1
25
31
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1312/18866/PMadgettHR19030011.1.jpg
407f08197b240de3f00f177e055f48d7
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
Madgett, Hedley Robert. Canada and Royal Air Force Album
Description
An account of the resource
44 items. Photographs of training and travelling in Canada as well as his Bomber Command crew, squadron and aircraft.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Madgett, HR
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
32 Elementary Flying Training School, RAF Swift Current, Saskatchewan
32 E.F.T.S RAF Swift Current, Saskatchewan
Description
An account of the resource
Top left - road with telegraph poles on left side going into the distance with entrance on left with sign 'Royal Air Force [.......]'. Top right road running into the distance with single story huts either side. An airman is walking way from camera down road. Bottom left - a car with airman standing at door and others inside. In the background single story huts. Bottom right - inside a barrack room with bunk beds and lockers.
Format
The file format, physical medium, or dimensions of the resource
Four b/w photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgettHR19030011
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
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.
Flying Training School
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1312/18871/PMadgettHR19030016.2.jpg
cd005ee7af176132f250c9e7ba74cd3e
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
Madgett, Hedley Robert. Canada and Royal Air Force Album
Description
An account of the resource
44 items. Photographs of training and travelling in Canada as well as his Bomber Command crew, squadron and aircraft.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Madgett, HR
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
Air to ground views and servicing Tiger Moth
Description
An account of the resource
Top left - air to ground view of town with starboard wing. Captioned 'above Swift Current'. Top right - air t o ground view of open country. Captioned 'the experimental farm'. Middle left - air to ground view of open countryside with river. Captioned 'Swift Current creek'. Middle right - Tiger Moth with panels off, man in cockpit, another by engine and a third under wing. Captioned 'No 72 being serviced'. Bottom left - air to ground view of open countryside. Captioned 'near Swift Current. Bottom right - airfield with figures in distance. In far distance a Tiger Moth standing on its nose. Captioned 'The way 35 course land'.
Format
The file format, physical medium, or dimensions of the resource
Six b/w photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgettHR19030016
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
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.
aerial photograph
crash
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1838/33005/MEvansA157299-170424-03.1.jpg
d3b4025a313f963edbca653c7411f70e
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
Evans, Albert
A Evans
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
2017-04-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Evans, A
Description
An account of the resource
39 items. The collection concerns Flying Officer Albert Evans (1922 - 1944, 157299 Royal Air Force) and contains documents, correspondence and photographs. He flew operations as a pilot with 44 Squadron and was killed 25 March 1944. <br />The collection has been donated to the IBCC Digital Archive by S Smith and catalogued by Barry Hunter.<br /><span data-contrast="none" xml:lang="EN-GB" lang="EN-GB" class="TextRun SCXW61255494 BCX0"><span class="NormalTextRun SCXW61255494 BCX0">Additional information on<span> Albert Evans </span></span><span class="NormalTextRun SCXW61255494 BCX0">is available via the</span></span><span class="EOP SCXW61255494 BCX0" data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}"> IBCC </span><a href="https://losses.internationalbcc.co.uk/loss/107170/">Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[crest]
[underlined] RECORD OF SERVICE
OF
FLYING OFFICER ALBERT EVANS (157299) [/underlined]
[underlined] Date of Birth [/underlined] 18 March 1922
[underlined] Previous Service [/underlined]
Enlisted as Aircraftman 2nd Class No 1433237 Aircrafthand/Pilot/Wireless Operator/Air Gunner 9 May 41
Promoted Leading Aircraftman/Under Training Pilot (2) 31 Oct 41
Temporary Sergeant/Pilot 6 Nov 42
Discharged on Appointment to a Temporary Commission 3 Sep 43
[underlined] Appointments and Promotions [/underlined]
Granted a commission for the emergency as Pilot Officer on probation in the General Duties Branch of the Royal Air Force Volunteer Reserve 4 Sep 43
Confirmed in appointment and promoted Flying Officer (war substantive) 4 Mar 44
Death Presumed 25 Mar 44
[underlined] Postings and Attachments [/underlined]
No 2 Recruits Centre 9 May 41
To Reserve 10 May 41
No 1 Aircrew Reception Centre 25 Aug 41
No 6 Initial Training Wing 20 Sep 41
No 50 Group (Pool) Elementary Flying Training School 29 Nov 41
No 33 Elementary Flying Training School Canada [inserted] CARON [/inserted] 5 Jan 42
No 37 Service Flying Training School [inserted] CALGARY [/inserted] 4 Jul 42
No 39 Service Flying Training School Canada [inserted] SWIFT OUTPOST [/underlined] 30 Sep 42
No 31 Personnel Depot Moncton 10 Nov 42
Home Establishment 23 Nov 42
United Kingdom 1 Dec 42
No 7 Personnel Reception Centre 2 Dec 42
No 20 Advanced Flying Unit [inserted] KIDLINGTON [/inserted] –
No 1513 Beam Approach Training Flight (Attached) [inserted] BRAMCOTE [/inserted] 20 Apr 43
No 20 Advanced Flying Unit [inserted] KIDLINGTON [/inserted] 27 Apr 43
No 14 Operational Training Unit [inserted] COTTESMORE [/inserted] 18 May 43
No 1661 Conversion Unit [inserted] WINTHORPE [/inserted] 4 Sep 43
No 44 Squadron 23 Sep 43
Station Scampton 13 Dec 43
No 52 Base –
No 44 Squadron 19 Jan 44
War Casualty Accounts Depot/Missing (Flying Battle)/Death Presumed 25 Mar 44
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
Albert Evans, Record of Service
Description
An account of the resource
A list of Albert's war service.
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MEvansA157299-170424-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan
Alberta--Calgary
Saskatchewan--Swift Current
New Brunswick--Moncton
England--Kidlington
Great Britain
New Brunswick
Alberta
England--Oxfordshire
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.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
14 OTU
1661 HCU
44 Squadron
Advanced Flying Unit
Flying Training School
Heavy Conversion Unit
Initial Training Wing
killed in action
missing in action
Operational Training Unit
RAF Bramcote
RAF Cottesmore
RAF Kirmington
RAF Scampton
RAF Winthorpe
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11249/PMadgett15010017.1.jpg
da9e7f71696ed6ba3ee4bd9ec14bd3ed
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11249/PMadgett15010018.1.jpg
ceb014c62e6ff502123371d1c3c34de2
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bill and Lucy
Description
An account of the resource
Two airmen in flying suits standing in snow embracing on a step in front of the door to a building. On the reverse 'Bill + Lucy, 32 EFTS, Swift Current Nov 1941'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgett15010017, PMadgett15010018
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1312/18861/PMadgettHR19030005.2.jpg
366e010d9c107c9e80a5d0272c15579a
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
Madgett, Hedley Robert. Canada and Royal Air Force Album
Description
An account of the resource
44 items. Photographs of training and travelling in Canada as well as his Bomber Command crew, squadron and aircraft.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Madgett, HR
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
Canada, Swift Current Saskatchewan
Description
An account of the resource
Top left - street with buildings/shops either side and cars parked at curbs. Top right - view over town with residential houses. Snow on the ground. Bottom left - railroad tracks with steam train coming towards. Commercial buildings beyond tracks. Bottom right a church.
Format
The file format, physical medium, or dimensions of the resource
Four b/w photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgettHR19030005
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
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
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.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11246/PMadgett15010013.2.jpg
175578e06ef27d329ead5eb543ae0fce
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11246/PMadgett15010014.2.jpg
53e0fc80c15e63dcd52734b3f33c9c2a
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Central Avenue Swift Current
Description
An account of the resource
View of street running bottom to top with two story buildings either side. There are cars parked on both sides and people on sidewalks and crossing road in the distance. On the reverse 'Swift Current, Nov 1941, Central Ave'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgett15010013, PMadgett15010014
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
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1312/18867/PMadgettHR19030012.2.jpg
0ae5639e2ad0f150e0d41abbdb395487
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
Madgett, Hedley Robert. Canada and Royal Air Force Album
Description
An account of the resource
44 items. Photographs of training and travelling in Canada as well as his Bomber Command crew, squadron and aircraft.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Madgett, HR
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
Flying training and friends
Description
An account of the resource
Top left - Man wearing flying clothes and carrying parachute walking away from Tiger Moth. Captioned 'Sgt Smith, my first instructor' Top right - two men in flying clothes standing behind the wing of a Tiger Moth. Captioned '"Murf" Murray with Sgt Smith'. Bottom left - three men in flying suits standing arm in arm in snow by a doorway. Bottom right - three men in flying suits and flying helmets standing arm in arm in snow. Both bottom photographs captioned 'Yours trully, Bill and Lucien'.
Format
The file format, physical medium, or dimensions of the resource
Four b/w photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgettHR19030012
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
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.
aircrew
pilot
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11264/YMadgettHR1330340v2.2.pdf
851bc50fb597fadec686f8e9b3074a37
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[diary front cover]
Diary
1941
[page break]
[blank page]
[page break]
[printed page]
[page break]
PERSONAL MEMORANDA
H R Madgett
127, Longlands Road,
Sidcup, Kent.
Foots Cray 1696
FLO 311.
[page break]
[printed page]
[page break]
[printed page]
APRIL 1941
[page break]
[printed page]
MAY 1941
M 12 Get call up papers
S 24 2.10p.m. train to Stratford on Avon. Ar 4.5p.m.
[page break]
[printed page]
JUNE 1941
S 5 7.15am train to Scarborough. Arr 4.15p.m.
[page break]
[printed page]
[page break]
[printed page]
AUGUST 1941
F 1 8.10am train to Wilmslow. Arr 12.45p.m
Th 7 2.15am train to Gourock arr. 1.20p.m. start for Canada 7.30p.m.
F 15 arr. HALIFAX 7.23p.m. 3.35p.m. train for Swift Current
W 20 arr. Swift Current 5.35a.m.
[page break]
[printed page]
[page break]
[printed page]
[page break]
1941 WEDNESDAY JAN. 1
Up with Betty in morning Have awful head-ache. Not out in evening. Bed early – 8 p.m.
[page break]
1941 THURSDAY JAN. 2
Extremely cold. Train very delayed in morning. Not out in evening – too cold.
[page break]
1941 FRIDAY JAN. 3
Still very cold. Tank has frozen now. In evening go to “Odeon” with Mary to see “Its a Date” – Deanna Durbin and “The Way of all Flesh”, which I did not think much of. This is 2nd. Time I have seen “It’s a Date”. Very good and funny in places.
[page break]
1941 SATURDAY JAN. 4
Work in the morning as usual. In afternoon call on John & collect my rain coat from cleaners, who have almost bleached it. Rest of family go to Nell’s for tea etc., with Nora & family. I make my own tea & go with Mary to dance at St. John’s Hall. (Ron Bond & Monty Sims). Miss Wheeler there among others. Finish at 11 p.m. Very cold. Family home by 11 p.m. In bed just before 12.
[page break]
1941 SUNDAY JAN. 5
Did not go to church in morning as too cold. John came round in afternoon & had tea. Played cards. Unusually quiet evening for me.
[page break]
1941 MONDAY JAN. 6
Very slippery this morning. No snow yet, but very cold. Very busy at work. at lunch time went to 64, Park St to collect my S.O. In evening have heavy fall of snow, but has stopped when call on John Ernie there; play Monopoly cut loose very quickly. Bed 10.30 p.m.
[page break]
1941 TUESDAY JAN. 7
Snow on ground this morning. [deleted] Sill [/deleted] Still cold. Very busy at work. go to library before going home. Long warning this afternoon & guns going. Do not go out in evening, but write letter to Edith.
[page break]
1941 WEDNESDAY JAN. 8
A little warmer today
The snow thaws. Up with Betty. Go to library before going home. Meet John there. Write last letter to Mary. I think she is too quiet & domesticated. Bed 9.45.
[page break]
1941 THURSDAY JAN. 9
John comes round in evening. Play a few card games but do not post that letter. Guess I’ll just leave it.
[page break]
1941 FRIDAY JAN. 10
Very busy at work. in evening I go alone to Regal to see Wm. Powell & Myrna Loy in “I Love you Again” Really very funny. Other film was not much. Short warning.
[page break]
1941 SATURDAY JAN. 11
Work in morning AND afternoon. terribly busy & annoyed, because I wanted to see soccer match. In evening went round to John’s & had [sic] Monopoly. Ernie there. As usual I lost. Guns going heavy as I left home
[page break]
1941 SUNDAY JAN. 12
Did not go to church. Had a bath instead. Met John in afternoon & went for short walk. Had tea at his place with Ernie & Mr. Lang. Had [sic] Monopoly, but lost. Played cribbage after. Very heavy raid this evening. Our fighters up later on & all clear at 10.45.
[page break]
1941 MONDAY JAN. 13
UP WITH Goldby in morning. On Saturday night, bomb lands in middle of Bank junction. Coming home, I. Dumfries gets in our carriage at London Bridge. When at Sidcup just manage to avoid Mary after leaving Miss Wheeler. She must have seen me. Learn a bit of Morse in evening.
[page break]
1941 TUESDAY JAN. 14
Up with Monty Sims. He put out many incendiaries & saved a house on Sunday night. John came round in evening & told me we were going to a girls house (Molly.) but, told me outside Mary’s place that we were going there. He went in & brought Mary out & I had to explain my way out. awful embarrassed. Then went in, had a chat & went home at 9.45 p.m. All O.K. now – said I was too busy swotting for R.A.F. to come out at night! No warning to-night
[page break]
1941 WEDNESDAY JAN. 15
Up with Monty again, & had tea when get to London. Weather bad later in morning, hard snow does not settle & makes awful slush. Do not go out in evening; spent it looking through
[page break]
1941 THURSDAY JAN. 16
Train late due to snow. Up with Dobbie. Met Monty & Betty at Canon St.
Dyed coat comes today.
[page break]
1941 FRIDAY JAN. 17
Up with Betty in morning. Went to Air Ministry, Kingsway to find out about joining. Air Training scheme in colleges. But can’t join as not have cert.
Round at John’s in evening playing crib.
[page break]
1941 SATURDAY JAN. 18
Betty again in morning, & had tea before went in. called on John, & brought him to tea, then on to Odeon to see Dick Poirell in “I want a Divorce” & “The House with 7 Gables”. – Nan Grey in latter. Very good film.
[page break]
1941 SUNDAY JAN. 19
Called on John in afternoon, & go for walk. He has tea at his Grandma’s in Little Birches.
He’s round again in evening playing cards. Guns too heavy, so he stays the night.
[page break]
1941 MONDAY JAN. 20
Up 6.30 a.m. John goes home. Buy 5/- trig. book. Up again with Betty.
[page break]
1941 TUESDAY JAN. 21
Up with Betty. Met Monty at Canon St. & had Tea before going in.
Studied trig. in evening.
[page break]
1941 WEDNESDAY JAN. 22
Warm this morning. Up with Betty & Monty.
Studied trig. in evening.
[page break]
1941 THURSDAY JAN. 23
Up with Monty in morning. Weather foul.
Studied in evening again.
[page break]
1941 FRIDAY JAN. 24
Up with Monty & Betty in morning. Had tea with Monty before going in. very busy today.
In evening went alone to Regal to see “Strike Up the Band” – Mickey Rooney & Judy Garland & Paul Whiteman & Orch. Super film. Mickey is terrific on the drums. Best film I have seen.
No warning.
[page break]
1941 SATURDAY JAN. 25
Up with Betty. Raining hard. In afternoon call on John. Go round shopping in High St. & go to library. Mrs. Biggs has sprained ankle, so home for tea. Have bath & listen wireless in evening.
[page break]
1941 SUNDAY JAN. 26
Church in morning with John. In afternoon we just have to meet Mary. I learn later that John fixed this. I was very annoyed; had long walk together. To make things worse she is knitting me an Air Force pullover. At John’s for tea. Had monopoly, & were ticked off by a Bobbie for not putting [symbol] black out up.
No warning again.
[page break]
1941 MONDAY JAN. 27
Had to go up with Alan Newall of all people, & Betty in morning. Not a very nice start to the week.
In evening study again. No warning.
[page break]
1941 TUESDAY JAN. 28
Went on later train to avoid Newall, but saw him with someone else. Four short warnings today.
Met John when came off train. He’s going to Odeon with Ernie.
[page break]
1941 WEDNESDAY JAN. 29
Up with Maureen Bowerman this morning.
Call up of 18 & 19’s proclaimed today, but will not make any difference to me. Study again in evening.
Warning this evening after nearly 2 weeks, but all clear 9.45. Fairly heavy gunfire, & several bombs.
[page break]
1941 THURSDAY JAN. 30
Up with Betty in the morning. Rather cold: a lot of warnings today and plenty of gunfire. Don’t feel too good – have another cold coming.
At work worked out fire watching rosta [sic]. I have to start on Sunday.
In evening do more studying; no warning this night.
[page break]
1941 FRIDAY JAN. 31
Up with Betty. Gave Alan Newall a glorious snub, & he took the hint. But at Motting. Station he got in our carriage but someone else separated him from us thank goodness. At Cannon St. he bolted like a scared rabbit. Felt awful all day – have touch of flu. Monahan away with it. Bed early at 7.30 p.m
[page break]
MEMORANDA
[blank page]
[page break]
1941 SATURDAY FEB. 1
Up with Betty and Newall worse luck.
Coming home, Mary stops me, & trys [sic] to make me call round one evening. Am getting sick of her – just can’t take a hint.
In afternoon John calls round. Take car to do bit of shopping & take him home. Did not go out in evening as have to get up very early in morning, but rang the Old Man up to see about me joining A.T.C. Told me to write him. So wrote p.c. for Peter to take tomorrow.
[page break]
1941 SUNDAY FEB. 2
Get up too late for proper breakfast – had to catch 7.24 a.m. to London. I was on fire watch with Mr. Skipper. Very dull. S. Stephenson called in & also Mr. Coats. Home at 6.30 p.m., too late to go again. Bed 9.30.
No warning.
[page break]
1941 MONDAY FEB. 3
Light fall of snow during night. Up with Betty again. terribly cold all day; of course house is like a ‘frigerator’. Monahan back at work again. bed 10.30.
Not an eventful day. Another siren-less evening.
[page break]
1941 TUESDAY FEB. 4
Up with little Baker this morning. He had joined school A.T.C.
At work got 2/6 worth of chocolate. Can’t get it at shops at all now.
After lull warning goes again tonight at 7 p.m. few guns only. Alert still on when got to bed at 10.30 p.m.
[page break]
1941 WEDNESDAY FEB. 5
Up with Baker again this morning.
Very cold still. But uneventful day.
Studied a bit in evening. Blitz on again, but not heavy.
Drops some bombs some distance away.
Bed 10.35
[page break]
1941 THURSDAY FEB. 6
Up with Betty & Maureen in morning. Alan Newall gets in another carriage.
In evening at John’s suddenly decide to go round to headmasters place in Leas Green to see about joining A.T.C. Want to get University Course instead. Old Man is out however.
[page break]
1941 FRIDAY FEB. 7
Up with Maureen only in morning. I get 10/- at work for fire watching last Sunday. Rather good pay for this.
In evening call on John, & hear that Mr. Biggs had seen Old Man & he said could not be seen in the evening. So will have [inserted] to [/inserted] ring in morning.
[page break]
1941 SATURDAY FEB. 8
Up alone for a change in morning. After trying 4 times at different ‘phones, I got on to Old Man’s house. Mrs. Williams answered. Have to ring later. Get him from home at 2.15 p.m. he says O.K. I have to write Ministry. Go up to John’s, come home for tea, write & post letter. When going up to John’s meet Bernard Wright in R.A.F. He’s getting on O.K. play Monopoly rest of evening. Loose [sic] as usual.
[page break]
1941 SUNDAY FEB. 9
After waiting for light [deleted] to [/deleted] rain to stop, have game of tennis. Soon got into form again. bath in afternoon, & then call into John’s. listen to wireless, see smashing [inserted] young [/inserted] dame with Betty Belsham, had usual fight & came home for tea. Nellie here, & [deleted] loo [/deleted] I am bored all evening, looking at books. Bed 10.15.
[page break]
1941 MONDAY FEB. 10
Up alone in morning. An uneventful day, with not much work.
In evening studied a bit; warning event late at 10 p.m. Bed 10.30.
[page break]
1941 TUESDAY FEB. 11
Up with no one in morning again. very slack at work.
Expected John in evening but did not turn up. listened to wireless & heard radio version of “Strike up the Band”. Wrotten [sic] I thought.
[page break]
1941 WEDNESDAY FEB. 12
Saw no on up in train. Got later train. Hardly any work to do, but S.S. sticks & keeps us late till 5.30 in evening. Not out in evening however, but studied. Can now knock up 9 words a minute at sending Morse on buzzer Peter made for me. Bed 10.30. no warning.
[page break]
1941 THURSDAY FEB. 13
Had a valentine this morning, a day too early. It was in German, but know what it means! Saw no one in morning train. Studied in evening, but lights fused 3 times. Very short alert, & guns only in distance.
[page break]
1941 FRIDAY FEB. 14
Up alone again this morning. Came home by car for a change.
Called round on John in evening, had a few rounds of cribbage, supper & home again.
Warning fairly early, & plenty of guns plus our fighters
[page break]
1941 SATURDAY FEB. 15
Knock off early at work as S.S. goes early to Wales, (Colwyn Bay). In afternoon call on John, but do not stay. He’s going somewhere secret! go to library & look around, & in evening went to Odeon to see Bing Crossby in “Rhythm on the River”. Mary Martin & Basil Rathbone not much good. 2nd rate film for Bing.
[page break]
1941 SUNDAY FEB. 16
Got [inserted] up [/inserted] terrific late, but [deleted] dif [/deleted] drizzling outside so no tennis. Go for short walk in p.m. with John, & he goes to tea with his Uncle’s.
We have early tea as too late to have dinner at midday.
[page break]
1941 MONDAY FEB. 17
[blank page]
[page break]
1941 SUNDAY MAR. 2
Went to meeting at school with John for A.T.C. Learnt nothing new, but the Old Man told me that he had received & sent back & [sic] form from Air Ministry about University course. Meet D. Marchant, Kirby & see a few others. A lot there not from school.
[page break]
1941 MONDAY MAR. 3
[blank page]
[page break]
1941 TUESDAY MAR. 4
[blank page]
[page break]
1941 WEDNESDAY MAR. 5
Posted another letter to Air Ministry bucking them up. am getting impatient.
[page break]
1941 THURSDAY MAR. 6
Got 2 records
[deleted] Merrymakers singing [/deleted] [inserted] Milt Herth Trio playing [/inserted] “Slow Freight” & “Eep-Ipe”.
[deleted] [indecipherable word] [/deleted] Also [deleted] Milt Herth Trio [/deleted] [inserted] Merrymakers [/inserted] [deleted] playing Slow Freight [/deleted] singing Johnson Ray.
[page break]
1941 FRIDAY MAR. 7
[blank page]
[page break]
1941 SATURDAY MAR. 8
Tennis in afternoon. Very good weather.
Play Monopoly at John’s. jack & Peggy there. Don’t leave until 11.30 p.m. ‘cause of blitz. Lot of shrapnel flying about going home.
Got another record in morning. “Trip the light Fantastic” – Joe Loss. Jolly good one.
[page break]
1941 SUNDAY MAR. 9
London blitzed last night. In afternoon called on Ernie for my 4/-, [deleted] & [/deleted] (with John). But he’s out footballing somewhere John goes round to Mary’s. I just walk around in p.m. Nothing interesting to the eye.
[page break]
1941 MONDAY MAR. 10
9 bombs dropped in Eastcheap near us. All time bombs. One in our building, & many in road & buildings opposite
We clear out to Marshalsea House in Borough High St. All in a mess so go to Monseigneur News theatre in Strand to kill time with others.
Home early.
[page break]
1941 TUESDAY MAR. 11
Had morse practise with Mr. Verinda for first time. very slow to start.
[page break]
1941 WEDNESDAY MAR. 12
[blank page]
[page break]
1941 THURSDAY MAR. 13
Morse practise at Verinda’s. still slow.
[page break]
1941 FRIDAY MAR. 14
John calls round in evening.
[page break]
1941 SATURDAY MAR. 15
Go back to [deleted] Eats [/deleted] Eastcheap this morning. Dust all over place. Tennis in afternoon. good game. Had tea at John’s & then to Odeon to see “The Mark of Zorro”, with Tyrone Power & Linda Darnel, & Basil Rathbone. Super sword fighting & Linda Darnell smashing.
[page break]
1941 SUNDAY MAR. 16
Took John’s bicycle back in morning. With John & Mary, went to New Eltham to get my watch. New glass & face cleaned up. Saw new bomb damage in Green Lane done on Sat. night. Tea at John’s.
[page break]
1941 MONDAY MAR. 17
So sick of waiting for RAF went to Air Ministry. Said I should hear on or about 21st. still think it is a blind.
Had morse practise with Verinda. Getting better.
[page break]
1941 TUESDAY MAR. 18
[blank page]
[page break]
1941 WEDNESDAY MAR. 19
Heard from Headmaster that I can’t join special University Courses.
Pictures in evening with John & Mary.
[deleted] Linda Darnell & Tyrone Powder [sic] in “Mark of Zorro”
[page break]
1941 SATURDAY MAR. 22
Called on John in afternoon. we call on Ernie after tea. John goes round to Mary’s, & Ernie comes along & shows me new book on Navigation he has. Full of news of Fokey Mills etc. etc.
[page break]
1941 SUNDAY MAR. 23
A.T.C. at school in morning. Morse class starting, & then had drill. Very cold.
Church in evening with John. Good service – it was National Day of Prayer.
[page break]
1941 MONDAY MAR. 24
Morse practise at Verinda’s this evening. Getting on much better.
Visited the dentist; nothing wrong, but wisdom’s have no room. So have to go in 6 weeks, but hope to be in RAF by then.
[page break]
1941 TUESDAY MAR. 25
Post letters to BIET, who are worrying about me joining & to Air Ministry at Ruislip about when I am to be called up. Sick of waiting.
Go to library after getting home.
[page break]
1941 FRIDAY MAR. 28
Rang up Ruislip, RAF in morning about my call up. Another [underlined] 2 [/underlined] months!! Fed up. peggy Hilliard at work is going to ask [deleted] hers [/deleted] her friends to do a bit of wangling to help me get in quick. More morse this evening at Verinda’s
[page break]
1941 SATURDAY MAR. 29
Saw match, Old Boys v. School football teams. John lets 8 through. Old Boys score 0.
Very cold wind.
Was going to pictures in evening but got there too late. Met Ernie on way. Has had fight with Beeton, who gets of 2nd best.
[page break]
1941 SUNDAY MAR. 30
A.T.C. in morning. Very cold. Headmaster wastes time jawing about nothing.
[page break]
1941 MONDAY MAR. 31
[blank page]
[page break]
MEMORANDA
[blank page]
[page break]
1941 TUESDAY APRIL 1
[deleted] try to get on to RAF at Ruislip [/deleted]
[page break]
1941 WEDNESDAY APRIL 2
Met John & another chap at lunch time to get records at “Hayes” in Cornhill. I got “Harlem” for Peter & John gets “Over the Hill” – Ambrose.
Later, ring up RAF at Ruislip & have rather a bust up with them. Still say another 2 months.
Morse in evening at Verinda’s. not so good as usual.
[page break]
1941 THURSDAY APRIL 3
At lunch time went to Trafalgar Square to see information bureau. But it does not exist.
Thinking about joining Fleet Air Arm, as RAF don’t want me for 2 months.
[page break]
1941 FRIDAY APRIL 4
John round in evening.
[page break]
1941 SATURDAY APRIL 5
Cycled over to “Yorkshire Grey” to see about joining Fleet Air Arm but cannot till in Air Force proper. John comes as well.
Go to library, & then to Odeon to see “A Date with Destiny” – Basil Rathbone, Ellen Drew & John Howard – a thriller, and “Too Many Girls”
Both very good plenty of girls in latter one.
[page break]
1941 SUNDAY APRIL 6
Germany declares war on Yuko-slavia [sic] & Greece, early this morning.
A.T.C. in morning. Had morse lesson, & drill. Very cold. Muck around in afternoon as very cold. Church with John in evening.
Meet Ernie coming home, & stops at our place.
[page break]
1941 MONDAY APRIL 7
Game of tennis fixed for this evening cancelled – too cold for B.S’s legs. John & Cyril were also playing.
Morse practise on my own.
[page break]
1941 TUESDAY APRIL 8
Bought morse tapper. 6/6
Morse practise at Verinda’s for short while. He had to go on ARP duty. (Met MacJames & pop at Canon St.) this morning)
[page break]
1941 WEDNESDAY APRIL 9
The cat has 3 kittens this afternoon. drown 2 & keep a black & white one
[page break]
1941 THURSDAY APRIL 10
Tennis in evening with John, Cyril & Betty Skinner. Ted Sims (soldier) there to take her home.
[page break]
1941 FRIDAY APRIL 11
Holiday! Got up late & mucked around. John at work. pictures with him in evening at Odeon. Clive Brooks in “Convoy”. Second time I have seen this. Still very good. Also Ellen Drew & Dick Powell in “Xmas in July”.
[page break]
1941 SATURDAY APRIL 12
No work in morning.
Tennis with John in afternoon. later go to library. See Irene Riley. Stunning.
[page break]
1941 SUNDAY APRIL 13
A.T.C. in morning. RAF. Sergeant lectured on I.C. engine & then had. [sic] morse. Met Mansell in afternoon. john on fire watching at work this evening.
[page break]
1941 MONDAY APRIL 14
Tennis in morning with John. Call on John’s in afternoon. Mary is there. We all go to flics [sic] in evening at Regal – Joan Bennett in “The Son of Monte Cristo”. Very good.
Mary knows J.R. so have asked her to tell her to ring me on Wed. or Thurs. Doubt whether she will.
[page break]
1941 TUESDAY APRIL 15
Work Again.
[page break]
1941 WEDNESDAY APRIL 16
Morse practise at Verinda’s before he went on ARP duty.
Heavy blitz on all night.
Took tennis racket to be re-strung.
[page break]
1941 THURSDAY APRIL 17
Last night’s raid biggest ever on London. Train with Betty & [inserted] Mariane Geele [/inserted] to Lee. Wait there for 3 hours for bus. Arrive 12.45.
Home bus to Lee & train direct.
J.R. does not ring. Will have to see Mary about it.
[page break]
1941 FRIDAY APRIL 18
Trains fairly O.K. today.
[page break]
1941 SATURDAY APRIL 19
Football in afternoon. (A.T.C.) Very good game. Our side won. 3-1.
John round in evening, and has to stay the night because of heavy blitz.
[page break]
1941 SUNDAY APRIL 20
Bombs in Sidcup Place, & elsewhere, last night.
ATC in morning. Weighed and measured for uniforms. Rest of time spent drilling. Had a spell of ordering
Call on John in afternoon
Round at Mary’s with John in evening.
She has not even told J.R. to ring me. Am going to write letter instead.
[page break]
1941 MONDAY APRIL 21
Trains mucked up again. train to Leivisham [sic]. Bus to London. Arrive 10.30 a.m.
Home very late. 7.20 p.m.
Peter’s birthday.
Train crash [deleted] due [/deleted] caused muck up this morning.
[page break]
1941 TUESDAY APRIL 22
Up with Marriane & Betty. Trains fairly O.K.
Tennis racket still not ready. Call on John in evening & give him letter. to J.R. He is on firewatching tonight.
[page break]
1941 WEDNESDAY APRIL 23
Morse practise in evening at Verinda’s.
[page break]
1941 THURSDAY APRIL 24
John not round in evening, so go up to his place. He’s out to the pictures. Anxious about I.R.
[page break]
1941 FRIDAY APRIL 25
John firewatching this night. He rings up – has not seen J.R. d- him.
His romance with Mary finished last night.
[page break]
1941 SATURDAY APRIL 26
Got racket back. very good. Cost 29/6.
In afternoon went to Paladium with John – Max Miller, Vera Lynn, Florence Desmond, Jack Stanford & others
Really good show.
[page break]
1941 SUNDAY APRIL 27
ATC. in morning as usual. I was exempted from medical, as in RAF already. No morse.
Mucked about in workshop making various things. Ken Lowe knows J.R. but have got wrong one. It’s Joyce her sister.
Tennis in afternoon with John, and after Church in evening, John comes round – he has a week’s holiday this week.
[page break]
1941 MONDAY APRIL 28
John calls round in evening, but I call on Ken & see another chap. He seems to know every girl he [deleted] meets [/deleted] sees.
[page break]
1941 TUESDAY APRIL 29
[blank page]
[page break]
1941 WEDNESDAY APRIL 30
Was sick during night.
Come home from work at lunch time as felt not too good.
John round in evening.
[page break]
MEMORANDA
[blank page]
[page break]
MEMORANDA
[blank page]
[page break]
1941 THURSDAY MAY 1
Very slack at work.
Saw John before going to library in evening.
[page break]
1941 FRIDAY MAY 2
[blank page]
[page break]
1941 SATURDAY MAY 3
Saw football match – A.T.C. v. Scholl. A.T.C. lost. 6-1.
Tennis in evening with John. Saw Joyce pass by.
[page break]
1941 SUNDAY MAY 4
A.T.C. in morning. Drill most of time. we have to parade in War Weapons Week next Sunday.
Tennis in afternoon in shorts for first time this year. Stroll around in evening with John.
Weather perfect. Best day of year so far.
Clocks put on another hour, so black out is now 10.15 p.m.
[page break]
1941 MONDAY MAY 5
Morse practise at Verinda’s in evening.
[page break]
1941 TUESDAY MAY 6
[blank page]
[page break]
1941 WEDNESDAY MAY 7
ATC practise football game in evening. Our side won 3.2. Am picked for Saturdays match against Orpington.
[page break]
1941 THURSDAY MAY 8
Fire watching with Gray until 8 p.m. this evening.
[page break]
1941 FRIDAY MAY 9
A.T.C. test in maths. and English. Fairly easy, except one question in maths.
[page break]
1941 SATURDAY MAY 10
Sidcup’s War Weapons Week starts today.
In afternoon big procession, [deleted] by [/deleted] but I (& John) playing in ATC match against New Cross Balloon Barrage Men (Goldmiths [sic] College) insted [sic] of Orpington A.T.C. We lost 6-1, but was certainly not a one sided game. It was a really good game & they were exceptionally rough, (unusual for RAF.)
[page break]
1941 SUNDAY MAY 11
Short parade in morning in A.T.C. In afternoon procession through Chislehurst to Mottingham & back. it was a Drum Head Service. Everybody’s feet aching with long marching.
Bed early
[page break]
1941 MONDAY MAY 12
London blitzed on Saturday night. Our Warehouse in Park St., hit & is no more. Mincing & Mark Lane all gutted.
When got home had R.A.F. papers – am called up on May 24th. have to go to Stratford on Avon.
[page break]
1941 TUESDAY MAY 13
[blank page]
[page break]
1941 WEDNESDAY MAY 14
Firewatching this evening with Craven.
John calls round after I get home.
[page break]
1941 THURSDAY MAY 15
Called on John in evening. Saw the Messershmidt 109 on show at St. Johns Hall.
[page break]
1941 FRIDAY MAY 16
Went to St. John’s Hall to see cinema show. “Q. Ships”. Very good for 3d.
At work Stephenson gave me cheque for £5. Am going to be paid monthly in R.A.F.
[page break]
1941 SATURDAY MAY 17
Fire watching all afternoon & evening till 8 p.m. with Fee.
Met John later in town. He was also on fire duty – all night
[page break]
1941 SUNDAY MAY 18
A.T.C. in morning. A film show on how air screws were made etc was shown. Said goodbye to Mr Palmer, Tanner, Perrison & Clark. John not there.
In afternoon had Drumhead service on West Kent Cricket Ground at Chislehurst. Very hot. John there. Also saw Joan Eldridge in Nurses, & later Joyce Riley.
Just before dismissal the Old Man called me in front & gave me 3 cheers a short speech of farewell!!! Said goodbye to Banfield. Church
[deleted] strolled around [/deleted] in evening with John & had supper with him
Rev. Coates indisposed – wanted to say goodbye to him
[page break]
1941 MONDAY MAY 19
NO WORK. Have weeks’ holiday before I go on 24th. go up to town in car with Dad & carry on to Paddington Station to see train times. Home for dinner.
In afternoon had bath, did some shopping for myself. Had tennis with John in evening & stayed for supper.
[page break]
1941 TUESDAY MAY 20
Paid £5 cheque & £5 cash into bank. Now have £60 odd in bank.
Took Mum up to town & meant to see “Gone with the Wind” by [sic] was full up. so went to Empire next door (Leicester Sq.) & saw “Boom Town” with Clark Gable, Spencer Tracy & Dorothy Lamour. Fair.
Dentist in evening. Have to have 2 out – each next to wisdom teeth.
[page break]
1941 WEDNESDAY MAY 21
Dentist in morning to make appointment. Carry on to Maggie’s to say goodbye.
Then to Marg’s work place in Eltham for goodbye to her.
Had 2 teeth out with gas. Not too bad, but ached after.
[deleted] Bed [/deleted] Met Betty off train to fix tennis on Friday.
Bed very early at 7.30 p.m.
[page break]
1941 THURSDAY MAY 22
Had a look round West End. In afternoon took cakes into G H & Co. & said goodbye to them.
Met John Goldby & McJames & John Biggs & came home with them. Goldby goes into RAF a week on Saturday.
John Biggs & I are invited round to Nell’s for tea & the evening.
[page break]
1941 FRIDAY MAY 23
Saw Wallis again. teeth O.K. Spoke to Mary Richings at lunch time.
Bath in afternoon.
Tennis with John, Betty & Cyril Skinner in evening.
Goodbye to Mr. & Mrs. Biggs.
[page break]
1941 SATURDAY MAY 24
John sees me off alone to Air Ministry the Headmaster rang up about on Friday morning – but no help. Met rest of family & Nellie & saw me off from Paddington. 2.10 p.m. train. Arrive Stratford 5 p.m. in pouring rain. Billets not bad. in old school.
[page break]
1941 SUNDAY MAY 25
Up 7.15 a.m. Bed a bit hard. Doled out with uniform & equipment. Later had adjustments made.
Raining again this evening, & spent trying on harness etc.
[page break]
1941 MONDAY MAY 26
Up 6.30 p.m. Had bit of drill & short lecture & maths we have to do. on
Saw “Richard II” at the theatre in evening.
Inoculated arm is stiff & aching like hell.
Wrote home this morning.
[page break]
1941 TUESDAY MAY 27
48 hours y for inoculations.
Wrote John & home in morning. Spent rest of day marking equipment & going around the town.
[page break]
1941 WEDNESDAY MAY 28
Went for walk with few other chaps into country & swotted maths.
Drill & gas chamber in afternoon. drill very amusing & not taken seriously. Went for boating in evening on the river.
[page break]
1941 THURSDAY MAY 29
Marched round to. theatre twice in morning, but no lecture as was arranged. 2nd time we sang & whistled to 2 pianists.
Had lecture [deleted] of [/deleted] on Hygene [sic] & Medical in afternoon, then drill & [deleted] fic [/deleted] fire alarm practise.
Went round to the school to do a bit of maths. raining again in evening.
Had letter from home, and wrote reply.
[page break]
1941 FRIDAY MAY 30
Maths lecture in morning, and collected uniforms in afternoon.
Went round to school after tea for more maths.
Had parcels from home, & wrote to G. Harker Child.
[page break]
MEMORANDA
[blank page]
[page break]
1941 SUNDAY JUNE 1
Church this morning. Went on river again [deleted] this morning [/deleted]. Picked up 4 dames in turn, the last 2 really smashing. Washed & starched collar in afternoon. in evening walked round with another chap & then to the Canteen.
A very hot day.
[page break]
1941 MONDAY JUNE 2
Maths lecture in morning, and drill. More maths & plenty more drill again after dinner. Stratford very crowded for the Whitsun Holiday.
[page break]
1941 TUESDAY JUNE 3
Drill and lecture on R.A.F. organisation in morning. A lot of drill again in afternoon
Then had to pack all our kit ready to move to Washington Irving Hotel. (where we have meals)
After tea, learnt I was on Fire Piquet at Grove House, . Had 2 suppers & went on duty 1.10 to 3.40 a.m.
Had full medical exam – mercury test, etc.
[page break]
1941 WEDNESDAY JUNE 4
Posted letter home.
One inoculation this morning, then had our [deleted] passes & [/deleted] identity cards. My photo is terrible.
Had parcel and letter from home, & letter from John. Wrote home again, & to John.
Strolled along the river in evening, & then to the Canteen.
We are on 48 [inserted] hours [/inserted] excuse duty, & arm aches a bit.
[page break]
1941 THURSDAY JUNE 5
Wasted time in morning as raining outside & nothing to do. in afternoon wrote to edith, Reg, & Mag, [deleted] Also sent [/deleted] and Rosemary Stapp; also sent picture P.C’s to Jim & Jessie & Eileen Sharpington.
After supper phoned home. Mum answered. All O.K. at home.
We are to be posted to No. 10 I.T.W. on Saturday to Scarborough.
[page break]
1941 FRIDAY JUNE 6
Farewell lecture in morning & F.F.I. inspection.
[deleted] Picted [/deleted] Picked up 2 couples in evening boating. Had a fair time.
[page break]
1941 SATURDAY JUNE 7
Up at 5 am Train from Stratford 7.15. Via Birmingham Burton on Trent, Derby Chesterfield & York.
Arrived Scarborough 4.15 after lot of shunting at York. We are at Grand Hotel, the biggest here.
Huge place, & [deleted] [indecipherable letter] [/deleted] in room with Kinker.
[page break]
1941 SUNDAY JUNE 8
C.O. Interview & another F.F.I. Interview very short.
[deleted] [indecipherable word] Free In [/deleted] Had bath in afternoon, & went for stroll after tea. Went to a Y.M.C.A for something to eat. Wrote Headmaster & John & home. Had letter from Nel. Ernie has to wait 4 months for R.A.F.
[page break]
1941 MONDAY JUNE 9
Our 1st. inspection here this morning. Then a lecture – anti gas. The sergeant giving it was quite a lad. Jokes, etc.
We do not get so much to eat here for meals, but still good quality.
Maths lesson in afternoon. After tea, had morse lesson
Was doing maths homework after supper.
Had another meal at NAAFI canteen, as had very little tea & Supper.
[page break]
1941 TUESDAY JUNE 10
More lectures today, with homework nearly all evening.
[page break]
1941 WEDNESDAY JUNE 11
Had dental parade today. have to be xrayed on Saturday morning at Scarborough Hospital. Bit of extracted tooth left in when Wallis took them out, & this Dental Officer want to find out what exactly it is. [deleted] H [/deleted] I do not mind as know its all O.K. & nothing wrong.
[page break]
1941 THURSDAY JUNE 12
More lectures. Drill first thing in morning by Flt. Lieut. Walker. He is not so good.
[page break]
1941 FRIDAY JUNE 13
Very pleased with the post today. had letter from Ada, a very long one from John, & 2 parcels & letters from home, one of which contained slabs of choc.
Heard that Wright is on embarkation leave. Is going to America for training.
John has sudden pash [sic] for Joyce Riley.
Paid 16/- today.
[page break]
1941 SATURDAY JUNE 14
Scarborough Hospital for xray. in morning. No result yet. Hosp. is very modern place. Maths in afternoon till 4 o’clock. Met Mr. Dellar in morning, & went to pictures with him in evening. Then to a very good pub. A lot of news about other masters in the forces. Dellar is a sergeant P.T.I. in charge of the Frenchie’s opposite, & we met 2 of [deleted] his [/deleted] them, his pals & had a good supper at a café. (Steak of all things.) Dellar can speak French well, & I [deleted] was [/deleted] could not understand what they were talking about most of time. the froggies only spoke a little English.
Wrote a card home.
[page break]
1941 SUNDAY JUNE 15
Church in morning. Not a very good sermon [sic]. Posted a letter to John.
Did Maths swotting in afternoon.
[page break]
1941 MONDAY JUNE 16
Had drill among other things. & was in charge by the Flight Sergeant. He was terribly strict. Worst drill lesson so far.
Had last anti gas [deleted] exam [/deleted] lesson before exam on Wednesday.
[page break]
1941 TUESDAY JUNE 17
Had last maths lesson before exam tomorrow. Only feel fairly confident about it, but 90% get through, so have nothing to worry about!
Had letter from Maggie.
[page break]
1941 WEDNESDAY JUNE 18
Had letter from Dad & parcel & letter from Mum. They have given kitten to the Sidcup Place canter.
Had Anti-Gas exam in morning. Pretty easy as knew 3 or 4 questions before we went in.
Then after tea we had maths exam for 2 hours. Quite easy, & did all except one. Got all answers right barring 3 Sig. figures, but reckon I have 80%.
Result of gas exam comes in evening. I had 79%. The average was 86%
[page break]
1941 THURSDAY JUNE 19
Had 2 hours of games on the beach this morning. It was grand.
In the evening went to the concert. It was jolly good – Ronnie O’Dell especially, & his song about P/O Greenwood. He was a cricketer for Yorkshire. Also a smashing drummer, & lots of spicy jokes.
[page break]
1941 FRIDAY JUNE 20
Our first lesson in Navigation. Very interesting. All afternoon we had sports. I had a go at the 880 yds. but came 4th. Our Flight (No 4) won the day against the other 3 flights.
Had letter from Dr. Bill.
[page break]
1941 SATURDAY JUNE 21
Games on beach again this morning. Very Hot.
Did a little shopping in the afternoon& after tea had to work again – Navigation. This mucked up all the evening. Wrote letter home in evening, as too warm to go out.
[page break]
1941 SUNDAY JUNE 22
Church in morning. Walked along cliffs & basked in sun with Stanley. A very hot day, ending in big thunder storm in evening.
[page break]
1941 MONDAY JUNE 23
Our old navigation master is on leave, & another chap takes us now. He is terrible so childish.
Another very hot day. Slept in one of the towers as on Wing spotter. No warning during night so did not have to get up.
[page break]
1941 TUESDAY JUNE 24
Had parcel from home – a huge slab of chocolate.
We complained about the quantity of food we had at dinner time. they gave about 40 chaps a 2nd helping.
Posted letter in morning to home & a P.C. in evening.
[page break]
1941 WEDNESDAY JUNE 25
Had letter from John.
Was on Wing Fire Piquet tonight, & so had to sleep on ground floor. Very annoying when I had to get up at 12.30 am. to find a defective blackout. Just as I’m up its found & have to undress again.
[page break]
1941 THURSDAY JUNE 26
Had talk by a Wing Commander of Derby E.F.T.S. this morning. Very good – told us all about E.F.T.S. & flying.
Had letter from Nellie.
[page break]
1941 FRIDAY JUNE 27
Paid today – 34/- for 2 weeks. On Wing Fire Piquet again tonight.
No warning thank goodness, so did not have to get up.
[page break]
1941 SATURDAY JUNE 28
Navigation in morning only. Walked round the town – posted parcel of clothing home for wash, & wrote letter home, & a card to John. Went with Jim Stanley to see “Comrade X” with Hedy Lamarr & Clark Gable. Quite [sic] good, especially Hedy Lamarr the town, had supper out, & got in at 11.45.
[page break]
1941 SUNDAY JUNE 29
Church morning. Strolled with Jim in afternoon along cliffs. Wrote letter to Nel in evening, as could not go out as on Wing Spotter Duty.
Just as we had got in bed in one of the towns gunfire was heard, & from the roof saw a convoy being attached about 20 miles away. Could not see much. Had to get up at 2.45 in the morning for a 1/2 hour warning.
[page break]
MEMORANDA
[blank page]
[page break]
1941 TUESDAY JULY 1
Had photo taken, & also had morse receiving exam. I got it all O.K. as did many others.
Had letter from Mum
[page break]
1941 WEDNESDAY JULY 2
Morse sending exam. Got 98% making 1 mistake. In p.m. we all (squadron) went to a sergeants wedding to throw confetti. Rest of p.m. spent on the beach.
Wrote letter home after supper. A really good day. Letter from Dad
[page break]
1941 THURSDAY JULY 3
No sports today as rain interfered for 1st. time
[page break]
1941 FRIDAY JULY 4
Had a go at ordering at drill today.
[page break]
1941 SATURDAY JULY 5
Had parcel from home which included swim trunks.
Did a lot of shopping in afternoon.
Not [deleted] of [/deleted] a very eventful day.
[page break]
1941 SUNDAY JULY 6
Was one of few that went to Church. Rest of morning spent on beach. Went in sea for 1st. time. weather very hot. Sunbathed on beach again all afternoon. in evening tried to swot up some Armaments. We have exam Monday or Wednesday.
[page break]
1941 MONDAY JULY 7
Had letter from John. Has got his eye on another dame in Hurst Road.
The weather extremely hot. I think the hottest we have had down here.
We are now not to wear our tunics by order. because of the heat.
[page break]
1941 TUESDAY JULY 8
Had letter from home. Dad has been very ill but has practically got over it now (stomach pains).
Wrote letter home
In afternoon went to Peasholm swimming pool. It was grand.
[page break]
1941 WEDNESDAY JULY 9
Had Armaments exam. Made a lot of mistakes but think I got through. Then had [deleted] sli [/deleted] root of tooth taken out at Dentist by cocane [sic]. It was not so good.
In p.m. got our flying kit.
Wrote card to Edith
[page break]
1941 THURSDAY JULY 10
Was on Squadron Fire Piquet last night & had to get up for 3/4 hour for a warning.
[page break]
1941 FRIDAY JULY 11
Pay day. - £1.14.
Last night we all had to go to the shelters when Jerry started dropping a few, but these were miles away.
Had nearly all afternoon on the beach. Went in again, but not so warm.
[page break]
1941 SATURDAY JULY 12
This Saturday, we worked in afternoon (Navigation). Have finished course now, & just revising.
Shopping in evening. Had short letter from home.
[page break]
1941 SUNDAY JULY 13
Church in morning.
Swotted up for most of day. Not very good weather.
Am very annoyed at losing pen.
Was on Wing Fire Picquet [sic].
[page break]
1941 MONDAY JULY 14
So begins the last week here before leave on Friday. Had armaments exam results. I got 77% Very surprised at this.
Had letter from Nel.
[page break]
1941 TUESDAY JULY 15
Last night, I had to stay up [deleted] in the mo [/deleted] at 1.30 a.m. for the warning as on Fire Picquet duty. Jerry planes over, & fires in distance
In evening had a Flight party. C.O. there & other officers. Plenty of beer and jokes. Nearly everyone pissed by end of evening. Bed about 1 a.m. A jolly good evening.
[page break]
1941 WEDNESDAY JULY 16
C.O. (Walker.) gave us the questions for Law & Hygene exam tommorrow [sic] & the Recognition answers.
[page break]
1941 THURSDAY JULY 17
Had Law & Hygiene exam, and also recognition. It was just a farce having got all the answers.
[page break]
1941 FRIDAY JULY 18
Had to get up for 2 hours in night because of Jerry & so they put our navigation forward from 8.15p.m.
I Finished the Navi. Exam. 1/4 hour before we caught the 1 p.m. train for HOME. Caught the “Flying Scot” at York. Got home 9.30 p.m.
[page break]
1941 SATURDAY JULY 19
Met a few people. In afternoon went down to the school – saw John playing [inserted] cricket [/inserted], Mr. Banfield & a few other chaps.
Raining hard in evening but saw Betty Skinner at St. John’s Hall – very dashing. Also saw Nell, Nora & Kath.
[page break]
1941 SUNDAY JULY 20
Dad took me in car to see Meg. [deleted] Having [/deleted] I am inviting her[deleted]e[/deleted] to party on Wednesday. Saw [sic] & few more locals in morning.
In afternoon met John Goldby. He is at an I.T.W. at Kenley so he gets home on the week-ends Met Mary Ritchings, Maureen Bowerman, & a host of others.
Church in evening with John, & later had supper with him.
Ernie has been sacked, but he is telling all that he just “left”.
[page break]
1941 MONDAY JULY 21
Did a bit of blacking out for Wednesday’s party. Had photo taken at Kelloways, met Betty & Jerry Flindale & Joan Eldridge. Supper with John.
[page break]
1941 TUESDAY JULY 22
Went to town by car in morning. Saw the old firm. Had dinner with Dad & got home by bus.
[page break]
1941 WEDNESDAY JULY 23
Had farewell party tonight. Mag, Marg, & Alf, Mrs. Biggs, Mary Ritchings, Joan Eldridge, Marjara Webb, Malcom Miller, Betty Skinner, & Ted the soldier chap, Nora, Kath, Nell, Maureen Bowerman, Dick Kirby.
Had a smashing time. had fun! with Betty in the game “murder”. Took her home but Ted was in the way when we said “goodnight”. Otherwise it would have been more to our liking. Party broke up at 1.30 a.m. but I did not get back till 2.45.
In the morning Dad bought me a very expensive illuminous watch for birthday
[page break]
1941 THURSDAY JULY 24
Did not get up till 10.30 a.m.
Went to Bexley swimming Pool as very hot. In evening went to sleep in the sun.
[page break]
1941 FRIDAY JULY 25
Took records back to Mag.
Went to the school to say “Hello” & “Goodbye” to Dr. Bill, Mr. Parsons, Mr. Banfield, Mr. Clark & Mr. Palmer, whom I taught a bit of navigation.
Met Mrs. Arthur in afternoon & coming up Longlands came across old woman konked out on kerb due to the terrific heat. With help took her to nearest house. Smashing dame in there – Pat Clive (199, Longlands)
In evening went to tea with Betty, Ted, & Rose, a work friend of Betty’s. Can’t help feeling that she has [inserted] (Betty) [/inserted] fallen for me. She’s a pip though. Had tennis, then supper. Home 11.15 p.m.
[page break]
1941 SATURDAY JULY 26
As raining most of day went to town to see Mr. SS. Of G.H. & Co.
Bit of shopping in Sidcup in afternoon. pictures with Betty, Rose, Ted & Mrs. Skinner in evening to Odeon to see Deanna Durbin in “Nice Girl” – not bad. Also “The Man at the Gate” which was quite good.
Supper afterwards & gave Betty an Air Force Brooch. Home 12.15 am.
Bought Mum also an Air Force Brooch.
[page break]
1941 SUNDAY JULY 27
Went by car with family & Nellie to catch 1 p.m. train at Kings Cross. In Grand Hotel 7.15 p.m
Have passed Navi exam. 5 failed & [inserted] we [/inserted] are posted to Canada or America
I surmise I go to Canada. I go on Friday.
[page break]
1941 MONDAY JULY 28
Busy packing kit into haversacks for inspections. Pilot officer Greenwood now a Flt/Lieut.
Beach after tea.
Wrote to Betty & home in evening.
[page break]
1941 TUESDAY JULY 29
Signed [underlined] 21 times [/underlined] for Flying Kit we have not got now – a very thick layer of bullshit
Did nothing all day – no lectures. Went to pictures in evening to see Charlie Chan in “Murder Over New York”
Had a late pass.
[page break]
1941 WEDNESDAY JULY 30
5 married chaps go on home postings today.
Wrote letters to Tim & Jess, and Nell.
Spent most of day sleeping, As there is nothing to do.
[page break]
1941 THURSDAY JULY 31
Only had F.F.I. in morning.
Was paid £8 for pay until August 15th. full pack inspection later. In evening went to pictures to see Pat O’Brien in “Escape to Glory”. Also an extremely funny ghost film – a very good programme.
[page break]
MEMORANDA
[blank page]
[page break]
1941 FRIDAY AUG. 1
Up at 5.45. Left Scarboro’ 8.10 and arrived Wilmslow 12.45. Very hot weather with full packs. [deleted] At tea [/deleted] Had a marvellous shower in afternoon & then a very good tea. Am in bunk with Stanley. In evening went with him to pictures & later looked around town. Plenty of dames but a lot of hoars [sic]. Went to a canteen for supper, extremely cheap.
[page break]
1941 SATURDAY AUG. 2
At breakfast met Bernard Wright. He has come from an EFTS near Brooklands & is going to Canada now for S.F.T.S.
Later in morning met Williams from school. He’s off to America. I am for Canada
In evening went to see Roselind Russel in “Hired Wife” with Jim Stanley & Compton. A very funny film & very witty. Went for long walk after across fields & back by bus. Had fish & chips after waiting 3/4 hour, & then took a drunk Fleet Air Arm Sailor back to camp. A decent chap.
Posted letter home.
[page break]
1941 SUNDAY AUG. 3
In the morning we were kitted with another kit bag, a pair of shoes, & 2 vests.
Lazed about on bunk rest of day. We are only allowed out one night in 6 now.
Wrote letter to Betty but not post it yet.
The food here is better than at Scarborough. Far more meat, & plenty of lettuce & jam.
[page break]
1941 MONDAY AUG. 4
We just slept & ate all day. Raining heavily at times.
Absolutely browned off doing nothing all day.
Posted letter to John & Betty.
[page break]
1941 TUESDAY AUG. 5
Pouring with rain most of day. Had short talk by an Air Commodore giving us luck & all the rest of it.
Confined to Camp in evening which means we go tomorrow.
[page break]
1941 WEDNESDAY AUG. 6
Gave in our anti gas & tin helmets equipment
Had details of our journey & packed.
After supper go to sleep as have to be up for a meal at 1.15 a.m. & we move off 2.15 a.m. (Thursday) [deleted] Terribly crowded for sleeping. Most had hammocks but I slept on the table. [/deleted]
[page break]
1941 [deleted] THURSDAY [/deleted] FRIDAY AUG. [deleted] 7 [/deleted] 8
Settle down today, but still awful congestion at meals. Plenty of food including chocolate.
We weigh anchor & start sailing 2.40 p.m. but stop a short way up the Clyde, and finally get going at 7.30 p.m., after which the clocks were put back 1 hour.
Slept on table again tonight.
[page break]
1941 [deleted] TUESDAY [/deleted] AUG. [deleted] 8 [/deleted] 7
We arrive at Gourock near Grenack [Greenock] 1.20 p.m. after travelling via Carlisle, Dumphies Glasgow. Left Scotland shore at 2.55 p.m.
We put on board S.S. Strathedon – 23,000 tons gross. We have terribly crowded quarters & the organisation is awfully muddled. Its every man for himself, especially at meal times.
Very congested also for sleeping. At night its just a mass of hammocks packed sardine fashion. I slept on table however as had no hammock.
[page break]
1941 SATURDAY AUG, 9
[deleted] Had [/deleted] Out of sight of land now.
Dirty weather later in day, and ship was rolling [deleted] al [/deleted] a bit.
Two Blenheims escorted us early in day.
We are with another troop ship with 3 destroyers as escort.
Slept in hammock tonight. Very comfortable.
[page break]
1941 SUNDAY AUG. 10
Lazed about in the morning and read a thriller rest of day. The sea is getting rather rough and the ship is rolling & pitching more.
In evening two more destroyers came up and the other 3 went with the troop ship changing course to go to Iceland.
[page break]
1941 MONDAY AUG. 11
Nothing doing today. Very dull. Weather better in morning, but gradually worsened later.
[page break]
1941 TUESDAY AUG. 12
Had about 1/2 hour of morse instruction in afternoon, & then walked out. it was too dull.
In the evening was at the sing sing [sic] round the piano.
[page break]
1941 WEDNESDAY AUG. 13
Reported the theft of my wallet containing £8. I had hidden it in my clothes last night, and this morning it had gone. There are quite a few chaps in our section whom I would not put it past to do such a thing.
Everybody is losing things – and you cannot put anything down for more than 5 mins. without it being snatched up.
A sailor from one of the [deleted] In evening saw coast of Newfoundland on horizon. [/deleted] 2 destroyers fell overboard & drowned early this morning.
[page break]
1941 THURSDAY AUG. 14
Going thro’ thick fog [deleted] all [/deleted] most of today, & ships hooter going every 30 seconds.
Had and went to a sing song and concert in evening. Some quite good turns – singing, verses and jokes.
Gave to fund for sailor’s family. He fell overboard and was drowned a few days ago from one of the destroyers.
In evening saw coast of Newfoundland on the horizon for a few hours only.
[page break]
1941 FRIDAY AUG. 15
Lovely sunshine today.
The first time the sun comes out properly on the voyage so far. See a few passing ships & then Canadian coast. We stop at quayside in HALIFAX at 7.23 p.m. Marvellous harbour and country very green. NO black out tonight, & saw lights of town. It was a real treat. At 11.30 p.m. go to shed ashore to give in respirators & collect blankets. First person who speaks to us on land is W/O who tells about Canada – plenty of women & told us to use them well (3 F.L. issued free). He said that here “men are men, & women are glad of them”.
[page break]
1941 SATURDAY AUG. 16
In morning go ashore again to collect 10$ (dollars). We get train which left Halifax at 3.35p.m. bound for Swift Current, Saskatcheuanim [sic] pouring rain. They are huge trains with bells & have a lovely horn with a twin note. [inserted] NOVIA SCOTIA STATE [/inserted]
The scenery is marvellous nothing like it in England.
We stop many times, each time talking and giving and getting souvenirs to & from the little kids. Once we were allowed on to the platform this night & we spoke to several girls. they said Dalhousie Junction where Mum has friends is not far away. [inserted] NEW BRUNSWICK STATE [/inserted]
[page break]
1941 SUNDAY AUG. 17
[inserted] QUEBEC STATE [/inserted]
Slept on folding seats. Was quite O.K. In the morning we stopped at Rivière du Loup, & had organised walk to do some shopping in the town. It was a small place, & plenty of big cars, & French was main language.
We reached Montreal at 9 p.m. in darkness & were parked for 1 1/2 hours & were not allowed out. the lights of Montreal town were a marvellous sight – like Piccadily [sic] Circus in peace time. [inserted] QUEBEC STATE [/inserted]
We by-passed Quebec on the way here.
[page break]
1941 MONDAY AUG. 18
Still travelling & get out for 1/4 hour ramble just before dinner. We saw very few people as it was only a small place. Good scenery of rocks & scrub. Weather quite good & warm but in evening was raining hard.
Stopped at White River [deleted] un [/deleted] at 8.45, but could not get out.
Today, we have been going across Northern Ontario. Most of country wooded & passed several lakes.
The food on the train is super. We get too much in fact. There are 3 big meals a day, and you feel fit to bust after each meal. The food is incredibly good & cooked well.
ONTARIO STATE
[page break]
MANITOBA STATE
1941 TUESDAY AUG. 19
Stopped at Kenora just before lunch & had march thro’ town & into country. Was a nice place & quite big, but gave us no chance to buy anything. At about 3 p.m. arrived at Winnipeg, where we had a reception in the station hall. Tea, biscuits, & plenty of mags. were given to us by smashing college girls. Most of the time we were talking to a couple, one of whom was stunning. We were also given 10 fags & bar of chocolate in a packet presented by Ass. of Observers & Pilots of 1914-18. Am keeping this as souvenir of their kindness. We could only stay an hour. Plenty of people cheered us out of the station. Wished we could have stayed longer. They were very decent to give us such a welcome.
[page break]
SASKATCHEWAN STATE
1941 WEDNESDAY AUG. 20
Have to get up early [deleted] to have b’fast [/deleted] & arr. Swift Current 5.35 a.m. where trucks (lorries) to us the 5 miles to the camp, alone muddy & bumpy road. The billets are brand new & very good, but we have at least a month to wait before training (flying) as there is another draft to be trained before us yet. Tiger Moths are the planes used here.
In afternoon had to do general duties. I & Bill (Girdwood) were supposed to sweep out mess room. We are absolutely browned off & fed up with the place.
In evening went to free cinema show in the camp. Wooden benches as seats, but quite a good show & some very funny films were shown.
[page break]
1941 THURSDAY AUG. 21
We are all detailed for general duties from now on. I & 4 other chaps have Y.M.C.A. to do. changed shoes for a better fit in afternoon after a bit of haggling. In evening took bus with Bill to Swift Current. Posted long letter to home by Air Mail to Coast only, also sent cablegram home “ALL WELL AND SAFE. WRITING. LOVE”. Saw girls practising soft ball; they were marvellously athletic & good looking as well. Walked up & down streets till caught 10 p.m. bus back. plenty of dames here but we have been warned of pox floating around. There is nothing to do here except eat. Can get 1st. class meal for 35C which is very good. Pictures are outrageously dear – 40C so not going to them at all.
[page break]
1941 FRIDAY AUG. 22
Had to [underlined] scrub [/underlined] YMCA floor today for inspection by CO tomorrow. Had inoculation [deleted] in ar [/deleted] – 3 jabs in arms.
Disappeared in afternoon to do my clothes washing.
In evening finished long letter to John and wrote one to Rosemary Stapp asking whether I could see her when we get our 2 weeks leave sometime.
We were not paid today. Told we would not be for some time. Have only got 4$ left which is more than [deleted] which [/deleted] what some chaps have.
[page break]
1941 SATURDAY AUG. 23
Had to do a lot of cleaning in YMCA again today for inspection & also for visit of Duke & Duchess of Athlone in afternoon
[deleted] Went [/deleted] Got a lift into town in evening & bought a few things & posted letters to John & Rosemary Stapp.
Got a lift back in a smashing car. (Chevrolet) smashing dame inside with boy friend & radio going. In a camp at 9.30 p.m.
Before going to bed let off energy with Bill & Lucien Eccles (Lucy) by having a fight. Jim Stanley sleeps above me & Bill & Lucy next to us.
[page break]
1941 SUNDAY AUG. 24
No work today. got a lift into town with Bill in afternoon. Were going to see soft ball game, but the continuous rain must have stopped it. So we just sheltered & saw people joy riding in cars round & round the streets.
After waiting for some time & getting wet, got a lift back by two smashing dames. Discovered they had something to do with the Athlones. They had had breakfast with them, so we did not fix a date.
[page break]
1941 MONDAY AUG. 25
Felt very lazy this morning & did practically no work.
Were fitted out with tropical kit in the afternoon but it was taken away to be altered.
Took bus with Bill into town in evening to go to softball match for which we had paid 25C for tickets. When arrived found game cancelled. Very annoyed, as nothing else to do in town. So got a lift back to camp.
[page break]
1941 TUESDAY AUG. 26
A little work in morning before the C.O. collected us together & warned us about being late in at night. He thinks we are having easy time.
Were mucking about and fighting with Bill & Lucy for a long time before we went to bed.
[page break]
1941 WEDNESDAY AUG. 27
Had dental inspection today. Had a small filling to be done he said. It will be done later no doubt.
In afternoon walked to Swift Current with Lucien, & posted letter to Betty by Air Mail all the way. Got a lift back – by two officers.
[deleted] Pass [/deleted] One is only allowed to Swift Current owing to an epidemic of sleeping sickness, & no one can go out to the area.
[page break]
1941 THURSDAY AUG. 28
Had inoculation this morning S/Ldr Turner our C.O. gave us a good ticking off for going around camp with no hats, etc. etc. but lecture finished with us telling him where he got off. We told him all our grouses – pay for one.
[page break]
1941 FRIDAY AUG. 29
Had drill this morning, to prepare for parade of passing out of Course 24. Officer was bawling at us telling us we were worst he has ever seen!
Course 27 start on Monday, we may start with them. I hope so. We are course 30. Was paid 8 Dollars this afternoon.
Was very glad to get 2 letters from R. Stapp, my first letters in Canada. She has only just got my letter posted in England when I was on leave. She says O.K. for me to see her if it could be fixed. but have learnt that we have no free travel warrant, so have to [deleted] safe [/deleted] save.
[page break]
1941 SATURDAY AUG. 30
Am 19 today. had parade & march past the flag. Sqdn. Ldr. Turner, our C.O. was very nervous & he had his commands whispered for him by a P/O Then had to clean up in gym ready for weekly inspection. Played table tennis & then wrote letter to Rosemary Stapp in afternoon
If I could save enough to get to Windsor, opposite Detroit might be able to see her when she visits her father & sister in Ann Arbor, 40 mls. [deleted] east [/deleted] west of Detroit. But she is seeing them this fall (autumn). Our leave will most likely be after Xmas, if have any at all. Money is the most wanted thing.
In evening went short walk along road with Lucien.
[page break]
1941 SUNDAY AUG. 31
Just did clothes washing in morning.
Went for stroll along railway line to Swift Current with Lucien. Bill & Jim were more energetic and walked on to town. We sat down half way for a rest, & then came back in time for tea.
Jim posted letter for me to Rosemary Stapp.
[page break]
MEMORANDA
[blank page]
[page break]
1941 MONDAY SEPT. 1
P.T. Instructor game us a little drill. Did not do much; the P.T. corporals are browned off as much as we are. Then some P.T. & game off [sic] hand ball in one of the hangers. This is first P.T. we have had for over a month. Had lovely shower after.
Lazed around in afternoon, and wrote letter to John in YMCA after tea, with Lucien
[page break]
1941 TUESDAY SEPT. 2
Fell over in rush to get my letter from Betty. Letter was transferred from Wilmslow.
Wrote letter to her in evening, while Jim, Bill & Lucy went to flics [sic] in the camp.
[page break]
1941 WEDNESDAY SEPT. 3
Drill & P.T. in morning. Weather rather cold & raining occasionally. Were given some lecture notes books on flying & navigation Lazed about in afternoon reading them. Missed tea to go to town to post some letters for Bill & Lucy & also one from me to Betty.
My bed adjusted to collapse tonight, but bent it up so much trying to put together that had to change with a spare bed.
Bill & Lucy mucked about with my pyjamas until fell off!
[page break]
1941 THURSDAY SEPT. 4
Strenuos [sic] P.T. & basket ball in morning. Were taught a few simple holds in wrestling.
We each had an interview with the C.F.I. (Chief Flying Instructor) & C.G.I. (Chief Ground Instructor), but he only wanted to know what he already knew on the form. Age, civi [sic] occupation, etc.
In evening, went with Bill & Lucy to film show. Quite funny in parts, but have seen better on the whole.
[page break]
1941 FRIDAY SEPT. 5
Wrote letter home while the rest were paid their Canadian money that they handed in on boat. I had none as all stolen (£8).
In afternoon, were split up into squads. I am in a different squad D3 to Bill & Lucy. Had drill & gave the commands for a little while. Only about 12 in our squad today, because most of them shirked the drill, but was good fun.
Bill, Lucy & I wrote letter to Sandy McPherson asking him to play “Only for Ever” for Bill’s Effie, Lucy’s Nellie & my Betty.
[page break]
1941 SATURDAY SEPT. 6
Drill this morning after polishing floor of hut for C.O.s inspection. We have now a radio in the hut for which we each subscribed 60C.
An hour of drill in afternoon as punishment for being late on parade this morning.
In evening got a lift with Lucy into town & did a lot of shopping. Met Bill there, & all got a lift back.
[page break]
1941 SUNDAY SEPT. 7
Went to knox Church in morning. Very cold on open lorry. Service very good. After dinner went out with Skyrme & had a lift to town by 3 girls. then had a few kicks of football at the sports ground, & when got lift back the couple asked whether we would like to see country a bit. We said “Yes” & so we went 30 miles South to their home at Neville a small village. Met several people there & had marvellous tea. Then went back with the couple Mr. Birdie & Miss Ritenburg to the social concert after the Church service at the Metropolitan. Mr. Birdie was compère. Had community singing & then several musical turns. Then some more eats, after which Mr. Birdie took us back to camp at 10.25.
Before going to church social we stopped at a house in Swift Current so that Mr. Birdie could think up quiz for social our best evening here yet, & did not cost a cent. [deleted] Are [/deleted] Am going to Metropolitan Church next Sunday & may meet them again.
[page break]
1941 MONDAY SEPT. 8
Had navigation, a little drill & Aldis lamp practise in morning. Had letter from Jim & Jessie & enclosed £1.
Had morse, and then armaments/a/c recognition lecture by a sergeant.
We have now a set time table for each day, & have lectures every day from now on.
Not out in evening, but did a bit of swotting at Navigation definitions. We learnt nothing new at Navi this morning. He is going over old ground for a bit.
[page break]
1941 TUESDAY SEPT. 9
Navigation, aldis lamp, and was shown the packing of a parachute this morning.
More lectures in afternoon.
Bill & Lucy went to flics in the camp, but I had a hair cut instead.
[page break]
1941 WEDNESDAY SEPT. 10
More lectures, and had P.T. today.
In evening went to see boxing tournament in the gym. There were about 7 or 8 bouts, most of the U/T Pilots beating their opponents. They were 3 rounds bouts. The last bout was between “Tiger” and a challenger.
They did comical boxing & challenger was “Knocked out” by arrangement. Very funny fight. Most of time they were thrashing the air. Most of camp there & plenty of officers. Tiger was chaired & given a shield.
[page break]
1941 THURSDAY SEPT. 11
More lectures including our first on Theory of Flight.
For navigation saw a film of compass & bearings.
Went to town to get my laundry & buy a loose leaf note book. Back in time for tea. Then went to pictures in the camp with Lucy.
[page break]
1941 FRIDAY SEPT. 12
Lectures again today. in aircraft recognition we have to learn all the wing spans of the planes, let alone identifying them. A lot of yankee fighters are very hard to get hold of, & I’m always getting them mixed up.
Not out of camp in evening.
[page break]
1941 SATURDAY SEPT. 13
Had morning parade on the square today. A very comical event as most of the officers were not sure what to do.
Knock off work at 12.30. In afternoon go to Swift Current with Bill to do some shopping & take my laundry to the Chinese shop. They do them very well, & starch collars. Paid 25C to see softball match Elks V. Royals of Moose Jaw. Elks won 7-1. Then had a marvellous supper for 35C only. Two eggs & ham, potatoes etc.
Back in camp by 9.30p.m. Not very many people in S.C. for a Saturday.
[page break]
1941 TUESDAY SEPT. 2
Church at Metropolitan Church this morning. Had a word with Miss Ritenburg, after Bill, Lucy & I walked over the hills in the afternoon & back in time for tea.
[deleted] Su [/deleted] Swotted up some aircraft recognition in evening.
Yesterday, bought the “Sun” & found me & Skyrme in it, about our visit to Mrs. Ritenburg last Sunday.
[page break]
1941 MONDAY SEPT. 15
Lectures in morning & pay parade in afternoon.
Received $27.
Propose getting a camera, for $15.50 later in week.
Had a telegram from home – birthday greetings
Went to extra recognition class in evening; its soaking in gradually.
[page break]
1941 TUESDAY SEPT. 16
Went with Lucien to pictures in the camp. [deleted] Saw [/deleted] in the evening. Saw Dead End Kids in “Call a Messenger”.
Before going to bed had a rough & tumble with Bill, Lucien & others.
[page break]
1941 WEDNESDAY SEPT. 17
Before we had got up, another draft arrived & filled the vacant beds. There is a chap with Bill now.
More lectures including an instructional film on gun sighting & for navigation we swung a Moth on the Compass base.
Had organised sport in afternoon. I played basket ball in the gym.
Before tea went to town to collect laundry & intended [deleted] by [/deleted] buying a camera for 15.50 but no shop had the one I wanted. So have ordered it, although may be long time getting it.
[page break]
1941 THURSDAY SEPT. 18
Still no letters from home. have not had any for 8 days now.
One of the planes crashed on the field this evening & smashed the plane up. U/T Pilot not hurt. This was the 1st bad crash here, but there have been several overturns.
Went to pictures with Lucien in evening to see “Safari” with Douglas Fairbanks & Madeleine Carrol. It was a jungle film, & very good & ended up with a kiss, the only one in the film. We all cheered of course.
Very hop day.
[page break]
1941 FRIDAY SEPT. 19
Raining most of day, & very cold.
In evening Bill, Lucien & I went to the corn feast down at the Experimental farm. Quite a lot of people there including some nice girls. after some community singing, there were some vocal & piano turns & Skyrme gave a monologue. Then a chap showed some marvellous colour slides of his travels in B.C. & other parts of Canada. Then some movies one of the drought about 15 years ago, & one of the King & Queen’s visit to Canada
Then had plenty of sandwiches & corn. You eat it off the cob, & is smeared in butter. Never had it before & tastes very good. After filling ourselves to capacity had a sing song round the piano. Finishing just before 12p.m.
[page break]
1941 SATURDAY SEPT. 20
Ken Fox, Bill, & I
Started in morning for Moose Jaw 120 miles away. Given lift by traveller in coupé. Were stopped by siren by cops for having 4 in front seat, but let off with caution. Arrived 12.30 after 3 hrs.
The * chap gave us his name & address in Winnipeg. [deleted] if [/deleted] Had a meal & looked around & bought a few things, & started back at 3.30pm
After getting hop lifts in 3 trucks & 3 autos, [deleted] we ev [/deleted] and walking about 5 miles, we eventually arrived 9.30 – 6 hours. Only the last ride from Morse was very comfortable. Was too cold to stay in Swift Current so got a lift in C.O.s. car back to camp. Arr. 10.10p.m.
Travelled in 9 vehicles altogether today.
*Al Williamson
249 Furby St. Winnipeg
[page break]
1941 SUNDAY SEPT. 21
Full working day just because some big Air Force bug visited the camp for 3/4 hour in afternoon.
Had lectures of Navi [deleted] of [/deleted] & signals twice & some P.T. In armaments we are starting on the Browning Gun .303. It has very complicated mechanism & when taught by Sgt. Mackey its mighty hard to learn. An L.A.C., however, often teaches us instead of Sgt, & this chap is very good.
Had very interesting Navi lecture. Were shown how to use Course & Speed Calculator.
In the evening after dark a big barn or house was on fire near the boundary of the camp. Quite a big blaze. Bed early.
[page break]
1941 MONDAY SEPT. 22
Split up into squads of 11 each to start flying this morning. My instructor is Sgt. Smith & a decent chap he is. Most of chaps went for 1/2 hour, but I could not have a trip as no time. had a bit of prop swinging instruction & cockpit drill. We shall having flying everyday now, morning & afternoons alternately. Bill & Lucy were up in p.m.
Had arms, signals & airframes in afternoon, & missed tea to go to Swift Current to buy Kodak camera for [deleted] 20 $ 90C [/deleted] $21 odd. A very good one.
We still have no flying kit & go up in borrowed helmets & no Suits.
[page break]
1941 TUESDAY SEPT. 23
Al the flights changed round, so [deleted] no h [/deleted] now have a new instructor, another Sgt. Smith; he is not so friendly as the other one but very good all the same, & is English.
Took me up for 15 mins. at 3.30 p.m. in No. 72. Went over Swift Current & back. after Nash & Murray had gone up, Smith gave me a bit of taxying practise for about 10 mins. only. This is quite easy.
In evening went to flics to see [deleted] “Syracuse”. [/deleted] “The Boys from Syracuse”. Funny in parts but not extra good. Had a repeat telegram birthday greetings. [deleted] of [/deleted] Also had telegram from Dad I think that he is sending over $50. I don’t know how is going to manage it.
[page break]
1941 WEDNESDAY SEPT. 25
I was only one of our flight who went up this morning. Went with Flt. Lt. Smith for weather test. Clouds 800ft. up, & ice & visibility not too good. So [deleted] now [/deleted] no flying at all this day. Lectures in afternoon – Engines, Arms, Signals & Airframes.
Very cold all day today. pullovers, greatcoats & gloves came out.
[page break]
1941 THURSDAY SEPT. 25
Lectures in morning. Had our flying kit issued first thing after dinner, & then had flying.
I had 40 mins., having lessons on straight & level flying, climbing & gliding. Was a bit awkward at first but soon got the hang of it. Once Sgt. Smith put plane into steep dive which felt rather queer, but otherwise quite O.K.
Flying kit is not so good as English Kit. Have no gloves yet, although it is not cold enough to wear full flying kit yet.
Had a duplicate telegram of one received 23rd. Sept.
[page break]
1941 FRIDAY SEPT. 26
Snow flurries in morning and extremely cold. [symbol] no flying. Instead copied up back notes. Had arms, airframes and P.T. in afternoon
Had yet another telegram from home today, to say that they cannot send from England to here.
We may be flying on the weekend to make up lost time today.
[page break]
1941 SATURDAY SEPT. 27
Below freezing this morning due to hard frost. Had the usual [deleted] St [/deleted] Saturday parade. Flying in afternoon. got in two flights of 30 mins each & did medium & steep turns, and once I took off after [deleted] 3 [/deleted] [inserted] 2 [/inserted] attempts, the plane swinging round at the first attempts.
Went into the city in evening but did not stay long. Bought a few things.
[page break]
1941 SUNDAY SEPT. 28
Had a nice lay in bed this morning and got up finally at 10a.m.
Felt too lazy to go out or to church. So wrote long letter home.
Took some photos of me, Bill & Lucy, etc. & later of a Harvard that had just arrived from U.S. In a hanger we counted 20 Harvards. These are for when the station is changed over to an S.F.T.S.
Quite warm today & plenty of sunshine in contrast to the last few days.
[page break]
1941 MONDAY SEPT. 29
Flying this morning but only had 30 mins., & even then he did not let me take off alone, or start landings.
After Nash & Murray had gone up going landings our kite was taken in for overhaul. This was a confounded nuisance as it would not be ready till tomorrow p.m.
Had lectures & P.T. in afternoon & saw [deleted] pl [/deleted] crashed plane catch fire. The solo pupil got out O.K. in time. He did a bad landing caused by the big gusts of wind coming up at about that time.
[page break]
1941 TUESDAY SEPT. 30
Had lectures and P.T. this morning. Had 2 weeks pay - $27, and then flying in afternoon. Had No. 5139 plane & got in only 30 mins.
Did some spins after climbing to nearly 4000 ft.
It feels quite good especially at the start when you fall out of [deleted] glide [/deleted] flat glide.
Have now done 3 1/2 hours, & did my first landing today. had letter from Mum on holiday with family at Bere Regis, Dorset. Peter has now a motor bike.
[page break]
MEMORANDA
[blank page]
[page break]
MEMORANDA
[blank page]
[page break]
1941 WEDNESDAY OCT. 1
Had 55 mins of circuits & bumps on the emergency ‘drome at [deleted] St. Aldwins [/deleted] * on plane No. . Did about 5 landings only one of which was a good one. Take off’s are getting a bit better, although still tending to swing when tail comes off ground.
Wrote letter to Nellie in evening to fill in time.
*Wymark.
[page break]
1941 THURSDAY OCT. 2
Lectures as usual in morning – including P.T. which is very strenuos [sic] nowadays.
In afternoon had yet another kite No. 5044 in which I did a prefect take off & shown incipient spins right above the plane that crashed this morning about a mile S.W of Swift Current. The solo pupil baled out because he thought the controls were not responding in a stall turn. Had only 25 mins. flying & landed badly. I get to stalling speed 10 ft. above grd. & instructor opens throttle a bit & lands her further on
[page break]
1941 FRIDAY OCT. 3
Flying in morning on our original crate 5072. Had 2 flights 30 & 40 mins. doing circuits & bumps. Cannot land very well yet.
[page break]
1941 SATURDAY OCT. 4
No parade this morning. The other squads had flights this morning while we were supposed to have lectures, but only did work on our own for 1st. period & then signals. Lucien went solo this morning after passing test after 7 1/2 hours flying. He is one of 6 in the other squad who went solo, & did it in least number hours. Bill turned his crate onto his nose, but no serious damage.
[deleted] In [/deleted] Went into town for supper with Bill & Lucy & later into pub where celebrating solo’s & football cup won by our course today
[page break]
1941 SUNDAY OCT. 5
Missed breakfast & had a nice lay in bed all morning. Wrote letter to Betty in afternoon, & went with Bill (Girdwood) to evening church at the Metropolitan (Rev. Ranns) and had the social after. Was a very good sermon. Had some community singing & musical turns at the gathering & also sandwiches & cakes. Mr. Birdie gave us (Skyrme, Murray, Bill & me) a lift back to camp.
[page break]
1941 MONDAY OCT. 6
We were on flights in the morning. But wind was very strong and gusty which did not make circuits & bumps very good. Did quite good landings however. On second trip up did spins & Sgt. Smith did a loop. Did not think a lot of it. Not much sensation as in spins. Also learnt power approach landings. Total time 40 mins. today making total of 06.30 hrs. flying time.
Lectures & P.T. as usual in afternoon.
Wrote a letter home in evening. Will post tomorrow.
[page break]
1941 TUESDAY OCT. 7
This morning 3 kites piled up when landing because of high wind, and our flights in afternoon were cancelled.
Went with Bill & Lucy to film show in camp to see a very film [sic] “- angels have no wings” with Rita Hayworth & Jean Arthur.
Was a flying film & very good; the best in camp so far.
[deleted] After tea went [/deleted]
Before tea went to town to take an exposed spool from camera.
[page break]
1941 WEDNESDAY OCT. 8
Flying in morning, but was very bumpy under 1000 feet. Went up to 4000 ft. to do instrument flying under the hood, climbing turns & a spin to lose height.
Lectures – engines, signals, P.T., and armaments in afternoon.
[page break]
1941 THURSDAY OCT. 9
Lectures in morning. Had our helmets back today.
Was very bucked when did 2 perfect landings in 15 mins. up. I tried to get Sgt. Smith for me to go on solo test but would not let me. Later went up again for two circuits one of which the landing was not so good. Sgt. Smith said he was glad I bumped it & had to put on throttle because it would not make me so [inserted] over [/inserted] confident.
However, he said if I was as good tomorrow morning he would let me do solo test. Excluding instrument flying & climbing turns which don’t count before solo, & including today have now done 7.10 hrs. Bill solo today after 9 3/4 hours.
[page break]
1941 FRIDAY OCT. 10
Very annoyed this morning as wind was reaching 40 m.p.h. & was far too rough for solo test. Did one circuit & made a bit of bump landing due to wind so opened up throttle & went round again. did good landing this time, & then packed up. after about 10 o’clock wind increased to gale force blowing up dust storm on ‘drome. So no flying.
The meals we are getting nowadays are terrible. The breakfast this morning was a disgrace. Porridge made of water & not cooked, bacon stringy, & tomatoes burnt. We complained to our Flight Commander F/Lt. Smith & have put in a general complaint about it. We used to get better food in Scarborough.
[page break]
1941 SATURDAY OCT. 11
Lectures in morning, & as missed lot of flying due to weather this week had flights in afternoon. went up in terrible crate No. 5 59. No brakes on the thing, engine only revved to 2,100 (climbing revs), & could not see altimeter very well ‘cause of protective rubber. Took off into sun & did 3 landings all just so so. Had 25 mins. Then was going to have solo after wind dropped & sun went lower but was left too late, as packed up 5.30 p.m. So have to wait till Monday, if weather O.K. & I bet it isn’t.
[indecipherable name] was first to go solo in our flight, early this afternoon.
Felt browned off at not having done test so did not go to town with Bill & Lucy. Did a bit of swotting for Monday’s mid term exam on armaments. Don’t feel exactly happy about it especially as 13th.
[page break]
1941 SUNDAY OCT. 12
Did not go out of camp at all today. most of time spent brushing up armaments & wing spans of aircraft for tomorrow’s or Tuesdays exam. We have idea of questions already.
Weather very nice & sun shining all day. Am hoping for calm wind & good weather tomorrow as hope for solo test.
[page break]
1941 MONDAY OCT. 13
Excellent flying weather this morning. Was up early at 8.10 a.m. for 35 mins doing 3 circuits, & did good landings. Was waiting all morning for Flt. Smith to take me on solo test. He only starts at 10 o’clock taking two in turn on solo, & then his pupils. I gave the timekeeper a message from Sgt. Smith to ask Flt. Smith that when he came down he was to take me. He did not come in till 12.10p.m. & even though was too late (dinner was 12.30 p.m) the timekeeper forgot the message. Was I mad!! I’ve been waiting since Friday for this test: next chance is tomorrow [underlined] IF [/underlined] weather O.K.
13 certainly lived up to reputation today.
[page break]
1941 TUESDAY OCT. 14
Had armament exam this morning. Was very easy – more so as had no difficulty in using cribs & even our notes. In middle of exam C.G.I. Sq. Ld. Turner asked me & Lowden to go to flights, after exam. It was for solo test
I had F/O Mclaren, but was not passed because I drifted when landing & taking off. Otherwise O.K. did 3 circuits & bumps; wind was very rough & bumpy & constantly changing. Flying again in p.m. doing few good circuits & bumps with Sgt. Smith. When not flying was on duty in watch tower & had [deleted] an [/deleted] 2 hours there at 7.15.
At dinner table met P. Thomas of all people (from school). Found out from him that home now have my address here. He has come in latest batch, which makes 4 courses here altogether. Did not have much time to speak to him but hope to see him again. 3 kites crash today.
[page break]
1941 WEDNESDAY OCT. 15
Flying again this morning in good weather although fairly strong wind later. After few circuits & bumps with Sgt. Smith went with Flt. Smith and passed me [underlined] SOLO [/underlined]. I did good take off, one complete circuit, & then 2 more landings. Which did very nicely. He got out & did a circuit. Had to put on engine a bit as undershooting but landed O.K. Picked Flt Smith again who took us back to hangars. Then later had 60 mins. doing blind flying & then low flying which was really good. Lectures in afternoon.
Went to town in early evening to send cables to home & Betty about solo. bill & Lucy & me had 2 beers on me in wet canteen in evening to celebrate solo.
[page break]
1941 THURSDAY OCT. 16
Had aircraft recognition exam this morning. Got all 25 right. marks 50/50. Armaments exam result was I got 91% and 10th in class of 86.
Flying circuits & bumps in afternoon, but when was all set for having a go at solo they run out of gas which grounded most aircraft. Cooper of “C” Flight crashes a plane when landing & makes a proper mess of a brand new kite. This is about “C” Flights’ 6th. [deleted] exa [/deleted] crash while we have had only one – by Mager – tipping the kite on its nose & wing when taxying.
Wrote letter home & had it posted Air Mail.
[page break]
1941 FRIDAY OCT. 17
Had plenty of flying this morning solo as well as dual. had 1.40 hours solo altogether. Did a whole hour flipping around to St. Aldwin where I landed once. At home ‘drome had a shock when saw a plane less than a wing span distance away when bumped a landing. Full throttle & off again was action I took. Found out when got down it was Lowden. Before a [sic] had to take evasive action by full throttle & diving low to avoid a kite that was gliding down on top of me when I was landing approaching. He was too near for my liking.
Had Airframes & then engines exam in afternoon. do not think have many marks in the latter, the same as everyone else. They were too strict for us to crib.
[page break]
1941 SATURDAY OCT. 18
Airmanship exam in morning. Not very difficult. Later had a lecture on the Link Trainer. We start on Monday in turn. We were to have flying in afternoon but the wind was too strong thank goodness. Wrote letter to Betty [deleted] to [/deleted] in afternoon. went to town in evening with Lucien to buy a few things. Went to pictures (40C) to see Ray Milland in “I wanted Wings”. Was a very good picture about U.S.A. training for pilots. Some smashing low flying with Harvards; Flying Fortress’s also in picture.
Had supper after and then back to camp by bus.
[page break]
1941 SUNDAY OCT. 19
Spent most of day writing letters. Went to town alone to post two to John & Mr. McNelly of Regina. His address has been given me from home by Mrs. Wright of Manor Road. [deleted] his [/deleted] he is her cousin, and have asked him whether can visit him one week end.
Aero engines results out. I got 56% & was 12th. 22 failed including Lucy who got 32% Bill had 51%.
In evening wrote to Rosemary Stapp, Edith & Dr. Bill.
[page break]
1941 MONDAY OCT. 20
Flying in morning. As the course 30 has now finished there are plenty of kites. My instructor is one of 3 who are transferred to “B” Flight hangar. However, only got in 1 hour solo and 10 min. dual. circuits & bumps
Had signals exam in afternoon. very easy & had no mistakes.
Had 82% & was 10th. in Airframes exam
Swotted up some navigation in evening in Y.M.C.A. for exam tomorrow morning.
[page break]
1941 TUESDAY OCT. 21
In morning had navigation exam. Was a very easy paper but marked strictly. Results out by evening. I had 72%. (a little below average).
Flying in afternoon. very good flying weather except for a few bumps. This morning was the most perfect day we have had here. Did about an hour solo and another hour dual doing sideslips, and blind flying & steep turns.
Had cable from home. Congrats. for solo.
In evening went to extra engines lecture.
[page break]
1941 WEDNESDAY OCT. 22
Got in plenty of flying this morning and also had 45 min of Link. Was quite easy.
Lectures as usual in afternoon, and went to extra engines lecture in evening. As we are moving to Bowden, B.C. on the 30th we are to have our final exams next week beginning Monday.
[deleted] Chap [/deleted] Holderness crashed into Hennessy when taking off this afternoon. both are from “C” flight. Our flight “B” flight have only had one mishap.
There are 15 chaps off the course up to now mostly due to bad landings.
[page break]
1941 THURSDAY OCT. 23
Lectures in morning, and in afternoon was in the air almost all the time. from 1.30 to 5.0p.m. was only on ground out of the kite for 1/4 hour.
Did some precautionary landings, blind flying, action in case of fire, a bit of low flying, & spins, etc. Went to aircraft recognition extra class in evening. At supper learnt that we should not be moving to Bowden, Alberta on the 30th. it has been put off for for 3rd. time, as so hope we have no final exams on next week as arranged.
[page break]
1941 FRIDAY OCT. 24
Flying in morning back again at “D” Flight as the other course (no. 36) start today. Had my nearest scrape today while solo. was shooting up the ferry on Saskatchewan River when suddenly saw high cable stretched across the river. Just missed it & dived over it. When dual learnt & did loops.
Exams next week have been put off because not going to Bowden: except arms. (oral) and aircraft recognition on Monday.
Mechanics arrived here from Vancouver Island who came over on the boat with us.
[page break]
1941 SATURDAY OCT. 25
Out with Bill in evening doing shopping, and also phoned Mr. McNelly of Regina, saying we might be able to come over next Saturday as D.R.O.’s say we are working on Sunday, so think Saturday is a free day.
[page break]
1941 SUNDAY OCT. 26
Wrote letter to Betty in morning after getting up late. Went to town with Bill in afternoon and took some snaps of a train, a streamlined engine.
The cold weather has come back again. a very [deleted] f [/deleted] cold breeze today. are told weather will break any time now, and the snow will come.
[page break]
1941 MONDAY OCT. 27
Flying this morning. Was terribly cold especially when solo even when wearing the 2 flying suits.
Had oral armaments exam this afternoon. think have passed but did not do terribly well.
Then after tea had aircraft recognition exam also the final. Got on quite well.
[page break]
1941 TUESDAY OCT. 28
Lectures in morning. Started snowing lightly but by afternoon had grown into blizzard.
Instructors where [sic] flying however looking for Thomas who lost himself. He landed at Wymark in the end.
The weather is terribly cold, & the hut is very cold as furnace has gone wrong & not giving full heat.
I got 79% in Airmanship exam.
[page break]
1941 WEDNESDAY OCT. 29
On Link Trainer first thing this morning. Did not get on very well. Doing a left hand turn finished up in a spin. Then on the Moth had the flight Commanders test with F/Lt. Smith. We all have such a test after 30-40 hours. Did climbing turns, steep turns, instrument flying (under hood) a spin, glide, sideslips & landed. Then had only 45 min. solo. Landmarks hard to pick out with the snow on the ground.
[page break]
1941 THURSDAY OCT. 30
Flying as usual in afternoon, but only got in 1.10 hours dual on a Navigation excesise [sic] to Ferry, to success and back.
Snow on ground has almost all melted now.
Result of final arms. exam out. I had and was 21st. Better than I expected.
Another 2 courses have arrived, [deleted] by [/deleted] but one is expected to move on.
[page break]
1941 FRIDAY OCT. 31
Did a cross country flight solo this morning via Cadillac and Webb – 110 miles in 1.40 hours
At tea, met Searle (from school) He is in one of the courses that arrived day before yesterday, and are moving on to near Calgary very soon.
Bed early because going to Regina in morning to visit McNelly’s
Most chaps out tonight as it is Halloeen’s [sic] night.
[deleted] Were [/deleted] Was paid 35$ today.
[page break]
MEMORANDA
Flying hours. Dual 20.30
Solo 15.30
[underlined] Total 36.00 [/underlined]
Mid Term
[underlined] Exam results. [/underlined]
Airmanship 79%
Navigation 72%
Airframes 82%
Aero engines 56%
[page break]
1941 SATURDAY NOV. 1
Started out 8a.m. for Regina. Hitch hiked 2 cars, gas truck & cattle truck. Arrived in light rain 1.30 p.m. McNelly’s house
Elspeth older than thought, but all very nice. Showed me over Parliament Buildings where she works, & saw town from roof. Got an eyeful of the town. Is a very nice town and very clean, although not very good weather. Took some photos & sent off postcards to Betty and home. Got the 6.15 p.m. train back which left at 6.45. arrived in camp 11.15 p.m.
[page break]
1941 SUNDAY NOV. 2
Flying all day today.
Got in 2.45 hrs. solo and 1 hour dual, during which Sgt. Smith did some low flying which turned my inside over after a bit. Felt a bit sick but was O.K. soon after. Lucien lost himself and force landed 65 miles away. Its going to be hard for him to live this down. Was on the X/country but turned wrong direction at Cadillac. Finished up near Johnstone Lake.
[page break]
1941 MONDAY NOV. 3
Flying again in morning. Very low cloud (900 feet) but when solo went above them and saw the sun. lectures in afternoon as per usual. Did not go out in evening: started snowing quite hard in evening.
Eric Markham (Ginger) turned a kite over at St. Aldwyn. [deleted] Note [/deleted] Not hurt very much but made a neat mess of the kite. This is the first crash in our flight, but it happened to be “B” flight’s kite which we had borrowed. “C” flight have many accidents to their credit and more failures
[page break]
1941 TUESDAY NOV. 4
Snowing this morning – thus stopping flying all day.
Learnt a/c recognition result – I had 43/50.
In evening went to film show. Dorothy Lamour in “Jungle Princess”.
[page break]
1941 WEDNESDAY NOV. 5
Not snowing but very high cold wind. Went up dual only. Came down and swopped cockpits & Sgt. Smith did some blind flying. Was very good. Also I had some link this morning. Was much better mainly due I think to the different Sgt. Paddon.
Lectures in afternoon as per usual and P.T.
[page break]
1941 THURSDAY NOV. 6
Issued with a flying kit kit [deleted] back [/deleted] bag and some black leather gloves which have to do for flying.
Flying solo in p.m. very strong wind & very tricky landing. Taxying across wind terrible & without brakes would be impossible.
Bill and Lucy night flying in evening.
[page break]
1941 FRIDAY NOV. 7
Had C.F.I. test by F/Lt. Bullmore his assistant. Was up 35 min. which included blind flying, loops, stall turns, forced landing. Made a hash of the side slip in the latter by going too fast. He passed me however. Have now done 46 hours total.
In the evening from 8.40 p.m. to 9.40 p.m. did some night flying with Sgt. Smith. Did about 6 circuits, in which I took off in 4 and landed O.K. twice. The number of lights in the camp was surprising. Judging the landing is not so easy, but have got the hang of it now. Sgt. Said I was quite good.
[page break]
1941 SATURDAY NOV. 8
Free day for our Flight today. in morning went to town to buy Xmas Cards & sent a food parcel off home. Came back to camp for dinner & went back again to town to get rest of Xmas Cards & bought & sent off 3 pairs silk stockings to Betty.
Stayed in camp in evening as too tired to go out again.
[page break]
1941 SUNDAY NOV. 9
Supposed to be flying all day but only got 35 mins. dual in afternoon. doing rolls. Was hanging upside down with head on cockpit cover the first time. I did a few but not very good ones.
We have our final exams next weekend end [sic], & are supposed to be moving from here on 24th. [deleted] O [/deleted] Nov. if we get though these exams. we must not fail more than 2 exams or we are off altogether.
[page break]
1941 MONDAY NOV. 10
Had 1 hour dual this morning & could do nothing right, & made a super mess of the steep turns. Then had 2 separate hours solo, during which I had some good fun doing stall turns, loops, rolls & spins.
Lectures in afternoon & did a bit of swotting in evening.
[page break]
1941 TUESDAY NOV. 11
Lectures in morning. In afternoon, had 1 hour in watch tower, then 1 hour flying dual (cross wind take off’s & landings – a roll, spin & instrument flying) & then back for 1/2 hour in watch tower again & then had 3/4 hr. in Link. Did nothing right. They are sure to put me on fighters now, although want bombers. In evening 5.30 to 6.30 p.m. had night flying with F/Lt. Smith. Very strong wind, but got on fairly O.K. but when landing felt he had the stick; which is rather annoying. You can’t get the feel of the thing.
[page break]
1941 WEDNESDAY NOV. 12
Flying in morning. Had 2 hours solo & 45 min. dual. Good flying weather. Lectures in afternoon as usual.
Corporals have now been put in charge of our huts. They get us up at [underlined] 6 [/underlined] o’clock. And on todays D.R.O.’s we are to be [underlined] marched [/underlined] to meals. 3 courses at once, which is going to make the congestion even worse. I cannot understand the mentality of those who make such an order.
[page break]
1941 THURSDAY NOV. 13
Flying cancelled this afternoon due to gale. Instead had free afternoon except an hour of films on Theory of Flight, the subject which we are very weak on, because we have had such disjointed lectures by different instructors.
This evening had some gen. on the questions we will have for navigation exam on Saturday.
[page break]
1941 FRIDAY NOV. 14
Gale still blowing. But as so many hours behind we went up dual. I was up for 50 min. Taking off, Smith touched a wing tip, but took off straight away. Climbed up to 7000 ft. under hood & then did a few rolls. Sgt. then did a roll off loop, & then an inverted spin. Does not feel very comfortable eyes bulge. Landed in dust storm, mechs. Grabbed our wing tips.
Was on Link later on in morning. Did a bit better but turn indicator kept sticking.
Swotting in evening fore [sic] exams tomorrow & Sunday.
[page break]
1941 SATURDAY NOV. 15
3 hour Navigation exam in morn. Mucked plot up a bit, but otherwise think I did O.K. Airframes & Airmanship in afternoon, both of which were very easy.
In evening did swotting for Engines & Theory of Flight, both of which we are not looking forward to especially the latter.
Latest is we should be moving on the 24th. on Monday week.
[page break]
1941 SUNDAY NOV. 16
Theory of Flight exam in morning. Much easier than ever hoped for. Did quite a good paper. Then Aero engines, which was also quite easy. At end of latter exam C.G.I. Turner caught Knibb cribbing. Then saw lot of desks marked. So said exams to be done again, but we are refusing. Terrific arguments with C.G.I. this afternoon while waiting for signals exam. Signals I got O.K.
Late this evening C.G.I. is breaking down saying he will see tomorrow morning about having exam again. Sgt. Cotton, engines instructor told C.G.I. that Knibb should be suspended from Course, which is what is going to happen. Just dirty thing Cotton would do.
[page break]
1941 MONDAY NOV. 17
No flying for us this morning, as ceiling too low. Very misty & damp – just like England. Aired our grievances to our F/Lt. Smith the Flight Commander. He’s a real nice chap & sees our point of view.
In afternoon was shown over our Navigation exam papers individually. I had 134/200 = 67%. He has knocked off marks very lavishly, & marked them very strictly.
[page break]
1941 TUESDAY NOV. 18
[underlined] Final Exam Results [/underlined]
Airmanship. 167/200
Airframes 86%
Aero Engines 88%
Signals 70%
Theory of Flight 66%
Navigation 134/200
Arms/A/C rec. 165/200.
Average [underlined] 77.6% [/underlined].
Position 35th.
Bills’ Average was 75%
Luciens - - 65.7%
[page break]
1941 WEDNESDAY NOV. 19
Had farewell dinner down town in evening. Unfortunately Sgt. Smith left soon after dinner. Most of us were tight as lords by the end. Skyrme took me & another chap home in a taxi. Went out cold when in hut – so Bill says, & was stripped & put in bed.
Our Sgt. Smith has not been on ops.
I am going to Medicine Hat on twins. Bill going to Moose Jaw on Saturday. Eccles, “Foo” Fox, [indecipherable name], Markham, Cpl. Bowley & me going on twins.
[page break]
1941 THURSDAY NOV. 20
Woke up with awful hangover this morning, but was sent up flying all the same. Did low flying to keep awake. Went to sleep in crew room in afternoon. went to town with Bill in evening to find his coat & my hat at Healy Hotel. Did not find my hat there but a chap wearing it in a café where we had tea. Then went to pictures.
Home by taxi.
Bought some anti glare glasses. $6
[page break]
1941 FRIDAY NOV. 21
A blizzard blowing – hence no flying.
Scrubbed hut floor ready for moving, & in afternoon wrote letters.
[page break]
1941 SATURDAY NOV. 22
Moose Jaw chaps went today including Bill. They got 4.45 train. Very cold. After seeing Bill off, Lucy & I had a meal & then went to picture show. Came straight back because of the cold.
[page break]
1941 SUNDAY NOV. 23
Had a nice lay in bed all morning till dinner. Cleared all the junk out of my locker in p.m.
Did not go out in evening; I was going to church but decided too cold.
[page break]
1941 MONDAY NOV. 24
No work of flying for us. Got some sleeping hours in most of morning. Wrote letter to Betty and went out alone in late afternoon to town where I had tea.
A very strong wind blowing, but is a bit warmer & snow is melting slightly making it very slippery.
Some of the motor transport section left for Bowden this morning. I think we are flying over on Wednesday. We are flying solo – which is going to be very boring – no one to talk to. we land at Medicine Hat,
[page break]
1941 TUESDAY NOV. 25
Packed kit ready for tomorrow. I am in group of 6 flying lead by F/O Musgrave & P/O Neilson, L.H. Brown, Pain & Goodsir. We leave at 8.15 a.m. P/O Neilson is a real lad – but unfortunately he was grounded later in day for shooting up Swift Current. He & Musgrave are Canadians. I am flying No. 5033 of B Flight.
Went to flics [sic] in camp in evening. Good show.
[page break]
1941 WEDNESDAY NOV. 26
S/C Medicine Hat 8.10 a.m. in No. 5033. P/O Musgrave was leading our V formation of Brown, Paine, Goodsir, Sgt. Davidson & I. Only Pain & Brown got to M. Hat – all the rest ran out of gas with drome in sight. I force landed in field, had dinner in farm & came back to find kite had gone. Field was about 11 miles from ‘drone, so Nick Nash, the farmer took me by truck to ‘drome. 12 of the kites had run out of gas altogether but no crashes. I force landed at 10.52 after 2.42 hours flying.
Med. Hat a very good drome & have not seen so many kites at once. Plenty of Oxfords & Harvards. Also Sestrals (Canadian Oxfords), Lysanders & a Boston.
[page break]
1941 THURSDAY NOV. 27
From Med. Hat S/C Lethbridge 9.30, but had to return because of low cloud & fog Landed Med. Hat 11.15. But at 1.30 took off again for Calgary. Had tail wind all way – arrived Calgary 3.45 after doing 3 circuits before could get down due to the masses of Tigers landing at once. No sleeping accommodation for us here so were moved by open truck freezing cold 11 miles, thro’ town to the other drome, a Canadian S.F.T.S.
Too tired to go & see town but looked good when went thro” it – plenty of lights
[page break]
1941 FRIDAY NOV. 28
Had to get up very early & straight after breakfast at 7a.m. were taken by open truck to the other airport; but ceiling too low for flying around for 2 hours. Slept in afternoon & after tea went down town. Hundreds of lights & swell shops. Me & Foo (Fox) met Saw Davids & Reg. Bowley & went to a super café to have some ices & then to flics to see Fred McMurray & Madeleine Carrol in “One Night in Lisbon”, which was a really good & funny picture. Also another long picture “The Penalty” was good, & a few turns on the stage. We then had supper & got a taxi back .
In camp about 12.30.
[page break]
1941 SATURDAY NOV. 29
Still low cloud & mist this morning. After lot of hanging around all day they decided to send us off to Medicine Hat by train & not take kites right to Bowden. Were taken down to the station where met other half of our course that got to Bowden on same day as they left S.Current, on Saturday.
Got 7.30 p.m. train & arrived after midnight. After having a supper & talk by W/O – a nice bloke – went to bed very tired – at 2.15 a.m.
[page break]
1941 SUNDAY NOV. 30
Up at 7.30 a.m. & after breakfast had to sign many many forms, including Will, & then F.F.I. inspection. A good dinner & then all time spent in unpacking & settling down in new bed spaces. I am over Lowden & as we are at the end of the hut we have no lockers. Have to make do with boxes.
Have good meals here – butter, Sugar, jam & honey on the table for you to help yourself. Contrast to S. Current.
We are 33 Course here, & have 12 weeks here – the first month being ground lectures & then exams, & then all flying.
[page break]
MEMORANDA
[blank page]
[page break]
MEMORANDA
[blank page]
[page break]
1941 MONDAY DEC. 1
Started off on the course today, with Pyrotechnics (Armaments) and Navi. Airmanship & more pyrotechnics in afternoon. the daily programme is from 08.00 to 5.30 p.m. & then extra signals after tea till 7.30 p.m. Link goes on till midnight. I was on 10-11 p.m. Got on very well the best ever on any Link! An old P/O was instructor & very nice. The links here have a wheel instead of a stick, & I like them better than the stick.
Had a talk by the M.O. on the usual precautions especially against Med. Hat girls. Also talk by Padre.
[page break]
1941 TUESDAY DEC. 2
More lectures. Had talk by the C.O. a wing commander.
He did not impress us.
Could tell he liked bullshit.
Took poor view of him.
During morning, a storm blew up suddenly blowing clouds of dust across the camp.
In evening wrote a letter home.
[page break]
1941 WEDNESDAY DEC. 3
Lectures again including one on meteorology by a civy [sic] instructor. Very boring & he did not make it very interesting. At dinner time a terrific wind got up, and died right down again to calm by 2.0 p.m.
These sudden high winds we often [deleted] got [/deleted] get from the Rockies are known as Shinooks.
In evening went down town alone to cable home my address & posted letter home. Came back early as town almost deserted as early closing
[page break]
1941 THURSDAY DEC. 4
Had several films for armaments & navigation in todays lectures. Also met. again which was again boring.
Had letter from Rosemary & one from Dick Kirby of all people. He said John was going in R.A.F. on Nov! What a thing for him to do. also he said that a work pal [deleted] ha [/deleted] Peter Boucher, had been to Swift Current. I can’t remember his face but know he slept not far away in my hut.
[page break]
1941 FRIDAY DEC. 5
Lectures all day again, including a film on I.C. engines. Was on Link in the evening from 9 to 10. Got on quite well, but when the artificial horizon was covered over the last 1/4 hr. my turns were not very good.
[page break]
1941 SATURDAY DEC. 6
Lectures all day to 4.30 p.m. had tea & went down alone down town. Met “Foo” Fox & Lucy straight away & did some shopping. Then they were going back to camp early, so I left them, went to Empire Club. I was then just going to picture show when Nick Nash & [deleted] girl [/deleted] daughter met me (farmer whose field I force landed). Walked round block several times & went to Moose Hall (dancing) did not go in however (I had boots on). They met quite a few nice girls & Miss Nash (has no 1st name) is nice piece of stuff. [deleted] slo [/deleted]
[page break]
1941 SUNDAY DEC. 7
Compulsory church parade this morning, after which rest of day is our own. News over radio at dinner time announced Japan had bombed Honolulu. Then in afternoon Japan declared war on England & America. In afternoon walked across the fields & hills to town with Brian Perkins & Edyuean. In town made unsuccessful inquiries for hiring a car to Banff on our leave at Xmas. But chap in white taxi we came back in offered to take 5 of us for same [indecipherable word] as train (7$) The 5 are me, Brian, John Pascoe, Eric [indecipherable word], & “Murf” Murray. [indecipherable word] decided to accept good offer if & when we know we have 2 clear days leave
[page break]
1941 MONDAY DEC. 8
A day of history. America declares war on Japan as we do, & many other countries do. Japs have invaded Thailand & Malay & bombed plenty of U.S.A. warships in Honolulu. Blackout in Washington tonight. Heard Churchill on radio at lunch time.
American news has been coming over almost every 1/4 hour with war news. What a noise they are making about it.
Am Saturday learnt that we are going [deleted] of [/deleted] on Harvards on a fighter course to our great disgust.
[page break]
1941 TUESDAY DEC. 9
Cold weather on us now. Light snow flurries last night. Extremely cold wind. Was on link in evening on No. 3 link. It was terrible. Almost U/S. Just would not bank evenly or keep level.
A Canadian pupil from Lethbridge was killed in a Harvard today when he crashed near emergency landing field. Instead of climbing up through them he went down through low clouds & hit the deck where hits the high ground.
[page break]
1941 WEDNESDAY DEC. 10
More news – “Repulse” & our latest battleship Prince of Wales both sunk by Japs. planes.
Had letter from Bill Girdwood at Moose Jaw. He went solo after 6 hours. Field & Knibb have been kicked off the course.
Had an hour of extra navigation as we are supposed to be behind.
[page break]
1941 THURSDAY DEC. 11
Received cable from home. They have received my parcel I sent on Nov. 8.
Again had another hour of extra navigation in the evening after tea. But before the end it started into talk of aircraft in general, & aviation talk.
This navi. instructor is a really decent chap & gives us plenty of hints about flying Harvards.
Later on was on Link from 10-11 p.m. Did not get on very well as link was partly unserviceable
[page break]
1941 FRIDAY DEC. 12
Had lot of fun during lectures today. in Theory of Sighting we were all trying [sic] fathom out the Reducing Valve having glorious arguments with the instructor – Flt. Sgt. He’s a nice chap & always calling out “Quite”.
Instead of engines had a lecture on the Vital Actions for the Harvard, because we start flying next week.
It seems that as soon as you throttle down you stall. If you do anything wrong you always stall it.
[page break]
1941 SATURDAY DEC. 13
Working all day. Were frozen through in the afternoon down at the range, where we harmonized on a Browning & after a lot of hanging around were shown some pyrotechnics. fired. Smoke Generator & some Signal Cartridges & a 1 lb. Rocket.
In evening after being on link trainer, went down town. Did a small amount of shopping & then went to see Gene Tierney & Bruce Cabot in “Sundown”. Was a very good film, [deleted] esp [/deleted] & Gene Tierney was especially good.
[page break]
1941 SUNDAY DEC. 14
I and Lowden were on a Harvard cockpit lecture for 1/2 hour given by the engine Corporal. He showed us how various things worked & what instruments were for. Played football in afternoon. Swift Current ex-pupils were playing the De-Winton lot of our course. We won 2-1.
[page break]
1941 MONDAY DEC. 15
Busy day. [deleted] Were [/deleted] Was paid $33. & our leave was increased to 3 1/2 days. We have put in for Calgary (Murray, Pascoe, Markham & me) & hope to hire a car from there to Banff. Brian Perkin is going Swift Current.
In evening after tea had a clothing parade during which I could only exchange my worn out tie. No flying gloves obtainable.
[deleted] Went [/deleted] Was on [deleted] a [/deleted] Link 11-12 p.m. before which I got in a Harvard in the hangar & tried to learn off the drills which have to know off pat on Wednesday
[page break]
1941 TUESDAY DEC. 16
The C.F.I. gave us a talk about flying tomorrow. He was a Wing Commander & was a performer at Hendon formation flying with wing tips tied together.
He was not a nice chap – too much concerned about bull & duty to the service.
In evening was in Harvard in hangar trying to learn some of the drills.
We have to be up at 5.45 tomorrow ready for flying at 6.45.!!!
When they expect us to sleep I don’t know
[page break]
1941 WEDNESDAY DEC. 17
Up at 5.30 & over at hangar at 6.45 A.M. but were not wanted till about 11 a.m. No interviews – nothing, just lounging in crew room trying to sleep. But at 11 a.m. an instructor F/O took me up for a ride & then Perkin. I was up 30 min. enough to know that Harvards are super kites. We climbed to 3,000 ft. before I knew it. Took control for a bit did some turns – stick only. Lovely flier. I was in back seat where you can see hardly anything in front.
Went to bed very early as terribly tired like the rest.
[page break]
1941 THURSDAY DEC. 18
Lectures in morning & flying in afternoon. I & Markham have F/O Cherrington an oldish sort of chap. I was up for 1.10 hrs. & in front seat. He did plenty of aerobatics, loops, rolls, etc. I did a spin which are quite easy to get out of.
Our instructor gave us bad news that he is having his leave when we are working so he & us have to be transfered [sic] to “E” Flight & have our leave with them. This absolutely upsets our arrangements for Xmas. Pascoe, Markham & Murray & me were going to Calgary & hire a car to Banff
[page break]
1941 FRIDAY DEC. 19
Flying again in morning. Was up 1.20 min. in front seat. Most of time spent at Holsom doing circuits and bumps. You are doing something all the time round the circuit & everything has to be done quickly to be in time for landing. I landed twice a bit bouncy & took off quite well he said.
Lectures in afternoon & after tea 3/4 hour of P.T. of all things because C.G.I. Thought we were not getting enough.
[page break]
1941 SATURDAY DEC. 20
Flying in afternoon. up for 1.20 hrs. but could do nothing right, - not even land the thing. By the way F/O Cherrington ticked me off I shall never fly these things.
To find relief went down town & saw film “Target for Tonight”. Very good, but not up to what I expected.
[page break]
1941 SUNDAY DEC. 21
Flying in morning [deleted] as [/deleted] but did not go up as our kite punctured a tail wheel at Holsom when Markham was in it. In afternoon had exam on cockpit drills & checks. I got on O.K.
Wrote letter to home in evening.
[page break]
1941 MONDAY DEC. 22
Flying in afternoon.
More ticking off but once did a circuit at Holsom without a grouse from instructor. But twice did atroscious [sic] landings – After that my landings improved & some pretty good ones.
Our flight “F” went on leave at 0600 in evening. I & Markham start on 24th.
On radio – Churchill in Washington. Arrived by air.
[page break]
1941 TUESDAY DEC. 23
Me, Markham & F/O Cherrington flying with “E” Flight. Was up 1.40 hrs. Instructor still keeps binding on everything I do. I have now done 8 hours.
[page break]
1941 WEDNESDAY DEC. 24
No flying for me mainly due to low ceiling early in morning. Left camp to catch 5.05 p.m. train with Eric Markham. Arr. & met Murf Murray at Calgary, & went to Palliser Hotel where he had booked us rooms. Went out, had grub, went to café where met pretty American cashier; Bettsie Mannings. She invited us to a party at 3p.m. but when went to the hotel the party had broken up. she was in our room for about an hour when she had to go. Then 2 half pissed officers barged into our room. One stayed & was giving us his woes on being an instructor. When he went, we went to bed at 6 a.m.
[page break]
1941 THURSDAY DEC. 25
Got up late.
Took the hired car & left Calgary for Banff. Arr. 4.30. 4 miles from Banff picked up howden, Pring & Robinson whose car had crashed. Met two young girls – one very nice. The other invited us to dinner. Wish we did not go. Not much of eats & she was [indecipherable word] (half witted)
Flics in evening – Deanna Durbin in “It started with Eve”. Very good. Murf took Evelyn home – ‘cause he saw [deleted] him [/deleted] her first.
Staying at King Edward Hotel. The car is an old Buick Straight 8. Draughty, terrible brakes, & very loose steering, & clutch slips when going fast or revving too much.
[page break]
1941 FRIDAY DEC. 26
Up late again. started with Evelyn for Lake Louise in car. Murf drives us into a ditch into a snow drift. Eric & I walk to the railway depot 3 miles away But cattle truck hauls it out. I drive there on & got to Lake Louise. Got stuck in snow when stopped there & took 1/2 hour to get going again. So did not see much of Lake Louise. Nobody about & nothing doing. Flics in evening with Eric while Murf had a good time getting into Evelyn in our hotel room.
Banff is certainly a swell place for a holiday especially in summer. Scenery marvellous
[page break]
1941 SATURDAY DEC. 27
Up late again. explored around Banff in the car. Went to the Hot Springs Hotel & back & nearly got stuck in snow again around Sundance Canyon.
Had late lunch with Evelyn & then off back to Calgary. Going fast but could not get above 60 mph due to slipping clutch. Nearly turned over on a bend but when we had to put lights on – not one light went on. Crawled along to garage. They could not find fault – had tea & cake there. Very dark now & crawled along to next garage. We rang up people who we hired car from & garage put it O.K.
[page break]
1941 SUNDAY DEC. 28
Got the 8.15 p.m. train & arr. Med. Hat at about 1.0 a.m.
Had a meal & then to camp. so ended Xmas leave. lectures in morning & flying in p.m.
None for me & Eric though as Cherrington still on leave. but asked to have [deleted] in [/deleted] him changed, May have P/O Hansel a Canadian with whom I went up on first trip. He was a very nice chap.
[page break]
1941 MONDAY DEC. 29
Extremely cold this morning. 210 C. below!
I did not have a flight, but was going up with Hansel at 11.45 but they could not start the engine.
Lectures in afternoon.
[page break]
1941 TUESDAY DEC. 30
Extremely cold again & light snow falling.
Flying in p.m. but was stopped early due to bad visibility – snow clouds. Had [deleted] F [/deleted] Soft ball game instead in the drill hall.
Went to picture show in evening to see “One Step in Heaven”. A religious film but very good & moving at end.
[page break]
1941 WEDNESDAY DEC. 31
Went up for an hour with my new instructor P/O Hansel this morning. He was much better & made you feel very happy & not flustered. Does not bind a single bit. Did some spinning & aerobatics. I should be going solo pretty soon.
Again very cold with light snow on the ground.
[page break]
MEMORANDA
Joyce Stearn.
Marion [deleted] Spiele [/deleted] Jeal
[page break]
MEMORANDA
[crossed through]
REGINALD BROOKS.
29 Ryegate Road,
Grassendale,
Liverpool.
Miss. E. BROOKS
4 Lisburn Lane,
Tuebrook,
Liverpool
Mrs. ARNOLD
26 Kingsley Rd.,
Northampton
Miss E. MADGETT
23 Blenheim Court,
Main Road,
Sidcup. Kent
[/crossed through]
[page break]
MEMORANDA
[crossed through]
Miss A. MADGETT
“Greenend’
Crabtree Road,
Camberley,
Surrey
Mr. L. MADGETT.
87, Westwood Park,
Forest Hill,
London. S.E.23.
Mrs. W. RADLEY,
4 Galahad Road,
Grove Park,
London. S.E.
Mrs. Joshing (Marge)
[/crossed through]
[page break]
MEMORANDA
[crossed through]
Rosemary Stapp
332, East North St.,
Greenburg,
Indiana,
U.S.A.
JOAN ELDRIDGE
“Granezza”,
Green Way,
Chislehurst,
Kent.
BETTY SKINNER
62 Sidcup Hill,
Sidcup,
Kent.
[/crossed through]
[page break]
MEMORANDA
[crossed through]
MAUREEN BOWERMAN
[deleted] 62 [/deleted] High Street.
Sidcup. Kent
AL WILLIAMSON
249, Furby Street,
Winnipeg,
Canada
(AL WILLIAMSON)
RAHN OPTICAL Co. LTD.
410. Canada Bldg.
Winnipeg,
Canada
FRANK MARSH
48, Roslin[deleted]e[/deleted] Way,
Bromley,
Kent.
[/crossed through]
[page break]
MEMORANDA
[crossed through]
MR. McNELLY
2904 Hill Avenue,
Regina,
Saskatchewan
Canada.
(Mrs. Wrights cousin)
MAJOR H.E. FORD
101 Saskatchewan Crescent,
West.
Saskatchewan,
Canada.
(Mrs. Wrights brother)
MARY STEWART
Ocean Flats
Station Road,
Sidcup. Kent.
[/crossed through]
[page break]
MEMORANDA
[crossed through]
NICK NASH
670. 8th. St.
MEDICINE HAT. ALTA
CANADA.
ELSPETH. Mr. & Mrs. McNelly
2904, Hill Avenue,
Regina,
Sask. CANADA
Mrs. AM HAMILTON
DALHOUSIE JUNCTION
NEW BRUNSWICK.
CANADA.
Dick Kirby
41. St. Johns Rd.
Sidcup.
Kent
[/crossed through]
[page break]
MEMORANDA
Mrs. Stephen
1872 W. 3rd.
Vancouver.
B.C. Canada.
[page break]
CANADA. MEMORANDA 1941
[table] [underlined] LETTERS SENT [/underlined]
DATE TO VIA
21-8 HOME AIR TO COAST
23-8 J. BIGGS ORDINARY
23-8 R. STAPP. ORDINARY
27-8 B. SKINNER AIR MAIL
31-8 R. STAPP ORDINARY
2-9 J.BIGGS AIR TO COAST
3-9 B. SKINNER AIR MAIL
5-9 HOME AIR MAIL
8-9 L.MADGETT ORDINARY
29-9 HOME ORDINARY
2-10 E. MADGETT ORDINARY
2-10 J. BIGGS ORDINARY
7-10 B. SKINNER AIR MAIL
7-10 HOME AIR TO COAST
16-10 HOME AIR MAIL
19-10 J.BIGGS AIR MAIL
“ McNELLY ORDINARY
20-10 R.STAPP ORDINARY
“ McG.WILLIAMS ORDINARY
“ E. BROOKS AIR MAIL
18-10 B. SKINNER AIR MAIL
25-10 E. MADGETT ORDINARY
26-10 B. SKINNER AIR MAIL
[page break]
MEMORANDA
[table] [underlined] LETTERS RECEIVED [/underlined]
DATE FROM VIA DAYS
29-8 R. STAPP (2) ORDINARY
2-9 B. SKINNER. ORDINARY 24
8-9 L. MADGETT. ORDINARY 39
20-9 E. MADGETT AIR MAIL
22-9 J. BIGGS ORDINARY 42
“ HOME ORDINARY 41
“ R. STAPP ORDINARY
30-9 HOME (BERE REGIS) ORDINARY 33
11-[deleted]9[/deleted]10 HOME (POSTCARD) AIR MAIL 25
15-[deleted]9[/deleted]10 HOME (POSTCARD) AIR MAIL 20
“ HOME AIR MAIL 21
17-[deleted]9[/deleted]10 HOME (POSTCARD) AIR MAIL 29
18-[deleted]9[/deleted]10 HOME (POSTCARD) AIR MAIL 26
22-[deleted]9[/deleted]10 HOME (POSTCARD) AIR MAIL 30
“ McNELLY ORDINARY
24-10 E. MADGETT ORDINARY 21
“ B. SKINNER ORDINARY 36
27-10 J. BIGGS AIR MAIL 29
29-10 E. BROOKS(PIC) ORDINARY 41
“ C. RADLEY ORDINARY 41
2-11 A.M. HAMILTON ORDINARY
5-11 E. BROOKS AIR MAIL 23
[page break]
MEMORANDA
[table][underlined] LETTERS SENT [/underlined]
DATE TO VIA
29-10 J. BIGGS AIR MAIL
1-11 B. SKINNER (P.C) ORDINARY [inserted vertically] REGINA [/inserted vertically]
“ HOME (P.C) ORDINARY
4-11 HOME AIR MAIL
“ C. RADLEY ORDINARY
8-11 A.M. HAMILTON ORDINARY
9-11 B. SKINNER AIR MAIL
“ HOME AIR MAIL
15-11 H.E. FORD ORDINARY
17-11 HOME AIR MAIL
“ J. BIGGS AIR MAIL
“ E. McNELLY ORDINARY
18-11 M.BOWERMAN AIR MAIL
“ HOME AIR MAIL
“ G. FORD ORDINARY
22-11 M. STEWART ORDINARY
“ J.E. BIGGS AIR MAIL
24-11 B. SKINNER AIR MAIL
3-12 HOME AIR MAIL
8-12 B. SKINNER AIR MAIL
22-12 HOME ORDINARY
[page break]
MEMORANDA
[table][underlined] LETTERS RECEIVED [/underlined]
DATE FROM VIA DAYS
10-11 HOME (P.C.) AIR MAIL 35
15-11 HOME AIR MAIL 25
15-11 HOME (P.C.) AIR MAIL 31
“ M. RADLEY (P.C.) AIR MAIL -
18-11 E.MADGETT ORDINARY 28
20-11 G. FORD AIR MAIL
21-11 HOME AIR MAIL 25
4-12 D.KIRBY ORDINARY 28
“ R. STAPP ORDINARY
6-12 B.SKINNER ORDINARY 39
“ E. MADGETT ORDINARY 33
10-12 B. GIRDWOOD ORDINARY
13-12 HOME AIR MAIL 33
20-12 HOME AIR MAIL 25
26-12 HOME AIR MAIL 17
29-12 HOME AIR MAIL 42
“ B. SKINNER ORDINARY 39
23-12 R. STAPP ORDINARY
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
Hedley Madgett diary 1941
Description
An account of the resource
Daily entries for most of year 1941, First half of year entries cover events in England before joining Royal Air Force. Entry for May includes call up papers and travel to Stratford on Avon. June move to Scarborough. August to Wilmslow, sea journey to Halifax and train across Canada to Swift Current. Daily entries cover training and other activities at Stratford on Avon, Scarborough and Wilmslow. August entries cover journey to Canada and training and other activities at Swift Current. Moves at the end of November to Medicine Hat and entries describe training and activities a that location.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941
Format
The file format, physical medium, or dimensions of the resource
Thirty double page pocket diary and covers
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Diary
Identifier
An unambiguous reference to the resource within a given context
YMadgettHR1330340v2
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
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Yorkshire
England--Cheshire
England--Warwickshire
England--Scarborough
England--Wilmslow
England--Stratford-upon-Avon
Canada
Nova Scotia--Halifax
Saskatchewan--Swift Current
Alberta--Medicine Hat
Alberta--Calgary
Alberta--Banff
Alberta--Lake Louise
Manitoba
Saskatchewan--Moose Jaw
Saskatchewan--Regina
England--London
Saskatchewan
Alberta
Nova Scotia
Québec--Rivière-du-Loup
Québec
Temporal Coverage
Temporal characteristics of the resource.
1941
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
Steve Baldwin
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
aircrew
entertainment
Harvard
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11238/PMadgett15010002.1.jpg
44435d9705e936fd28cf6191fe52c5f8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11238/PMadgett15010003.1.jpg
55f6be5c812046f2a020ca4f53063e11
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hedley Madgett in train engine
Description
An account of the resource
Hedley Madgett wearing greatcoat and side cap looking out of the window of a Canadian Pacific Railway G3 4-6-2 steam engine. On the reverse 'Yours truly in cab of engine at Swift Current, 26 Oct 1941'.
Identification kindly provided by the Rocky Mountain Rail Society, and by Dave Hooton, Alfred Dawe of the Vintage railway stations, Round houses, Locomotives, coaches, cabooses of Canada Facebook group,
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-10-26
Format
The file format, physical medium, or dimensions of the resource
One b/w photograh
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgett15010002, PMadgett15010003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-10-26
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.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11241/PMadgett15010005.1.jpg
8617757a6226bcab6c9e399009d00aa0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11241/PMadgett15010006.1.jpg
d56f29512dc184fe08193bf228f9fd85
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hedley Madgett standing in snow in front of building
Description
An account of the resource
Hedley Madgett wearing winter overall standing snow by a door to a building. On the reverse 'Me - taken by Bill!, 32 EFTS Swift Current, Nov 1941'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PMadgett15010005, PMadgett15010006
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-11
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Flying Training School
military living conditions
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/18820/LMadgettHR147519v1.1.pdf
4bf7e61c956691422772fa0891cc6011
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Hedley R Madgett’s Royal Canadian Air Force pilots flying log book
Identifier
An unambiguous reference to the resource within a given context
LMadgettHR147519v1
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Royal Canadian Air Force pilots flying log book for Hedley R Madgett, covering the period from 23 September 1941 to 15 August 1943. Detailing his flying training and operations flown. He was stationed at RCAF Swift Current, RCAF Medicine Hat, RAF Brize Norton, RAF Little Rissington, RAF Wattisham, RAF Kinloss, RAF Wigsley and RAF Syerston. Aircraft flown were, Tiger Moth, Harvard, Oxford, Whitley, Manchester and Lancaster. He flew a total of 30 night operations with 61 squadron, failing to return on his 30th operation to Peenemunde. Targets were, St. Nazaire, Duisburg, Berlin, Spezia, Stuttgart, Stettin, Gardening Baltic Sea, Essen, Dortmund, Pilsen, Dusseldorf, Bochum, Oberhausen, Cologne, Krefeld, Mulheim, Wuppertal, Gelsenkirchen, Hamburg and Peenemunde. His pilot for his first 'second dickie' operations was Flight Lieutenant Barlow.
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
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Alberta--Medicine Hat
Czech Republic--Pilsen Basin
England--Gloucestershire
England--Nottinghamshire
England--Oxfordshire
England--Suffolk
France--Saint-Nazaire
Germany--Berlin
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Krefeld
Germany--Mülheim an der Ruhr
Germany--Oberhausen (Düsseldorf)
Germany--Peenemünde
Germany--Stuttgart
Germany--Wuppertal
Italy--La Spezia
Poland--Szczecin
Saskatchewan--Swift Current
Scotland--Moray Firth
Saskatchewan
Alberta
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
Type
The nature or genre of the resource
Text. Log book and record book
Text
61 Squadron
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
Harvard
killed in action
Lancaster
Manchester
mine laying
missing in action
Oxford
pilot
RAF Brize Norton
RAF Kinloss
RAF Little Rissington
RAF Syerston
RAF Wattisham
RAF Wigsley
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/797/10779/PDeanJEH1701.2.jpg
bceede6a4853b1983c889df55bddcadc
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/797/10779/ADeanJEH170913.1.mp3
6f47adb3b5809113563fa431fe9e92f6
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
Dean, John Eric Hatherly
J E H Dean
Description
An account of the resource
An oral history interview with John Dean DFC (1922, 173978 Royal Air Force). He flew operations as a navigator with 77 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
2017-09-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Dean, JEH
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DM: This interview is being conducted for the International Bomber Command Centre. The interviewer is David Meanwell. The interviewee is John Dean. The interview is taking place in Mr Dean’s home in Westerham in Kent on the 13th of September 2017. Ok, John if you could perhaps tell me where and when you were born and a bit about your early life.
JD: Yeah. Well, I was born at Edmonton in North London in 1922 which means that I’m ninety four. Ninety five next birthday. And I grew up mainly in London but my family moved out when I was about twelve and we went to, to live in Middlesex. And I remember on the morning of the 15th of August 1940 standing outside the house where I lived with my parents and watching a German aircraft which I think was an FW190 being pursued by a Spitfire. This was in, coming from North London and the FW190 had smoke coming out of its engines and obviously the Spitfire had [coughs] had shot it down. It was pursuing it until it crashed. And from that moment on I decided I wanted to be a Spitfire pilot. And as I was just over eighteen I was able to go to the RAF recruiting office in London and I joined up. I joined up on the 1st of November 1940 when I was eighteen years and four days, four days, five days old. So that was my introduction to the Air Force. Unfortunately, I didn’t achieve my ambition of becoming a Spitfire pilot because although I did elementary and basic flying training on, on Tiger Moths and later on Harvards I met my Waterloo on Harvards because I developed this annoying habit of landing the aircraft about thirty feet above the runway. So [laughs] they took me off Harvards and sent me to a navigation school in, in Canada in fact which was quite interesting and I did my training there and came back, and I was, ultimately found myself in Bomber Command with 77 Squadron.
DM: When, when you went to Canada you went by ship I assume.
JD: Yes. Sure.
DM: Was that sort of eventful or was it an easy, an easy trip?
JD: Well, only eventful to the extent that it was very uncomfortable because we went out in a very small Dutch vessel called the Volendam. And it was only about, I don’t know twenty five thousand tonnes or so. A very small ship and there were masses of us crowded in this small ship. And for most it took fourteen days to cross the Atlantic, and most of the time we were in a violent storm and the number of people who were sick on each other. I can remember it, you know with some horror really. But on the way back we came back on the Queen Mary which was then a troop ship and that did the trip in three and a half days so that wasn’t too bad. Yes.
DM: Whereabouts in Canada did you train?
JD: Well, we went eventually, initially to a place called Saskatchewan. Swift Current in Saskatchewan and we went by train from Halifax and that took, as far as I can recall it took about four days to get to, to Swift Current which was then a tiny hamlet but today I gather its quite a rather large township. And there I did some flying training on, on Harvards, and as I say my training came to an end and I then went back. Was transferred to a place called Chatham in New Brunswick to do my navigation training.
DM: So you came back to the UK. Trained as a navigator. So, I suppose the next thing, was it crewing up that happened next?
JD: Yeah. We went to [pause] it was either 1652 or 1658 Heavy Conversion Unit at, it was either Marston Moor or Lisset. I can’t remember precisely and there I got crewed up with an Australian pilot called [Gallant Lee] and he had already acquired all the other crew members and it was, it was the flight engineer who approached me asking me if I was looking for crew. So I said yes and that’s how, you know I met my crew. And as soon as that happened of course we were posted off to, to 77 Squadron and we did half our tour with Bill [Gallant Lee] at Elvington.
DM: What type of aircraft were you flying?
JD: Halifaxes. We started off in the early Halifaxes with inline engines. The Merlins. And of course they were very much underpowered. Anyway, we did half the tour with Bill [Gallant Lee] the Australian and then he was grounded with sinus trouble. So, we were then transferred back to I think it was 1652 Heavy Conversion Unit which was then Marston Moor to find another pilot which we did. And he was a South African. A flight lieutenant called Smiler Welch. And he was called Smiler because he was never seen to smile. Typical RAF humour, you know. So we got back to the squadron with Smiler Welch, and he immediately became a flight commander which meant that we didn’t operate very often. Perhaps once every two or three weeks rather than every other night. So it meant that we took about six months to complete our tour. So all in all we were on the squadron for a year to complete a tour. Which was much longer than most people of course. Anyway, we, we were successful in completing our tour of thirty three ops which included six mine laying trips, which as you probably know was each mine laying trip was counted as a half. And then that took us up to July or, yeah July or August 1944 and at the end of my tour I was transferred back to Marston Moor as an instructor. And that lasted for about six months until about December 1944, or January of forty, no. It must have been a bit later because we were posted. Oh, incidentally yes I acquired a new crew at Marston Moor and at the end of the six months training we were posted to India. And we were all packed up ready to go when the war ended fortunately. So we didn’t go to India. So I stayed on. I forgot to mention at the end of my training my crew and I were transferred to Transport Command and we stayed on in Transport Command until I left the RAF in 1947.
DM: So we go back to I suppose really you could say that your operation, your thirty flights or more because you did some mine laying flights was sort of split into two halves with two different pilots.
JD: Yeah.
DM: As you said the chap who had the problem with his sinuses and then the South African. Were they both similar in their outlook or —
JD: Completely different.
DM: Right.
JD: Yeah. Bill [Gallant Lee], he took a violent dislike to me when we met [laughs] He used to refer to me as, ‘That bloody pommie,’ you know [laughs] And anyway eventually we settled our differences and got on extremely well. And I liked Bill. He was a very straight talking Australian as most, most Australians are and he died, oh it must be about ten or fifteen years ago and I was very sorry to hear that. Yeah. Completely different to Welch. He was a very, what’s the word I’m looking for? He never said very much and —
DM: Taciturn, I suppose.
JD: Gave the impression he was terribly unhappy with life generally, you know. And whereas my flight engineer, unfortunately he died two years ago he kept in touch very closely with Bill [Gallant Lee] in Australia and actually visited him. With Smiler Welch he, at the end of the war he disappeared from our orbit and we never heard from him again. And I don’t know whether he’s still alive or not. I did try to find out some years ago by writing to somebody in South Africa. There’s an organisation which is connected to the RAF but they had never heard of him. Anyway, so that was Welch. A completely different cup of tea.
DM: Have you any particular memories from operations? Any close calls? Any sort of particular horrors, or —
JD: During our tour?
DM: Yes.
JD: Well, yes I mean it is extraordinary. I’ve always, I still think this, I thought it for some time. I think it’s extraordinary how in the midst of such horror going on with aircraft being shot down and being, catching fire and so on we virtually sailed through our thirty three ops with hardly a scratch. I did think there were a number of people who experienced the same thing, but there were one or two incidents where we came very close to meeting our doom as it were. One was a case where we were bombed by another aircraft and this was on a daylight raid. Not a daylight raid. A night raid to a place called Lens which was a big, big marshalling yard in France and it was so important that the Pathfinders had lit up the place with their flares so when we got there it was just like daylight and there were about three hundred and fifty aircraft converging on this place, Lens. And as we were doing our bombing run the flight engineer, Derek who was standing up next to the pilot and on the Halifax there was an astrodome immediately above where the engineer worked. He looked up and he said, he said, ‘There’s an aircraft right above us.’ And then there was a pause of a few seconds and he said, ‘There’s a bomb coming down.’ And a few seconds later it hit the aircraft and came in to the Halifax. Well, we were a bit, well to say a bit scary was probably an understatement but we just waited for this damned thing to explode but it didn’t. And then after about a minute or so the pilot said to the engineer, ‘Derek, go back and see what it is.’ And he undid his, his intercom and went back and then a few seconds later he came back on and said, he said, ‘I’ve got the bomb. It’s a twelve pound oil bomb.’ And by that time the, the aircraft that that had dropped it had moved off but Derek knew sufficiently enough, enough about aircraft to identify it as being a Stirling. And then there was a debate in the aircraft I remember. Half the crew wanted to take the damned thing back, the bomb. And the other half wanted to get rid of it.
DM: Which half were you with?
JD: What?
DM: Which side were you on?
JD: I wanted to keep it actually [laughs] and then the pilot intervened and said, ‘Enough of this bloody nonsense. Get rid of it.’ And so Derek got rid of it. So that was a very close call because I gather that there were untold instances of aircraft being bombed but nobody lived to tell the story. But we were probably very lucky. And then we had one or two encounters with, with night fighters which was a bit scary and on one occasion we were very severely hit by an anti-aircraft shell which completely disabled all our electrics. It didn’t interfere with the flying ability of the aircraft strangely enough. The engines kept working. But it meant that when we got back to UK we had no means of communicating with the ground and at the same time we, I was operating a navigational aid called Gee. You’ve probably heard of it. And that didn’t work, and it was still very dark when we got back to the UK and none of us had a bloody clue as to what, where we were. So we were stooging around UK looking for somewhere to land and then we saw this runway lit up and so we just went, went in and landed and of course we were unable to tell the people who we were so they started firing at us with, [laughs] well, I suppose it must have been some sort of cannon or something. Fortunately, they were very bad shots. Anyway, we landed and we couldn’t open the hatch to get out because this anti-aircraft shell had damaged the door so they had to, the people, the people on the ground had to go off and get a long piece of wood and smash the door in. So, and then we found out that we’d landed at a, what was it called? [pause] What was the name of the training unit before an HCU?
DM: Oh.
JD: It’s something like an Initial Training Unit or something.
DM: Yes. Yes.
JD: Anyway, it was, it was Silverstone which later became, you know the motor racing place, and they were training crews for Bomber Command using Wellingtons. So that, you know what was a nice ending to the story too. Again, what could have been quite a nasty ending because we were lucky to find an aircraft. I think we had about ten minutes petrol left when we landed. Yeah. So one or two quite narrow escapes, but from which we, we emerged successfully as it were.
DM: Was that the only time you got lost or did you have other — ?
JD: No [laughs] To my everlasting and undying shame we got completely lost on my first operation which was to Mannheim. And Mannheim is, let me see, it is, it is northwest of Berlin and it is situated between Berlin and the north coast of Germany. Up near [pause] I can’t, it’s, it’s sort of in the Lubeck, Lubeck area, where the coast is. And the route planners took us up north of, of the northern coast over the North Sea so that to give the impression to the Germans we were heading for Berlin, and then about fifty miles short of Lubeck we had to turn a sharp right and approach Mannheim from the north. Well, somehow and I don’t know how it was I turned right about twenty miles west of Lubeck instead of fifty. No. The other way around. Sorry. We turned right which is what we should have done so that it took us down to the west of Mannheim, and I remember the flight engineer saying after we’d flown, after we’d turned right for about an hour or so the flight engineer saying, he said, ‘It’s very strange,’ he said, There’s a big, big fire on our, on our port side.’ He said, ‘I wonder what that is.’ So I had a look at my chart and then I realised I’d made a gigantic error. So I said to, it was still Bill [Gallant Lee] then, I said, ‘Bill, I’m dreadfully sorry. I’ve made a complete cockup,’ I said, ‘We’ve turned too early.’ And I said, ‘Mannheim is on our left.’ And he said, ‘Ok.’ So he turned the aircraft to the left and we, instead of approaching Mannheim from the north we were on the west side of Mannheim and we were meeting aircraft coming out of Mannheim having dropped their bombs. So, again it was rather a perilous thing to do but we did it. We went back and dropped our bombs on Mannheim and managed to get through. So when I can, you know I think it was an example of the guardian angels looking after us really. But when I got back we had to, I had to discuss, you know the trip with the squadron navigation officer which was the usual thing and he looked at me and he said, ‘John, you are bloody lucky aren’t you to be here?’ And he was right actually. But that was the only time I got lost I think.
DM: When you were training navigators after your, you know, when you went to the HCU to be trainer was that mainly ground based or was there a lot of flying?
JD: On the contrary, no. We, most of the time we spent in the air. This was at Chatham, in New Brunswick. Most of the time we were flying Ansons and you know, the training at Brunswick I do recall was very exhaustive, and we were trained by Canadian instructors and they were very, very good and passionate about the job they were doing, you know. And we spent, I can’t remember exactly I’d have to refer to my logbook, but we spent a great number of flying hours in Ansons training and one of the things we did was to take, we did quite a lot of training on aerial photography. And somewhere in the house here I’ve got quite a lot of photos of, taken from Ansons. A very slow, sort of noisy aircraft but very interesting.
DM: When you were a trainer so, because you did some training between your tours I think, didn’t you?
JD: Yeah. Well, I was with [pause] I did my, yeah I was an instructor at I think it was 1652 Heavy Conversion Unit and of course there we flew again. I think it was Wellingtons. I can’t remember. But my job was to, again mainly in the air. I did very little instructing on the ground. I used to go up with trainee navigators as part of their training to observe what they were doing and to correct them if I thought they were doing anything wrong. So I did quite a lot flying there.
DM: Where were you based when you were doing that?
JD: I think that was Marston Moor. I should have got my logbook with me but I think that that would tell me. But I think it was Marston Moor. Quite near York. A celebrated historical place, of course.
DM: Indeed.
JD: Yeah.
DM: Yeah. So, I assume that included night exercises as well as daytime flying.
JD: Sorry, the —
DM: Night exercises as well as daytime when you were assessing the navigators.
JD: Oh yes. Sure.
DM: Was that, did you feel safe? Or —
JD: Well, yes because [pause] did I feel safe? Well, I suppose I did [laughs] Yes. I mean we were using, we were using Gee and whereas Gee was jammed over, over Europe, in Britain it wasn’t of course and it was an excellent navigation aid that I recall. So we were never lost at all. So I felt you know completely confident that we’d get back all right.
DM: So then you were supposedly going to go to India but as you say that didn’t happen because the war ended. And then, but you were in Transport Command.
JD: Yes. We were. After the war we were transferred from Elvington in Yorkshire to a place called Stradishall in, in Suffolk and that was about twenty five miles south of Bury St Edmunds. And Stradishall Aerodrome was a peacetime RAF base so that all the buildings were pre-war RAF buildings, including the officers mess because by that time I’d been commissioned. And whereas previously in, at Elvington we had to bunk down in in Nissen huts at Stradishall we had posh buildings and rooms to ourselves you know. So that was quite a step up in the social world as it were. Yeah. And the aerodrome of course was right next to Stradishall village. A tiny village. About two or three hundred people and it was there, of course I met my wife and got married.
DM: So, she was a local girl was she?
JD: Yeah. She was the wife of the local vicar so, and I met her in a pub dare it be said. Yeah. So, that was Stradishall and we operated out of Stradishall flying a variety of aircraft including the York which was the model, the civilian version of the Lancaster. And the York was the first aircraft where we were allowed to smoke. In Halifaxes and I understand Lancasters and certainly Wellingtons it was absolutely taboo to smoke in aircraft. Unlike the Americans where they used to issue out cigars if you wanted them I gather. But in the York I don’t know why but we were allowed to smoke. Most of us did smoke then of course so that we did. But we used [pause] yes. Smoke. Sorry, Yorks and Stirlings, and the Stirlings were found to be not very stable aircraft, and there were a number of crashes both her in the UK and also enroute. And the route to India took us via Libya. That was the first stop. I remember that it took us ten hours from our base in Stradishall to get to the first bit. The first landing stage in Libya. So we were pretty worn out then, and then after we’d spent a night there and then the next stage was Cairo West which as the name indicates is west of Cairo and that only took about, about eight hours. Seven or eight hours. And then we went from Cairo West to Habbaniya or Habbaniya I’m not quite sure which is the right pronunciation, in Iraq which was an RAF base. A peacetime base. And we landed there for refuelling and then after a few hours we took off, and then we went through to Karachi which was the end of my journey. Although on one occasion we went down to Madras so the whole of that trip was of course very interesting. And I remember on one occasion we were going in to Habbaniya or Habbaniya in Iraq and there was some natives on the ground who started, who had rifles and they started firing at us. So the pilot said to ground control, he said, ‘What the hell’s happening?’ And the controller said, ‘Well, go around and disappear for a minute because we’ve got a little tribal war going on.’ And apparently in that area one tribe used to fight with another sort of every other Wednesday, you know, and that sort of thing. And when we appeared we were another choice target and fortunately they were very bad shots. Anyway, that was quite exciting.
DM: What sort of things were you carrying?
JD: Well, mainly war material but it was all boxed up so we didn’t, we didn’t know what it contained. We assumed it was things like guns and other stuff which, which couldn’t be left in India. And occasionally half a dozen people but not very many because the aircraft wasn’t really converted to carry passengers. It was mainly boxes and we never knew quite was in them. It could have been bombs I suppose but they never told us. Also we were able to, I remember on one occasion we were allowed to bring, I think it was one item which we brought locally in Karachi and most of the, most of my crew bought carpets so there were quite a large proportion of the air craft was taken up with carpets. Anyway, we got those through. Yes. Happy days.
DM: Did you used to fly things out to India or was it an empty aircraft?
JD: Sorry? No. As far as I recall we flew out empty. I can’t remember [pause] Yeah. I don’t think we took anything out. It was, we were just meant to bring things back. Quite why they used aircraft to do this I never found out because it would have been a damned sight cheaper to use, you know ships. I suspect that those boxes contained, you know what we would refer to as secret material of some kind but they never told us. Never told me anyway. I suppose the pilot knew. And in those days of course when you’re young you tend to accept things without question don’t you?
DM: That’s true.
JD: Which we did.
DM: So you were doing that for about two years.
JD: Yeah. Again, I’d have to refer to my logbook. Yeah. Actually, I’ve got the chronological times a bit wrong. I was transferred from Elvington, the squadron to Marston Moor as an instructor in July 1944 and that went on until December 19 — 1944. January. And then in January 1945 I’d forgotten to mention I was transferred from Marston Moor to [pause] to Stradishall. That’s right. I’m sorry. I think I said that I went from Elvington to Stradishall. That’s not the case. I went from Marston Moor to Stradishall where we were formed up as 51 Squadron and it was 51 Squadron who did all the flying to India. So, I hope you can make —
DM: Yeah.
JD: Sense of all that. And so we flew from India from, from [unclear] flew to India from Stradishall from about January 1945 to July ‘47. Just over two years.
DM: Did you volunteer for that or did you not have any choice?
JD: We were just told, you know.
DM: Right.
JD: There was no question of —
DM: Yeah. Yeah.
JD: Yeah. Well, they had to. I mean, now that it is all over of course one realises that Bomber Command HQ had to find somewhere to put all its aircrew, surviving aircrew you know so that they could become gainfully employed. And I suppose Transport Command was the obvious choice really. I mean I don’t know how many other members of 77 Squadron ended up in Transport Command. All that I know is that we were told to go there. We went.
DM: Could you have stayed on longer if you’d wanted to?
JD: Yes. I could and in fact that was my intention. I wanted to stay on in the RAF but my wife, well we got married fairly, fairly soon after we met really. Oh yes. It was at Stradishall on 51 Squadron after I’d got married there that we, I was posted, we were posted to India. And when I said, told my wife about this she said, ‘Do you really want to go?’ And I said, ‘No.’ And she said, ‘Well, I don’t want you to go either. What about coming out of the RAF?’ So, that was why I left really.
DM: Right. What did you do when you came out?
JD: Well, I spent some time trying to find out what I wanted to do and eventually came up with the, with the answer that I wanted to be a surveyor. And at that time the Royal Institution of Charted Surveyors which I wanted to become a member of had arranged training courses at various places and I applied for one and I got a training place. And this was at [pause] somewhere near Reading I think it was. I can’t remember. And that training lasted for about six months to give us a basic, a basic idea what a surveyor did and then the rest of the time in order to qualify I got a job at Ipswich where my wife was living and did home study to qualify. And that took me about three years and then eventually I sat their exams and did qualify and I became an Associate Member of the Royal Institute of Chartered Surveyors. But I then did, having qualified it sounds strange to say this but I found it very difficult to get a job, a paid job and this was because so many people had decided to travel this route because of this, the availability of this training. And the only job I could find was in Manchester and I went home and told my wife. She said, ‘I’m not going to Manchester.’ I said, ‘Well, what will we do?’ She said, ‘Well, we must find something else to do.’ And then I spoke to a colleague of mine who’d, he wasn’t . He didn’t train as a surveyor. He’d done something else. And he said, ‘Why don’t you write to — ’ he said, ‘I do know that they need surveyors abroad. Why don’t you write to the Colonial Office and ask them if they’ve got any vacancies?’ Which I did, and they wrote back. Well, I went up for an interview and they wrote back six weeks later and said, “Dear Mr Dean, we can offer you, thank you for coming for an interview. We can offer you a post in Hong Kong.” And I really wanted to go but my wife wasn’t very keen so I wrote back and said, “Well, thank you very much. Do you have anything a bit sort of a bit nearer? Say, like Africa?’ And they wrote back strangely enough and said yes and they offered me another job in Northern Rhodesia. So that’s where I went and I spent fifteen years there. Not as a surveyor. I went out, they said to me that the only job available at the time was as an administrator. So I went out as a, what was called a district officer and spent, you know fifteen years there. And that was quite good fun. Africa of course was, well I don’t know about today of course. It’s a bit, it’s a bit sort of full of guns and dictators but in our time of course it was very peaceful and the conditions of work were very good. We used to do a tour of three years and get six months leave and that sort of thing. Ostensibly, the six months leave was because of the unhealthy living conditions but where we were in Northern Rhodesia we found it extremely healthy but fortunately the authorities hadn’t caught up with that.
[telephone ringing – interview paused]
DM: So you came back, I suppose. Back to the UK.
JD: Yeah. Came back to the UK and I got a job as a, with a national training organisation where eventually I became a personnel manager and that, that lasted until about fifteen years when the training organisation I was with closed down. And so for the second. Oh yes. I was with, I was in Northern Rhodesia until it became independent. It became Zambia and I stayed on. It became, Northern Rhodesia became independent in October 1964 and I stayed on for a couple of years until, until ’64. Yeah. Until ‘66 ’67. And then I decided that it was time to retire and come back because there really wasn’t much future in Zambia for white civil servants quite naturally. So I came back and I managed to find a job as I say with this training organisation where I became personnel manager and that lasted for fifteen years until the organisation closed down. And then I became, I was very lucky because I was out of work for about two or three months which I found extremely boring. Then I don’t know quite how it happened but I managed to find a job as, as bursar to a school in Kent and that lasted until well past retiring age. So, again I was very lucky.
DM: Did you keep in touch with people from the Air Force?
JD: Yes. Well, I kept in touch with, I’d already said the pilot, by that time of course Bill [Gallant Lee] our first pilot had died and Smiler Welch, the second guy, pilot had just disappeared. But I kept in close touch with Derek Compton, my flight engineer and we used to meet up occasionally. He lived down in Dorset at Christchurch and he died about two years ago. I also met up with my wireless operator who lived in Liverpool and I did a trip up there to meet him. I got along with him extremely well. And I also met, I also met the rear gunner. Butch Sutton. He was called Butch because he was the son of a butcher you know. RAF term. The bomb aimer I didn’t keep in touch with because he lived in Scotland and the rear gunner [Kitch May] sorry, the mid-upper gunner [Kitch May] lived in Cornwall. But I used to, we used to correspond [Kitch May] and so for a few years anyway I kept in touch with most of the crew but towards the end it was because they, you know how it is you stop writing and stuff like that. But with Derek Compton my flight engineer I stayed with him several times and unfortunately the poor chap died about two years ago. So yes I did keep in touch and also 77 Squadron formed a Squadron Association which I joined and we formed, when I say we members in the south of England formed a sub-branch because the main meeting was up in Yorkshire I believe. Anyway, there were about a dozen or so of us in the south who formed this sub-branch and we used to meet every May at [pause] I’m afraid my memory isn’t very good these days, a town down [pause] I can’t remember where it is. The town begins with M but it doesn’t matter the name of the place. We used to meet at the White Horse in this town starting with M and there were about a dozen or so of us and we used to meet sometimes with our wives or girlfriends, whatever and chat and have lunch you know. And I used to meet Derek Compton my engineer there. He was there on every occasion. And I used to pick up another navigator from 77 Squadron who was badly shot up over [pause] again my memory lets me down. It’s a big, a big port in France. In Brittany. Beginning with B I think it is.
DM: [unclear]
JD: Can you remember it? You can’t. Anyway, it doesn’t matter. But the poor chap got badly shot up and virtually lost an eye so he was grounded and he lived at [pause] oh dear. Again, my memory for places. He lived at [pause] well about thirty miles from here towards Guildford. Near Guildford. He lived near Guildford and I used to get there and because, because of his eye he couldn’t drive and he, he had a very nice Mercedes car. And when we first met he said to me, ‘Will you drive me to the reunion?’ I said, ‘Of course I will,’ I said, ‘But there’s one condition.’ He said, ‘What’s that?’ I said, ‘You let me drive your Mercedes.’ And he said yes. So once a year I got the opportunity of driving this magnificent car down to wherever it was. And the poor chap he developed dementia and eventually was admitted to a home. You know, a nursing home and died there about three years ago. But he and I, we knew each other from, from the squadron and we got on extremely well. And he, he ended up as a director of operations with British Airways so he had done very well. But I remember one of his drawbacks was on the way down, driving in this car of his he kept on saying to me, ‘Now, do you know where you are, Dean?’ you know [laughs] And I used to tell him, I used to say, ‘For God’s sake, shut up otherwise we shall get lost.’ But we had a good relationship and I’m sorry, I was very sorry he died, you know. Yeah. Those were most of the people who went, who attended these, these May meetings. Of course, it got to a point where it was difficult for them to drive or get to to the meetings. So we abandoned it or it was abandoned about two years ago. And it was started I remember that the whole this, this sub-branch was started by a man called Varley, who was another navigator who I knew and he unfortunately he died to. So I’m beginning to think I’m about the only one left from 77 Squadron. There must be others. Talking about the survivors I was interested to find out quite recently how many Bomber Command aircrew are left alive today. And I’ve always thought it was about between three and four thousand and I tried to get in touch with the Bomber Command Association of which I used to be a member but I gather that’s been completely disbanded now because there are so few members. And then on the internet, I use the internet quite, quite a lot on Facebook I came across this Bomber Command history forum and in the forum was somebody there call Dee mentioned the IBCC. You probably know about this lady, Dee.
DM: I’ve heard.
JD: You know about her. Well, she in fact put me in touch with the IBCC or reminded me because I’d been in touch before and I posted this question on Facebook and she came back and said she’d spoken to somebody at IBCC and they thought it was just over two thousand. But nobody really knows because no records have been kept have they?
DM: No. No.
JD: So, it’s all guesswork really but I think two or three, between two or three thousand is right. I mean immediately after the war there was something like a hundred and twenty thousand left. But the war, that’s what we are talking about? Getting on for seventy years ago now, aren’t we? So, there can’t be many left.
DM: No. Do, do —
JD: Yeah.
DM: Do you remember your time with Bomber Command with fondness or —
JD: With —?
DM: With fondness or —
JD: Yes. Well, it’s, no I don’t know about fondness. Yeah. I mean let’s be, let’s be honest it was a pretty scary time. Although as an individual I never felt that I was, I was going to get killed. I always thought that I was going to survive and I think this may have been due to the fact that when one is young, I was twenty or so you never think anything is going to happen to you. Well, obviously I was always optimistic. But I must confess that before each trip when we were sitting outside the aircraft waiting to get in and start the engines and they’d always happen for about a half an hour it then suddenly dawned on you what you are doing, you know. And then I do remember getting a bit apprehensive then. But once in the aircraft as the navigator I was busy from, you know the first, from the first minute as it were until the end of the trip. And that meant that one I was occupied and didn’t have time to think about you know being attacked. And it now, you know it’s occurred to me since that the other members of the crew sitting there staring out into the darkness they must have been petrified I should think most of the time but they obviously never mentioned it. Yes. I mean, I think probably a navigator in Bomber Command probably had the best job really because he was occupied as I say all the time and mark you one thing I missed was, was looking out of the aircraft and seeing what was happening all around us. Although, I did go up and I’d see. I used to get permission from the pilot to go up and stand by him when we were going in to the bombing run watching things happen and I think I wasn’t frightened at all. I was absolutely fascinated with what was going on, you know. And then of course you could see other aircraft all around you all being lit up and so on. So, yes it was something that one would never see again. Oh yes. I recall we did one trip early on in our tour. I think it was our second or third operation to Milan and that was quite an interesting trip because first of all it took almost nine and a half hours which was a hell of a long time. Secondly, the route took us over the Alps and we were flying on a bright moonlight night and it lit up the Alps dramatically and we were about I suppose the Alps go up to about fourteen or fifteen thousand feet and we were at sixteen so there wasn’t much between us you know because sixteen was about the maximum height, I think for a Halifax. Perhaps seventeen after a bit of a struggle. Anyway, we had a dramatic view. Fantastic view of the Alps both going and coming and then after we crossed the Alps we could see Milan in the distance because Milan is quite near the Alps, lit up and we could see searchlights waving. And then the nearer we got the searchlights stopped and when we got there we could also see anti-aircraft bursts in the sky and when we got there they completely stopped. So there were no searchlights and no anti-aircraft fire when we got there and I gather this was quite common that the Italians manning these things on the ground decided they’d leave, you know if we were there [laughs] Which was nice for us. So that was quite, I think we were meant to bomb some factories near, near the main railway station in Milan. And I gather according to the Bomber Command Diaries, you know that big fat book that the raid was very successful and we hit the factories. But that was quite an interesting trip. But on one I think on that same trip [pause] it was the same trip the pilot of a Stirling aircraft won the VC that night and it came, I’ve got a story upstairs about him. His name was Aaron, I think it was Aaron Smith. I’m not sure. But on the way, on the way down just before they got to Milan they were fired at by another Stirling aircraft and to this day nobody knows quite why the other Stirling aircraft did this because nobody owned up to it but it was presumed that the other Stirling aircraft just missed, he identified the other, you know the Stirling wrongly and took it to be an enemy aircraft. Anyway, he fired at this guy’s aircraft and he got badly badly injured and could no longer fly the aircraft. So the crew took him back and laid him down in the back of the aircraft and I think it was the [pause] I can’t remember whether it was either the flight engineer or the navigator took — no. It was the flight engineer. That’s right. He took over flying the aircraft because he had some instruction and they decided to abandon the bombing. So they released the bombs and they fell somewhere else. And then they decided that it would be dangerous to try and go back over the Alps to the UK and they decided to head for Sicily which was about I don’t know, I suppose and hundred and fifty miles south of where they thought they were. And then, oh yes the other thing was that the damage included putting out the radio. So they had no communication with the ground so they couldn’t find out where to land in Sicily. But eventually the wireless operator he managed to get some communication going with an aerodrome called Bone in North Africa. In Libya. And it was the only Allied air base in Libya at the time. Anyway, I don’t know how the wireless operator did it but he managed to speak to Bone and Bone said, ‘You must abandon the idea of trying to land in Sicily because there’s an invasion taking place and there’s a lot of fighting and we can’t advise you where to land.’ He said, they said, ‘You must try and head for Bone,’ and so they altered course and did that and eventually got there and this guy Aaron somebody, the pilot, he decided to get back in to the pilot’s seat to fly the aircraft and eventually he landed this aircraft despite the fact he was badly injured and he died nine hours later. And he got a VC for that. So that was quite an unfortunate dramatic ending for him. For the crew.
DM: Did you ever visit subsequently any of the cities that you bombed?
JD: Did I ever —?
DM: Visit any of the cities that you bombed?
JD: Only Berlin. Yeah. I went to Berlin about five years or six years ago and of course the area which was bombed of course have you been to Berlin?
DM: No.
JD: No. The area that was bombed has been rebuilt but it’s instead of, it’s been rebuilt with mainly glass buildings. Very modern. So you get no, you get no sense of an area that was completely obliterated and it’s a, you know an interesting city but I think that they built they rebuilt most of it in glass or so. A mistake really because in other parts of Europe where cities have been rebuilt they’ve rebuilt particularly in France they’ve rebuilt them in the style they were originally. An example of that was Caen where Caen was effectively demolished by Montgomery in order to get his troops on the move as it were. At great cost to civilians living there. But after the war they rebuilt Caen as it was and to go there you’d never think a bomb had been dropped anywhere near. But that didn’t happen in Berlin unfortunately. There we are. Yeah. I can’t remember. No. I’ve not been to, oh yes I’ve been to Milan. Ah yes. Of course, I’ve been to Milan. Great place Milan. And we actually went to the, yes we flew to Milan. We were going to go to a place called Genoa in Italy. Or Genoa. I don’t know how you pronounce it. Genoa. And we flew to Milan and got on a train at Milan. So we actually went to Milan Station but there was obviously no evidence of the bombing so, but I’m impressed with Italian railways. Very cheap and very fast. Unlike the UK of course. So yes but I mean no in terms of visiting immediately after the war and this took place from Elvington we were instructed to do what were they called?
DM: Oh, are these the Cook’s Tours?
JD: Sorry.
DM: Cook’s Tours.
JD: That’s it.
DM: Yes.
JD: And we did two of these. We took, we took a number of people. I didn’t know who they were, I presumed they were VIPs of some kind over, we flew over the Ruhr and we flew over Essen and Mannheim and one or two other places very low. About we couldn’t have been more than about two or three hundred feet perhaps. No. A thousand. I don’t know. I can’t remember. But low enough to see the damage very effectively. So we did that and yeah, I think we were all taken aback by the immense amount of the damage which we’d caused and subsequently I didn’t realise then but in later years I realised that Bomber Command it did what it had to do and it was probably very necessary that we did what we had to do but what we had to do was quite barbaric. But I think that, I think we, I don’t think there was ever a question of whether we should have done it. I think we should have done it. What should have happened was for war to be avoided, I think. I’ve become very anti-war. I think a lot of people who took part in the war have. But yeah, I mean, I think I mean in London of course people suffered to a certain extent.
DM: Yeah. When you said that you grew up in Edmonton and Middlesex.
JD: Sorry?
DM: You said you grew up in sort of Edmonton and Middlesex.
JD: Yeah. I was out of London when the bombing took place but —
DM: Were your family still there or —
JD: No. No. None of my family live there now. No.
DM: Were they there during the war though?
JD: Oh, indeed. Sure. Yeah.
DM: So they all came through the bombing of London.
JD: They survived you know.
DM: Yeah.
JD: Because they weren’t in, they weren’t in central London. They were out in the suburbs. Wood Green which is a suburb and I don’t think, I don’t think any bombs were dropped there at all. No. It’s [pause] yes the I suppose you know since the war there’s been an enormous amount of literature hasn’t there and books written about Bomber Command. And I think that [pause] Well, I think that what we did played an enormous part in, in the defeat of Nazi Germany. I mean had that Bomber Command not done what it did then presumably all the German troops that were used for anti-aircraft purposes and I gather it totalled something like two million presumably those troops could have been released to fight elsewhere. Presumably against, on the Eastern Front against Russian and that might have made all the difference really. I don’t know. So, although I think what we did was, was not very nice I think it was completely and utterly necessary to get rid of this terrible scourge in Europe. And at the time of course when I was on the squadron I hadn’t really read very much about what was going on Germany. I don’t think many people had at that, at that stage because there wasn’t much news coming out of Germany in the nineteen, the late 1930s and early 40s. And as a young man I wasn’t as interested then as I am now in what happened in the past. So we were largely unaware of what was happening in Europe. But I remember having a feeling, you know then on the squadron that what we were doing was necessary. That we had to defeat these so and sos in Germany without really knowing about them. About all the horrors that were going on. But with that I don’t know we never spoke. Something we never discussed. I never remember discussing this with any of my colleagues. I think we were too busy thinking about other things like, you know going out to the pub or whatever or something like that you know.
DM: Yes.
JD: Very good.
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 John Eric Hatherly Dean
Creator
An entity primarily responsible for making the resource
David Meanwell
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ADeanJEH170913, PDeanJEH1701
Conforms To
An established standard to which the described resource conforms.
Pending review
Format
The file format, physical medium, or dimensions of the resource
01:03:02 audio recording
Language
A language of the resource
eng
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Italy
North Africa
England--Suffolk
Germany--Berlin
Germany--Mannheim
England--Yorkshire
Italy--Milan
Saskatchewan--Swift Current
Saskatchewan
Description
An account of the resource
John Dean’s childhood memory of watching a Spitfire and a German aircraft having a dogfight in the sky above him spurred him to want to become a Spitfire pilot. He didn’t achieve his aim of becoming a Spitfire pilot and instead became a navigator. On one operation the Flight Engineer noticed the Lancaster immediately above them and then saw the bomb fall from it and in to their own aircraft from where the crew argued what to do with it. On his first operation he realised to his horror that he had turned the aircraft too early and they were far off target but they managed to rectify their mistake and complete the operation.
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1940-08-15
1944-12
1945-01
1652 HCU
51 Squadron
77 Squadron
aircrew
bomb struck
bombing
Fw 190
Harvard
Heavy Conversion Unit
navigator
RAF Marston Moor
RAF Stradishall
Spitfire
Stirling
Tiger Moth
training
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/650/8920/ATrentKL160112.1.mp3
ad84d3cea1d3ea2508452abb41103142
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
Trent, Kenneth
K L Trent
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Trent, KL
Description
An account of the resource
Two items. An oral history interview with Flight Lieutenant Kenneth Lionel Trent DFC (1922 - 2018, 176283 Royal Air Force) and a photograph. He flew operations as a pilot with 576, 625, 617 Squadrons.
The collection was catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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 audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
KT: Put your hand up when you –
CB: Yeah.
KT: Are fed up with what I’m saying.
CB: Right.
KT: Or if I’m saying too much of one particular subject. Is it running?
CB: So, my name is Chris Brockbank and we’re in St Helier and we’re just going to talk with Ken Trent about his experiences in the war as a bomber pilot and he did two tours. So if you’d like to start from your earliest recollections please Ken.
KT: Well my first [pause] I started — the first thing I can remember I should say is sitting in the back of a London taxi. I would be how old? Four? Three? Something like that. With my sister and my father. It was in the spring. It was a beautiful day and the pram hood was open on the taxi and we were — it was — but it wasn’t a happy journey. We were going to the [Will Abingdon?] Wing of the Middlesex Hospital to see my mum who was seriously ill. But God looked down on her and she got better and lived another nineteen years which was — but she still died at a very young age of fifty eight. Still, we survived this and then we come to the school. The first school I went to with my sister was St Peter’s, funnily enough. I go to a St Peter’s Church now. And it was across Goodmayes Park. We lived in Becontree and it was across Goodmayes Park and it was a little church school. My mum showed us the way there two or three times and of course in these days you could. Children were quite safe walking around and they used to play in the streets and all this sort of stuff whereas today you know it’s not quite so safe. Well, after we learned the way we used to, we walked to school and we did this for a few days and then we thought it would be a good idea — it was better to play in the park. We had to go cross Goodmayes Park and so we stayed in the park. The biggest problem was to find out the time so that, because we didn’t have clocks but we didn’t want to turn up at home at the wrong time. So as young as we were we weren’t completely stupid. But nevertheless it was only maybe ten or fifteen pupils that went out. Two didn’t turn up. They telephoned and my mum said, ‘Well, they were —’ and of course, so she goes in the park, she finds us and we were in a lot of trouble. She wouldn’t hit us or anything like that but we were in serious trouble. We never did it again. Well we got a little bit older. My mum and dad had a shop in 131 Becontree Avenue and they sold everything and it had a sub post office there. And you know [pause] I’m drying up for the moment.
CB: We can stop for a mo.
KT: Yeah. Just for a second.
[Recording paused]
KT: Ok. I’ve got it. We had a — my dad was a sub post master there. Now, the area was where they had cleared out the slums from East London. And basically I’m an East Londoner and I’m very happy about it. Very proud to be one. And a good Cockney as they say. Anyway, my dad sent me as we grew up and I became old enough he sent me to the local council school and after about a month or a couple of months I came home and the language was not too charming. I don’t think it was swearing but the accent, you know. It was pretty broad. Getting very broad and he didn’t fancy this. So he got me organised in a school in Loughton as a boarder. And the word Loughton School for boys. There weren’t many boarders there. The school would be something like two hundred pupils. There was, there were four boarders and we ate all our meals with the headmaster on the big table and he really eyed over our behaviour and table manners and etcetera etcetera. So at least I learned how to eat in company. Then he had a daughter. Cynthia. I can remember when we were having sausages for breakfast one morning and she said, ‘Daddy do they shoot sausages?’ and you know, it’s kind of funny we thought at the time. Anyway, Cynthia and I were good mates and of course we got caught in the rhododendrons. We thought we weren’t being seen. Finding out the differences between ourselves which I suppose is quite normal of kids at that age. All very innocent. Then following that I mean I was at the school for quite a few years but at one stage and it was at the end when I was ready to go. To to be moved on to another school that I had, we were playing I’m the king of castle, get down you dirty rascal and they pushed me off and I, my feet got caught. I fell down. A kid was running by and he kicked me on the head quite accidentally and so I’m laid out. And it developed into a haemorrhage. An internal haemorrhage in my head. And it showed itself. It was right at the end of term and it showed itself during the holidays. Anyway, they got over all that and or I did but I was in bed for about seven, eight weeks and I wasn’t allowed to get up and I had to keep as still as possible but it all got better. We then, the next thing that happened they entered me into Framlingham College in Suffolk. I think you could call it The Albert Memorial College and it’s in Framlingham and there’s a massive statue of Prince Albert there. But it was normally known as Framlingham College. Well, I went there and I was just on the edge from — I was just a little bit right at the end of junior school so they put me straightaway, this is in the Christmas term and they put me straightaway into the senior school. Now, to be — I completely and utterly wasted my parent’s money. I didn’t work. Apart from maths and arithmetic I, because mainly the headmaster used to take some of the lessons and I got on extremely well with him. Mr Whitworth was his name. And he sailed. And by this time I was very interested in sailing. I’ve been going on about the school but I haven’t talked about the holidays. And I’ll go on with them in a minute. So we go back to holidays. My parents had a little, you would call it a wooden shack on the beach at St Osyth which is known as Toosie St Osyth. There’s a priory there. Well if you go straight down onto the beach onto the, towards the sea, it was on the sea wall. It had about four rooms. It was a wooden shack and it was kind of built on stilts because the front of it was on the ground and the back of it was on stilts because the sea wall was underneath. It was wonderful for us children and there was my sister who was a couple of years older than me, myself and my cousin, Jean. And we, in Easter and summer we were there [noise on microphone] Ok? Yeah. We were there more or less all the time. And our parents would come down and to see us. Now, you imagine three kids and we were all very responsible as it turned out but you wouldn’t think we would be. But we had a ball. We learned how to be self sufficient. We did our own cooking at this very young age. We had a few shillings. We could go. I mean a few pounds I expect but I can’t remember, but there was a fish and chips, or a chippie as they say today, in a hut as you, as you drive over into the area. As you arrive. And we’d go there for fish and chips sometimes. But we, and my parents would come down. Only one of them because the other one would have to be in the shop. Fine. Now, we’ll go back to school. The school, when you get to Framlingham the majority of the pupils came from very wealthy families and some of them [pause] Barry Grant was a pal. He turned out to be a pal of mine. And right at the start he was a wonderful, wonderful musician who had, until he’d got to Framlingham had never had a lesson. But he was in demand. They lived in the Leigh area. You know in Southend and Leigh on the east coast. And he was in the area. He was in. He was required by the cinemas to play the organ in between the films. I think they were Compton organs that used to rise up out of the ground. So when I say he was a wonderful musician this was untrained natural ability. Of course he had his lessons also. You know, music lessons at Fram. So, you would, to give an example you would have a boy, a senior boy who’s got his driving licence or maybe with an L plate would drive to school at the beginning of term in a posh car. Little car. And then they’d take the trunk off the back, in. And the chauffeur would drive it back home. Well, I mean, you know I come out from the East End. My dad’s running an East End little shop and this was another world. Something I’d never ever come across and couldn’t believe but I wanted it. But I still didn’t work at school. I was in all sorts of trouble. Now, the boys. The majority of them, the parents, they were able to ring up the local town Framlingham, the grocer’s shop and get whatever they wanted delivered and they could put it in their tuck box. But we couldn’t do anything like this. We got a shilling a week. And you know their tuck boxes were full. Ours were empty after about a week. Anyway, I had to do something about this and I discussed it with Barry. And we decided that we would go in to the booze and fags business. And we [pause] first of all you’ve got to get out of the school. Well now the school locks up and when its locked they have to have provision for fire. And so by all exit doors there was a little box with a glass front and a key hanging in it and you smashed the glass front and opened the door. So I pinched the key before the end of term. I unscrewed the front of the box. Didn’t break the glass. Put any old key in there. Pinched their key. We put it all back as it was. And then when I’m home our next door, the shop next door was, I used to call him Uncle Dick. Dick Linnington. And Dick was, had been shipwright. Had been a sailor. Had been at sea all his life and I suppose he packed up around about fifty. And he’d started this shop. And amongst other things he cut keys. And it was all done with files. No machines. So he cut me a key. And when I got back I put the proper key back and my key fitted alright. And then we had a large bag that we could cart between us and so off we went to Framlingham Castle. And you’d walk around the back of the school. We came out at the back, go between the tuck shop and the chapel and then you went over a stile into a field and you could walk straight across a couple of fields and you were near Framlingham Castle. And right tucked under, just by the castle was a boozer. A pub. And we went in there and we bought as much as we could afford because I didn’t have much money. As much beer as we could, in bottles. It was just draught beer. The cheapest. In any, in any bottles that they had and they had screw tops so, you know, you could reuse them. And it might have stout. It might have light ale. Brown ale. Bitter. Or whatever. But it was all the same beer regardless. And we had a few packets of fags and we took them back and we found, gradually, carefully found a few customers. And they had to be warned to be very very careful of the cigarette butts. But the bottles — we wanted them back. Well, we actually, we were doing very well with this. We were getting something like between four and five shillings a week each. And in those days I mean our shilling a week, no we would get something like about five shillings a week between us. About two and six. Half a crown each. Which, when you consider that our weekly money, you know, pocket money was a shilling. We multiplied it. Anyway, we were doing alright. Well when we dragged this lot back and go down the corridor into the chapel and Barry of course. I was in the choir and when I was sitting in the choir I could see him pumping the organ and I had seen him take a sip out of the communion wine before now. Anyway, we stored the stuff in the organ and I mean at times Barry played the organ and then I was pumping it. We had quite a nice little business but nobody ever found out and we escaped. Now, I expect you know I’m writing a book and I wonder, I just wonder what they’re going to think when they, when they read this. Anyway, apart from that I was lazy. I was quite good at tennis, table tennis and squash. I mean there were everything was available there. From swimming, you know. There was rugby in the winter. In the Christmas term. Hockey. And cricket of course in the next two terms. And then there was riding. Tennis. All sorts of stuff on the side. Ok. Well we get to the end. The day before I left school I got the stick from prefects for smoking. I mean me. Getting caught smoking and I’d been so careful. Nobody had been rumbled with cigarettes. Well they may have been rumbled but they never — they didn’t leave butts around. We’d got them all, the smokers, pretty well trained who were our customers. But then I got caught. Stick off prefects is not a very pleasant thing. You, it’s at 9.30. After prayers. And you were in your pyjamas and you go down to the set room and it was four strokes. I think it says six in the book but that’s a bit of an exaggeration. It was four strokes and they, the prefects, there were two of them. One of them who I can remember distinctly. His name was Bellamy and he was in the first eleven as a fast bowler. Well, they would have a run up of about seven or eight, ten paces and run in and lay it on as hard as ever they could. And by the time you’d got four strokes — the biggest thing you mustn’t make a noise. I mean you’ve got to show, ‘Sod them. They’re not going to get me.’ And you’ve got to shut your mouth and keep it shut and just let them do it. As the thing that you just let them do it. Let’s do it. Just get there and just accept it. And of course when you’ve finished if you’re lucky you’ve just got massive bruising with welts on your bum. And if you’re unlucky you might have a little drop of blood. But you know I know this sounds in this day and age absolutely terrible but it did me no harm at all. And I realised that you know the rules. You break the rules you go for what you’ve got to get. But the people it may have damaged are the people that were dishing it out because they looked after their canes and they got anti-shock absorbers and stuff you know which I don’t think was very good training but nevertheless it happened. And that was the system as it was ninety, eighty years ago. Right. I left. And I left [pause] and for the winter term 1939 war was declared. I got myself a job. No. That’s really not true. I was lucky enough to get a job because my dad knew the chairman of John Knights. The soap company. And the job was really — I was obviously going in the services so it was a kind of semi, it was, it was a fill in and I must have been there for quite some time but all of a sudden all the men disappeared and the ladies, girls and ladies and women were taking over the running. It was a fantastic effort that they put in and they made a wonderful job. It wasn’t long before — and the other thing the company moved from Silvertown to Loughton. Strangely enough Loughton where I’d been at school. In a very large house with a lot of outbuildings and the office was all run from there and they’d fixed it all up. And I worked very very hard. I would stay the night in the big building all night. I camped in the big building and I had to keep — you know, things were different. There was a war on and everybody had to try and do their bit and I suddenly found although I didn’t do any work at school at all. Terribly lazy. I suddenly found there was an object in this and I could work until the job was done. And I did. And I worked. I worked all the hours and sometimes up to 10 o’clock at night and then I would camp down in this big house and there were — I mean I wasn’t the only one. There would be one or two others camping there as well. This was the spirit of England at that time. Anyway, it wasn’t very long before I found myself running the London forward section. The forward meaning arranging the invoicing and statements. No. I don’t think statements. Invoicing and organising deliveries to people in the London, to shops in the London area. Well at the time I was still there when the Channel Islands were taken over and although it didn’t affect me there was a big panic going on because of the money that was owing and orders to the various places. Nevertheless, I was also a member of the — what did they call it? Cadets. RAF cadets. Locally in Ilford. And we used to go there and you know I would be about eighteen and I thought I ought to join up and I would have only just been eighteen because it was December. And my eighteenth birthday would be in November. And so I applied to join the RAF. What as? I said pilot. And I really regretted not working at home, you know. At school I should say. I really regretted that because if I had I would have had no problems and I was thinking I’d never pass any of the exams. I’ll never pass the exams. Nevertheless, in just a few weeks I’m called to Uxbridge and I go down there and the exams were not that hard. And I did the exams. That was fine. Then we had to have an interview and I thought — well if they see my school record what chance have I got? It’s going to be absolutely dreadful. And you know this is something. Anyway, I’m worried. I wanted to be a pilot so much. I, eventually there was about seven or eight of us outside a room and you know, somebody had gone in and then he had come out and he said, ‘Trent. You’re next.’ So, I went in. Stood to attention and there was a bloke. Immaculately dressed. About ten years older than me. A bit older than me and he started off, ‘Where did you go to school?’ I said ‘Loughton School for Boys.’ And then I moved on as I got older. Oh I called it a prep school. It wasn’t a prep school but it sounded better, Loughton School, Prep School for Boys. Anyway, then — and the the next school? I said, ‘Framlingham College.’ ‘Oh,’ he said, ‘Which house?’ I said Garrett. ‘Oh’, he said, ‘I was in Garrett House as well.’ I got no problem. I’m in. and he said, you know, and all we talked about was school and Rupe and Pop and Colonel and all the other masters and stuff and those were their nicknames. Anyway, so I’m in. I go home and just a short time after that — maybe a month six weeks, I get a [pause] I, yes I think I went, no — I went to Uxbridge. And then from Uxbridge, there was a bunch of us, we were given railway warrants to Torquay. Number 9 RW. Receiving Wing. And we arrived down there and they kitted us out with all the stuff and were starting to march us up and down. Showing us how to make your bed for the daytime so that all the sheets are folded in a certain way and the blankets and all the, well for want of a better word the bull shit that they have in the services. And there they also I mean they started the marching and this, that and the other and also polishing your bloody boots. All the equipment that was issued including a thing called a hussif and the hussif was your needle and stuff like this for repairing your clothes and the word derives from housewife. Anyway, we also had loads of injections which made us feel a bit rough. But after, it was only about a week, seven or eight days we were posted to [pause] I can’t remember the number and I’ve got it in the book but it was an IT, Initial Training Wing at Stratford On Avon which is a beautiful lovely town. And we were in the Shakespeare Hotel right on the top of, you know, the top hotel in there. The only trouble is they’d taken out all the goodies but it was still a lovely place to be. We started the lectures. You know, there’s maths and navigation, theory of flight, instruments, map reading. You know, general things you would think you would need. And I worked hard. And, you know, just as an aside we used to church parade on a Sunday and I’m not sure if we got — I think we got a half a crown a day. That’s the seventeen and six a week and because I wanted to survive the war I thought it might be a good idea to give God a good donation every Sunday. So he got five bob of my seventeen and six every week. And I don’t know. Silly. But I did it, you know. That’s how you feel, and I’ve always attended church when possible and still do. Anyway, so, mind you with the behaviour things you wonder [laughs] you know. But there’s got to be some bad Christians as well as good ones. Anyway, so I went on from there. We had the exam. And all of sudden there was a massive panic. And before you could say, ‘Pack your bags. Pack your bags.’ Go to West Kirby. Or is it East Kirby? It’s by Liverpool. And we are — West Kirby isn’t it? Yes. And we are put aboard the Leopoldville which was a dirty old Polish tramp steamer. And we’re off. We’re off. We don’t know where we’re going. The boat’s going. But we wind up in Iceland. Now, on the way there was one big room with camps [pause] with what do you call them?
CB: Hammocks. Hammocks.
KT: Hammocks. That’s right. I couldn’t get the word. With hammocks. And underneath there were tables and underneath there’s the deck or the floor. And there were — guys were spread in the hammocks, on the tables, under the tables on the floor. And do you know I think being a bit on the selfish side I found a little corner for myself in a corridor and I slept. It was only a few days. Three, four or five days. And I slept — and in the corridor. Well one morning the old, you know, weather had gone a bit sour. The sea was getting up and the old tub was rolling all over the place and in the morning when I went into the big room there was about, I don’t know how much, a foot of water, a couple of feet of water and as the boat was rolling it was sloshing from one side to the other. Because they hadn’t secured the portholes properly and so every now and again until they got them secured they had like full steam hose. You know. And of course there was now a big dry out required and one thing or another. But I was happy in my little corner and I was very lucky. I must tell you the toilets. They were so absolutely abysmal. It was a plank. A big plank with several holes cut in it and it was on the port quarter. Secured. With hand holds. That’s where you performed in front of each other. But it was quite efficient because they just used to hose the deck off and it all used to go over the side so that, because the boat didn’t have sufficient toilet arrangements for the people, the number aboard. Anyway, we got to Iceland. We get unloaded and we go inland to a place called Helgafell. We were, we were sleeping in half built Nissen huts. We’d all got camp beds. Not camp beds. What do you call them? Sleeping bags and all this stuff and our kit bags and this and we slept in these Nissen huts. You know, one end, the end we were in, one end was open but there was lots of us and we were all started on the floor. And then when you woke up in the morning you weren’t cold and you’d all squash together in one big lump of human flesh and everybody was warm and it was ok. It wasn’t as bad as it sounds. We ate there. Well one of the things in Iceland they’ve got hot springs and of course we’d got to have a go at that. It mean it was not warm and it wasn’t the middle of winter. It would be spring. It would be but it was a bit of snow around but not — it wasn’t too bad. So we were in there. All of us. Oh about twenty. Twenty, thirty of us. All out of our hut swimming. Hot. Beautiful. Smashing. And then all of a sudden a whole load of young girls turned up and they all get in. They’re all swimming. And they’re in the nude as well. So we couldn’t get out of the water and it was tricky. Anyway, we get back into town and we are put aboard a large liner and I don’t know the name of it. It was not the QE, the Queen Elizabeth. We went to Halifax. We’re stuck on a train for five days going to Swift Current which was where our EFTS — Elementary Flying Training. The journey was long. The trains are enormous. They are over a mile long. The whole lot makes England’s train system look as if its Hornby. Anyway, when we got to Winnipeg [pause] no. It was Trenton. I beg your pardon. It definitely wasn’t Winnipeg. It was Trenton. They had laid on, the powers that be had laid on a dance and they’d got a load of local girls with finger, finger stuff to eat and this, that and the other. And it was all very kind and lovely but then the Canadians are lovely because basically my family are all Canadian bar my sister and myself. So, then we eventually get to Swift Current and then we start with the lessons and then you know, you work hard and the actual work, the whole thing was easy. We had an interesting character on our course called Jimmy Edwards who I expect most of you have heard of and know. He did, at the beginning of the lectures before the lecturer had turned up he would stand in the front with his cane and doing exactly the same thing as he did after the war on television and in the theatre for millions of pounds. Anyway, that was Jimmy. The interesting bit is the first time you fly. And you go around. I can’t remember the name of my instructor. He was not liked. The other two pupils. There were three. He had three pupils. The other two asked to be exchanged, to change. To change. I really got on with him. He was, for me, just the right guy and he takes you around. There’s a Pitot head and you check your Pitot tube. You have to make sure the Pito tube doesn’t have a sock over it to look after it. And you check the ailerons, rudder, elevators and general look around and you look in the cockpit. This is the first time I’d ever seen. You know, you can imagine the excitement. Got the flying gear on. All the business. And you look and he was explaining the bits and pieces. And needle, ball and air speed is the basic thing for a Tiger. Anyway, we get in and he takes the thing off. And he instructed me to hold the stick with — between my fingers and not with a grip. And I suppose this is in case you freeze on it. Anyway, at take off and he showed me how to fly straight and level. You know, you’ve got to get the needle and the ball and you’ve got to maintain the same airspeed. And you know, it was not difficult and it wasn’t very long. Maybe ten minutes, quarter of an hour before I got the hang of just flying straight and level. I hadn’t done any turns or anything like that. And he said, ‘Now ease the stick forward. Ease the stick forward. That’s right. That’s right. That’s right.’ And he said, ‘Now you’re doing about a hundred and twenty. Now ease it back. Back. Back. Come on. Back. Back.’ Bingo. We did a loop. And I did it. So the first time I ever got in an aeroplane I did a loop. And that to me is something. Anyway, then he shows you how to, you know rate one turns and turning. To give you the whole description would take a long time. So we go on, come in and land and he shows me how to land and you know he does this three or four times and then he lets me have a go with the, with the stick and he’s kind of guiding me. But anyway, this is kind of normal. The way we trained. And this went on for a while. Over a few days, maybe a couple of weeks and I can’t remember the hours. I’ve got them written down. I can’t remember, I think they were just short of four hours. Three forty, three fifty hours I had done at the time and I’d just done a landing and I’d taxied to turn into wind again to take off and in my book I said, “God got out.” And he said, you know, he just got out. ‘See what you can do.’ And I took off. No problem. And I’m in the air going up and I’m screaming at the top of my voice, ‘Mummy, if you could see me now.’ And I came around and did the thing. Came in and did, as far as I remember a pretty good landing. I don’t know. Anyway, I got it on the ground so it must have been good. But I couldn’t leave it. I opened the taps again and did another circuit. And i thought, ‘God, I’m going to be in trouble for that.’ I came in and landed and I would have loved to have done another one but I turned and taxied up to him thinking I’m going to be in trouble. And he was so pleased. But I got on with him all the time. They moved from Swift Current. They moved the whole — oh I must tell you. While I was there we bought a car. Four of us. Two dollars fifty each. It was a Model T Ford. It was another thing to start a Model T Ford in cold. Thirty below, forty below because this is by the — now we’ve gone through the summer. We’re in the winter. Zero. I’ve got to tell you quickly. You jack up the back wheel. Of course there’s no water. That’s all out. You stick the handle in the front. You don’t switch on because there’s a magneto and you just wind the handle and it’ll start. I wonder if I’ve got this right. I think it is. Anyway, it starts and you leave it warming for a while. Now you want some hot water. Some hot water with you. And after you’ve got it running and it has warmed up a bit you stop it, pour the water in, restart and it should start no problem. No. Sorry. You don’t stop it. You just pour the water in the radiator but if it stops you’ve got to get the water out of the radiator straightaway because it’ll be frozen in no time. Anyway, and the tap will work because the tap will be hot. Anyway, as soon as you’ve got that and you get it running for a while then you have to stop it and put the fan belt on because the fan belt drives the water pump. But before you do that you’ve got to pour water on the water pump to thaw it out. And then you put the fan belt on. Start it. And now you want somebody to push you off the jack. And then you’re away. It’s quite a car to drive actually because the handbrake is part of the gearing mechanism. So if you’ve got the hand break is on now you take it half way off and you’ve got a pedal that you press and when you push that the car goes forward. And then you put the handbrake off and then take your foot off the pedal, off the pedal and you are in top gear. So if you are on the ground and — if you’re stationery I should say and you start it and then you take the handbrake all the way off it promptly stalls because you’re putting it in top gear. Anyway, there we are. That’s enough of that one. We moved to Innisfail. The whole outfit. And we weren’t allowed to drive the car. It was about four hundred miles. We flew the aircraft and we got two ground crew and we got them permission and they drove it the four hundred miles and they had a wonderful holiday apparently because by — anyway then we flew and there was, it was very easy. You know, it’s easy flying in Canada because everything is marked in squares and all the roads go north or south. North south or east west. And you can’t go wrong. All you’ve got to know is the latitude and it is so easy. Anyway, we get there and we had a Chinook wind. Now a Chinook — it’s a very hot. It’s very hot and it was over night and the whole place is white and covered in snow and the snow would have been on the ground unless there had been a previous Chinook wind. It would have been on the ground since about September-time as it fell and it would stay there if there was no Chinook wind right the way through until the spring. But we had, they do get, in Alberta they do get a few Chinook winds and the — when you wake up in the morning most of the snow has gone. All the snow on the ground but the stuff in the hilly or where there were big drifts, yes there would be snow there but basically it had gone. But the thing it did it thawed out the top of the lakes and so all of a sudden you’ve got water on top of lakes and then a couple of nights later it’s all frozen again and you’ve got ideal skating conditions. Anyway, we met a couple of, they were, you know the Canadians were very good and very nice to us and in the [pause] they were asking us to their homes for a meal and stuff and my pal Bob Sergeant and I got invited to a Mrs McGee for a meal. And when we got there she was, she was a widow. Her husband had died and she had two beautiful daughters. Just right. And they were around about, you know, our age or maybe just a little bit less but more or less our age. And of course it wasn’t very long before the rest of our stay in Innisfail. This is, I don’t know if I told you we went from Innisfail from Saskatoon er Swift Current. To Alberta. To Innisfail which is not far from Calgary. Anyway, so we had a great time with the girls and finishing the course, took the exams and then I was posted, along with the rest of the course to North Battleford in Saskatchewan. And then big disappointment — onto Airspeed Oxfords. So that meant I wasn’t going to be one of these lovely boys with the Battle of Britain guys who used to be at High Beach with all the best birds and a little car and stuff like this with their wings. And these were the Battle of Britain guys. And this was the thing that, I used to go to High Beach with my bicycle and this was really part of the reasons why I joined the air force. To see them. Well, so I’m going to be a bomber pilot. And we did the course. There was no problem with the course. One of the strange things, well, one of the things that happened — we were on a — of course there was a big thing about navigation and etcetera. So, navigation. I was up as the navigator and there was another pupil as a pilot and we had a route to take and I got utterly and completely lost. But there’s a bonus also in Canada because they have grain elevators and I came, we came down or he came down and we read the name of the grain elevator and it was Humboldt in Saskatchewan. I had an auntie who lives in Humboldt and actually she’s been to Jersey where I live now. This was years ago. Forty odd ago. And she’s been here with us when our children were very small. And she lived to a hundred and ten. And she died when she was a hundred and ten. Auntie Dorothy. Well, it was, it was her home town but having found that out and I found my way back to where we should have been but I made a complete imagination of the course I should have done. Filled in wind drifts and everything else and it was just a load of [pause] it wasn’t rubbish because it was as my guess for what would have, you know what it would have been like if we’d done the right thing and I put it in and with my fingers crossed it was going to be all right. And I got a passed. I can’t believe it but I did. Anyway, we eventually, we get to the wings exam and there were a hundred and forty of us. A hundred and forty passed it. I don’t know how many, how many failed. But Jimmy Edwards was twenty second and I was fifteenth. So I had worked hard. The first forty got commissions. But I, don’t forget I was out of the east end of London really and I was not considered to be officer material. Well I think really they’re right. Anyway, I didn’t, I didn’t get a commission. I was made a sergeant pilot and then the worst deal of all of course I’d sewn my wings on. That was about two minutes after. As soon as I got in. The first thing. We were all doing it. Anyway, I was posted to [pause] I can’t remember the number. It was a bombing and gunnery school at Mont-Joli on the banks of the St Lawrence in province Quebec. It was on the south bank facing north and it was literally just a few hundred yards away from the airfield. And we were flying Fairey Battles. And some of them had a gun at the back and they had UT pilots. Not pilots. Gunners under training. And then there would be two or three others that used to tow drogues. And the guys used to fire into the drogues. And so we were doing fifteen, twenty minute flights up and down up and down with different gunners all the time. I mean it might have been twenty five minutes — the flights. I can’t remember. But then you’ve got to taxi in, turn around, taxi out and take off and do another lot. And it was horrible. I [pause] I wanted, I joined the air force to get in the war and this wasn’t the war. And I just, I got back in to my very rebellious ways again and didn’t do everything right by a long way and of course the flying. It was so boring. I was really sticking my neck out. The first — what the hell was the first thing. There were three major things. One of them. Oh I know. The first one I was, I mean this was not like the western Canada. This is all hills and its beautiful beautiful countryside with hills, valleys and vales and its picturesque and a beautiful area. And absolutely great for fun with an aeroplane because the first thing that I did and never got known — it never became known but it nearly killed me. I’m flying up a valley as low as I can go and all of a sudden I’ve got a complete wall in front of me. The valleys ended and I don’t know what you call it. There would be a name for it. And I haven’t got enough room to turn around. And as soon as I saw it I got as much, I got a bit more height. As much as I could. I went as close to the port side as I possibly could. Stood the thing right on side and yanked the, you know got the stick right back and the bank at the end — must have missed that by about maybe a hundred feet. Maybe twenty. I don’t know but it was close. And then the bank the other side. But you live and I learn. But that’s if you live. And I learned. And the next thing I’m flying over — this is a period of quite a few months, I’m flying over a lake, and I’m going. Its ice and its winter and it’s and all of a sudden boom boom boom boom boom and it’s not much faster than that. I thought a propeller touching the ice would be brrrrrr but it’s not. It’s bang bang bang bang bang. Anyway, I eased the stick back and she came off. Now if you pull the stick back you hit your tail wheel on the ice and that would be curtains. So I was lucky. I didn’t really know but I eased the stick back, came off and the whole lot is like a big shaking machine because the propeller’s all out of balance and it was absolutely dreadful. So I went up to three thousand. I got up to something like three thousand feet and flew back to base and I thought well now the engine can’t stand this for long. It’s going to pack up and I’ll stick it on the ground on it’s, without the wheels and they won’t see anything about the propeller. And I flew. But you know the Merlin engine is a bit better than that. And I wound around in the end and I’ve got no fuel left. Well I had fuel but it was just a little fuel. I was running out of fuel so I came in and landed and I landed with the brakes on or I put them on straight away with the stick as far forward as I could get it thinking she’d stand up on her nose. But it didn’t happen. Went down and then the tail flopped down. Of course I hadn’t got any brakes. I’d burned them out. Well I taxied in and on Mont-Joli there was a big ditch both sides of the taxi strip. And so you’ve got to go faster and faster and faster to maintain your direction because [pause] and in the end I just cut the engines and she went on and she did a big circle to the left and she came up. I’ve got — she came up right outside the CFI’s, Chief Flying instructor’s office. Right bang outside with a bent prop. And he was out of that office before you could say knife. And he swallowed the story. I said I’d run into a snowdrift and that was right. But the station commander was a different cup of tea. He was older. He had grown up children and he said, ‘Come on. I’ll take you. Show me the marks on the runway,’ and there weren’t any marks of course. So, he said, ‘Now I know what you were doing. Now, tell me. I’m not going to do anything about it.’ And he wanted me to admit that I’d lied and I wouldn’t. So I carried the lie on. Rightly or wrongly I did. I said. I didn’t tell him. I stuck to my story. Well I know it was a big mistake because it had repercussions later. Oh months. A couple of months. Later on there was. Anyway, I was up but for the first time ever I was pulling a drogue. Now, I’d never, I was, you know I’d always had the fighter guys. You know the gunner guys. Anyway, so we’d done the exercising and one thing and another. And then you come over the dropping area. You drop the zone and then the drogue and then you circle around, land. And that’s that. Well, I thought before I do that I’ll do a few steep turns and watch the drogue go past me in the opposite direction. I thought well that would be a bit different. And I did that. Now, when you come out of a steep turn you take, a steep turn is you’ve got the kite almost on its side. Not quite. With the stick well back and the stick which is the elevators — those are the things that are doing the turn. And you do the turn. You do the hundred the hundred eighty degree turn. When you come out you take the bank off and you ease the stick forward a fraction. Obviously because you’ve had it back take the bank off ease the stick forward and I went to pull it back and it didn’t come back. So I pushed it forward and pulled it back and it went forward and never came back. And I couldn’t get it back. I pulled it. Did everything and told the crew to get out. I unhitched myself, opened the top and I’m standing in the cockpit looking back and the bloke hasn’t moved. So I got back in the cockpit and I wound the elevator trim fully tail heavy and I was put under open arrest for this lot and they had an enquiry. And the enquiry said that we didn’t come out of it until we were four hundred feet. Now, that is very very low when you’re coming straight down. Anyway, as I wound the elevator full tail heavy and then all of a sudden the stick came back all the way and I then grabbed the elevator controls. A little crank handle on the left side. On your left side. And I started winding it forward as fast as I could and the next thing I knew I passed out of course in the, with the G and we were two thousand feet going up but if I hadn’t taken the bank, wound the elevator trim forward the kite would have gone straight over in to a loop and straight in the ground. Anyway, we got away with it. Came in and landed and the guy in the back although he dropped, they went and dropped the drogue of course. He dropped the drogue but he crashed his head when the kite pulled out and he got a big bruise but and he went sick. But he was alright. He just, he’d just got a big bruise on his head. He hadn’t broken his head. You know. Cracked his skull or anything like that. Fortunately. The next day I did the test flight. They looked and they couldn’t find anything wrong. So [pause] and they put me under open arrest and this would have been because of the previous time that they were taking a strong view. And I hated where I was. I wanted to be in England. I wanted to get onto operations so, and it didn’t look as if I’d got any chance of this happening. So I cleared off and went skiing. And I left actually, with a chap called Doug Wiltshire, I don’t know whether he’s still alive. I’ve lost contact. But he was my Bridge partner and I knew him very well. Well, I left the, I’d arranged with Doug certain times when I could ring him so that I could find out the news. Find out. And the first day I’m away and I’m ringing up. No. No problem. So, the next day I ring up he says, ‘You’d better come back home. They’ve been up.’ The aircraft I was in was the lead of two more. So, there was three of them formation flying. They were up on formation flying exercise and they did a steep turn and exactly the same thing happened. And the bloke in the, who was leading the formation went straight in the ground head first and killed him. Well when I got back I’d broken the — I mean I was under open arrest and it wasn’t just absent without leave it was a much more serious crime but they, they ignored it and they just had me up for being AWOL for two days. And I know that because I’ve got my records and it’s in there. And they gave me a reprimand. But they posted me. It’s quite normal I think when you’ve got in this particular case it was very difficult for the station commander because they hadn’t listened to me and so therefore it had cost two lives. And they don’t know how I’m going to react. What I’m going to do. And I mean I could have, I knew the guy that killed himself. I can’t remember his name. He was a New Zealander and his birthday was the 18th of November. The day before mine. Mine’s the 19th of November. And that’s — but I knew him very well and I could just as well I mean I wouldn’t have done it but they thought I could have, I may have written to his parents and told his parents. So they posted me straight away back to England. Eureka. I’m on the way to get into the, what I joined up for. I crossed the Atlantic on the Queen Elizabeth. No. Not the QE. The Queen Elizabeth 1. I think she finished her days in Hong Kong burning out. She caught fire and burned to pieces. Anyway, before I boarded the boat I bought three Crown and Anchor boards. And it was another, you know, another thing about me or character. There was some money around and I needed some of it and I was, I was more or less broke. I bought the three Crown and Anchor boards for ten dollars to start playing with which is not enough. So I got a board and I start a little game. You know, with a nice cockney accent which I can, which I had and still have basically and I did this – a little friendly game, you know , sort of business. The Americans, there must have been, there were thousands of them. I don’t know. One, two, three. I don’t know how many the boat would hold. There were not many English but there were loads and loads of Americans and they’d never seen Crown and Anchor. And it was a gambling game. They’d got to have a go at this. Well, I built the most important thing with it is that you’ve got to keep all the squares equally. With equal amounts of money on. If you get one with a great pile of money and it comes up and it comes up and it can come out two or three times I would have been broke. So, you, just a little friendly game you know. Oh no. Just. And so — but the money accumulates and it wasn’t very long before I got fifty, sixty dollars. And then of course the limit went up and up and up and then I got another board game. Another bloke — I said, ‘Do you want to earn a bit of money?’ you know. ‘Yeah.’ ‘I’ve got a board. You can set it up.’ And eventually I had the three boards going. I don’t know what happened on the crossing over on the Atlantic. I have no idea. All I did know was I wearing myself out walking around the ship picking up money. And when I got off the ship, I mean the guys that were running the things would have had as much or maybe more, I don’t know, than me but I got off the ship with just over three thousand pounds. Well now three thousand pounds in those days you could have bought a street of houses. But you know we were now in the throes of getting onto operations so the most important thing was to enjoy it. And I did but it took a little while. About a year or something but it was — but I did everything. Anyway, so we get back. We went to West Kirkby and from there I went to Shawbury and actually Prince Harry did some of his training or he was certainly stationed there for a while. I read it in the paper. I didn’t even know Shawbury was still going. And it, again it was Oxfords. And so you get back, you get in the Oxford and off you go up in the air and have a look around. Not a bit like Canada. Canada, in its way had its own kind of grandeur but it didn’t have — I mean, alright, the eastern area yes was very beautiful but when you’re flying over England it was beautiful but there wasn’t a straight road to be seen. I mean, Canada you could, it was so easy, but here you had to be a bit more, you know, it was different careful. And the same applied to the trains. They were just like little Hornby things. Anyway, everything was fine. They went up for a night flight and just familiarisation. I think it was the first time I’d been up and it was just to familiarise yourself with the local area and I flew down to the Wrekin and, you know, I had a look around. And, you know, there was no light. The whole place is, you know, blackout. Anyway, then I flew back and I ran into cloud and there was not supposed to be any cloud. It was supposed to be a clear night. And anyway, so I came down and I kept down to about I don’t know seven or eight hundred feet and I couldn’t see the ground so I went back to the Wrekin and the Wrekin hadn’t been shrouded in cloud. It was clear. And I did a very careful course and with the wind as far as I knew laid off and of course you, you have, you were given the wind speed and direction before you take off so you’ve got an idea of the wind. I laid a course on a timed run to get back to base. I ran it out and there’s nothing. So I came down again to about eight hundred feet and nothing. So I called up and there were thousands of people, hundreds. I don’t know. But the radio was jammed with people in the same situation. So I called up on [pause] I’ve forgotten it — six hundred, eight, anyway it’s the emergency frequency. I do know it but it’s slipped out of my mind.
CB: 121.5.
KT: Sorry?
CB: 121.5.
KT: No. No. It was different. Yeah. Anyway, I called up on the radio frequency on, you know, the emergency frequency. And they came back immediately, ‘Stand by,’ and I started, I flew squares. I can’t remember how many minutes. There might have been three minutes each leg and it seemed like a half an hour but I expect it was five minutes. Ten minutes at the most. And they came back and I asked for QDM to Shawbury and the QDM was 272. So I knew that I was east of the Welsh hills for sure. So I got on to 272 and I put full flap on. Tightened up the strap and dropped the speed down to just above stalling and I can’t remember what it would be. It might have been sixty. Sixty five. Something. But as slow as you could but I haven’t flown an Oxford for such a long I’m not sure. I think the stalling speed was about sixty five miles an hour and with full flap on you would get away with it at sixty. Anyway, so if you did hit anything there was a chance that you might be alright. And coming down like this and down and down and down and down and all of a sudden I see a light on the ground so I immediately put a bit more throttle on and go down towards the, then I see another one and I’m in a funnel. And a funnel is a lighted path before you get to an aerodrome and it leads you on to a runway. So, immediately I’d opened up, got the taps on so there’s no chance of stalling. I’ve got full flap on anyway. I drop the wheels and start coming in and there’s another bloody kite and he’s about — very close on the starboard side. But that’s no problem but you know he just appeared out of the fog and he flashed the same letter as me which was W. And you know didn’t ‘cause you know you were supposed to flash and get the green light that we weren’t messing about or anything like that. I wasn’t messing about or anything like that. So I flew alongside him and I came in and landed. The hut at the end of the runway fired off red flares to stop us landing because there were two kites coming in to land together. But of course I didn’t take any notice of that. Don’t forget by this time I’d got about fifteen hundred hours in and I’d been in the bombing gunnery school. That’s because I was first out. First up in the morning last, last off and I spent as many hours as I possibly could flying. Anyway, came in. I landed on the grass looking across the cockpit. The bloke did a perfectly good landing and then he obeyed the red flare, opened his taps up. A few seconds later he was dead. Or maybe a minute later. He took off. He — and the next thing before I had cleared the runway he killed himself. He’d gone into the ground. I don’t know whether he stalled or what he did. But then I can’t find my way in because I’m, I’m not on our aerodrome and I turned off left which is what I would do at home and I went in to no man’s land. And eventually I rang up and they sent a vehicle and I followed the vehicle in. And when I get there of all the people, I went into the mess and of all the people I bumped into was my Dougie Wiltshire my old bridge partner who I knew in Canada. Who I did the rigging to. Anyway, we’re there. Then we get posted to Lindholme and Lindholme is where we picked up on to Wellingtons and the Wellingtons was a different thing. But we’ve got to get a crew on. We were in an assembly room and all the different trades, you know, gunners and navigators, wireless ops, flight engineers, bomb aimers and etcetera and you just — I found a navigator. His name was Brinley and he’d got, what? He’d passed matric and stuff and I thought I couldn’t pass a bus let along matric. But he must be better than me but he should be able to navigate and we built the crew together somehow. It just happened. They just came together. We had a little tiny chap with the accent. You know — accent. You know. Clarence Derby. He was the rear gunner. Then there we had a mid-upper gunner who at the end of the training and when we were getting ready to go on operations suddenly decided it wasn’t for him and he went. In those days we’d call it LMF. He disappeared. I can’t, can’t remember his name or anything. We had brilliant navigator. Bill Johnson as a flight engineer. Noel Bosworth was bomb aimer. Who have I missed out? Oh Les Skelton, Australian. Still in touch with him. He’s the last one alive. He, he lives in Australia. Lived in Western Australia. I think that’s the whole crew. And then of course we start flying together. One of the interesting things. I pulled the flap. Now in an Oxford they had a flap lever but the propellers were locked so that they weren’t variable but they had a flap lever to try and get us used to [pause] not flaps. What am I talking about? What do they call it? Constant speed. The propeller going to coarse pitch and fine pitch. That’s what I’m talking about. I’m sorry. And when you were in you normally you take off in fine pitch. And to get it in fine pitch you pulled the lever up and the same thing. Well I got all mixed up and I landed up with the Lanc and pulled the bloody wheels up. And I knew immediately what I’d done and pushed the lever down again and they didn’t collapse. They didn’t. They stayed down. Two of them stayed down and the third one came up. It was the tail wheel. And so I got the crew out. I got underneath the tail wheel, lifted up the wheel came down and nobody knew. Luck. Anyway, fortunately I put the, realised and pulled the handle down quick. Anyway, we got, you become if you can fly, I know the kite was much bigger and there was a lot more to learn and you know from the operational point of view but one of the things I remember that stands in my mind was I’m in my mess having my dinner in the evening and I hear a bunch of kites taking off. And then I’m having my breakfast the next morning and they’re bloody well landing. And I’m thinking God they’ve been up there in the dark all night while I’ve been asleep. And I thought, God that’s terrifying. You know. But the training was extremely good and as you progressed through the course it was absolutely no problem. You know it was just, but, you know, the difference between no knowledge and a little knowledge and a lot of knowledge is a big difference. Anyway the thing worked fine. We spent hours and hours and hours on the bombing range trying to do the impossible. Getting a ten pound bomb somewhere near it. But you know if you do it enough times you get a bit better but you never become perfect. We got a lot better and I have dropped one or two real perfect bombs when I was on 617 Squadron later. But with these, S, I think they were called SABS. Semi-Automatic Bomb Site. They’d brought out another thing that had another word. It was like, I think it was an ABS. An Automatic Bomb Sight. That was later. That’ll come in in a minute. Anyway, so the net result we become pretty proficient and towards the end of the, of the course they sent us out on a diversionary thing. So, there was a bombing raid and they sent a whole bunch of us out to try and divert the enemy defence set up and then of course we all came back and landed and that was that. And then we were posted [pause] I cannot remember where. And in my book I don’t think I’ve got it. But it was on to a Halifax. It might be in the book but it’s slipped out of my mind at the moment. But we were posted on to Halifaxes and this four engines and this lasted no more than a week to two weeks at the most. And then we went to, in Lincolnshire, this and I’ve stayed there. The officer’s mess is now a hotel. And the name I know and it’s in the book. And I can give it to, I’ll have a look and I can find, look it up. I will think about because as it happens I managed to get the room I had while I was there.
CB: That’s Woodhall Spa.
KT: No. Woodhall Spa. I did that as well. In Woodhall Spa I got my old room when I went to a 617 reunion. But no, this was, anyway at the time the squadrons had been there or they eventually were there but it was a Conversion Unit onto a Lancaster. And then I’m posted on to Elsham Wolds. 576 Squadron Elsham Wolds and at the same time I’ve gone from sergeant, because I was a sergeant pilot. You became a flight sergeant automatically after six months. But eighteen months later I was still a sergeant because I’d had one or two — well because of the problems I had at Mont-Joli. Anyway, I went from sergeant, flight sergeant to pilot officer in five minutes. You know, when I say five minutes — in a matter of about three or four months. And I was given a bit of leave. I’m not sure if the whole crew was given some leave but I went down to London to All Kits I think it was called. Was it Cambridge Circus? All Kits. Got myself the gear and its surprising. The money was so cheap in those days. I think the allowance and I’m not sure, was forty pounds. And out of that you got a great coat, a uniform, and a couple of shirts I suppose. I can’t remember. Oh, the a hat. Your forage cap would be ok. Anyway, there we were. So I’m now Pilot Officer Trent with my kit bag and I’m off to Woodhall Spa. Not Woodhall Spa.
CB: Elsham Wolds.
KT: Elsham Wolds. Incidentally I’ve hunted at Elsham Wolds. You know. With horses of course. Anyway, that’s a by the way. So I get as close as I can on the bus. Barnetby le Wold. And they dropped me off and I’ve got about three miles walk but it shows how green I was. All I should have done was to have gone into a hotel, got a pint of beer and rung up and said I’m at such and such a hotel and they’d have picked me up. But I walked with my kit bag on my shoulder and I’m walking along a pace at a time. And I get the frights. As I’m walking along and I’m thinking I wonder if I’m going to walk back. I just wonder. And I get on and on and walk on and on and I walk and walk. And eventually I get there and kind of shelve it but you know it’s a thought that’s gone in your mind. I go into the mess. No. Not the mess. Sorry. I went and reported in and a batman showed me my room. I got myself sorted out and then I went into the mess and there was a little bugger, for a better word, with a pint of beer. He’d got wings and he’d got a DFM. And he was my sort of bloke. And the first thing he said, you know, he spoke to me straight away — his name was John Stevens. And John Stevens he’s died years ago. One of his sons, it’s got me a little bit funny because I’m so involved with family. One of his sons is my godson. His daughter lives in Jersey. She lived with us and was married from our house years ago now. Forty years ago actually yesterday. Forty years ago Sunday. But there we are that’s one of those things. They hit you on the soft spots. Anyway, so old John he’d done a tour of operations. And he starts talking to me about, you know, it’s all going on but not at that moment but the information gradually came over. One of the things was where he was such a good friend was he had a car and I didn’t have. So I had to make sure he was a good friend but he was and he said, you know, talking about operating. He said, ‘Be aggressive.’ Now then. This is not everybody’s thought at all but, ‘Be aggressive. If you’ve got any idea you can see one get the boys to fire at it. Be absolutely aggressive. Don’t, whatever you do, go through a target before somebody else is coned. Let, let you know if you’re early, whatever you do do anything but don’t be early what ever,’ And this is something and this is something you’ve trained your own navigators. But there was several things like this you know. That was for getting coned. Avoiding predicted flak. He said that his system that you don’t, you can’t do anything about first bunch. The first lot of flak. That comes and it’s too close for comfort. But you know it’s predicted automatic because there’s nothing going and all of a sudden bang bang bang bang bang all around you. So if you alter your direction, drop your height a bit, say you altered to the right or to starboard and drop down a hundred feet. And then you tell the crew look up there and in twenty seconds you’ll see a load of shells go off and you’ll see and it is. And I got caught, very badly caught in that predicted flak much later on, and when I was on 625 Squadron and taking a new crew. And the thing is keep your head. Keep counting and keep altering your direction and your height up and down. And it’s, there is a lot of luck because there’s more than one gun. There’s a gun battery but if you get another battery starts up then the timing suddenly alters and it all goes a bit wrong. But nevertheless it was all good advice. And we became firm friends and then the squadron was moved to Elsham Wolds. And I got on very well with the Elsham Wold, all the guys at Elsham and including the station commander. Group Captain Duncan did about eight flights with me as flight engineer. And you know so I was I was a bit of a party boy. Not a party boy. What do you call it? I was, it was a nice happy relationship with everyone. And I had, you know, operations. I remember the first operation. It was, this was one you remember the details and it was in Holland. I think the place is called [unclear]. I’ve actually got it. Can you? I think it’s in here somewhere. No it’s not. No. That’s the other thing. Anyway, I remember coming home. It was absolutely a piece of cake. There was no problem. It was daylight. With tonnes of fighters kicking around because it wasn’t, and the only problem coming back between Brussels [pause] I’ve looked all this up. And anyway in the Brussels area we got into a load of flak but otherwise it was nothing. It was an absolutely piece of cake. Well then the operations started and strangely I’ve got I can go through all my operations. Do you want me to do that?
CB: Later.
KT: Well it would take a hell of a long time.
CB: Later. Later.
KT: Yeah. Ok. To just tell you some of the important operations or the ones that stand out in my mind. We were going to Cologne. No. Further in. Where the hell was it? It was, and this is documented everywhere. In the tele, on the computer and everywhere. This particular raid. And it wasn’t Munich. I don’t. No. It wasn’t Munich. It was quite a, a fairly deep penetration and we took off and the, there was a massive cumulonimbus set up and we had to climb up to get over the top of it. And my rear gunner Clarrie had a problem. And he asked if he asked if he could get out of his turret. And he forgot to lock the turret. And the turret turned and trapped his legs. And brother. It says in the official report he requested assistance. In fact he was screaming. God. It’s a bit nerving when somebody’s screaming like made down the — but he, I sent the bomb aimer back, who was his friend, to help him. And when he got there the screaming had stopped. I’d said to him, you know, ‘If you don’t stop screaming we’re not going to do anything about it.’ And I think it would have crushed his legs. I don’t know. But by the time Noel got back there his oxygen had become disconnected and he’d passed out. So, he wasn’t, he wasn’t making any noise but I stopped the starboard outer engine. With the starboard engine drives the rear turret so that to stop the pressure and then he goes back there. He gets Clarrie sorted out and he gets him on the bench. There’s a rest bed just forward of the main spar on the left hand side of the port side of the kite. Anyway, he gets him on there and then I’m faced with do I — which way do I go? Do I go back home? I’m losing height and I’m going into the top of this cumulonimbus lot. And I think just start the engine. When I started the engine it looked as if it was on fire. And I left it until it was on fire and then I stopped it and it went out. So, I started it again. Left it for ten minutes and started it again and it still caught fire. So I stopped it and operated the graviner and the fire went out but I can’t use the engine any more. So I have got no rear turret but I went on to the target. Dropped the bombs. And I couldn’t get over the top of the cu nim coming back because it was a massive big front. So I went underneath and I came down low and I went underneath. And because I was only a few feet above the sea. You know, maybe a hundred feet. Something like that when after we crossed the coast and as luck would have it we never had fighter interest although we were on our own. And so that was lucky. Anyway, coming across and what do we see? A life raft with seven blokes in it. A kite has come down and we managed, we stayed there until we were just about running out of petrol but we managed to get so many things to go towards them to pick them up. There was a [pause] what do you call it, a coaster. I think he was hauling coal backwards and forward. I think it was a collier. I’m not sure but it was certainly a vessel. There was, a destroyer was involved and they motored, you know, small boats they put over the side. But the net result was I flew back and sent their exact position. And we gave their position but we could take you could plot back and give them the exact position. Anyway, they saved the crew. They were all, they picked them up. And then of course I came back and I was well late. Came in and landed and that got the first DFC. You know we did quite a few. The — oh yeah I must tell you this. Whilst in 617 Squadron and I don’t know how many operations I did there. I can’t remember. But because it was anyway I flew three different Lancasters. Now, when I say I me and my crew flew three different Lancasters that all did over a hundred operations and it is the, it’s only a statistic but we were the only bomber crew throughout the whole of the war that did that. You now, this is a heavy bomber crew. And that is, just as I say, a statistic. Anyway, we got moved down to Kelstern. Kelstern is the coldest bloody place in Lincolnshire and it’s the furthest place from a pub and thank God for Steve because we were able to do our stuff. You know. Another interesting thing the first possible night in the week when we were stood down we, Steve and I used to go front row of the stalls in the theatre and eye up the chorus. And you could, you could, there was a bar and the bar was on the right hand side of the stage. So, you went up a few steps onto — and there was this blooming bar and we’d get the direct birds into there and so we got a girlfriend for the week, you know and actually some of them, one or two of them, one of them from my point of view who I got to know quite well. And she said you get “The Stage” and you can find out where I am every week. Which was quite nice. When it was close. Not too far away. But unfortunately I hadn’t got the services of Steve then because [laughs] But anyway, so it went on. But now, what happened then? Then I had finished my tour and none of my crew wanted to stay on. Oh I forgot to tell you. Most important. When we went on to [pause] converted on to Halifaxes I needed a mid-upper gunner and he was a flying officer. Flying Officer Riccomini. And Riccomini spent the rest of his working life in the air force and retired as a squadron leader and I have been up to see him several years but I’ve not seen him, I haven’t been in touch lately unfortunately. I haven’t. He must have moved. But he had a nice house and he lived and he had quite a nice life. So, now, Riccomini was on his second tour so he only had to do twenty operations and he disappeared. Well, when he disappeared I picked up a little bloke. He was Flight Sergeant Arthur and he had done a tour and he was a, he wanted to keep going. So I picked him up as a rear gunner and he became known as Gremlin. And a gremlin was always in the rear turret. And he was, he was an aggressive little sod. He was just the sort of bloke I wanted in the rear turret. Anyway, the tour is finished so I’ve got Gremlin and nobody else. Well, on one occasion I took all the leaders. You know the bombing leader, nav leader, engineer leader and the gunnery leader and, and there was absolute hullabaloo because if we’d been shot down. And so that never happened again. But I wound up taking new crews. Now, a second dickey normally comprises an experienced crew and just the pilot goes with the experienced crew. And he does, this was how my second dickey was. But this time we took the inexperienced crew and the pilot, the inexperienced pilot came with me and would act, along with the engineer, as a kind of second engineer between them. And Gremlin in the tail. But [pause] and we do you know thirty one, thirty two, thirty three thirty four and they’re going up doing these sort of things. And then I got a dead lot. A real, and I, this was to Munich and he lost him. The navigator had lost the plot completely and we were well in over Germany. And we had, I mean I didn’t know at that. I mean one of the things you can get some, you could start to make a bit of a pattern in your mind of searchlight patterns. Where you can see towns. You couldn’t. You know. But Munich is a long way in. Anyway, I dumped the bombs, turned around and I flew. I cannot think of the course but an estimated course of my own. My own [unclear] was going to get me over the North Sea and then I’d go over England and we’d spot — we’d get a pinpoint off the ground. And anyway of course, so what happens we got into really prolonged predictive flak and it went on because I must have been on an unfortunate sort of a heading because I was going from one load of guns onto another lot and it happened. I don’t know how long we were coned, we were predicted but it went on and on and on. To keep counting on following Steve’s advice proved to be quite something but we got through the end of it and at the end of it you’d be surprised how bloody hot you are. I was sweating like a pig. And I don’t know why but maybe it was fright. It’s a thing. I don’t know. But anyway we got back to England. When we crossed the coast the bloke had got the Gee box on and he’d got the, and he told me the course to steer so I never had to go and look for the airfield. He told me the course. We came in and landed and they were sent back for training. And a very strange thing. It’s about fifteen twenty years ago. We knew a hotelier here and he said we’ve got a bloke here that used to be a pilot in the, a navigator, a Lancaster pilot in the war. ‘Oh,’ I said, ‘I’ll come and have a chat with him then.’ So I went around there and it was him. Of all the people. He said, ‘Ken Trent. He said `You chucked me out. You sent us back.’ So, I said, ‘Yeah and you’re still alive.’ You know. But anyway, so where have we got to? Now this went on and I’d applied to transfer to 617. Eventually. It wasn’t too long. Oh something before this. We came back and it was thick fog. This is actually — the funny in my voice is nothing to do with the the fog. We were, we were diverted back. I think it was Ludford Magna. And when you got there you could see it because FIDO is hundreds of thousands of gallons of petrol being set alight through little pipes. There was some pipes with little holes in and it’s going out and it takes about a quarter of an hour I think to get the lift the fog sufficiently enough to bring the kites in. But you could see the brightness from quite a long way away. Anyway, so I went to Ludford Magna. The first thing they say is how much fuel have you got? Well if you’ve got three hundred gallons you would say two hundred because you, because you knew what was going to happen. They were going to get you to [pause] and all you wanted to do was get on to the ground. Anyway, so they’d send you on a cross country and then when you came back they would, at the time they would put you in the stack. And you would be on the top of the stack. And I can’t remember whether it was a hundred feet you came down but they would bring, give permission for somebody to land and they would go through the stack an bring everybody down to the next height lower. I don’t know whether it was a hundred feet, two hundred feet. I don’t think it could possibly five hundred feet. That would be too much. Anyway, they bring you all down until it was your turn to land and when I landed and went in there was a message. My mum was seriously ill in hospital and it’s is going to upset me a bit. Anyway, I took off as I was with my helmet in a bag and I just went. You know, flying gear, the whole bloody lot. And they had a railway warrant. I went down. I went to see the hospital and she seemed as bright and cheery as if there was nothing wrong with her. But she’d had, in those days they weren’t anywhere near as advanced with cancer and they’d had a look inside and discovered — and just sewed her up again. There was another lady there she’d palled up with there and she said, ‘She’s dying. She might last three months. The doctors say might last three months.’ And so if, you know, a little later I went back to camp and of course any opportunity I was home. And I got some leave to go home and what’s she doing? She’s cleaning the place. The shop, the house, from top to bottom while she still had the strength. Before she died. I was there when she died. Twenty one minutes past ten on the 29th of April 1944 and — 1945 sorry. The end of the war. Anyway, so of course I’m I get back to camp eventually and the transfer or the posting comes to 617. And when I got to 617 Squadron all of a sudden I thought that I might survive the war. This was January 1945 and we’d lived a pretty heavy life from the drinking and etcetera and, you know, because I suppose we were just having as good a time as we could possibly have whilst we were here. But it was accepted in a way and you didn’t, you weren’t lying in bed thinking, ‘Oh. Am I going to die?’ Nothing like that. Maybe you’d had so much to drink you’d been to sleep anyway. But I, the, it was the atmosphere at 617 was it was a special place and they were all special people. But I’m not that special. I felt that I wasn’t that special. And although it was a fantastic squadron and they did some fantastic things. Things that, you’ve got to admire everything about them but I went out for a walk, came out of the Petwood, turned right and a little way on the right hand side is a farm. And there was a long straight line right up to the little cottage where the farmer lived. And I went down there looking for eggs and he was milking. And he was, he’d got — his kids and his wife were milking. And he was carrying, with a yolk, I don’t know how many but maybe five gallon, six gallon buckets. I don’t know. Four gallon. They were big buckets of water from a pond and he was carrying them in to where the cows were to water the cows. So I said, ‘Oh I’d like to have a go at that.’ And I became very friendly with the family and all the drinking went out of the window. I wasn’t drinking. And he couldn’t read or write but he was a lovely, lovely man and his wife. And while they were there they were up to all the things the farmers were doing. I haven’t, you know this to me was more interesting than the than the operations. They killed a pig. Illegally of course and they knew exactly what to do. And I could go through the whole performance but its — and the whole thing goes. When I go home, I’ve got a car by now, when I go home I’ve got a sack of spuds you know. A chicken. A dozen eggs. And a lump, a lump of bacon because it wasn’t for pork. It was for bacon in the boot. Which today of course if you were stopped by the police you would wonder what the heck but it never occurred to me that that might happen. Anyway, they’d let you off because you’ve got wings and the DFC on you. Anyway, so 617 Squadron. I didn’t spend as much time in the mess and I never made a close buddy because I was involved more with the farm and I also wasn’t drinking much. I’d have an odd beer but I certainly I wasn’t getting pissed or anything like that at all. Well. Some of the operations. The first one I did was to Bielefeld Viaduct. I can remember that as a first. I can remember the last which was to Berchtesgaden. I’ll talk, there’s a bit more about Berchtesgaden in a minute. I think there’s one or two. I’m not sure which it is. One was a viaduct and the other was a bridge and it was the bridge and I can’t remember which one it is. Arnsburg comes in my mind. But I do know it and it’s in my book. But because we know. And I had a Tallboy which was a twelve thousand pounder and — Left. Left. Right. But I must tell you. I was talking about a bomb sight a lot earlier on. Now the bomb site now was an automatic bomb site. Not semi automatic. And the, the thing that happens is this. About ten minutes, a quarter of an hour before we get to the target you take a three drift wind and it’s quite a simple thing to do. You can either do it — the gunners can do it for you or you’ve got to get the land going down straight and it gives you the direction of the wind. And you can calculate the direction and strength of wind. Or you can do it with a hand bearing compass. Anyway, the navigator does that and that’s passed to the bomb aimer who enters it into the bomb sight. Now the bomb sight is a big box of tricks to the left of the actual thing of the sight. So he feeds that in. The air speed is automatically fed in. And the height is automatically fed in. Then there are corrections for air speed and corrections for height which the navigator works out and passes and they go in. And all this time you’re flying straight and level and you have, apart from you’ve taken your sixty degrees either side to get your wind and then you’ve got near enough a ten minute straight and level flight. You’ve got the, it’s all daylight because you’re doing, you’re dropping a bomb on a particular object. And the bombsite consists of a piece of glass about an inch and a half wide and I would think say five, six inches long. Now I’m only talking from memory but this is to give you the idea. Now, as you came, as you were approaching the target and the target would start to come on to the glass and then there’s a big cross with — it’s shorter on the [pause] and it’s longer on the direction into the cross. And the bomb aimer gets it on to the end of the leg of the cross. ‘Left. Left. Right. Steady, steady. Ok. Ok.’ And then he says, ‘Bomb site on.’ And when the, that means he’s switched on the bomb site and it should, the perfect thing is that the cross is there on the target and it stays there and as you travel forward the glass gradually depresses to keep, and it should stay there. And the bomb site releases the bomb. Not the bomb aimer. And this was a really accurate but for all that the idea of the bomb was to get as close to the target as you could and you made sure. The bombs were so big. I mean there was the Grand Slam or special store that was ten tonnes. Which was a massive, it was quite a bit bigger but for all that the twelve thousand pounder would make a big enough hole for most things nearby to fall into the hole. Or [unclear] into the hole. Well this particular one and I never saw this. Only from the pictures afterwards. ‘Left. Left. Right. Steady. Bomb sight on. Bomb gone.’ And then the bomb aimer, ‘We’ve hit the bloody thing.’ And he’d hit right in the centre sideways of the bridge and just maybe a twenty foot overshoot. I mean incredible fortunate bomb. And there were three pictures and these were posted up in the very special little officer’s mess in Petwood Hotel. And the first one was a hole in. The second one was water splashing up and the third one was the whole bloody lot up in the air. That was, you know, that was something. On another occasion and now this has been recorded officially as a twelve thousand pounder bomb but it wasn’t. I carried. I wasn’t the first one by any means but I kept the first ten tonner, the first Grand Slam. The first specialist bomb that I carried. I can’t remember where we were going. But on the way out when we started to climb our, my oxygen was out of step. Wasn’t working and the squadron commander at the time was Jonny Farquhar. I shouldn’t say this but he wasn’t the most popular. Leave it at that. And he [pause] when I shouldn’t have told him but he said, he was getting on at me because I wasn’t getting up to height and I told him that we were having problems with the oxygen. And he said, ‘Go back.’ And we discussed it amongst the crew. Shall we pretend we can’t hear him or shall we go on? But we went back. So I’ve got, I’ve got, although as I just said it says in the, in the records that it was a Tallboy but it wasn’t. It was the very first one that I took up. And I blooming well knew that. Anyway, we’d then got to land and I landed ok but I came in and I thought you know I’d better just give it a little bit more speed and I was aiming to touch down right at the very beginning of the runway. And I might have touched down a third of the way down. The bloody kite floated down and seemed to float forever. Anyway, I was frightened to overshoot in case it wouldn’t overshoot with a full flap wheels and the bomb. So it stuck on the ground and we were going fast because, I mean there’s a hell of a lot of weight. And if you put the brakes on like that then you’ll burn them out in no time so you snatch the brakes and it keeps snatching the brakes until you get right to the end and that gave it a little inclination to turn to port. To turn left and of course the bloody thing was going to whizz around and it was going to wipe the undercarriage as far as I can and everything off. And I put absolutely full bore, full power on the port outer right through the gate as I turned off and as it came around. I mean how the undercarriage stood it I don’t know. But all of a sudden I shut it. I’m doing four miles an hour on the taxi trip. And that was, that to me I reckon was one of the danger spots. Now, the war. We did the Berchtesgaden. Get all the way there. The bombing leader was my bomb aimer and we got hung up. And so we carried the Tallboy all the way back home. But we used to land with Tallboys all the time. This is why I can tell you that it was a thirty five. You know, it was a Grand Slam. And I can tell you because I mean Tallboy we were bringing them back. If you had a Tallboy and somebody hit the target you would bring them back home because they were so scarce and there were so few of them. And I mean landing with a Tallboy was absolutely no problem at all because nowhere near the weight. Anyway, the war’s over. We left the Petwood. We went to Waddington. Lovely mushrooms all over the airfield. We used to pick them in the morning and take them in. Then we are sent to Italy to pick up some army types. And the first time we went was to Parmigliano. There was a great, a great party when we got there and we discovered that you could buy — oh what was it? Not cherry brandy. A fancy, a fancy liqueur that we had’t seen. Never. None of us had ever tasted. It wasn’t Cherry Heering. It was something like. What now you buy. It’s a yellow creamy lot. Anyway, I can’t remember what it’s called at the moment. Tia Maria. And it came out. I can’t remember. But say it was a pound. It was cheap. A pound a bottle or something like that. So of course we all bought a load of this stuff. Put it in the kite to sell to the pubs when we get home in Lincoln. Anyway, so we eventually next morning we’re not really feeling very well. We’re gathering all the guys up and they — I think, I can’t remember how many. The place is stuffed with brown types and soldiers and we take off and come home no problem. But we’re a little bit worried about the contraband and so we told the authorities. We called up and told them we had some problem with the engine and so they — I can’t remember where it was but I can’t remember the name. It was another place where they’d got an elongated runway. Very wide and there were two of them. Was Ludford Magna one? And was one Woodford or somewhere?
CB: Woodbridge.
KT: Where?
CB: Woodbridge.
KT: Woodbridge. Yeah.
CB: Suffolk.
KT: Yeah. That’s right. Woodbridge. Well we landed at Woodbridge. And I couldn’t remember where it was. And so we got a corporal comes out. ‘No. No. Nothing to declare.’ So that was that. So the kite’s at Woodbridge. Somebody took a look at the engine. That was alright. We stayed the night so the next day we flew back to base and we didn’t have to go through customs. So we got the stuff home. I’m near the end but I just, there are just one or two more things to tell you. One of them was we did another trip. This time we went to Bari which is the other side. And when we took off for the guys coming back home we were given a weather forecast that there was cloud. And you break through the cloud about four to five thousand feet and the cloud base was about a thousand feet or something. So we took off and climbed and climbed and climbed and climbed and I got up to ten thousand feet and we weren’t out of the cloud. And I thought well I can’t go any higher because I’ve got all these guys in the back. So, and then we started to get violent turbulence. So I said to the nav, we want to get, ‘Let me know when we’ve crossed.’ When I say violent turbulence you can’t believe it. You suddenly find your climbing at about five thousand feet, ten thousand feet a minute. Something. I can’t remember. So you stick the engine, you stick the kite down and you start losing height like mad. And then all of a sudden you get a bloody great bang and you’re descending at the same sort of speed and I said to the nav, ‘Let me know as soon as we’re clear of Italy and I aint going to get underneath it.’ And I may or not have told him we were going underneath but I had the experience of this. We were clear and I came down and down and all of a sudden I came out of the bottom and about a hundred, two hundred yards from the starboard side was a bloody great whirl of water being sucked up out of the sea into it. But we were underneath. You could see several of these all around and it was so easy from there on to fly. And we would fly back to the Spanish coast as we did the first time and then due north to England. Well, when we got back a bloke — they’d lost I think one kite. They lost a bloke. A mid-upper turret had come out of a kite along with the guy sitting in it. And another kite landed with a broken back. And they got it back and landed it. And that was the end of those. Now, the one thing I must tell you. Before I took off for this particular trip I took off and was, we was on course and the nav comes up. He says, ‘The Gee box isn’t working.’ So I said, ‘Well, it doesn’t matter does it?’ You know. He said, ‘There’s a Kings Regulations just come out. You’ve got to replace it.’ You know, ‘The regulations says you’re not to fly with it.’ If you get that you’ve got to replace it. It’s an after the war job. So I came in and as I was approaching I could feel the kite did that. Do you notice? Nothing. You know. Landed. Taxied in. No problem. Shut down. They’d changed it so taxied out. Took off. As I’m going down the runway and I’ve got to something like eighty miles an hour. Eighty five. So, and you need at least ninety five to take off. All of a sudden the runway went flying that way and I’m flying across it. You know. Careering across the grass. I put on full rudder. Bloody difficult because you’ve got this engine feathered, got the things. Put in boards straight through the gate. Took a little out of the port outer to ease it on the rudder and I’ve got my hand here on the rim, trying to, on the rudder trim. Trying to turn the trim. And the wing, we left the airfield and we’re over a field and the starboard wing touched the ground. So the net result the next thing and I’m not strapped in. The war’s over and all that and I haven’t strapped myself in and it touched the ground. I knocked the box off which disconnects, you know turns off all eight ignition switches. And there’s a handle. Have you been in a Lanc? Well you know where the handle is. You pull yourself up to get into your seat when you fly. As the pilot. Well that handle. I put, I put my hand on that and I put my head on my hand because I could see myself being smashed in to the [pause] and then all of a sudden when the bang came the thing did a cartwheel. It took the nose off. And we and there’s mud flying everywhere. My head goes through and the artificial horizon went like that. Never touch it. Next moment I’m in the top of the canopy. And the crew had got all the escape hatches off so they must have been working bloody quick. They were very quick. And I’d always said to my crew you know if ever I say, ‘Emergency. Emergency. Jump. Jump. If you don’t get out I won’t be there. I’ll be the first off. Out of this kite.’ I jumped up out of my seat, put my head in someone’s bum. Some bugger’s got in front of me. And I got up and got, got through. Sat on top. The engines are cracking as they’re cooling down. A hundred yards behind there’s the rear gunner running towards us. And the other guys are running away in case it explodes. And it looked to me to be a long way down to the ground but as you know of course it isn’t that far. But I slid down. The gunner had turned his turret to try and help with the directions. You know, to put some rudder on. And when the tail came down he burst through the doors and was dumped in a ploughed field. Sliding along in the mud. And he’s covered from head to foot in mud. Not a scratch. You know, it was one of those things. Anyway, that was I flew a few times after that but not much more. But I must do the last bit and the last bit I was posted. I thought about staying in the air force. I mean we all wanted to stay in but obviously there wasn’t a future there. You could stay you could sign on for three years and I reckoned at the end of three years it was going to be a bloody sight harder to make a living. But at the moment there were going to be millions of people coming out of the services and there was going to be a bit of money around. I’d better get hold of some of that. That’s how, and I wanted out. So they, as soon as they knew I was posted to a station. I cannot remember where it is but I bet I could find it. And I think I found it and it’s in here. But when — they don’t know what to do with you. And A) I don’t know who he was but somebody, a squadron leader bloke. I was an acting flight lieutenant then and he comes in and he takes me into an office and it’s absolutely full of paper all over the place. And it was the signals office. He said, ‘I wonder. We want you. Your job is to file all this lot. Sort this lot out. Get it in to order and file it.’ Ok. So off he goes and I sit down. It was cold. I looked at it and I thought well this is just bloody stupid. It’s a completely impossible thing to do. I mean, what can you do with it. Where are you going to put it? And it was cold so I put the first bit in the file and burned it. And two weeks later I burned the lot. All Gone. The office was tidy. Clean. Looked lovely. And I’m thinking boy this is going to be some bloody background to this. Something’s going to happen. I wonder. It’s going to be interesting. So the bloke comes in. ‘Oh I see you’ve sorted it. Good show old boy.’ End of story. I mean I just burned the bloody signals. All of them. Anyway, that is me for now.
CB: That’s really good. Thanks very much Ken.
KT: That’s good.
CB: Let’s just recap if we may.
KT: Yeah.
CB: You’ve got one DFC. What was the timing and –
KT: Ok.
CB: Occasion of the second DFC.
KT: Well, now I thought the bar to the DFC came because possibly my record in 617. And that has been my whole thought over all my life until I started to write the book. And then I got in touch with the Air Ministry and records and all this, that and the other and I discovered it was recommended by 65 Squadron. And it was nothing to do with 617. And I’m just going to add something else. I mean we’re all very old men now. And Aces High, who I think some of you may have heard of and know about they had a signing session at [pause] where’s it?
CB: Wendover.
KT: Wendover.
CB: Yeah.
KT: And there was a bloke there who was a pilot in 625 er 617 and he did thirty operations including the Tirpitz. But he didn’t do the Dams raid.
CB: That was Iverson.
KT: Who?
CB: Tony Iverson.
KT: And he doesn’t have a gong.
CB: That’s right.
KT: This is a bloke without a gong. All he got. He hadn’t got a DFC or anything.
CB: No.
KT: And this, that is true is it?
CB: Yeah –
KT: Well now I felt like writing in because it was this was Farquhar. Jonny Farquhar. He was not. All he wanted was stuff for himself or his favourites. But that man. Tony.
CB: Iverson.
KT: Iverson.
CB: He died last year.
KT: Yeah. Now I met him two or three years ago at Aces High.
CB: Yeah.
KT: I didn’t know he’s dead. I’m sorry to hear that. He was on the squadron when I was on the squadron.
CB: He was originally a fighter man.
KT: Yeah. But I thought that that was awful because he had done, in my — as I look at it, more than I did and he I thought that was absolutely terrible because he deserved it. He deserved it more than I did and I got two. Anyway, there we are.
CB: Fantastic. Thank you very much. We’re going to take a break now ‘cause you deserve a cup of tea.
KT: Oh yeah. I’d love a cup of tea. How long have we been doing that?
CB: I can’t see now.
KT: Oh I’ll put the light on. I’ll go and see if I can find some- i’ve got to be careful when I first get up.
CB: Don’t worry.
KT: I’m alright now.
CB: Ok.
KT: I’ll give you some light.
CB: We’re now going to have a break and we’ve done two hours and twelve minutes.
[recording paused]
CB: We’ve stopped the interview because ken has been going for two hours and it’s got to the end of the war although some things we haven’t completed. What we aim to do is reconvene another time and pick up on a number of points that are really important in this.
[recording paused]
CB: This interview is about two hours twenty minutes continuous. The plan is to continue the conversation at a later stage. Probably at Wendover, in the spring, when Ken’s book is due to be launched.
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 Kenneth Trent
Creator
An entity primarily responsible for making the resource
Chris Brockbank
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-01-12
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ATrentKL160112
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
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
02:13:11 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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Shropshire
England--Cheshire
England--Yorkshire
England--Lincolnshire
Canada
Québec
Queensland
Saskatchewan
Québec--Mont-Joli
Alberta--Innisfail
Saskatchewan--Swift Current
Germany
Germany--Berchtesgaden
Germany--Bielefeld
Italy
Temporal Coverage
Temporal characteristics of the resource.
1945
Description
An account of the resource
Ken grew up in London and joined the Royal Air Force on his eighteenth birthday as a pilot. After exams and interview at RAF Uxbridge, he went to Number 9 Receiving Wing in Torquay and an Initial Training Wing in Stratford-upon-Avon. He then trained in Canada at an Elementary Flying Training School in Swift Current. This was followed by Innisfail and North Battleford where Ken flew Oxfords. After becoming a pilot, he went to a bombing and gunnery school at Mont-Joli and flew Battles before returning to the United Kingdom.
Ken went to RAF Shawbury, flying Oxfords. He was posted to RAF Lindholme on Wellingtons where he crewed up. He was posted for a very short time on Halifaxes, followed by a Conversion Unit onto Lancasters. He then went to RAF Elsham Wolds and 576 Squadron. From flight sergeant, he quickly became pilot officer.
Ken shares some good advice he received from a fellow pilot and describes some of his operations. Ken was awarded two Distinguished Flying Crosses. His first operation was to the Bielefeld viaduct and the last was to Berchtesgaden.
Ken flew three different Lancasters for 617 Squadron and they were the only heavy bomber crew to carry out over 100 operations. During his time at RAF Woodhall Spa, he fostered a good relationship with a local farmer.
When the war ended, he went to RAF Waddington and flew back army personnel from Italy.
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
576 Squadron
617 Squadron
625 Squadron
Absent Without Leave
aircrew
anti-aircraft fire
Battle
bombing
crash
crewing up
Distinguished Flying Cross
faith
FIDO
Grand Slam
Halifax
Lancaster
military discipline
Operation Dodge (1945)
Oxford
pilot
RAF Elsham Wolds
RAF Kelstern
RAF Lindholme
RAF Woodbridge
RAF Woodhall Spa
recruitment
sanitation
take-off crash
Tallboy
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0003.jpg
b49252399e39e4e79a4f1448769b96a2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0004.jpg
f9c1f0aeb6b9ecccc63dab21a1543652
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0005.jpg
88de5cc65a5246c49a0f44ebf2b52c06
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0006.jpg
820072a5f9a91612c582af01b38ff147
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0007.jpg
046eb8f343abfc12826e4a42ad0f43d8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0008.jpg
0cbc1f5a2af940dd8aec65965bc57353
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0009.jpg
2bb53b69bba6bc8e0bfe96e8a29bb68f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0001.jpg
0e058135743e5c39fcce6f065e4d0311
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11088/EMadgettLR[Fam]MadgettHR411015-0002.jpg
d570148bd943ee064e2ecd6cf6e8e256
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] Recd [underlined] 4th Nov 1941 [/underlined] [/inserted]
[postmark]
[stamp]
[postmark]
[stamp]
AIR MAIL
[page break]
FROM: L.A.C. H. R. MADGETT
No. 1330340. R.A.F.
CANADA. [inserted] [circled 5th] [/inserted]
[logo]
VIA AIR MAIL
No. 1330340 L.A.C. H.R. Madgett.
(Course 33)
No. 32 E.F.T.S R.A.F. Station.
Swift Current,
Saskatchewan.
Canada.
[underlined] 15th. October. 1941. [/underlined] [inserted] [underlined] Recd 4th Nov. [/underlined] [/inserted]
Dear Mum. Dad. Peter. Jock. & Tinker (& her family)
Oh boy, oh boy!! This has been my best day since I have been in Canada. First I have gone solo, and then I got a card & letter from you having not heard for ages.
I hope my first letter has not been lost, as I prided myself on its length, and included the trip over to here.
Well, lets get on with the news, the biggest item being my solo. I have just sent a cable & letter cable to that effect. Well, I had to have a lot of patience to get it because of the weather. On Thursday late afternoon, Oct. 9th.my instructor, Sgt. Smith said I could go, but it was too late in the evening and you had to take off right into the sun. So I was to have it on the morrow. But Friday the wind [inserted] was [/inserted] swishing along in a gale at 40 to 50 m.p.h., sending up clouds of dust across
[page break]
[underlined] 2. [/underlined]
The drome; this obviously meant no flying. Saturday morning we had lectures, but they had us flying on Saturday afternoon to make up for lost time during the week. I [deleted] had [/deleted]did a few circuits & bumps to get my hand in, and then waited for the commander of our flight, [underlined] F./Lt. [/underlined] Smith to test me: but as it was a Saturday afternoon he packed up early, and so had to wait till Monday. Monday morning comes along. I go up first thing for a flip round first thing & then my instructor gave the timekeeper a message that the latter was to tell F/Lt. Smith to take me up. It was 11.45 a.m. before [deleted] Flt [/deleted] F/Lt. Smith came down & what do you think? The timekeeper forgot all about the message. Was I mad at him! Even though it was a bit late – we knocked off for dinner at 12.30. So on to [deleted] today [/deleted] Tuesday afternoon. The wind was far too rough & bumpy for a test as the kite was not steady a single second. You were buffeted all over the place & the commander could not judge my flying very well. So I had to wait till next morning
[page break]
[underlined] 3. [/underlined]
Wednesday (today). I went up with Sgt. Smith first thing for a few circuits and the wind was marvellously calm. When I came down I waited about 1/2 hour for F/Lt. Smith to come down. As soon as he climbed out I asked him whether I could go. Although he had about half a dozen others he had to test on his list he said “there’s no reason why you shouldn’t go now”. So up we went. He [deleted] was [/deleted] [inserted] is [/inserted] a very nice chap. Before I took her off, he said he did not want [underlined] good [/underlined] landings but [underlined] safe [/underlined] landings. I said O.K. & would do my best. Actually, without shooting the line I have been used to doing good landings – i.e. what [deleted] to [/deleted] [inserted] are [/inserted] are called “pretty landings”. Occasionally, you make a bad landing if the wind hits you, but this is not often. However, I took off O.K. did a complete circuit, did a good landing, Then took off again and when [inserted] at [/inserted] about 300 feet he took over and did a short circuit which we are not allowed to do, and I took over again to land. Another good landing, one which I was very pleased about because when about 10 feet above the ground & from then on till we touched down he kept saying “nice, nice, very nice, thats it”,
[page break]
[underlined 4. [/underlined]
and when we stopped he said what a nice landing it was. Then once again I shot off, he took over, I took over and landed her. When we had stopped, he said “O.K.” “I’ll let you go alone”. And he gave a few words of advice – such as never hesitate to use full throttle after a bad landing & go round again or when you find yourself undershooting the drome. (These things have been drummed into us ever since we started flying). Out he climbed and when I had waited for a plane to get out of the way in front of me and also 3 planes landing near me I let her go, and did a complete circuit. In a circuit you have to climb straight up to 600 feet on [deleted] 2,100 [/deleted] [inserted] full [/inserted] revs. & then climb to 800 ft. on 2,100 revs. You then turn 90 & go across wind, then another 90 to go down wind. You then judge when to turn again across wind according to wind strength, & then a little more judgment is used when to throttle right back and glide down. I f your judgments were O.K. you should be able to land after doing a gliding turn into wind quite near the edge of the field. Actually
[page break]
[underlined] 5. [/underlined]
when solo, I had to use a little engine as I was undershooting a bit. I landed, turned around & taxied back to pick up F/Lt. Smith waiting for me. He got in, took off and flew about 8 feet above the ground to the hangers, and landed again. It would have been waste of time taxying the whole distance. It was strange having no head & shoulders sticking up in front of you, and therefore could see straight ahead when flying, and was easy to judge the relationship between the cowling and horizon. Also, the loss of weight in the front cockpit made the plane feel very light, and the nose tended to rise too much when landing. But it was good with no one to tell you what you did wrong. Not that you ever did much wrong – if you did you would not be [deleted] let [/deleted] allowed to go solo. So there you are. – that’s the whole story.
On Saturday night we are going down to town to celebrate with [deleted] the [/deleted] my plane’s mechanics.
[underlined] 16th. Oct. Thursday afternoon. [/underlined]
We are flying this afternoon, and am writing this in the crew room. I have
[page break]
[underlined] 6. [/underlined]
just come down from doing circuits and bumps with my instructor. Its not very nice weather for flying today. The wind is pretty bumpy & constantly changing direction. I hope to be going again later on solo.
By the way, after I had passed the solo yesterday, [deleted] my instru [/deleted] I went up with Sgt. Smith doing blind flying, and then he did some low flying. This is the most exilerating [sic] experience you can have. You race along skimming the ground, climb over telegraph wires, shoot up farms and make the cattle stampede. Officially we are not allowed to shoot up farms, or cars on a road or trains, because not long ago a pupil here decided to shoot up a [deleted] plane [/deleted] train on the railroad. But very unfortunately for him there was a R.A.F. Wing commander travelling in the train & was visiting the station. He had a Court Martial, but was let off with only 7 days C.B.! [Confined to Barracks]
Up to now only one of our brethren is off the course for continual air sickness, but five others have been ‘top-hatted’. i.e. taken off the course because they could not land. It is very bad luck for these
[page break]
7.
chaps, and by the looks of things a few more will soon be top hatted.
On Thursday we had the mid term armaments exam, & today had an aircraft recognition exam, both of which I have passed. Tomorrow we have aero engines and airframes. We have a few more next week; but there is hardly any need to worry about them because before each exam we have a fair idea (sometimes a good idea) of what questions we will have.
Thanks for the addresses in Regina & Saskatoon. I shall be writing them soon when I have got my mailing list off my chest. The people I have to write to! I don’t know how I’m going to [inserted] do [/inserted] it!
Well, I guess I’ll finish now, but will write again very soon. Oh another thing, - please don’t worry about me flying. They would not let us up if we were not competent – so please – no more worrying.
All the Best, With Love from [underlined] Hedley. [/underlined]
P.S. They have just run out of gas – a fine state of affairs – so no more flying. Will be up again tomorrow morning.
[inserted] Armaments exam. result just out. I got 92% & was 10th. out of 86 chaps. a/c recognition got 50/50.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Announces he has completed first solo flight and has received letters from home. Tells of several days lead up to first solo and describes flight itself. Mentions he went to town with his mechanics to celebrate and goes on to describe flying activity and the immanence of mid term examinations. Mentions a student being court marshalled for beating up train which unfortunately had a wing commander aboard.
Creator
An entity primarily responsible for making the resource
H R Magdett
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-10-15
Format
The file format, physical medium, or dimensions of the resource
Seven page handwritten letter and envelope
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR[Fam]MadgettHR411015
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
Canada
Saskatchewan--Swift Current
England--London
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-10-15
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Robin Christian
David Bloomfield
aircrew
military discipline
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0001.1.jpg
f888b9340433f37aabdf62cf456100dc
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0002.1.jpg
fc16fb87b289c8d648fcca9c2b3b8e3e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0003.1.jpg
4e30cf4542edce6becc71751756858e3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0004.1.jpg
9bf8e78b213c5c8cf8972c6e74d04f01
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0005.1.jpg
60b0d63020ae42a57e7a3ac4f9a82892
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0006.1.jpg
d33319599364fc8b1291337775bcdd24
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11187/EMadgettLR-AGMadgettHR410928-0007.1.jpg
257e592d58fc419ad4513860259eb3d6
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No. 1330340. L.A.C. H.R. Madgett.
33 Course. [symbol] No 32 E.F.T.S. R.A.F. Station
Swift Current,
Saskatchewan.
Canada.
[underlined] 28th Sept [/underlined]
[inserted] Recd 21st Oct [underlined] 1941 [/underlined]
Dear Mum & Dad,
I am sorry I have not written earlier, but I have been rather busy as we have now started our course proper, and our mid term exams are not very far away.
Well, since I wrote last a lot of things have happened, but first, your telegrams. Thanks very much for birthday greetings. I received it 11 days after you sent it from Sidcup, but the others only took 3 days. For each one, there is a duplicate that arrives about a week later than the original. I was surprised and mighty glad when you said $50 was coming. Surprised because I wondered how you were going to manage sending it, as we had been told you could not send any money out of England. However, I should not worry about this now, as the pay question is improving, and is coming regularly now. On Monday (tomorrow) we are again due for $27, to last us a fortnight. So, we are happy now as far as money goes. I have bought a Kodak camera, and although have not finished one spool yet, I shall send some photos on. I enclose that snap taken of me when I was peacefully having a nice little nap; also one of
[page break]
2.
of the hut interior. That’s me [deleted] out [/deleted] on the left and those long pipes and a funnel in the middle and at the end are the furnaces, which blow in hot air. There are three of them altogether, and we certainly need them, as in the morning, it is well below freezing.
The first snow came down on Sept. 26, and although was not thick enough to cover the ground, that day was terribly cold below freezing. And yet, two days earlier it was quite hot.
Well we have started flying! [deleted] We [/deleted] I first went up on Tuesday for air experience, and learnt the art of taxying. Its quite a business taxying – the plane does nothing you want it to because the plane takes an awful time to respond to the controls. However, I have got this pretty well taped now, and have now done 02.30 hrs [inserted] flying time [/inserted] and [deleted] have [/deleted] can now fly straight & level, climb, glide, stall with engine off, and on, do slight, medium and steep turns and yesterday I took off (after 2 attempts), & of course know the cockpit drill. Taking off is much harder that I thought – at the moment at any rate. You open to full throttle and push the stick forward to
[page break]
[underlined] 3. [/underlined]
get the tail up, but it is then that things go wrong. The ‘plane starts swerving round, and if [deleted] the [/deleted] my instructor had not pulled the throttle back quick, we would have had it, and we finished up at right angles to our take off path. So I had another go, and this time it did the same thing nearly tipping on to the right wing. But the next time, I managed to get it going straight, and the next thing we were in the air. Unlike the other instructors, who are Canadians & Yankees, mine is an [deleted] El [/deleted] English chap – Sgt. Smith. He is quite a decent chap, and sometimes has a habit of when I [deleted] ha [/deleted] was climbing the plane, he said “that’s O.K.” “now I’ll take over”, and then just when I was feeling very pleased about myself & having a look round, he [deleted] jams [/deleted] [inserted] jammed [/inserted] the stick forward & down we went vertically. I was standing upright on the rudder bar & staring at the ground. Then he pulled out suddenly & you feel your inside being squashed downwards. Still, its might good. The next lesson I have to learn on Monday is landing, the hardest of all. I [inserted] have [/inserted] seen plenty of pile up’s, none serious, but the
[page break]
[underlined] 4 [/underlined]
most extraordinary thing is the way those poor undercarts take some landings. Its not unusual for planes to land 20 feet in the air & come down bang on the wheels and then jump into the air again. Its then you have to open throttle quick and fly away again to have another try. My plane is no. 5072, and we fly in the morning & afternoon alternately. One day the weather was too bad for flying. There was supposed to be ice and very low clouds. To make sure & find out, our flight commander Flt/Lt. Smith had me as passenger, [deleted] [indecipherable letter] [/deleted] & [deleted] [indecipherable letter] [/deleted] make a weather test. We flew through cloud most of the time, & when we came down we found quite a lot of ice on the struts. This time next week we should know whether we will go solo or not.
Last Saturday was a free day as we had to work on Sunday because someone high up was visiting the camp. However, we got up on Saturday morning wondering how to spend the day. After breakfast we said “let’s go to Moose Jaw”, So when we were ready [deleted] we three started [/deleted] [inserted] we got a lift down [/inserted] to the main highway, and it was not long before arrived in Moose Jaw, 120 miles
[page break]
[underlined] 5 [/underlined]
away. Half way there on the road, we passed a particular car and saw a khaki uniform at the wheel.
We just mentioned “an army officer”, but he overtook us again 1/2 mile further on, and just as he was passing, a siren sounded and he signalled us to stop. He was a cop, and stopped us because [deleted] we [/deleted] there were more than three in the front seat of our coupé. He was a decent chap however, and let our driver off so on we went. That siren was the [deleted] most [/deleted] [inserted] best [/inserted] we got out of that episode – it was just like those you hear on the pictures.
Moose Jaw was not much of a town & there was not much to do there. After a meal and shop window gazing we started back at about 4 o’clock, and did not have very good luck in getting lifts back. In fact it took us 3 trucks and 3 cars and our legs for about 5 miles to get home again, and took 6 hours. Next week we intend going further on from Moose Jaw to Regina, which, they say is a better town, and only 40 miles further on.
On Sept. 19 we went to a corn feast at the
[page break]
[underlined] 6 [/underlined]
experimental farm. There was community singing, vocal turns & piano playing, monologues, and also a film show & slide show of pictures of Canadian rockies, and other parts of Canada, where the presenter had toured. They were colour pictures, and were marvellous. Then had some sandwiches, and corn eaten off the cob and smeared in butter. I have never had this before and tastes good. I cannot describe the taste because it is [inserted] not [/inserted] like nothing else. Its very messy to eat and is very filling. It was a very good evening especially as the feminine element was not lacking. The farm but took us back to camp, as all the taxis that were to be used were helping in the train crash in Swift Current station. Several were injured & one killed. This is only one of three railroad crashes near Swift Current this last week, most of them serious.
I shall be sending a lot of papers, postcards & what not very soon, when I get hold of some large envelopes. I have such a lot of them that I must send them to get them out of the way.
Well, I guess that is most of the news for the
[page break]
[underlined] 7 [/underlined]
time being. I’ve had to condense it a bit. If I did not, I would not finish writing. I could write a book on the happenings over here.
So, I’m afraid I will have to stop now. I hope you are all keeping well & having good weather.
Cheerio, With Love & Best Wishes,
From [underlined] Hedley [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Written from Swift Current, Saskatchewan and apologises for not writing earlier but has been very busy. Thanks them for birthday greetings and writes about money. Writes that he has bought camera and about first snow. Says they have started flying and covers the difficulties of taxiing and describes early trips. Mentions his instructor and that his next lesson is on landing. Describes aspects of life in Canada, driving to Moose Jaw and entertainment in local area.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-09-28
Format
The file format, physical medium, or dimensions of the resource
Seven page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AGMadgettHR410928
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-09-28
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
entertainment
military living conditions
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11190/EMadgettLR-AGMadgettHR411102-0003.1.jpg
f96f55353b2d6e1cfeb07c2870f49f2a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11190/EMadgettLR-AGMadgettHR411102-0004.1.jpg
4a51bfc505905c919ea9ea9a4c9a9562
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11190/EMadgettLR-AGMadgettHR411102-0005.1.jpg
0ee07a4700a84fdba5b8979722d01885
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11190/EMadgettLR-AGMadgettHR411102-0001.1.jpg
16eee13b256f0ebc5bb31fd7c825d443
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11190/EMadgettLR-AGMadgettHR411102-0002.1.jpg
f0a3b9563d5886bab6e8a0eeb675cf24
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] #7[/inserted]
No. 1330340. H.R. MADGETT
(Course 33.)
No. 32 E.F.T.S. R.A.F. Station
Swift Current,
Sask, [underlined] Canada [/underlined].
[underlined] 2nd. Nov. 1941 [/underlined]
[inserted] Recd Nov [underlined] 29th [/underlined][/inserted]
Dear Mum & Dad,
I am sorry I have not written for some time, but we are being rushed off our feet and have time for nothing, so I am afraid this letter will be a bit shorter than usual.
[deleted] Yes [/deleted]On Saturday we had a free day last week, and was flying all day Sunday. However, I made best use of the Saturday by going to Regina. I started out of camp at 8 a.m. and arrived at 1 p.m. hitch hiking first on a car, then a gasoline tank truck, another car, and last [deleted] on [/deleted] in the back of a cattle truck. It took me half an hour to find McNelly’s house; Mr. McNelly’s daughter Elspeth and her mother greeted me and after a small meal Elspeth took me over the town. Before seeing her I had a hunch she was quite young – you know what I mean – but she was about 36 I guess. Quite a shock! However, she was very nice, and took me over the Parliament Buildings where she works in the Public Health Dept. It’s a marvellous building, and went up on the roof where we had a [deleted] f [/deleted] view of all Regina. Although the weather was pretty lousy – light rain all the time, the coloured roofs of the
[page break]
[underlined[ 2 [/underlined]
houses, red, green, blue – and the very clean buildings, the lake in the foreground made the town look so fresh and bright. This is like all Canadian towns – they are so cheerful and colourful. Then I got an eyeful of the town and took quite a few photos although weather was not good for snaps. At 5 p.m. we were back where I met Mr. McNelly – he was over 70. I had some more to eat and then caught the 6.15 p.m. train (which left at 6.45 p.m.) and was back in camp at 11.15 p.m. The railroad station (known as the “depot”), like all other big depots was marvellously clean. The booking hall having marble pillars and all that – nothing of the grimy & dirty English stations. The engines of course are collosal [sic] things, and the coaches the last word in comfort. I did not hitch hike back because I wanted to spend as much time as I could in Regina; incidently [sic], I sent a p.c. from there by ordinary mail so you should get that after this letter.
We have our final examinations next week (except a/c recognition & arms. which we have had already), so we are going to be as busy as ever. For armaments exam I did quite well – in fact I was surprised when the results came out – I had 121.7 out of 150.
[page break]
[underlined[ 3 [/underlined] Today I had a letter from Mrs. Hamilton. I also had one from Charlie Radley. I don’t know where I can find time at all for writing. There are heaps of people I have to write to, but gosh they will have to wait.
The flying is getting on swell and have about 43 hours total dual & solo now. This week we are starting night flying. [deleted] Eash [/deleted] Each of us are supposed to have 3 hours night flying but we will be lucky if we have more than 1 hour each on the course.
Well, I will have to finish now, not because of lack of news but because of our greatest enemy at the moment – time!
With Love,
[underlined] Hedley [/underlined].
P.S. This evening it has suddenly started snowing quite hard. This is not our first fall – we have had two light falls before and the temperature below the zero. When there is no wind we don’t feel it, but if there is even a gentle breeze – gosh we feel it then and have to be careful of frost bite.
[page break]
[inserted] Received Nov 29th [underlined] 1941. [/underlined]
[postmark][postage stamps]
VIA AIR MAIL
Mr. & Mrs. L.R. Madgett.
127. Longlands Road,
Sidcup,
[underlined] Kent [/underlined].
[underlined] ENGLAND [/underlined].
PAR AVION
[page break]
[inserted] 7th letter [/inserted]
[inserted] Seal Stamp [/inserted]
VIA AIR MAIL
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Writes from Swift Current that he has been very busy but had hitch hiked to Regina on day off and visit to McNelley's. Describes visit to the town with daughter and then took train back. Describes railway station and Canadian trains. Mentions final examinations next week.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11-02
Format
The file format, physical medium, or dimensions of the resource
Three page handwritten letter and envelope
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AGMadgettHR411102
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan--Regina
Great Britain
England--Kent
England--London
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-11-02
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11192/EMadgettLR-AGMadgettHR411118-0003.2.jpg
e63b5e99b40c10d41fa5436cc5c4fc7b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11192/EMadgettLR-AGMadgettHR411118-0004.2.jpg
aa3e12aee4388a59ecffb708b6476bc1
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11192/EMadgettLR-AGMadgettHR411118-0005.2.jpg
e402a8766b429524982723d7b3e2e8db
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11192/EMadgettLR-AGMadgettHR411118-0001.2.jpg
4d6cb518d4dca269ca6fa75d9dcf73b4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11192/EMadgettLR-AGMadgettHR411118-0002.2.jpg
e9c590c8ec11773310603a168852c7b5
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No. 1330340. L.A.C. HR MADGETT.
Course 33.
No. 32 E.F.T.S. R.A.F. Station
Swift Current,
Saskatchewan.
Canada.
[underlined] 18th. [deleted] Oct [/deleted][inserted] NOV [/inserted].[/underlined]
[inserted] Recd [underlined] 6th Dec. [/underlined][/inserted]
Dear Mum & Dad,
The snow has now come properly. Last night it must have come down quite hard, as it is about 6” thick this morning, and is still snowing. The annoying part of it that its stopping flying. We have not been up since Friday, Saturday & Sunday being exam days, and very low ceiling yesterday.
By the time this letter reaches you, and I hope it does, you should have received the parcel I sent on the 8th. of this month. [deleted] At [/deleted]
At the moment we are kicking our heels doing nothing, now that the exams are over. The papers are being marked now. No one has failed in Airmanship, but quite a few in Engines and Theory of Flight. We have not had our marks yet, but should be ready by tomorrow.
The C.G.I. has come round now, and we are not having our Engines again after all. We have earned a reputation of being the most argumentative course that has ever been through this station. The thing is – we are the only course that stand up to our rights.
We still do not know definitely whether we
[page break]
2. are going [inserted] on [/inserted] twins or singles. I beleive [sic] I have told you, but in case I have not, I have told my instructor I want to be on twins, but very much doubt whether I shall get my wish. I have had a peep at the instructors report book, and have seen that I am “poor at instruments” “above average in aerobatics”, which is just the formula for a fighter. Still, if [deleted] we [/deleted] I go on single engine kites [deleted] we [/deleted] I shall be going to Moose Jaw, where they have Harvards, [deleted] but [/deleted] and there is no delay in starting you’re your training. If I go [deleted] the [/deleted] to Medicine Hat, we shall be flying Oxfords & Ansons, but there are so many unserviceable kites there that the delay in starting is a long time. So, if you gain on the roundabouts you lose on the swings.
Before we move from here, we are supposed to be flying the kites over to Barden, Alberta, to where the whole unit will be moving soon. I hope we do, because we shall be getting quite a lot of extra hours in, as well as a chance to go over Calgary or Banff.
What do you think? For the first time since I’ve been in this firm I reported sick a few mornings ago. Bad show I thought. When I received my shoes from the stores after being repaired, and wore them a couple of days, my little left toe was making a nuisance of itself & hurting. I don’t know what a corn looks like so I went to the M.O. to find out. it was a corn, & he scraped it. Its O.K. now, & have to have some cotton wool & tape on it for a week.
[page break]
[underlined] 3. [/underlined] On Wednesday, we are having a grand “do” down town in the evening; all the instructors, ground and flying, the mechanics, are being invited. On Thursday, there is a camp concert show. If its as good as the last one it should be good; so, this week we are going to enjoy ourselves.
I have just had a letter from Nellie, and says no one has heard from me for a long time. I’m always writing to someone every 3 or 4 days, except for the last week just before our exams.
Well, that is all just right now, but will be writing soon when our results come out.
All the Best,
Love from [underlined] Hedley [/underlined].
[underlined] P.S. [/underlined] This afternoon we have seen by devious means & methods a few of the Flight Commanders recommendations & remarks of our flying for the C.F.I. I had “young & very keen” (!!!!!) Instrument flying Average, Aerobatics above average”. Very keen to go on M.E.’s but would be more suitable on S.E’s.” In other words fighters. I love doing aerobatics, but I’m too good at them. I want to fly something big & heavy, something worth flying.
[page break]
[BY AIR MAIL PAR AVION Stamp] [postage stamps][postmarks]
Mr. & Mrs. L.R. Madgett.
127. Longlands Road,
Sidcup.
[underlined] Kent. [/underlined]
[underlined] ENGLAND [/underlined]
[page break]
[GREETINGS Stamp [indecipherable words]]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Written from Swift Current. Writes that snow has prevented flying and they have little to do as examinations are over but some people have failed them. Mentions that the C.G.I relented on the resit of the engines examination. Discusses future course possibilities on either twins or singles and considers that his reports suggest he would be suitable for fighters and would go to Moose Jaw on Harvard. Mentions problems with serviceability of Oxfords if he goes to Medicine Hat on twins. Talks of potential move of 32 EFTS to Bowden Alberta and problems with his feet. Concludes with entertainment news. Postscript covers his report from the C.F.I, which suggest fighters but he would prefer heavies.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11-18
Format
The file format, physical medium, or dimensions of the resource
Three page handwritten letter and envelope
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AGMadgettHR411118
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Saskatchewan--Moose Jaw
Alberta--Medicine Hat
Alberta--Innisfail
Great Britain
England--Kent
England--London
Saskatchewan
Alberta
Temporal Coverage
Temporal characteristics of the resource.
1941-11-18
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
aircrew
ground personnel
Harvard
medical officer
military living conditions
Oxford
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11193/EMadgettLR-AGMadgettHR411121-0003.1.jpg
532a1258c1ad81325dba6cbef78cbe00
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11193/EMadgettLR-AGMadgettHR411121-0004.1.jpg
ae7e60811885ea00162ccb144713c98f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11193/EMadgettLR-AGMadgettHR411121-0005.1.jpg
1d9146eea431f15aea22a6fc7b6c7f43
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11193/EMadgettLR-AGMadgettHR411121-0001.1.jpg
0b6f14cfb833262b5031120e75854a86
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11193/EMadgettLR-AGMadgettHR411121-0002.1.jpg
733d7d5e584d32b754d4a2a2b36a5af9
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 11th letter [/underlined]
No. 1330340. L.A.C. H.R. MADGETT.
(Course 33)
No. 32 E.F.T.S. R.A.F. Station.
Swift Current,
Sask.
[underlined] 21st. Nov. 1941 [/underlined]
[inserted] Recd [underlined]8th Dec [/underlined][/inserted]
Dear Mum & Dad,
You will be pleased to know I have got through the final exams O.K., my average mark being 77.6%. My actual marks for each subject were Airmanship 167/200: Airframes 86%: Aero Engines 88%: Signals 70%. Theory of Flight 66%: Navigation 134/200: Armaments/Aircraft recognition 165/200.
The next good news is that I am going on twins to Medicine Hat. Bill Girdwood is going to Moose Jaw for singles, but most of my room pals are going to M.H. The Moose Jaw crowd are going tomorrow, but we are staying on till Wednesday and Thursday, on which days we are flying the kites to Bowden, a 450 mile trip, to where the whole unit is moving. No doubt we shall land at Medicine Hat, Lethbridge perhaps, Calgary & then Bowden, to gas up. From Bowden we shall go to Medicine Hat. To save delay in the mail, which is bad enough now, I think it would be better if you addressed letters from now on to:-
No. Rank. Name.
34 S.F.T.S. RAF Station
Medicine Hat. Alberta.
[page break]
[underlined] 2 [/underlined] The weather at the moment is pretty foul; there is a blizzard blowing, and when out in it, your exposed face freezes solid. We have not been issued with any scarfs or balaclavas, and the gloves we have are no good, so I would be glad if you could send some of these comforts over, made of really thick wool. It was an ordinary day yesterday as far as weather goes and saw from a daily bulletin in the Post Office that in the morning it was 140, the highest being 240 for the day. How would you like that?
On Wednesday night, we had the farewell dinner; and oh boy what a time we had! It was held in the Healy Hotel, the officers’ hotel down town. The menu was: Cream of Tomato – White Fish – Roast Country Turkey, Baked Potatoes, Creamed peas, carrots, cabbage – Tutti Fruitti [sic] – Fresh Fruit Fruit Cake and Tea. After the dinner, the merriment started. How we all got home afterwards we don’t know, but we do know we had awful hangovers in the morning, during which morning we had to fly. For the first time, I did not want to go up, but after 15 mins. dual, my instructor whose picture I enclose, sent me up solo. To keep myself from dozing off, I resorted to low flying and developed a new technique, i.e. flying along on top of the railway line into deep cuttings. You can just get your wings in between the two banks.
[page break]
[underlined] 3 [/underlined]
With this snow, it is very easy to get lost when you are up, as all landmarks are blotted out. The glare is also very strong and tiring for the eyes; for this I have bought, as most others have, a pair of good antiglare glasses.
I have just received your 5th. letter, the first one for ages from overseas. So please write often as letters are the most welcome things in the day. Thanks for the picture of Mary. I guess I shall have to write to her now. Talking of pictures, could you send me some of me in your next mail as I want to send a row away signed.
There last two weeks I have been mending colossal holes in my socks. Gosh what a long, long job! Such a long time doing such a little.
With Love from
[underlined] Hedley [/underlined].
P.S. On the radio, they have just said the conditions of the highways – almost every[deleted]one [/deleted] highway is blocked.
P.P.S. When you receive one of my letters with a photo in please let me know what picture it was - & then I won’t send the same one twice. What was the first picture?
[page break]
[inserted] Recd [underlined]8th Dec [/underlined][/inserted]
[postmark][postage stamps]
Mr. & Mrs. L.R. Midgets,
127. Longhand Road,
Sidcup,
[underlined] Kent [/underlined]
[underlined] ENGLAND [underlined]
VIA AIR MAIL
[page break]
This envelope approved by the Canadian Post Office Department for [underlined] AIR MAIL ONLY [/underlined]. Use for other purposes not permitted.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Written from Swift Current and states he has passed examinations and gives scores. Writes that he is pleased to be going Medicine Hat on twins along with most of his room mates. States when he is moving and but before that they are redeploying aircraft to Bowden Alberta. Provides new address at Medicine Hat. Goes on with account of winter weather and clothing required. Gives account of farewell dinner and flying next day. Concludes with catching up with news and mentions photographs
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11-21
Format
The file format, physical medium, or dimensions of the resource
Three page handwritten letter and envelope
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AGMadgettHR411121
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Alberta--Innisfail
Alberta--Medicine Hat
Saskatchewan--Swift Current
Great Britain
England--Kent
England--London
Saskatchewan
Alberta
Temporal Coverage
Temporal characteristics of the resource.
1941-11-21
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
aircrew
military living conditions
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0003.2.jpg
46703f06aef3ef8cbd61070d70621d8d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0004.2.jpg
2a4bdc2344f96a7b18eb50dcc17f3dd9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0005.2.jpg
c2fd0dd53607b9afed3b6fc05a9399b2
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0006.2.jpg
5806148c654172b1899e2276a7a5f32f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0007.2.jpg
a2494ac9eee3b0e0a6846469578eda35
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0001.2.jpg
6f90629c042dd85982feb27bfc0e8163
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11206/EMadgettLR-AG-PMadgettHR410905-0002.2.jpg
d3e3556b608e5772625c58423dc432b9
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted][underlined] 2nd letter [/underlined][/inserted]
No. 13230340. L.A.C. H.R. MADGETT
Course 30.
No. 32 E.F.T.S. R.A.F. Station,
Swift Current,
Saskatchewan.
Canada.
5th. September. 1941.
[inserted] Received [underlined] 18th Sept. [/underlined][inserted]
Dear Mum & Dad & Peter,
We are still waiting to start flying, and the latest rumour is that we will start on the 25th., so our ground lectures should not be long now. We have been given text books on Flying, and Navigation, which makes things more encouraging.
They have taken us off fatigues, in place of which we do a little drill, and plenty of P.T. and basket ball games. The corporals in charge of us at drill and P.T. are very decent chaps, and help us a lot in helping us to endure this waiting about.
The weather is starting to break up now. It has been very hot, but now it is gradually getting cooler, and is [deleted] very [/deleted] freezing at night. By next month, the snow should be starting, just when we start flying. But they have rollers and other implements to make landing & taking off possible on the snow, so we should not [deleted] loos [/deleted] lose many hours.
[page break]
[underlined] 2 [/underlined]
My first letter from England was one from Betty, forwarded from Wilmslow to Ottawa and then on to here. Her letter took 24 days to get here, and by the post marks on one or two other chaps letters, Air Mail is about 8 days quicker. When a pal shouted and waved a letter for me, I was so eager to get it that I tripped up & fell headlong on to the rough [deleted] su [/deleted] road surface and mucked my hands up a bit. They are getting better now, but to get any mail is the big event of the day. So please write soon, as letters here are so infrequent.
When we are in Canada we are supposed to have 2 weeks leave, [underlined] if we are lucky [/underlined], so I would like to see those Hamilton people. But unlike in England we do not get free travel warrants, so it would be rather costly, especially as we have not yet been paid [deleted] si [/deleted] the full amount due to us. I believe John knows some people in British Columbia, and so am asking him for their address. In any case, you cannot go far without money, and so could you find out whether it is possible to change English money into Canadian Currency in England.
[page break]
[underlined] 3 [/underlined]
It is hard to get English money changed here. I suppose G.H. & Co.still send the monthly cheque.
I’ve just got some “gen”. We [underlined] definitely [/underlined] start flying on the 25th, so with passes allowing us out till midnight, free films shows, plenty of good food, and plenty of P.T. we are more happy. At P.T. we are starting to learn holds in wrestling, and when practising in the hut before we go to bed, my pyjamas, and not a few others, are not standing up to it well, and show many signs of amateur stitching.
In the afternoons, we laze about on our beds spirits are rather high. The most [deleted] con [/deleted] usual practice is to dismantle the beds, so that when the owners come in after lights out, there is usually a glorious hullabaloo. The beds are also “adjusted” so that when the owner comes along and sits or lies down, the bed collapses. My pals did that to mine once, and once was taken to bits. After using [deleted] using [/deleted] all manner of means including the fire axe, some brackets got so bent, that we changed the bed for the spare one. The beds are metal frame
[page break]
[underlined] 4 [/underlined]
ones, and are double deckers. One afternoon I happened to go to sleep; my pals took advantage of this and put boots, brooms and blankets piled around me, & then took a [deleted] sno [/deleted] snap. I did not discover what they had done till I woke up. as far as photos go for clearness, it has come out quite well, and am having two prints done, and also two of the hut itself, showing the inside. When they are developed I will send them on. I wish I had brought my camera now, but I should not like to risk having [inserted] it [/inserted] sent over by post.
They have started giving us inoculations again. They gave us 3 test jabs to see what would happen in 24 hours. The area round one of the pricks went red, and after the 24 hours, they gave us the inoculation. The M.O. put an awful lot in, and it felt rather uncomfortable. But it is OK now. [deleted] One [/deleted] However, the arms of 3 or 4 chaps have swollen up tremendously & gone all red from the shoulder down to the wrist. They have had to have hospital treatment. We have to have this business once a week for 5 weeks, but this week we have missed it
[page break]
[underlined] 5 [/underlined]
because they have run out of whatever they pump into us.
This afternoon we are starting off on to some brain work – i.e. morse, so now, it looks as though things are quickening up, which is all to the good.
I hope Peter is getting on O.K. at work & is liking it, & Kenneth has not been giving the speed cops too much trouble on his bike. Talking of speed – yesterday I was walking along the road from Swift Current, & along came “Joe’s Taxi”, famed for his speeding. He stopped, & I got in his [deleted] O [/deleted] huge Oldsmobile, & off we went. It was not long before we were kicking up 85 m.p.h., and on a road made of dirt & stones too.
Well, I must be finishing now as time is getting short.
With Love to you all,
[underlined] Hedley [/underlined].
P.S. Would you please put on the top of your letters a consecative [sic] number, & then I shall know if a letter has been lost on the way.
[page break]
[Y.M.C.A. Crest][Air Mail badge][postmark] [postage stamps]
[inserted] Recd 18th Sept. [/inserted]
Mr. & Mrs. L.R. Madgett.
127. Longlands Road,
[underlined] Sidcup [/underlined],
Kent. [underlined] ENGLAND [/underlined]
[page break]
1330340. HRMADGETT
32 E.F.T.S. R.A.F.
CANADA.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Writes from Swift Current that they still have not started flying. They have been issued with text books on flying and are doing lots of sports. Mentions the weather and the time his latest letter took to get from England. States that they will get leave but no travel warrants so it will be difficult to visit people round Canada. Talks about pay and money as well as daily activities and sleeping arrangements. Continues with talk of inoculations acquaintances and a taxi ride.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-09-05
Format
The file format, physical medium, or dimensions of the resource
Five page handwritten letter and envelope
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AG-PMadgettHR410905
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Great Britain
England--Kent
England--London
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-09-05
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
aircrew
entertainment
military living conditions
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11230/EMadgettLR-AG-PMadgettHR411202-0003.2.jpg
fa88e67be4c3cb4b7f54189a6c3b0fb4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11230/EMadgettLR-AG-PMadgettHR411202-0004.2.jpg
46b6c76106433b08edcf7b8f8783ec8f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11230/EMadgettLR-AG-PMadgettHR411202-0005.2.jpg
60b4614dc8ba736d8265d6a5c2af14a7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11230/EMadgettLR-AG-PMadgettHR411202-0006.2.jpg
7402b3f85379b35f9ac2a756aa0d3804
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11230/EMadgettLR-AG-PMadgettHR411202-0001.2.jpg
1d4dce13dbeda702e1b79de6c3c0cb05
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11230/EMadgettLR-AG-PMadgettHR411202-0002.2.jpg
1e783ae9b475bb8cfe23b93fd59d4b89
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No. 1330340. L.A.C. HR MADGETT.
Hut 14A. Course 33.
No. 34 S.F.T.S. R.A.F. Station.
Medicine Hat,
Alberta.
Canada.
[underlined] 2nd. December. [/underlined]
[inserted] Recd 20th [/inserted]
Dear Mum & Dad & Peter,
I am sorry I have not written for some time, but we have been moving all over the place this last week and even this letter will have to be a bit short & snappy as I only have an hour before bed, because – well I’ll start at the beginning.
Last Wednesday morning we took off from S. Current at 8.15 on the first hop to Bowden. When we started off there was not much wind, but it had increased a lot after an hours flying. I was in a formation of six, - two instructors each with a mechanic & us 4 U/T’s flying solo. at about 10 miles from Med. Hat, our first landing stop our leader instructor [deleted] went [/deleted] disappeared and the other went down for some reason. But we [deleted] ea [/deleted] remaining 4 could just see the town in the far distance; after about 3 min. leaving the instructors my engine cut – I had run out of gas. I picked a field quickly and glided down, but when turning into wind I noticed that the wind was far stronger than I thought it was, and so saw that I would land on a fence if
[page break]
[underlined] 2. [/underlined]
if I carried on, so seeing the field underneath me a very good one, I did a [deleted] visious [/deleted] vicious side slip into it, landing O.K. stopping 20 yards from the [deleted] end [/deleted] fence. I had force landed 2.40 hrs. after taking off - & it was a lovely landing too.
The nearest house I could see was a roof top behind a hill in the distance, & just as I was going to tramp over to it a small truck came across the field. it was a young farmer, who had seen me come down. After 1/2 hour I left a message in the kite and we went [deleted] dow [/deleted] off along rough tracks to join the main road. It was not long on this highway that we came across another kite in a field near the [deleted] ro [/deleted] highway, & found it was one of our formation. And then I just could not help laughing – for in the distance we saw 7 more kites down [deleted] on the [/deleted] stretched right across the country – all out of gas. So, stopping a passing truck we asked the driver to telephone our message to the ‘drome, & went back with the farmer to have a nice dinner. We are supposed to stay with the kite but I knew no one would come for at least an hour or so. His farm was about 2 miles away (the nearest); [deleted] down [/deleted] I had a lovely dinner cooked by a nice daughter (!) and after looking over the farm – plenty of pigs & piglets, hens, & turkeys & ducks I had a ride back: rather to our amazement to find the kite gone! We guessed
[page break]
[underlined] 3. [/underlined] what had happened so the farmer took me the 8 miles to the ‘drome. There my kite was & had been flown [deleted] back [/deleted] on by the C.F.I. When I reported I expected a good ticking off for leaving the kite – but I wangled out of it & he did not mind a bit.
It happened that altogether 12 kites had come down, & only one prop. had broken of the whole lot. Pretty good that eh!! And even then it was an instructor’s kite whose prop. smashed.
Some chaps arrived Med. Hat O.K. but some cut out just as they were approaching to land, & others their engines cut just as they were taxying to the hangers after landing & so were stuck out in the middle of the field. What fun it was! We expected this ferrying job to be terribly boring, but no, especially as we had more adventures in front of us. The furthest we got was Calgary, where we had a really good time. I could go on for ever but I must stop for time. By the way, we never did reach Bowden.
We are now on our Course here, & have nothing but lectures for 19 days, then flying & lectures each day alternately; the ground exams; then total flying every day. I thought I.T.W. bad enough for cramming but here – its colossal, with no time for yourself. 6 a.m. Reveille, 6.30 breakfast, 7.45 Colour hoisting parade, 8.0 a.m. lectures till 12.30 for dinner. 1.15 lectures again till 5.30 p.m.
[page break]
[underlined] 4, [/underlined]
Tea & then at 6.30 pm. another extra signal lectures [sic] 4 days in the week, or a/c recognition till 7.30 p.m. Then almost every night we each have 1 hour on the link trainer, any time from 7.30 p.m. to midnight. Last night I was on 10 p.m. to 11 p.m. But next morning its 6 o’clock again. [deleted] So [/deleted] So you see why I said I was going to make this letter short.
Saturday is just another day & Sunday we only have half the day.
So, [inserted] for [/inserted] the first half of the course we will have no time for writing or going down town, so you must understand if you do not hear from me for some time. I shall try & cable occasionally. [deleted] B [/deleted]
We are not definite about Xmas leave yet but I think we have a few days; but I have nowhere definite to go. John has some people in B.C. but I have not had their address. If you know of any address in B.C. (especially near Vancouver) would you please cable it as time is short, as we have to put in leave forms.
Well, I must leave now – hoping you have received the parcel. Also, I hope you have a Merry Xmas & Happy New Year to you especially; please give my best wishes for Xmas & the New Year to all that ask about me & those around 127.
With Love from [underlined] Hedley [/underlined].
[page break]
[postmarks][postage stamps]
Mr. & Mrs. Madgett,
127. Longlands Road,
Sidcup,
Kent.
[underlined] ENGLAND [/underlined]
[inserted] Recd [underlined] 20/12/41. [/underlined] [/inserted]
VIA AIR MAIL
[page break]
BY AIR MAIL
PAR AVION
This envelope approved by the Canadian Post Office Department for [underlined] AIR MAIL ONLY. [/underlined] Use for other purposes not permitted.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter from Hedley Madgett to his parents
Description
An account of the resource
Written from Medicine Hat and relates previous adventures while attempting a cross country flight in formation to Bowden, Alberta via Medicine Hat. Explains that he ran out of fuel and force landed near Medicine Hat and that many others suffered the same misfortune. Writes about local area and farmer who looked after him. Goes on to describe activities on the start of his course at Medicine Hat and that he will be to busy to write. Concludes with talk of possibilities of Christmas leave.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-12-02
Format
The file format, physical medium, or dimensions of the resource
Four page handwritten letter and envelope
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AG-PMadgettHR411202
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Alberta--Medicine Hat
Alberta--Innisfail
Alberta--Calgary
Great Britain
England--Kent
England--London
Saskatchewan
Alberta
Temporal Coverage
Temporal characteristics of the resource.
1941-12-02
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
aircrew
forced landing
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40430/EWheatleyRWRoyallGL430501.2.pdf
caebb77df3a74a7ad82b50b916533813
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-20
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[postage stamp]
[post mark]
L.A.C. Royall [missing word]
66 Waverley Crescent,
Plumstead
S. R. 18
ENGLAND.
[underlined] ENGLAND. [/underlined]
[page break]
From L.A.C. Wheatley R.W. R.A.F. Swift CURRENT. SASK. CANADA.
[page break]
[Canadian ink stamp]
ON ACTIVE SERVICE
No. 2 of First Series
1807933 L. a. c. Wheatley Red
No: 39SFRS
Swift Current,
Sask.
Canada.
1st May 1943
My Dear [underlined] Roy [/underlined]
Here I am again feeling pretty miserable as usual. We’ve been at the usual grind of fatigues and general mucking around, and still in hopes of a posting, although that doesn’t seem likely till September. The lads who came over with us are either at Moncton still or like us at S.F.R.S’s, but I understand the former have been asked to remuster to another trade. I only wish I could. I’m still living in hopes of being a navigator. Some more of the S on A lads arrived at Moncton a few weeks back. Rev, Thomson [symbol] Smith are there, in training for pilots,
[page break]
so I presume Hugh Les will be over soon. Pilots seem to get their course over and done with very quickly. I learned last weekend that the Canadian pilots are only 8 months from the day they joined up till the time they arrive in England. They must have a pretty hot system.
Out west here, we’ve been having a better time, after working hours. Last weekend I went on a 48 to a place called Leypress Hills, and received free board and lodging, and were treated extremely kindly. I’ve now quite a few addresses of places where we can spend weekends, and Simpson has some also. We should have no difficulty in future of either making up our minds were [sic] to go, or how much it will cost. As I said before the money problem still a hell of a bind. Our application to group for more pay was returned the other day,
[page break]
with the remark that we’d have to grin and bear it. The boys are bearing it under protest, but they’re not grinning, although if you were to see some of my photos of them, you would imagine them to be the happiest crowd in this world.
Little flying has been done lately as the weather been pretty mucky. The main task at the moment is digging and towing aircraft out of the mud. I’m on the crash wagon tonight, so expect this to be my main occupation
How are you going along? Still having fun and bags of lovely leave. If you want a remuster now’s the time for your application as they can’t use them over here, by them I mean HBS. When you are posted trust you get a home one, not a South
[page break]
African or here.
Anyway, I’ll listen out now. My regards to Mrs. Royall? Or if not yet, Winnie, and to any of the lads you may been across. Look after yourself, and chins up.
All the best,
[underlined] Ron [/underlined]
[photo]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter to George Royall from LAC R W Wheatley
Description
An account of the resource
Letter, with envelope, describes Wheatley's training in Canada and his desire to remuster as a navigator. It mentions other colleagues who are in pilot training at Moncton and that his own money problem 'is still a hell of a bind'. He asks how George Royall is getting on and suggests that, if he also wants to remuster from Air Bomber, now is the time to do so. Included is a photograph of four airmen with a building behind.
Creator
An entity primarily responsible for making the resource
R W Wheatley
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-05-01
Temporal Coverage
Temporal characteristics of the resource.
1943-05-01
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Great Britain
England--London
Saskatchewan
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Photograph
Format
The file format, physical medium, or dimensions of the resource
Four-page handwritten letter and envelope
Identifier
An unambiguous reference to the resource within a given context
EWheatleyRWRoyallGL430501
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Cara Walmsley
aircrew
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0003.2.jpg
d2964226e54d6e7381e8d57af57e6f96
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0004.2.jpg
5a781949e2251f2dad1f45b706a1f7b9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0005.2.jpg
8ff92c92c9176fca12acc072eb8cdebc
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0006.2.jpg
e02460d02d8e4e8cd2e4f9a158525073
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0007.2.jpg
4d2ce9e00d7bcdaa414ce827bed19fe8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0008.2.jpg
fbfce0f357d3e5f9ff4209460a60b0d8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0009.2.jpg
0252f22c7db4f407964ea08ac94d46e3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0001.2.jpg
94decd6436d5f11452771db079dd06d9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1009/11191/EMadgettLR-AGMadgettHR411117-0002.2.jpg
a8ed2110a12c9e8871212d71311ddd6d
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
Madgett, Hedley Robert
H R Madgett
Description
An account of the resource
250 items. The collection concerns Pilot Officer Hedley Madgett DFM (1922 - 1943, 147519, 1330340 Royal Air Force), a pilot with 61 Squadron. He was killed 18 August 1943 on the last operation of his tour from RAF Syerston to Peenemünde. The collection consists of letters, postcards and telegrams to his parents while he was training in the United Kingdom and Canada. In addition the collection contains memorabilia, documents from the Air Training Corps, artwork, a railway map, diaries, medals as well as his logbook, photographs of people, places and aircraft. Also contains letters of condolence to parents and a sub collection containing a photograph album with 44 items of his time training in Canada'.<br /><br />The collection has been donated to the IBCC Digital Archive by Joan Madgett and Carol Gibson, and catalogued by Nigel Huckins.<br /><br /><span>Additional information on Hedley Madgett is available via the </span><a href="https://internationalbcc.co.uk/losses/114690/" title="https://internationalbcc.co.uk/losses/madgett-hr/ ">IBCC Losses Database</a><span>.</span>
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
2015-03-17
2019-06-14
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. 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
Madgett, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No. 1330340. L.A.C. H.R. MADGETT
(Course 33.)
No. 32 E.F.T.S. R.A.F. Station
Swift Current,
Saskatchewan,
Canada.
[underlined] 17th. Nov. [/underlined]
[underlined] 9th. letter [/underlined]
[inserted] Recd 5th Dec 1941 [/inserted]
Dear Mum & Dad,
I received your p.c. dated 15th. Oct., but cannot understand why you have only received one letter, dated 5th. Sept. I sent one Air Mail to the coast on 21st. August. Then the following:-
No.2. On 5th. Sept. Air Mail. (received) [inserted] 18th Sept. [/inserted]
“ 3 “ 29th “ Ordinary. [inserted] [symbol] Oct 21st [/inserted]
“ 4 “ 7th. Oct. Air Mail to Coast. [inserted][symbol][/inserted]
“ 5 “ 16th. “ Air Mail. [inserted][symbol] Nov 4th [/inserted]
“ 6 “ [deleted] 2nd. [/deleted] 1st. Nov. Postcard from Regina. Ordinary [inserted][symbol][/inserted].
“ 7 “ 4th. “ Air Mail. [inserted] – Nov 29th [/inserted]
“ 8 “ 9th. “ Air Mail. [inserted] Dec. 5th [/inserted]
So I don’t know where my letters are going. It’s a nuisance because in some I have enclosed some photos.
Now to get on with news. We have just finished our final examinations, except for signal sending. We will have that this afternoon, no doubt.
On Saturday morning, we had the Navigation exam, 3 hours. I did not do exceptionally well
[page break]
[underlined] 2. [/underlined] on the plot, but the rest of the paper I think I did satisfactorily. In the afternoon we had Airframes and Airmanship, both of which we all found not too bad. On [underlined] Sunday [/underlined] morning, we had theory of Flight and Aero Engines, both of which we were definitely not looking forward to, especially the Theory of Flight. On the latter, we have only had two decent lectures, all the rest given us by any Tom Dick or Harry, with the consequence that we do not know much. But the exam turned out lovely. I myself did very well, and thought it pretty easy. [deleted] Some of [/deleted] Aero Engines was quite straightforward. But out of 12 papers already marked in theory of F. 4 have failed: I’m pretty sure I’m O.K. though. In the afternoon we had [deleted] sign [/deleted] morse receiving, & aldis receiving. Near the end of the Engines exam, the C.G.I. Squadron Leader Turner came into the room, and caught a chap cribbing. Then he went round a few of the desks and saw a few writings – definitions etc [inserted] on the desks [/inserted], & came to the conclusion that almost everybody had been cribbing. So, [deleted] after [/deleted] before the signal exam in the afternoon, old Turner came into the room and told us we were going to have all the exams again. at that we just told him we would refuse. But he stuck to his word - & we stuck to ours - & oh boy what a rowdy argument ensued. In the end he got tired of arguing &
[page break]
[underlined] 3. [/underlined] dashed out of the room, down the corridor to his own little room. We all swarmed after him & into his little room, those not getting in, crowding round outside. He nearly went scatty. He was waving his arm & shouting “Get out of here, get out of here, I won’t listen to you, get out of here”. We did not budge an inch, but kept on arguing with him & telling him we flatly refuse to take the exam again. so that was how the situation stood last night. He has quietened down now a bit, and is showing more sense, so I do not think we [deleted] hav [/deleted] shall [inserted] have [/inserted] the paper again – not that it would make much difference, because we would not do it in any case.
Our flying this morning has been cancelled because of the very low ceiling. Just our luck. Every time some bad weather comes, it is our squad due for flying. Consequently we are behind our hours, although my hours stand alright i.e. 57.05 hours, dual & solo & night flying (2.00).
[deleted] When [/deleted] Well, that is all the news for the moment, so I will close,
A Happy Xmas,
Love from [underlined] Hedley [/underlined]
P.S. We should be moving from here on the 24th., but please keep[deleted]ing [/deleted] on writing, more letters if you don’t mind. I have not had much mail lately.
[page break]
[photograph]
[page break]
Barrack Hut. Swift Current. Sask. CANADA.
Left to Rt.
Myself, Bill & Lucy. Sept. 1941
[page break]
[photograph]
[page break]
“The Sleeping Beauty”.
September 1941.
[page break]
Air Mail
[inserted] Recd 5th [underlined] Dec. [/underlined][/inserted]
[postage stamps][postmarks]
Mr. & Mrs. L.R. Madgett,
127. Longlands Road,
[underlined] Sidcup, [/underlined]
[underlined] Kent [/underlined]
[underlined] ENGLAND [/underlined]
[page break]
[back of envelope]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Letter with photographs from Hedley Madgett to his parents
Description
An account of the resource
Cannot understand why they have received so few letters from him and lists those he has sent. Continues that he has finished final examinations and describes navigation exam. States that they other exams and in particular theory of flight for which they had had few lectures. Mentions that some people have failed examinations. Writes that the C.G.I came into room and caught someone cribbing on the engines paper and then on inspection that all had been cheating and that they would have to retake exam. Continues describing students confronting him and refusing a retake. Concludes with some comments on flying and weather.
Photograph 1 - a barrack room with many double bunks with lockers above; There are two airmen sitting on lower bunks and one standing. On the reverse 'Barrack Hut. Swift Current Sask, Canada, left to right Myself, Bill and Lucy, Sept 41'.
Photograph 2 - Hedley Madgett wearing unbuttoned tunic laying asleep in a bed. Equipment and clothes hanging from top bunks. An airman is sitting on a bunk bed to the left. On the reverse ' The sleeping beauty, September 1941'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11-17
1941-09
Format
The file format, physical medium, or dimensions of the resource
Three page handwritten letter with envelope and two b/w mphotographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EMadgettLR-AGMadgettHR411117
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Saskatchewan--Swift Current
Great Britain
England--Kent
England--London
Saskatchewan
Temporal Coverage
Temporal characteristics of the resource.
1941-11-17
1941-09
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Hedley Robert Madgett
aircrew
military living conditions
pilot
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/828/26598/LFreemanRRE1523700v1.2.pdf
49430b7b6118a328107992821b1f65ca
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
Freeman, Ralph
R Freeman
Description
An account of the resource
An oral history interview with Sergeant Ralph Reginald Freeman (1923 - 2019, 1523700 Royal Air Force), his log book, photographs and documents. He trained as a pilot and later flew as a flight engineer.
The collection has been donated to the IBCC Digital Archive by Susan Abbott 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
2018-03-12
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
Freeman, 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
Ralph Freeman's Royal Canadian Air Force pilot’s log book
Description
An account of the resource
Pilot’s flying log book covering the period from 7 July 1943 to 9 September 1944. Detailing his flying training and operations flown as pilot. He was stationed at RAF Cambridge (22 EFTS), RCAF Assiniboin (34 EFTS), RCAF Swift Current (39 SFTS), RCAF Souris (17 SFTS), RAF Brough (pre-AFU). Detailing his operations flown as Flight Engineer from September (?) 1944 to 9 April 1946. He was stationed at RAF St Athan (4 SoTT), RAF Bottesford (1668 HCU), RAF Ludford Magna and RAF Binbrook (101 Squadron). Aircraft flown in were Tiger Moth, Cornell, Anson and Lancaster. He flew no operations but did fly one long continental cross-country (Cook's Tour?) and four Operation Dodge flights.
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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
LFreemanRRE1523700v1
Spatial Coverage
Spatial characteristics of the resource.
Canada
Great Britain
England--Cambridgeshire
England--Lincolnshire
England--Yorkshire
Wales--Glamorgan
Manitoba--Souris
Saskatchewan--Swift Current
Saskatchewan
Manitoba
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1945-07-17
1945-08-15
1945-08-24
1945-09-03
1945-09-15
101 Squadron
1668 HCU
aircrew
Anson
Cook’s tour
Cornell
flight engineer
Flying Training School
Heavy Conversion Unit
Initial Training Wing
Lancaster
Operation Dodge (1945)
pilot
RAF Binbrook
RAF Bottesford
RAF Brough
RAF Ludford Magna
RAF St Athan
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1408/25716/LStarkeyR1430566v1.2.pdf
50a4e1aef78ab119040700d7e9c90049
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
Starkey, Richard
Description
An account of the resource
One item. Flying Officer Richard Starkey's log book. He flew operations as a pilot with 106 Squadron.
The collection has been licenced to the IBCC Digital Archive by Denise Heckingbottom 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
2016-12-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Starkey, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
OCT 1943
Weather was atrocious on this our first trip, with cumulo-nimbus clouds rising to 25,000 feet. We were continually flying in and out of these clouds at 23000 feet. About halfway to the target from the Dutch coast, the pitot head iced up with a resultant loss of indicated air speed (nothing on the clock.) We continued to the target without I.A.S. and it wasn’t until I was descending over the North Sea on the return journey that the pitot head thawed out and we regained air speed on the indicator. At the debriefing when we arrived back at Syerston, Air Vice Marshal Cochrane C. in C. 5 Group congratulated me on bringing the aircraft back from what could have been a disastrous operation for us.
[Page break]
OVER LEIPZIG
Cloud blankets German flares
Express Air Reporter
LANCASTERS played a game of hide-and-seek with German flare-dropping fighters and searchlights among thick clouds over Germany on Wednesday night – and won.
The clouds were so thick in places on the 600-mile route to Leipzig that the searchlights could not even light them up from below and flares merely glowed feebly.
But while the weather hampered the German defences it also made difficulties for the raiders which flew through snow, terrifice [sic] hail, and electrical storms.
Great blue flames of lightning glowed round the planes blinding the fliers.
Mosquitoes at Berlin
Most of the planes got through to Leipzig, aircraft building city of 700,00 people, without sighting a single German fighter. They unloaded their bombs through gaps in the clouds.
One Lancaster, however, piloted by Flight-Sergeant F. J. Stuart, of Newcastle-on-Tyne, had to fight off seven air attacks on the round trip. The bomb-release gear was damaged, but the crew delivered their cargo by hand.
At least one German fighter was shot down by the Lancasters.
Mosquitoes bombed Berlin the same night, causing more damage than is usual in their raids, according to Berlin reports.
We lost 17 bombers.
[Page break]
[Underlined] MAR 30 OPERATION – NUREMBERG. [/underlined]
LANCASTER ND.535 SELF CREW NUREMBERG.
Attacked three times by fighters at different times. The ill-fated attack took place 20 mins. off of target. Enemy fighter unseen opened fire with cannon & machine gun fire from starboard quarter down. Bursts hit & killed Jock Jamieson in mid upper turret, I think it killed George also. Set port main plane on fire & both engines, controls were shot away & I gave the order to bale out. Wally jumped, heard Joe say “I can’t get out Dick” I was hit in right ankle by shrapnel. Aircraft must have then exploded. [inserted] with full bomb load [/inserted] I cannot remember anything until a few seconds before I hit the ground.
The parachute was open above me with holes burnt through here & there. When I hit the ground my weakened right ankle was fractured & my left ankle badly sprained. I was captured & taken prisoner. 5 of crew were killed (4 by explosion) why I was not killed I do not know. Wally was taken prisoner.
Jock, George, Johnny, Joe & Colin are laid at rest in Koegnigsberg Church graveyard 60 miles NW of Nuremberg
97 Bombers lost on this operation. (Highest losses of the war)
- 30 Nuremburg mission not completed. Shot down by enemy fighter. Wally baled out. Aircraft exploded killing Colin, George, Johnny, Joe, Jock killed by machine gun cannon fire. I was blown clear must have been unconscious.
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
Richard Starkey’s flying log book for pilots
Description
An account of the resource
Flying log book for R Starkey covering the period from 26 January 1942 to 30 March 1944. Detailing his flying training and operations flown, includes certificates, instructional notes, newspaper clipping and a personal account of being shot down. He was stationed at RAF Desford (7 EFTS), RCAF Caron (33 EFTS), RCAF Calgary (37 SFTS), RCAF Swift Current (39 SFTS), RAF Perth (11 EFTS), RAF Weston on the Green (20 (P)AFU), RAF Grantham (1536 BAT), RAF Bitteswell/Bruntingthorpe (29 OTU), RAF Winthorpe (1661 HCU), RAF Syerston/Metheringham (106 Sqdn). Aircraft flown in were DH82, Tiger Moth, Oxford, Wellington, Manchester, Lancaster. He flew 21 night operations with 106 Squadron. Targets were Hanover, Leipzig, Dusseldorf, Berlin, Stettin, Brunswick, Stuttgart, Schweinfurt, Augsberg, Chateauroux, Essen. His pilot for his first 'second dickie' operation was Flying Officer Forsyth. On his last operation to Nuremburg he was shot down and became a prisoner of war.
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 French
Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
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
LStarkeyR1430566v.1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
France
Germany
Great Britain
Alberta--Calgary
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
Saskatchewan--Swift Current
Scotland--Perthshire
France--Châteauroux
Germany--Augsburg
Germany--Berlin
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Schweinfurt
Germany--Stuttgart
Poland--Szczecin
Germany--Düsseldorf
Germany--Hannover
Germany--Braunschweig
Poland
Saskatchewan
Alberta
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1943-08-15
1943-10-18
1943-10-20
1943-11-03
1943-12-16
1943-12-20
1943-12-29
1943-12-30
1944-01-01
1944-01-02
1944-01-05
1944-01-06
1944-01-14
1944-01-15
1944-01-27
1944-01-28
1944-01-29
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-02-26
1944-03-10
1944-03-11
1944-03-12
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
106 Squadron
1661 HCU
29 OTU
Advanced Flying Unit
aircrew
bombing
bombing of Nuremberg (30 / 31 March 1944)
final resting place
Flying Training School
Heavy Conversion Unit
Initial Training Wing
Lancaster
Manchester
Operational Training Unit
Oxford
pilot
prisoner of war
RAF Bitteswell
RAF Bruntingthorpe
RAF Desford
RAF Grantham
RAF Metheringham
RAF Syerston
RAF Torquay
RAF Winthorpe
shot down
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/947/10642/LMathersRW55201v1.1.pdf
24e0c69ee38451e3fab05ad8f99499e3
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
Mathers, Ronald
R W Mathers
Description
An account of the resource
20 items. The collection concerns Wing Commander Ronald Mathers DFC (55201 Royal Air Force) and consists of his log books, photographs, correspondence, his decorations, and copies of two letters from Dwight Eisenhower to Sir Arthur Harris. Ronald Mathers completed a tour of operations as a pilot with 9 Squadron from RAF Bardney. After the war he took part in victory flypasts and a Goodwill tour of the United States with 35 Squadron. The collection also contains a scrapbook of the Goodwill Tour to the United States.
The collection has been loaned to the IBCC Digital Archive for digitisation by Heidi Peace and Ingrid Peters, and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Mathers, RW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Partial transcription]
[Underlined] ADDITONAL DETAILS RELEVANT TO BERLIN OPERATIONS RECORDED ON THIS AND OTHER ADDED PAGES ARE TAKEN FROM ALAN W. COOPERS’ BOOK “BOMBERS OVER BERLIN” FIRST PUBLISHED IN 1985 AND SUB TITLED “THE RAF OFFENSIVE NOV 43 – MAR ’44. [/underlined]
[Underlined] 16/17th DEC (The 6th raid of the offensive). [/underlined] Total of 418 Lancs & 9 Mosquitoes on a direct route from Ijmuiden on Dutch coast, due East to target with return north over Denmark. Fuel load normally 1750 galls. T.O.T. 2100hrs 10/10th Cloud. Wanganui marking. 25 a/c lost including two from 9 Sqn. P/O Black & crew + P/O Blayden & crew (all killed). Another 31 crashed on return due to adverse weather (low cloud & poor visibility).
[Underlined] 23/24th DEC (7th raid). [/underlined] 326 lancs, 6 Halifax, 6 Mosquitoes on a southern route (Ijmuiden, Aachen skirting Frankfurt, Leipzig + NNE to Δ) with return roughly due west skirting Osnabrϋck. [Inserted] TOT approx. 4.30. [/inserted] Attack was scattered due mainly to H2S U/S. and a total of 1281 tons of bombs were dropped for a loss of 15 a/c (4%) with another 32 damaged.
[Underlined] 29/30th Dec (8th raid). [/underlined] 457 Lancs, 252 Halifax, 3 Mosquito on a direct route from Hornsea to just north of Leipzig (approx. 110°) then NNE to Berlin and roughly due west back from north of the city. Weather over Δ expected to be 10/10th cloud tops at 4000’ & winds of 80mph at 25,000’. Diversionary attacks made on Magdeburg & Leipzig. 9 Lancs & 9 Halifax lost (2.8% of total) & 104 damaged (most losses by fighters). (This attack was the 94th raid on Berlin since 1940). Total bombs dropped = 1099 tons HE + 1215 tons Incendiary making a total for the “Battle of Berlin” of 14074 tons and involving 3646 a/c dispatched to Δ.
[Page break]
[Underlined] DETAILS FROM “BOMBERS OVER BERLIN” CONTINUED. (Added in December 1985) [/underlined]
[Underlined]1/2nd JAN (9th Raid). [/underlined] 421 Lancs involved. T/O delayed over 4 hours unril after 23.00hrs by deteriorating weather which gave variable layered cloud increasing to 10/10th over Berlin. Marking sparse & widespread but 9 Sqn thought it good. Route out almost due east and back well south on Cologne via Le Tréport to English south coast. 28 Lancs lost (6.7%) inc P/O Ward of 9 Sqn for total tonnage 1400. Heavy snow fell during and after return.
[Underlined] 2/3rd Jan (10th Raid) [/underlined] All available on snow clearing prior to T/O. 383 a/c but 72 returned early due to mistaken recall signal. Route out over Southwold to north of Δ and back slightly south of outward route. Heavy flak over Berlin. 27 lost.
[Underlined] 20/21 Jan (11th Raid and heaviest so far). [/underlined] 769 a/c. on northerly route out over Kiel canal, then between Hamburg and Lϋbeck and landfall over Schleswig-Holstein heading south for Berlin. Weather similar to forecast of 10/10th cloud over Δ and fine on return. 2400 tons dropped causing widespread damage, over 700 casualties and 10,000 homeless. 35 a/c lost (13 Lancs, 22 Halifax), 18 known due to fighter attack and 8 to flak damage.
[Underlined] 27/28th Jan (12th Raid) [/underlined] I was not on this operation in which 9 Sqn lost F/L James (aged 19) and 4 crew, with 3 becoming POW. Total losses were 32a/c.
[Underlined] 28/29th Jan (13th Raid [/underlined] & slightly unlucky for us although we didn’t realise it at the time). Total of 682 a/c inc 432 Lancs. T/o around midnight. Route out past Heligoland & over Denmark, then SE to Δ and return same way. Considerable Flak reported & losses 43. Considered a most effective raid with fires & explosions seen from beyond Baltic coast.
[Underlined] 30/31st Jan (14th Raid) [/underlined] 540 a/c on route over Denmark & approaching Berlin from NW, then out southwest for short leg before turning west & returning over Holland. TOT 20.15-20.30. 26 fighter combats recorded over Δ. 32 a/c lost plus 5 crashed or ditched on return.
[Page break]
[Underlined] 15/16th Feb(15th Raid) [/underlined] Total of 891 a/c (including 561 Lancs, 314 Halifax & 16 Mosquitoes), the largest force ever despatched to the ‘Big City’, plus 24 Lancs to Frankfurt and Mosquito attacks on 7 night fighter airfields. T/O between 5 & 6pm with return about midnight for a northerly route out over Denmark. Heavy flak experienced, particularly over enemy coast and the target. 42 a/c lost plus 4 crashed on return. 2642 tons dropped in 39 minutes.
19/20 Feb. LEIPZIG. [underlined] 78 [/underlined] lost (out of 800 – the second highest loss of the whole “Battle of Berlin”)
[Page break]
Frankfurt – The Raid on 22/23 March ‘44
816 aircraft took part – 620 Lancasters, 184 Halifaxes and 12 Mosquitoes. An indirect routes [sic] was used crossing the Dutch coast north of the Zuider Zee and then due south to Frankfurt. This, and a minelaying diversion at Kiel, confused the Germans for quite some time. Hannover being forecast as the main target. A few fighters eventually found the Bombers.
The marking and bombing was accurate and damage being more severe than in the raid 4 nights previous. There was severe damage to the industrial areas along the main road to Mainz. All parts of the city were hit but the full force of the attack fell in the districts to the west.
33 aircraft were lost on this raid – 26 Lancasters and 7 Halifaxes. 4.0% of force lost.
Further interesting facts:-
162 B-17s of the Eighth Air Force used Frankfurt as a secondary target when they could not reach Schweinfurt 36 hours after this RAF raid, further damage was caused.
The three raids of the 18th, 22nd and 24th March were carried out by a combined plan of the British and American air forces and their combined effect was to deal the worst and most fateful blow of the war to Frankfurt.
[Page break]
[Obscured text] concentrated between 10.25 and 10.43pm, but it started early and spread over an hour and many early aircraft (including mine) overshot the target on the first run and had to go round again, while others, even earlier, had to orbit & await the TI’s. The scatter caused by the wind broadened the stream from the planned few miles to 180 miles at the Baltic coast & resulted in many aircraft flying over defended areas. Losses were high at 72 (8.9%), of which at least 45 were due to flak, plus 5 crashed on return.
[Underlined] SUMMARY: [/underlined] The Battle of Berlin between 18 Nov ’43 & 24/25 March ’44 totalled 16 raids involving over 9000 sorties (1/3rd of total BC sorties in the period) with a tonnage of 30,800 bombs dropped and achieved the devastation of 5500 acres of the city at a cost of 569 a/c lost or crashed and 2938 aircrew killed. This compares with a total of 255 raids, 20407 sorties, 45515 tons of bombs and 870 a/c missing during the entire war against Berlin 1940-45 inc.
[Page break]
[Underlined] 24/25th March (16th + final raid [/underlined] of the “Battle of Berlin” and the last large scale attack by BC.) This raid was delayed from 21st Mar by unsuitable weather. 811 a/c took part with 147 other from OUT’s on diversions. Weather was forecast as variable medium cloud with clear skies above and light northerly winds. In fact, winds were over 100mph from the north and this was not appreciated until late on, if at all with the result that navigation went hay-wire and aircraft were, literally, as newspaper headlines recorded the next day, but with a different meaning, “out all over Germany”. The route ran down to Berlin from the NW and the attack was planned to be concentrated between 10.25 and 10.43pm, but it started early and spread over an hour and many early aircraft (including mine) overshot the target on the first run and had to go round again, while others, even earlier, had to orbit & await the TI’s. The scatter caused by the wind broadened the stream from the planned few miles to 180 miles at the Baltic coast & resulted in many aircraft flying over defended areas. Losses were high at 72 (8.9%), of which at least 45 were due to flak, plus 5 crashed on return.
[Underlined] SUMMARY: [/underlined] The Battle of Berlin between 18 Nov ’43 & 24/25 March ’44 totalled 16 raids involving over 9000 sorties (1/3rd of total BC sorties in the period) with a tonnage of 30,800 bombs dropped and achieved the devastation of 5500 acres of the city at a cost of 569 a/c lost or crashed and 2938 aircrew killed. This compares with a total of 255 raids, 20407 sorties, 45515 tons of bombs and 870 a/c missing during the entire war against Berlin 1940-45 inc.
[Page break]
The aircraft was then put on disposal until ATA pilot [obscured] it to deliver to the squadron. The Erks got a shock when [obscured] women collected these planes and flew them as good as any male pilot.
Then one day, we were all hauled out to put the black and white stripes on our aircraft. We were all half asleep slapping the paint on the wings and tail ends, ready for the invasion of France.
We were allowed knitting wool without coupons in air force blue – good job mum was a good knitter as she knitted me stockings to wear under the battle dress, jumpers and gloves which I could wear whilst filling the aircraft. Also a balaclava to keep my cars [sic] warm.
Aircraft in disposal were often covered in snow when ATA come to collect, which meant you used a rope one each side of the wing and tired [sic] to pull it to the win [sic] tip. It makes me shiver now to think how we coped with the winters in Scotland.
Having to fly with the aircraft you signed for and serviced. We lost 3 airmen from our site which were shot down over the North Sea. Thank god us girls all survived flying.
Leaving – Innes House
Getting back from the airfield one day we had a notice telling us we were being moved again. We gathered all our gear and
[Page break]
BERLIN – 24/25th March 1944
811 Aircraft – 577 Lancasters, 216 Halifaxes and 18 Mosquitoes. 72 Aircraft – 44 Lancaster and 28 Halifaxes lost. 8.9& of force.
The night became known in Bomber Command as ‘the night of the strong winds’. At every stage of the flight a powerful wind from the north carried Bombers south. This wind was not forecast accurately and it was so strong that various methods available to warn crews of wind change during the flight failed to detect the full strength of it. The Bomber stream became very scattered, particularly on the home flight and Radar-predicted Flak batteries at many places were able to score successes. Some of the Bomber force even strayed over the Ruhr defences on the return flight. Approximately 50 of the 72 aircraft lost were destroyed by Flak, most of the remainder being victims of night fighters. A Berlin report says that 14 Bombers were shot down by fighters in the target area.
The strong winds caused difficulties in the marking at Berlin with markers being carried beyond the target to the south west of the city. 126 small towns and villages outside Berlin recorded bombs. The majority of the damage in Berlin was in south western districts.
No industrial concerns were classed as destroyed but several important ones damaged. 5 military establishments were hit badly including the depot on the Waffen-SS. Leibstandarte Adolf Hitler Division in Lichterfelde.
This was the last major RAF raid on Berlin during the war, but the city was to be bombed many times by small forces of Mosquitoes.
Details of the Berlin Raid from the Bomber Command War Diaries by Martin Middlebrook and Chris Everitt.
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
Ronald Mathers pilots flying log book. One
Description
An account of the resource
Pilots flying log book for Ronald Mathers covering the period from 8 May 1942 to 30 September 1944. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Sywell, RAF De Winton, RAF Swift Current, RAF Harrogate, RAF Shawbury, RAF Castle Donington, RAF Turweston, RAF Silverstone, RAF Morton Hall, RAF Winthorpe, RAF Bardney, RAF Lulsgate Bottom and RAF Swinderby. Aircraft flown were, Tiger Moth (DH82), Stearman, Oxford, Anson Wellington, Lancaster and Stirling. He flew a total of 30 night operations with 9 squadron. Targets were, Berlin, Frankfurt, Braunschweig, Leipzig, Stuttgart, Marignane, Essen, Nuremburg, Schweinfurt, St, Medard en Jalles, Toulouse, Mailly le Camp, Brest, Lille, Bourg Leopold, Tours, Duisburg and Brunswick. His first or second pilots on operations were Pilot Officer Turnbull, Sergeant Ryan, Flying Officer Reeve, Flight Sergeant Redfern and Pilot Officer Campbell. The log book also contains hand written and typed printed notes of the 11 operations carried out to Berlin. Also contains four photographs of crew members, bomb aimer ‘Doc’ Brown, navigator ‘Tom Cave, wireless operator ‘Jock’ Donaldson and rear gunner ‘Nobby’ Bartlett.
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
Anne-Marie Watson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Identifier
An unambiguous reference to the resource within a given context
LMathersRW55201v1
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.
Belgium
Canada
France
Germany
Great Britain
Atlantic Ocean--Bay of Biscay
Alberta--De Winton
Belgium--Leopoldsburg
England--Buckinghamshire
England--Leicestershire
England--Lincolnshire
England--Northamptonshire
England--Shropshire
England--Somerset
England--Yorkshire
France--Brest
France--Lille
France--Mailly-le-Camp
France--Marignane
France--Saint-Médard-en-Jalles
France--Toulouse
France--Tours
Germany--Berlin
Germany--Braunschweig
Germany--Duisburg
Germany--Essen
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Saskatchewan--Swift Current
Saskatchewan
Alberta
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1943-12-16
1943-12-17
1943-12-20
1943-12-21
1943-12-23
1943-12-24
1943-12-29
1943-12-30
1944-01-01
1944-01-02
1944-01-03
1944-01-14
1944-01-15
1944-01-20
1944-01-21
1944-01-28
1944-01-29
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
1660 HCU
1661 HCU
17 OTU
9 Squadron
Advanced Flying Unit
air gunner
aircrew
Anson
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
Flying Training School
Heavy Conversion Unit
Lancaster
navigator
Operational Training Unit
Oxford
pilot
RAF Bardney
RAF Castle Donington
RAF Morton Hall
RAF Shawbury
RAF Silverstone
RAF Swinderby
RAF Sywell
RAF Turweston
RAF Winthorpe
Stearman
Stirling
Tiger Moth
training
Wellington
wireless operator