book and I I found my, this Lanc 2 which we did all these seventeen ops in and it’s, I don’t know what I’ve done with it. I had it the other day. I forget things. And anyway he, he I bought him one because we met up before we met this. I knew where he lived and I made contact but that was with his brother.
DK: Right.
BH: It was his home address and he put me in contact with where he was living. And then we met in Stamford.
DK: Right.
BH: At the George at Stamford. And, and I took my book of this and he said, ‘Oh, my goodness me. Look at what’s in here, Bert.’ He said. ‘One of my trips,’ I forget where it was now. In America, South America. He said, ‘We ran into a thunderstorm,’ he said. He said, ‘I was second dickie,’ and he put it down he said, ‘And we were miles from the ruddy runway but we got away with it.’
DK: Right.
BH: But he said the aircraft was in there. Funny that isn’t it?
DK: Yeah.
BH: Got the aircraft we flew on during the war, and he got the aircraft he was flying in civvy which he crashed in.
DK: Which he crashed.
BH: Yeah.
DK: So how long was he with BOAC for then? Was he [unclear]
BH: Well, then he got married. His wife was here. She was an air hostess.
DK: Right.
BH: She could be up there. In those days they could speak several languages couldn’t they?
DK: Yeah.
BH: So he went on short haul. You know. Just Europe. He made his career out of it, you know.
DK: That’s Warner, isn’t it?
BH: Warner.
DK: Warner. Yeah.
BH: Yeah. But —
DK: So, so is this, probably really finish there but one sort of final question for you all these years later how do you look back on your time in Bomber Command and Bomber Command itself?
BH: Well, a funny thing it was [pause] I mean the next door neighbour’s daughter in law she was interested so I went to go around there for a meal and I had, I had to give her little lectures because she wanted to know. And after the war I didn’t want to know anything. My wife said, ‘Oh,’ she said, ‘I’m going to see, “The Dam Busters.” Are you coming?’ So, I said, ‘No. I don’t want to.’ I wasn’t interested. I suppose as you get older you look back.
DK: Yeah.
BH: You don’t look forward too much, and I get more memories now and they keep coming back now. Something triggers something off in your mind, you know. You forget a lot but then you remember a lot, you know.
DK: Yeah.
BH: And I will, I will say this and I’ve said if I had to live again and the same situation come which I explained I’d do the same thing again. I would.
DK: Because you mentioned earlier about finding out what was happening in the bombing.
BH: Yeah.
DK: Do you see that differently now or is it something that you feel —
BH: I’ve come to terms with it.
DK: Right.
BH: Because people have said. I mean. Well they were, they’ve said, well, I should, well I should know this. They were bombing Norwich and they were bombing houses.
DK: Yeah.
BH: And I said I was disappointed because we were told one thing yet we were doing another. That’s what I didn’t like, you know. We were misled. We thought we were bombing military targets. The only military targets we bombed was during the days.
DK: Yeah.
BH: You know during D-Day time.
DK: Yeah.
BH: Over Germany we just let them go didn’t we? I mean the famous saying, these, you know because when you’re going on the bombing run you’re straight and level until you’ve taken your flash you know. And of course the members of the crew were, ‘Let the ruddy things go.’ [laughs] It was a bit hot over these German cities.
DK: Yeah.
BH: Oh yeah.
DK: So after, after you dropped the bombs then you were flying straight and level for the photo to be taken.
BH: The flash. Yeah.
DK: Yeah.
BH: Then you —
DK: Photoflash. Yeah.
BH: Then we dived away. But we got caught in the master searchlight once, you know.
DK: Yeah.
BH: And of course as soon as that comes on that’s radar controlled. About twenty other small ones come on and the skipper put the nose down and the bomb aimer threw out Windows by the buckets full. I gradually watched the beams disappear.
DK: Yeah.
BH: Normally once you’re caught, you’re caught.
DK: Yeah.
BH: Yeah.
DK: So how, how was that? Was that quite a frightening experience then in the searchlights?
BH: I was never frightened once I was, you know once I [pause] I was more frightened in the build up to it. Do you know what I mean?
DK: Yeah. Yeah.
BH: Nerves. Nerves in your tummy. But once you’re in the aircraft I always felt safe. It’s a funny thing isn’t it?
DK: Yeah.
BH: You felt, though you weren’t really but I always felt there was something wrapped around me, you know.
DK: Yeah.
BH: Yeah. I was lucky. I mean you get lots of better stories than mine. I was just an ordinary sort of person caught up in the war sort of thing, you know.
DK: Yeah. Ok then. That’s gone on for a while there but thanks for that.
BH: Well, I hope I’ve been some use.
DK: That’s been absolutely marvellous.
BH: The only other thing —
DK: Hang on. Yeah.
BH: The other thing I would like to say is during the war it was a great leveller of personnel. You could be all walks of life. I met some wonderful people. I played football with pros, and against them which I enjoyed every minute of that though I was bashed about [laughs ] because I wasn’t very weighty then. But I met at Manby, I met two people, well one person which actually changed part of my life. One of them was I can’t remember his name. I tried to find it. He was a French horn player.
DK: Right.
BH: Sergeant, oh God, isn’t it silly? I’ve got a photograph of all the instructors. He, he was nice to talk to because he, he was on a retainer for all these big orchestras and in fact he was on telly after the war. He —
DK: Right.
BH: He was then played with the orchestras and solos and that and then he was BBC judge on the, you know, “Young Musician of the Year.”
DK: Oh right.
BH: He was judge on the brass section.
DK: Yeah.
BH: And the other one what changed was a fellow called Ronnie Price. I went in to the mess one afternoon at four o’clock and of course my father taught me to play the piano but he wanted, he played all sort of semi classics, you know. He was, he taught music. And I heard this music that I thought was the radiogram, you know.
DK: Yeah.
BH: And I got past the ante-room with the two doors like that. And, oh somebody is sitting at that piano because it was a good piano, you know. I went in and I thought, ‘He is playing that.’ Took a chair up, sat beside him and he stopped playing, you know. He said, ‘Oh, do you play?’ I said, ‘Oh, not like that.’ I said, ‘That’s beautiful.’ We became sort of friends, named Ronnie Price. I don’t know. You may be a bit too [pause] He was a pianist on, “Name That Tune.”
DK: Oh right. Yeah.
BH: Remember that do you?
DK: Yeah.
BH: And he was one of the top pianists in this country and abroad.
DK: Right.
BH: He had a wonderful career. He taught me no end about playing dance music. He opened doors which I never would have gone through.
DK: And that was that chance meeting in Manby.
BH: Chance meeting. He was the sound I was looking for. Like Glen Miller was looking for a sound.
DK: So was it, is that what you went into after the war then? Was it the music or —
BH: No. I played. No, I went, I went home to my own parents. My grandparents had a laundry. I didn’t know what I was going to do and I thought to myself well, my father said, ‘What are you going to do?’ My grandparents had, they’d wound it down a bit, ‘Why not take it up and build it up again?’ So I started on that but then the wife lost her father and her mother was totally invalid sort of thing in a way. Stone deaf and needed someone to be with her, you know. She was getting on. So I came up to Lincolnshire and I got a job at Fenland Laundries and then I sort of progressed through the ranks. Became a manager and that’s how I — but I played. Over the years I played part time. Not here. Never here.
DK: Right.
BH: I packed it in then. I played in holiday camps, in little bands.
DK: Right.
BH: Night clubs. I mean it’s all down to Ronnie Price. He taught me.
DK: Yeah.
BH: All sorts of [pause] well, it’s training you could not buy.
DK: Yeah. Yeah. All little techniques.
BH: Oh yeah.
DK: Yeah.
BH: I’ve got, I’ve got no end of his. My cleaner friend she’s here this morning. Took me to the doctors. She, I’ve tried to get some CDs because he’s no longer with us now, Ronnie.
DK: Right. Yeah.
BH: And she’s found them.
DK: Oh wow.
BH: I’ve got about four now. So, I’ve got all his music to listen to.
DK: Wonderful.
BH: Yeah.
DK: Ok then. Well, I’ll stop the recording there.
BH: Yeah.
DK: That’s been absolutely marvellous but thanks so much for your time.
BH: Well, I hope that’s been some use.
DK: Oh, you’ve been a lot of use. It’s been absolutely marvellous.
BH: Well, it’s, it’s nice of you to call on me.
DK: I’m more than happy to be here. Thanks.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Bert Hammond. One
Creator
An entity primarily responsible for making the resource
David Kavanagh
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
2018-09-04
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AHammondBF180904, PHammondBF1801
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
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01:25:50 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Bert Hammond was born and brought up in Norwich. He was a grocer’s assistant and an air cadet at the start of the war. He recalls bombing attacks on Norwich and a lone aircraft machine gunning female workers leaving the Coleman’s Factory. In 1943, at the age of 18, he volunteered for the RAF as an air gunner. His initial training took place at RAF Bridlington and RAF Bridgnorth. He was posted to No. 4 Air Gunnery School, RAF Morpeth, in October 1943. His training included the use of cine-guns and target drones, and flying took place in Avro Ansons.
Posted to 26 Operational Training Unit at RAF Wing, he was formed into a crew to fly Wellingtons as a rear gunner. On one training flight, an engine failed on take-off and the pilot managed to complete a circuit before carrying out a belly landing. As Bert had learned morse code as an air cadet, he was tasked to take over as the wireless operator if necessary, therefore, moved to the mid-upper turret to be closer.
In 1944 he was posted to RAF Waterbeach in Cambridgeshire, initially with 1678 Heavy Conversion Unit to convert to Lancasters, and then to 514 Squadron as operational crew. His first operation was on the 30th of May to Boulogne. He describes a number of operations over France and Germany. On the 12th of June during an operation to Gelsenkirchen, they were hit by anti-aircraft fire putting their instruments out of action. They were diverted to RAF Woodbridge for an emergency landing.
Bert describes the differences in performance between the Mark II and Mark III Lancasters, and what happened during the day of operations. He completed his thirty operations in September 1944 and, after a period of leave, was posted to RAF Manby as an instructor with No. 1 Empire Air Armament School. He explains how he felt about the bombing of Germany, the loss of friends, and how the war was a great leveller of persons. He was demobilised in 1947.
Contributor
An entity responsible for making contributions to the resource
Nick Cornwell-Smith
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
France
Great Britain
Germany
Poland
England--Cambridgeshire
England--Suffolk
England--Tyne and Wear
France--Abbeville
France--Boulogne-sur-Mer
Germany--Homberg (Kassel)
Poland--Szczecin
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944-03-15
1944-03-19
1944-05-30
1944-06-12
1944-06-21
1944-07-20
1944-07-25
1944-08-29
1944-09-06
1678 HCU
26 OTU
514 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
Boston
forced landing
Heavy Conversion Unit
Lancaster
Lancaster Mk 2
Lancaster Mk 3
military service conditions
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
perception of bombing war
RAF Bridgnorth
RAF Manby
RAF Waterbeach
RAF Wing
RAF Woodbridge
training
Wellington