1
25
11
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2175/38134/SWilliamsonF1311249v10003-0006.2.jpg
5258486c7d0364cfb520a519da4ea487
Dublin Core
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Title
A name given to the resource
Williamson, Frank-249
Description
An account of the resource
24 items. The collection concerns Frank Williamson (b. 1912, 1311249 Royal Air Force) and contains his log book, documents and newspaper clippings. He flew operations as an air gunner with 106 Squadron.
The collection has been donated to the IBCC Digital Archive by Lyn Williamson and catalogued by Nigel Huckins.
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Williamson, F
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-01-30
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] No 4 29-7-43 [/inserted]
[underlined] GERMAN CITY BLAZED FOR SIX DAYS [/underlined]
ANOTHER 2,000 TONS ON HAMBURG
The C.B.S. commentator, broadcasting from Moscow, said that Himmler’s visit to Hamburg was “prompted by peace demonstrations following recent air raids in Hamburg.” The report, quoting a Stockholm message, said: “Demonstrations demanded the immediate discontinuation of the war and called for an active struggle against Hitler.”
OUR bombers, by far the greater number of them four-engined, on Thursday night once again dropped more than 50 tons of bombs a minute on the port of Hamburg during an attack which lasted for threequarters of an hour, states the Air Ministry News Service.
Never before in the history of warfare has an attack of such weight and persistence been made against a single industrial concentration. No other target in Germany has hitherto had more than one 2,000-tons attack.
Fires have now been raging in Hamburg without intermission for six days, since the first 2,300-tons attack was made by Bomber Command on the night of July 24.
They were burning when the first of Thursday night’s great force, on its way to start huge fires in new districts of
Dublin Core
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Title
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Another 2,000 Tons on Hamburg
Description
An account of the resource
A newspaper cutting on another attack on Hamburg. It is annotated 'No 4 29-7-43'.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Russia (Federation)
Sweden
Germany--Hamburg
Sweden--Stockholm
Russia (Federation)--Moscow
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
The nature or genre of the resource
Text
Format
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One newspaper cutting
Identifier
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SWilliamsonF1311249v10003-0006
Temporal Coverage
Temporal characteristics of the resource.
1943-07-29
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Frances Grundy
bombing
bombing of Hamburg (24-31 July 1943)
propaganda
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36457/BLovattPHastieRv2.1.pdf
295406378e70aa4d2aeb43baeaddc085
Dublin Core
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Title
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Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Lovatt, P
Dublin Core
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Title
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Hastie DFC: The Life and Times of a Wartime Pilot
Description
An account of the resource
A biography of Roy Hastie.
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Date
A point or period of time associated with an event in the lifecycle of the resource
2003-10
Spatial Coverage
Spatial characteristics of the resource.
United States
Rhode Island--Quonset Point Naval Air Station
Bahamas--Nassau
New York (State)--New York
Bahamas--New Providence Island
Great Britain
England--Harrogate
Scotland--Perth
Scotland--Glasgow
England--Warrington
England--Blackpool
Luxembourg
France
Belgium
Netherlands
France--Dunkerque
England--Dover
England--Grantham
England--Torquay
Wales--Aberystwyth
Iceland
Greenland
Sierra Leone
Russia (Federation)--Murmansk
Singapore
France--Saint-Malo
Denmark
Sweden
Germany--Lübeck
Netherlands--Ameland Island
England--Grimsby
Germany--Helgoland
Netherlands--Rotterdam
Atlantic Ocean--Bay of Biscay
England--Lundy Island
Germany--Cologne
North Carolina
North Carolina--Cape Hatteras
Aruba
Curaçao
Iceland--Reykjavík
Greenland--Narsarssuak
Canada
Québec--Montréal
Rhode Island
New York (State)--Buffalo
Gulf of Mexico
Caribbean Sea
Virginia
Florida--Miami
Cuba--Guantánamo Bay Naval Base
Puerto Rico--San Juan
Cuba
Florida--West Palm Beach
Cuba--Caimanera
India
Sierra Leone--Freetown
Jamaica
Jamaica--Kingston
Jamaica--Montego Bay
Virginia--Norfolk
Washington (D.C.)
Newfoundland and Labrador
Northern Ireland--Limavady
England--Chatham (Kent)
Newfoundland and Labrador--Gander
Gibraltar
England--Leicester
Massachusetts--Boston
Egypt--Alamayn
Algeria--Algiers
Algeria--Oran
Algeria--Bejaïa
Algeria--Annaba
Italy--Sicily
England--Milton Keynes
Germany--Essen
England--Dunwich
Europe--Scheldt River
England--Sizewell
Germany--Hamburg
England--Kent
Germany--Stuttgart
England--Crowborough
Netherlands--Hague
England--Peterborough
England--Bristol
Germany--Homburg (Saarland)
Belgium--Brussels
Germany--Bochum
Germany--Dortmund-Ems Canal
Germany--Wanne-Eickel
Belgium--Liège
Germany--Frankfurt am Main
Germany--Hannover
Germany--Aschaffenburg
Germany--Castrop-Rauxel
Germany--Mittelland Canal
Germany--Aachen
Germany--Karlsruhe
Germany--Neuss
Germany--Nuremberg
Germany--Duisburg
Germany--Hagen (Arnsberg)
Germany--Leuna
Germany--Osnabrück
Germany--Ludwigshafen am Rhein
Germany--Ulm
Germany--Munich
Poland--Szczecin
France--Ardennes
Germany--Bonn
Belgium--Houffalize
Germany--Mannheim
Germany--Grevenbroich
Germany--Dülmen
France--Metz
Germany--Magdeburg
Germany--Zeitz
Germany--Gelsenkirchen
England--Dungeness
Germany--Mainz (Rhineland-Palatinate)
Germany--Wiesbaden
Germany--Dresden
Germany--Leipzig
Germany--Koblenz
Germany--Chemnitz
Germany--Dortmund
Germany--Düsseldorf
Germany--Münster in Westfalen
Germany--Worms
Germany--Pforzheim
Germany--Darmstadt
Europe--Lake Constance
Germany--Bergkamen
Germany--Dessau (Dessau)
Germany--Wesel (North Rhine-Westphalia)
France--Aube
Germany--Augsburg
England--Feltwell
England--Croydon
Norway--Oslo
Sweden--Stockholm
Czech Republic--Prague
Italy--Florence
Portugal--Lisbon
Monaco--Monte-Carlo
France--Boulogne-sur-Mer
Netherlands--Venlo
Netherlands--Amsterdam
France--Paris
France--Lyon
France--Digne
France--Nevers
France--Lille
Norway--Ålesund
France--Saint-Omer (Pas-de-Calais)
France--Bailleul (Nord)
Belgium--Ieper
Belgium--Mesen
France--Cambrai
France--Somme
France--Arras
France--Lens
France--Calais
Germany--Emden (Lower Saxony)
Netherlands--Vlissingen
France--Brest
France--Lorient
France--La Pallice
Egypt--Suez
Germany--Berlin
Yemen (Republic)--Aden
Cyprus
Turkey--Gallipoli
Black Sea--Dardanelles Strait
Turkey--İmroz Island
Turkey--İzmir
Greece--Lesbos (Municipality)
Greece--Thasos Island
Greece--Chios (Municipality)
Greece--Thasos
Bulgaria
Turkey--Istanbul
Europe--Macedonia
Greece--Kavala
Kenya--Nairobi
Africa--Rhodesia and Nyasaland
Tanzania
Sudan
Eritrea
Ethiopia
Sudan--Kassalā
Eritrea--Asmara
Yemen (Republic)--Perim Island
Ethiopia--Addis Ababa
Sudan--Khartoum
Ghana--Takoradi
Libya--Cyrenaica
Libya--Tobruk
Egypt--Cairo
Iraq
Greece--Crete
Libya--Tripolitania
Tunisia--Mareth Line
Libya--Tripoli
Tunisia--Qaṣrayn
Tunisia--Medenine
Italy--Pantelleria Island
Malta
Italy--Licata
Italy--Brindisi
Italy--Foggia
Italy--Cassino
Italy--Sangro River
Italy--Termoli
Yugoslavia
Croatia--Split
Croatia--Vis Island
Italy--Loreto
Italy--Pescara
Trinidad and Tobago--Trinidad
North America--Saint Lawrence River
Newfoundland and Labrador--Happy Valley-Goose Bay
Bahamas
Florida
Italy
Poland
Massachusetts
New York (State)
Algeria
Tunisia
Libya
Egypt
North Africa
Ontario
Québec
Germany
Croatia
Czech Republic
Ghana
Greece
Kenya
Norway
Russia (Federation)
Turkey
Yemen (Republic)
Portugal
Trinidad and Tobago
North America--Niagara Falls
France--Reims
Europe--Frisian Islands
Germany--Monheim (North Rhine-Westphalia)
Germany--Ruhr (Region)
England--Norfolk
England--Suffolk
England--Gloucestershire
England--Lancashire
England--Leicestershire
England--Lincolnshire
Germany--Oberhausen (Düsseldorf)
Greece--Thessalonikē
Germany--Herne (Arnsberg)
Atlantic Ocean--Kattegat (Baltic Sea)
Libya--Banghāzī
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Great Britain Miscellaneous Island Dependencies--Jersey
Virginia--Hampton Roads (Region)
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
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
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Text
Text. Memoir
Format
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142 printed sheets
Identifier
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BLovattPHastieRv2
Conforms To
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Pending text-based transcription
1 Group
100 Group
101 Squadron
157 Squadron
2 Group
214 Squadron
223 Squadron
3 Group
4 Group
6 Group
8 Group
85 Squadron
88 Squadron
air gunner
aircrew
anti-aircraft fire
B-17
B-24
B-25
bale out
Beaufighter
Bismarck
Botha
C-47
Chamberlain, Neville (1869-1940)
Churchill, Winston (1874-1965)
crash
crewing up
Distinguished Flying Cross
entertainment
evacuation
Flying Training School
Gee
Gneisenau
Goldfish Club
ground personnel
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Harvard
He 111
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Hudson
Hurricane
Initial Training Wing
Ju 88
Lancaster
love and romance
Martinet
Me 109
Me 110
mine laying
Mosquito
Mussolini, Benito (1883-1945)
navigator
Nissen hut
Oboe
Operational Training Unit
Oxford
Pathfinders
pilot
Proctor
radar
RAF Banff
RAF Catfoss
RAF Catterick
RAF Chedburgh
RAF Cranwell
RAF Dishforth
RAF Farnborough
RAF Horsham St Faith
RAF Kinloss
RAF Leuchars
RAF Lichfield
RAF Lyneham
RAF Manston
RAF North Coates
RAF Oulton
RAF Padgate
RAF Prestwick
RAF Riccall
RAF Silloth
RAF South Cerney
RAF St Eval
RAF Thornaby
RAF Thorney Island
RAF Windrush
RAF Woodbridge
Roosevelt, Franklin Delano (1882-1945)
Scharnhorst
Spitfire
sport
Stirling
Swordfish
Tiger Moth
Tirpitz
training
V-1
V-2
V-weapon
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1794/35730/MWilsonRC1389401-170113-100002.1.pdf
2eae94bb927f83b9bbfa6215308853ca
Dublin Core
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Title
A name given to the resource
Wilson, Reginald Charles
R C Wilson
Description
An account of the resource
166 items. The collection concerns Reginald Charles Wilson (b. 1923, 1389401 Royal Air Force) and contains his wartime log, photographs, documents and correspondence. He few operations as a navigator with 102 Squadron. He was shot down on 20 January 1944 and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Janet Hughes and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-13
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Wilson, RC
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] MY POW DAYS - POSTSCRIPT [/underlined]
Caterpillar Club
I became a member of this Club soon after the end of WW2. I registered that I had saved my life, having baled out of an aircraft on fire and out of control. In freefall, I manually pulled the ripcord of my Irving parachute, which released the parachute canopy and supporting shroud lines.
The Club has no structure, committees or branches, but is still famous for its huge worldwide membership of airmen who have saved their lives by parachute.
The Wright Brothers of America designed and launched their rudimentary Wright Flyer aircraft at Kittyhawk in 1903. But it was many years before an acceptable parachute was designed to save the lives of aircrew escaping from disabled aircraft.
The Centenary of the 1903 event was celebrated at the Biggin Hill Airshow in 2003, when Barbara and I were invited to a VIP Marquee with a number of the Caterpillar Club members who resided in the London area.
Leslie Irving was the American pioneer who developed the successful parachute. In 1911 at the age of sixteen he jumped from a static balloon, and continued his interest in designing parachutes. In 1919 he designed a parachute pack, using pure silk for the large canopy and the shroud lines, and a ripcord for manual release of the parachute after baling out. His design proved that you could parachute safely from an aircraft in flight. However there was doubt that it was safe to bale out from a stricken 'plane. Until in 1922, Lieutenant H.R. Harris made an emergency jump using this Irving parachute. As a result of his experience the American Air Force adopted the Irving design that same year. And in 1925 the RAF chose the Irving seat pack parachute for their use. WW2 brought about a huge demand for parachutes (seat and chest packs).
In 1922 Irving decided to form a club of those who had saved their lives and Harris was to be the first member. Irving named it the Caterpillar Club and by 1945 there were 34,000 members! (The caterpillar is symbolic of the silk worm which descends gently to earth from heights, by spinning a silky thread from which to hang.)
The Irving Parachute Company gives every member a certificate and a gold tie/lapel pin, shaped like a caterpillar, and with red eyes (red eyes if the aircraft was on fire). The recipient's name and rank are engraved on the reverse.
1
[page break]
The Post War Years
One month after WW2 ended, our surviving crew of four met at Laurie Underwood's wedding. This was a time of great celebration for us and we didn't waste time reminiscing about the RAF or the previous 15 months in captivity!
I remained in the RAF until August 1946 but no longer on flying duties. During this time I was promoted to Flight Lieutenant. I had several months on leave after which I attended an RAF Administration course and eventually was posted to RAF Hornchurch, where I was in charge of the Overseas Holding Unit. This Unit was responsible for looking after RAF personnel, serving in Germany and on leave in the UK. Some, who were on compassionate leave, needed more time to deal with their problems; some, on normal leave, had applied for an extension of leave on compassionate grounds (often 'passionate' rather than compassionate!); some just went absent without leave and had to be arrested by the RAF police! It was not the most exciting job, but I was able to live at home and it filled the time until I was back in 'civvy street'.
After we were all demobbed, the ensuing years were spent on developing our careers etc. I returned to Unilever and eventually became a management consultant. George Griffiths continued flying as a pilot in a civilian air transport company and then, a senior captain with British Airways. Laurie studied accountancy and eventually, as sales manager of Philips, sold mechanised and later computerised accountancy equipment. Johnny Bushell developed tuberculosis shortly after the war, contracted as a result of poor conditions in Stalag1VB. He had one lung partially removed and was awarded a full war disability pension. He was still able to work and became a housing officer for Bedford Council. Johnny remained a bachelor, but George, Laurie and I married and raised families, which gave us little time to muse about our wartime experiences.
Remembering our wartime experiences
Apart from exchanging Christmas cards and an occasional meeting up with Laurie and John, in my business travels around the UK, we didn't meet as a group. I had lost contact with George Griffiths until, sometime in the 1970's, I managed to locate his wife's parents in Craven Arms and they gave me his address. He was still serving with British Airways when, some time later, I phoned him - at precisely 8 o'clock GMT on 20 January (the anniversary of the exact time when we were shot down). This became a pleasant ritual, and every year by this means, we congratulated ourselves on our lucky survival.
I retired in 1984, and George who lived in Ruislip retired some time later. Barbara and I managed to visit George when we stayed over at Northolt to see Barbara's mother - this would be in the early 1990's. George had done some retirement research at the RAF Museum at Hendon, and had obtained photographs and information about the four crew we had lost. They were all killed. Two were buried in the 1939-45 Berlin War Cemetery, and two were
2
[page break]
remembered on the Runnymede Memorial, as they had no known graves. Also, George had obtained (through a German archivist) details of how and where we were shot down. We were not shot down by flak, or a bomb through our wing from one of our aircraft above as first throught, but by an ace night fighter pilot. The archivist had also traced the crash point of our plane in Berlin. In support of this information he had sent George a photograph, a 'history' of the night fighter pilot, and a map of the exact point where the 'plane debris had fallen. (George had landed in waste ground, amongst the wreckage.)
Our 50 year reunion
All this information, and reading several books about Bomber Command and the Berlin Raids, stimulated my thoughts, which had remained dormant on this subject for many years. As a result, we and our wives arranged to meet at a Peterborough Hotel on our 50th Anniversary, to exchange our personal experiences and to celebrate our survival. We dined and raised our glasses "to absent friends" at the exact hour (8pm GMT, 20 January 1994). This was our first meeting as a group since June 1945!
A cousin of Laurie Underwood, hearing about this celebration, contacted the BBC and arranged that a TV Team and a Radio car would attend this meeting, in the afternoon prior to our dinner at 8pm. We were requested to bring any memorabilia we had; which meant we were able to fill in a number of gaps in our experiences. Johnny and I learned how George, when the plane was 'on fire' over Berlin, had been held in his seat, with his head thrust forward and the throttle levers behind his ears, when the plane went into a spiral dive. He had a vivid recollection of seeing the altimeter 'unwind' from 17000ft through 7000ft before he blacked out! He regained consciousness and was 'in the air' in freefall, after the plane's fuel tanks had exploded and he had been blown out of the aircraft. He was now only hundreds of feet from the ground, but managed to pull his parachute ripcord. His parachute opened but was still 'on the swing' when he hit the ground, with the debris of the aircraft around him. Although in shock he had landed virtually unscathed.
Laurie told Johnny and I how, immediately after arriving at Stalag Luft3 Poland in February 1944, he was recruited as an extra lookout, whilst they completed the escape tunnel 'Harry' for the Great Escape. Laurie being a latecomer was not included in the escape. He was lucky, as 50 of the 76 who did escape and who were recaptured, were murdered on the orders of Hitler. Laurie and George, like me, had to march away from their prison camp as the 'Front Line' approached at the end of January 1945. In their case it was the Russians on the Eastern Front. They marched in freezing conditions and then entrained on 2 February to Malag camp, where they stayed until 10 April. They then marched again for two weeks across Northern Germany, and were liberated a week later on 2 May 1945, just south of Ludbeck on the Baltic, by the British Army.
3
[page break]
Thus, by the end of our celebrations at Peterborough, we had learnt more4 about each other's experiences. BBC made a three minute video tape of the occasion, which was sent out over Yorkshire and Look East Television on the Eight O'clock News that night. George and I were interviewed in a BBC radio van and a three minute radio tape of the interview was broadcast from Cambridge also. The tape was so popular that it was broadcast three times.
Following this occasion I began to compile some of my experiences in Bomber Command, and assemble documents, and letters received after being shot down etc.
Runnymede War Memorial
In August 1994 Barbara and I attended the annual Memorial Service, arranged by the Aircrew Association, at the Runnymede War Memorial. This was particularly important to me as we were able to view the names of the two of the four members of my crew - Flight Engineer L Bremner and Mid-upper Gunner C Dupueis - who were killed and have no known graves. Their names are recorded within in the cloisters of the Memorial, and 1994 ws the 50th anniversary of their death. The Memorial lists some 22,000 names of RAF personnel without known graves, who were killed in WW2.
Laurie and Beryl's Golden Wedding in Wetherby and other Yorkshire visits
In June 1995, it being Laurie's Golden Wedding Anniversary, we all met again, this time in Laurie's home town Wetherby, Yorkshire. After the celebrations we took the opportunity of visiting the Yorkshire Air Museum at Elvington, which was a satellite airfield to RAF Pocklington during the war. They were in the process of rebuilding a Halifax Mk 3 Bomber to represent the most famous wartime Halifax, 'Friday 13th', which achieved 128 bombing missions. It was displayed on Horse Guards Parade in London after the war and then broken up!; whereas a Lancaster has a 'place of honour' in the RAF Memorial Flight, and another is displayed in the RAF Museum at Hendon for all time.
There were over 6000 Halifax aircraft built during the war. They were used for over 80,000 bombing and mine laying missions in Europe in Bomber Command, and supported the other armed forces on D Day and in the continuing liberation of Europe. They operated in the Middle-East, and in Coastal Command attacking U-boats in the North Sea and North Atlantic. They also towed airborne troops in gliders to Normandy on D Day, later to Arnhem and, in the final stages of the war, to the crossing of the Rhine.
It beggars belief that any Government would scrap every Halifax built, taking into account its contribution to the success of WW2 and its place in history, but they did!
4
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It was not until 1983 that there was enough historical interest to consider restoring a Halifax. Yorkshire being the 'birthplace' of the aircraft, it was natural that the Yorkshire Air Museum would take on the task. In 1984, they found the fuselage of a Halifax that had crashed in the Hebrides in 1945. It had been bought by a farmer and used as a hen house! This was acquired by the Museum and moved to Yorkshire. Parts were collected from almost all corners of the world. Pieces from at least three Halifax aircraft were used: the wings came from a post-war Hastings and the engines were donated by the French Air force, (who flew Halifax bombers from Elvington in 1943). The nose section had to be rebuilt from scratch with the help of British Aerospace, aided by volunteer engineers. When we visited the Museum the aircraft was still only partially assembled. It was some years later before it was completed and is now on display, as 'Friday 13th', in its own hanger[sic]. As far as I know, contributions to its construction, both in effort and cost, were all voluntary; no Government money was ever offered.
We also took the opportunity, mainly for the benefit of Laurie and George, of visiting another Museum in Yorkshire. (This site was originally a British POW Camp for German prisoners of war and now converted to a WW2 Museum). One of its exhibits was the replica of the escape tunnel 'Harry' used at Stalag Luft3 for the escape of 76 RAF prisoners (50 of whom were murdered when recaptured). The tunnel was of particular interest, as it displayed the pump system for providing ventilation and the novel trolley mechanism for moving the escapees along its whole length, to the end of the tunnel.
Tom Nelson and Stalag1VB
On 23 December 1995, the Daily Mail had a double page spread featuring life in Stalag1VB, and particularly what happened at Christmas in 1944, when American prisoners of war arrived. Taken prisoner at the Battle of the Bulge, they were in a very sorry state, physically and mentally. The article had been supplied by Tom Nelson (and included a large photograph of him). I did not know Tom Nelson in Stalag1VB as he had been in another barrack block whilst I was there. But I met him in OflagV11B when we were both moved to this camp in February 1945. We shared the same room with two Australian army chaps, until we marched out on 15 April 1945. Apart from a chance meeting, and a fleeting hello in London in 1946, I had not seen him since our liberation at the end of April 1945.
I got in touch with the Daily Mail, and they agreed to forward a letter to him but they would not give me his address. I wrote him a letter and included photocopies of my drawings of OflagV11B, from my wartime logbook. In particular there was a drawing of 'our room', which he and I had signed, along with our two Australian colleagues.
A week or so later I received a phone call (at least two hours long) from an amazed Tom Nelson. He said his memory of OflagV11B was a bit hazy but the signature on the drawing was without doubt his, and we agreed to meet at the RAF Club in Piccadilly and renew our memories.
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After Tom was demobbed, he worked for several American airlines in flight operations, and married Pat, an American. He spent time in America and Germany and returned to UK to run a travel agency. It was then that he joined the Stalag1VB ex-POW Group and attended their annual reunions in Edinburgh. As a result he had collected photographs, drawings, poems and various records about 1VB. He brought these along to the RAF Club, and I was able to copy them.
The most important information I learnt from him, was what had happened to the Muhlberg Stalag1VB Camp Site in 1945, after this area in Germany became part of the Russian Zone. At first Stalag 1VB ex-kriegies, returning to visit the Camp Site post war, were told by the Russians or members of the GDR (German Democratic Republic), that it had been occupied by German refugees who had nowhere to live. And as there were barracks, electricity and water available here, they had made it their home. These were complete lies:
The Camp had become Special Internment Camp No. 1 (with even more barbed wire than Stalag1VB), where Germans who were considered to be a danger to the Soviet State, or for any 'reason', could be interned without any evidence or trial. They were not allowed visitors, parcels, or help of any sort, and were not able to communicate with anybody outside the camp. In a short time it became a filthy, disease-ridden place. This camp remained open until November 1948, during which time about 22,000 'victims of communism' passed through it. Some 6700 of them died of starvation or disease during this period and were buried in mass graves, just northeast of what previously was the RAF compound when I was there. Many others were moved to Soviet camps and never heard of again. All this information was withheld from the general population, and those who did know were threatened with punishment if they disclosed it.
After the closure of the Camp, the Russians removed all the wooden barracks for workers' huts elsewhere. Other structures were sold to local farmers. In the end nothing was left except the concrete foundations of the washhouses,[sic] the barracks, and the 40-holer latrines and the static water 'reservoirs'. The Russians then decided to obscure the place by planting birch trees overall. Soon the site became overgrown with trees and brush.
Now that the Russians have left, East and West Germany unified, and the lies and cloak of secrecy exposed, many of the relatives of those who died in the camp have visited the site. They have put crosses in the area of the mass graves and the place has become a shrine, with its own Memorial.
I met Tom several times in the next few years at the RAF Club but later, he suffered from double vision and did not travel on his own. He put me in contact with Stalag1VB ex-POW Group, which by now was much depleted, and with fewer members had moved their venue south, to Peterborough.
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Public Records Office at Kew
In August 1999 Barbara and I visited the Public Records Office as I needed some more detail for my RAF memoirs on my operational flights in 102 Squadron. Also, as my first pilot had been killed, I wanted to know the circumstances in which my second pilot Sqdn. Ldr. G. A. Harvey, withdrew from flying on medical grounds, yet was later awarded a DFC. This left our crew 'headless' and meant we were destined to fill in as 'spares' until another pilot was posted to the squadron. Being a spare was not an enviable roll to have in operational flying, especially if you were the navigator!
I found the Records Office a fantastic place for providing information. All operational squadrons had their records held on microfilm and every operation throughout the war was accessible. Other documents such as RAF Station records and medal award citations were the original documents, but surprisingly still available on request. Harvey's DFC citation was in great detail and stated his award was long overdue. He had clocked up 390 operational hours in the Middle East in 1940-41.
Mel Rolfe and 'Flying into Hell'
During the period 1999 - 2000, Laurie was in touch with Mel Rolfe, the author of two successful books about crews' experiences in Bomber Command, and was planning to write a third book. As a result of this meeting, Laurie, Johnny and I (but Laurie being the prime subject) featured in one of 20 chapters in the book entitled 'Flying into Hell', which was published in 2001. Our chapter focussed on our first operation, mine-laying, during which we were badly hit by flak and had to bring damaged mines back, in an aircraft without radar or hydraulic power. And our last operation, when we were shot down over Berlin by an ace night fighter plane, with incredible escapes for the four survivors.
In order to advertise his book, Mel Rolfe contacted local newspapers and BBC Radio and gave them the addresses of those mentioned in the chapters. Laurie, Johnny and I, all gave newspaper interviews. Laurie and I also gave 25 minutes live radio interviews, Laurie from Leeds and I from Essex. We were able to get copies of the newspaper articles and tapes of the radio broadcasts. Sadly George Griffiths, our pilot, who had the most remarkable escape, had died suddenly in 1998 and thus could not be featured in any interviews.
Planned visit to the Stalag1VB site
In year 2000 the son of a member of Stalag1VB ex-POW Group, Tony Drewitt, offered to organise a visit to Muhlberg and the Stalag 1VB site, which was enthusiastically taken up by the members of the Group (this included Tom Nelson, Johnny Bushell and myself).
In 1944 Tony Drewitt's father (Harry Drewitt) had lost his best friend in 1VB. His friend had been shot dead by a guard, as he leaned over the trip wire to pick some wild strawberries. In recent years Tony and family have gone to
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Germany, visited Muhlberg Stalag1VB site and the Berlin 1939-45 War Cemetery. His friend and all those British & Commonwealth POWs who died in Stalag1VB, (previously interred in Neuburxdorf cemetery), are buried there.
On these visits to the Stalag1VB site, the Drewitt family met Mayor Brendel and others who, since 1990 (after the Russians and the GDR had left), have openly publicised the atrocities perpetrated in Muhlberg Special Internment Camp No. 1, (previously Stalag1VB). To this end they have formed the Munlberg Initiative Group, to make the Muhlberg Camp a permanent memorial. They have cleaned up the main road through it, marking out the various areas of the camp, and where the mass graves and memorial of the Special Camp No. 1 is situated. Where possible, they have revealed the foundations of the cookhouses, barrack washhouses and latrines etc, which is all that is left of the original camp - see my notes about Stalag 1VB under 'Tom Nelson'.
Mayor Brendel and the Muhlberg Initiative Group welcomed the idea that a party of British ex-POWs and families might wish to visit the site, and said that Muhlberg would like to host to the visit.
Every year ex-kriegies from Poland, France and other countries visit the Neuburxdorf cemetery (about 4000 POWs who dies in 1VB were buried here originally). It now has a War Memorial to represent all the nations who had prisoners there. This visit is now combined with the service, held in the Muhlberg Camp, for the German civilian post war victims who died in the Special Internment Camp No. 1.
As a result, Tony Drewitt agreed with Mayor Brendel that she would arrange the hotel accommodation in Muhlberg, and host an evening dinner with the Initiative Group. The date would coincide with the remembrance services at Neuburxdorf cemetery and Muhlberg Camp site. Coaches would be available for all planned visits.
Visit to Berlin, Muhlberg, Stalag1VB, related sites and Colditz
Day 1
There were over 90 ex-POWs, family and friends including Tom Nelson, Johnny Bushell, Barbara and myself, who flew to Schonefeld, Berlin on 6 September 2001. (The airfield was only a few miles from where I landed by parachute on 20 January 1944)
We were taken in two coaches (which, with their drivers and guides, were to 'look after us' for the rest of our visit), to Treff Park Hotel, about 6 miles southeast of Brandenburg Gate. We had dinner, and then a coach tour of central Berlin. Although the tour was impromptu, with a helpful but inexpert guide, it was sufficient to give us a glimpse of the contrasts between 'East' and 'West'. We had a passing view of the main shopping centres which showed that the 'East' looked deprived with poor buildings, displays and lighting etc. We also viewed the famous graffiti on the remains of the Berlin
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Wall and, at my request, the new Kaiser Wilhelm Memorial Church alongside the ruins of the original. The original church was destroyed on 22 November 1943, the second Berlin raid that I was on. It was a somewhat similar Memorial to that of Coventry Cathedral, destroyed in 1940, with the exception that Coventry Cathedral was deliberately destroyed.
Day 2
The following morning we were taken to the 1939 - 45 British War Cemetery, where nearly 2900 RAF aircrew, killed furing the Battle of Berlin and other raids in East Germany, are buried. (Only 800 of the 4000 shot down in the Battle of Berlin, survived this operation - John and I are two of these). Many whole crews are buried together, in lines of seven graves, running up to the Stone of Remembrance and on as far as the Cross.
The Cemetery is situated in an area of woodland, which is part of the Grunewald Forest in the district of Charlottenburg, west of Berlin. It was beautifully maintained, as are all British War Graves. Barbara and I together with Johnny Bushell, took some time locating and placing poppies on the graves of our two crew members who are buried here: F/Sgt. K F Stanbridge (Co-Pilot), and P/O. E Church (Wireless Operator), as they were not side-by-side, but on opposite ends of the Cemetery. We found Ken Stanbridge's grave first and I remembered that Ken had passed George Griffith's parachute to him, not long before the aircraft went into a spiral dive. George lived and Ken didn't. Visiting Eric Church's grave had a particular significance for me, as he had helped Laurie Underwood and me, kick out the jammed escape hatch, and he should have followed us out. But the 'plane must have gone into the spiral dive immediately after we had baled out, and he had no chance to bale out - just a few seconds, between life and death. George, Laurie, John and I, were incredibly lucky to survive this event.
Following personal visits to the graves of colleagues, Reverend Michael Whelton (a friend of Tony Drewitt who was acting as the 'Padre' for the party) held a short but emotional service. Then a wreath was placed on the Stone of Remembrance before we continued our itinerary to the centre of Berlin.
I was glad that Johnny and I had been able to make this visit to the Cemetery after so many years and it closes a chapter in my mind.
In Berlin, we first visited the Brandenburg Gate. This also had some significance for me, for it was 18000 ft. above here that we were attacked by a night fighter and shot down in 1944. Our target had been Hitler's Chancery which was just south of the Gate. Our second visit was to the Reichstag, a short distance away. The Reichstag was not destroyed during WW2. After the re-unification of East and West Germany in October 1990, when Berlin became the Capital again, it was to house the German Parliament. It was renovated by the British Architect Sir Norman Foster, who had been chosen to do the work. His idea was to enlarge the Plenary Hall and add a new modern glass cupola, from which the public could view Parliament in action - its main feature. The task was completed in 1999. Although the cupola could be seen
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from outside the building, we didn't have time to go inside to view it, before we continued our journey south to Muhlberg.
We travelled about 75 miles to Muhlberg through mostly open countryside, passing several buildings or barracks that were once occupied by the Russians, and were now in a dilapidated state.
Muhlberg is a small town on the river Elbe, noted for its number of Renaissance buildings (which luckily escaped damage when the Russians advanced through it on their way to Berlin in April 1945). But today the town is also remembered for its close proximity to the Prisoner of War Camp, Stalag1VB which, post-war, became 'Special Internment Camp No. 1' where German civilians suffered under Russian Occupation.
On arrival we were met by Mayor Brendel and a number of helpers, who took us to our small hotels or private accommodation dotted around the town. In the evening we were invited to a reception in the Town Hall organised by Mayor Brendel and the Muhlberg Initiative Group.
The reception was addressed by a Representative from Berlin, to all of us from the Stalag1VB ex-POW Group and those connected with the Muhlberg Initiative Group; this being the 11th. Anniversary of their Memorial and Remembrance Meetings.
In the address he explained that Initiative Groups were formed all over Germany (after the Reunification in 1990), by survivors of the Special Internment Camps, to remember and make known the atrocities perpetrated by the Russians during their occupation. To this end the Initiative Groups have preserved sites like Muhlberg, Buchenwald, Sachsenhausen etc, and set up small museums, containing documents and photographs, so that the younger generations (their children and grandchildren) will know about these dark days of their history. To these memories they have added the wartime atrocities of Nazi Germany, in their own country and the occupied countries of Europe. In Muhlberg, they have also included Stalag1VB, as it is said hundreds of thousands of POWs from all over the world, passing through the camp from 1939-1945, suffered from cold, damp, overcrowding, poor inadequate food and lack of hygiene. There were many deaths, many more than those recorded in Neuburxdorf Cemetery, including thousands of Russian POWs who died of typhus in the early years of the war and were buried elsewhere.
After the address, to complete the evening we were hosted to a fantastic buffet dinner, provided by the people of Muhlberg, who really did appreciate our visit to their town.
Day 3
The following day (punctuated by heavy bouts of rain) we visited the small Muhlberg museum which had, apart from their local history, records, drawings and artefacts donated by ex POWs from 1VB. This was followed by a lunch of
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soup, goulash, hunks of bread and coffee (warming and very welcome), provided by the Town Fire Service. Luckily it was in a Marquee, erected for the occasion, which sheltered us from the drenching downpours.
In the afternoon we were taken in our coaches to Neuburxdorf and we viewed the railway sidings, where all POW's had 'disembarked' from their cattletrucks, for their march to the sinister Stalag1VB in the middle of the flat fields of Saxony. I recall the ground was covered with slushy snow and the camp site looked as if [it] were in the extremities of Siberia!
After the visit we proceeded to the Neuburxdorf Cemetery to attend the annual memorial service for all POWs (Polish, French, British, etc.), who died in 1VB and were buried here. During this service, our exPOW Stalag1VB Group dedicated a plaque, which was laid in the Cemetery as a Memorial to the 60 British POWs, who were buried here and now removed to the Berlin site. The plaque was donated by the Canadian RCAF.
To complete the day's visits we travelled the short distance to the Stalag![1] VB site. We drove through what was originally the East Gate. The lagerstrasse or main road was still there, but now flanked with birch trees and undergrowth which covered the whole site. As described earlier, the Muhlberg Initative Group and associates had cleared some parts of the camp to reveal the concrete foundations of washhouses and latrines. They had marked out the areas of the various compounds and the two cookhouses. As my barracks was close to the French cookhouse, Barbara, John, Tom Nelson and I, were able to locate the area of the barracks, but due to the undergrowth we were unable to reach it. But we were able to get to the site of our 40-holer latrine, which still had (though somewhat crumbled) the concrete foundation and septic tank below. It still had four open channels in the concrete base. Over each channel there had been a long wooden rectangular box as a seat with ten holes in it, (so 40 of us could be there at one sitting!)
We were only a short distance away from the mass burial site of the victims of Special Camp No. 1, just a few yards to the north-east of us. Here, there is now a large Cross erected as a Memorial to the 6700 German detainees who died of starvation and disease (1945-48). Amongst the undergrowth, near the Cross, there were many smaller crosses put there by relatives and friends over previous years.
We joined the Muhlberg Initiative Group, again in a drenching downpour, with relatives and friends (of several nationalities), for their annual service of remembrance, at the Memorial. Then we made a further inspection of the remnants of the Camp, nearer the West Gate entrance, before returning in our coaches to Muhlberg.
So we said 'goodbye' to the site of Stalag1VB and Special Camp No. 1. It was now a 'sleeping forest' of birch trees, encompassing (in this terrible place) the memories and miseries of probably hundreds of thousands of 'prisoners' from many nations, who passed through it during the war years and the aftermath.
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On return to Muhlberg, we attended yet another Memorial Service in the Church, just for ourselves this time, before we had our evening meal in the Town Hall. This was followed by Lew Parsons (our Chairman) giving a slide presentation of photographs of Stalag1VB to local people, including some older children, who afterwards asked us questions about the camp and WW2.
Day 4
On our 4th day we visited two preserved POW Camp sites, Jacobsthal and Zeithain. Both were originally slave camps for Russion POWs. Later Jacobsthal was a punishment camp for Stalag1VB I believe, (though Zeithan seemed to have more evidence of Russion prisoners). We were told that many tens of thousands of Russians who died of a typhus epidemic in 1941-42, are buried in mass graves beneath the lawns at the entrance to this camp. It now has a Memorial Archway, erected by the Russians during their occupation after the war.
At Zeithain, the Initiative Group had built a wooden hut to illustrate the type of barracks used to house POWs. We had to criticise it, as it did not illustrate the conditions under which prisoners had to live. It had no rickety three-tier bunks, it was not overcrowded or dilapidated, it had no floor of bricks set in earth, and it did not indicate the unhygienic state of living. They also had a small museum which included photographs showing guards and others, mistreating and punishing prisoners.
Our next visit was 30 miles or so southwest, for a tour of Colditz Castle. We had lunch in a restaurant first and then (in the pouring rain again), we made our way up hill to this gaunt formidable place.
Colditz Castle, first mentioned in 1014, built on a hill overlooking the rive Mulde, was never used as a stronghold. It was destroyed by fire in 1504, and rebuilt in 1583. Used as a residence and then a hunting lodge, the building was not popular and fell into decay. In the 1800s the State took it over as an alms house and then a workhouse. In 1929 it was used as an asylum, then a prison for anti-fascists and finally an old folks' home until 1939, when it became a POW Camp until 1945.
Colditz was used for high ranking officers and persistent escapees, as it was considered to be, because of its design and location, virtually escape proof. In fact it became an 'academy for escapers'. Over the period of the war, 300 escape attempts were made - only 120 prisoners got out but were recaptured, 31 escapees got home. The camp was a hive of ingenuity, manufacturing German uniforms, forging documents, and finding ways to get out via the main gates. The most audacious plan was to build a glider for two escapees, to be launched from the roof. It was to be catapulted to give it gliding speed to get over the river Mulde. This was to be achieved by dropping a bath tub filled with concrete, 60 feet 'through' the floors of the castle, to pull a cable attached to the glider. The glider was built in an attic, behind a false wall above the Chapel, but the plan was never carried out as the war ended sooner than expected. (Later another glider was built to the plan specifications and tested
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successfully!) One of the first British escapers to get home was Airey Neave. Post-war he became an MP and was murdered by the IRA, when his car was blown up by a bomb in the Palace of Westminster car park.
Our visit to Colditz covered only a small part of the building, mainly the rooms adjacent to the spiral staircase. At the top of the building we saw a copy of the famous glider and some of the rooms of the high ranking POWs. A museum covered several floors with photographs, displays of escape clothing, forged keys and documents, 'rubber stamps' for approving passes etc., a sewing machine made of wood and several other artefacts. A 'tunnel' constructed by the French POWs was exposed. It was unusual, in that it was made up of channels located between walls and floors and not as you would think, dug underground. My general impression was that Colditz was a claustrophobic place compared with the three camps I experienced. But they were probably better supplied with food than we were and had better amenities.
The camp was liberated on 16 April 1945 by American forces. They had made rapid advances to the east and did not know that this castle was a POW camp. The Germans were still defending the town and castle approaches. The Volkssturn ('Home Guard'), now integrated with the Wehrmacht by Hitler, were also active in its defence. The American Commander was just about to order the shelling of the Castle, when Allied flags were waved from windows high up in the building! This saved the day and the order was cancelled - another bout of 'friendly fire' was averted, and no doubt casualties as well!
After this visit we returned to Muhlberg, stopping on the way to view Strehla on the river Elbe, where the Americans and the Russians met in April 1945. It was fifteen miles or so south of Torgau, which was later named as the official meeting place, on 4 May 1945. In the evening we returned to the Town Hall for our final meal of the tour.
Day 5
After breakfast we assembled at the Town Hall and said goodbye to the people of Muhlberg. We travelled, accompanied by Mayor Brendel, to Holzdoff Airbase (where her son was stationed) for a presentation by the Stn. Commander.
Holzdoff was a Helicopter Base (a part of the new German Airforce) and was involved in civil duties. The Commander gave a detailed talk about the work of the station. We were given a tour of the hanger[sic] responsible for the maintenance of the helicopters and a demonstration by the fire fighting services. This was followed by a snack, before we continued our journey to Schonefeld and back to Stansted.
We arrived back in Stansted on the evening of 10th September, after a very busy and successful tour. We were to find that we were back 'in the present day' - just a few hours before the atrocities perpetrated by terrorists in New York (nine/eleven!) were to make a 'world change' of momentous proportions.
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Tom Nelson and his American wife, both knew New York well, and were very upset about what had happened. Sadly Tom, who had not been completely fit for some time, died suddenly later that year, in November 2001.
Stalag1VB ex-POW Group Reunions in Peterborough
The 1VB reunions were held every year over the weekend nearest to the 23 April, which was the day the camp was liberated by the Russians. Barbara and I have attended these in April, years 2002-4 and we will attend next year, which will be the 60th anniversary of liberation day, Saturday 23 April 2005, and the final reunion for the Group. This will be a memorable occasion. No doubt the day will end with an even more rousing rendition of 'Land of Hope and Glory' which is sung every year. It was sung in 1VB, in place of the National Anthem, which was disallowed.
Medals
After my 80th birthday I decided that, for the sake of my children and grandchildren, I should claim my medals. According to my assessment I was entitled to four. If Bomber Command had been awarded a campaign medal, it would have been five. Air Chief Marshall Sir Arthur Harris said that 'every butcher, baker, and candlestick maker' within 200 miles of the front got a campaign medal ... but not Bomber Command'. The post-war government was embarrassed about the heavy loss of life in the bombing of Dresden, and the aircrews got the blame for it! As a result a campaign medal was not granted, despite their courage and dedication, in high risk bombing operations night after night. Bomber Command aircrews, mostly in their early twenties, carried out orders in a total war situation, and suffered the highest casualties of all the British and Commonwealth forces during the whole of WW2.
In fact my claim for medals finally amounted to three; the fourth medal, the Defence Medal, required three years' non-active service. After deducting elevan and half months training time abroad, I could only muster two years nine months, even adding my Home Guard time before I joined the RAF. The rest of my war service (one year three months) was as a POW, and I was told by a civil servant in the Medal Agency, that the time as a POW didn't count! (In America, there was an additional medal - for being a POW!)
My medals are:-
* 1939 - 1945 Star - active service.
* Aircrew Europe Star - aircrew active service Europe 1939 - D Day 1944
* War Medal - general service.
These are still in a small cardboard box with a piece of ribbon for each rolled up in it, sent to me by registered post. There was no covering letter, only a printed list of all the medals available, with their ribbon colours, so that you can match the medal to the ribbon yourself.
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Footprints on the Sands of Time (Bomber Command Prisoners of War in Germany 1939 - 45) by Oliver Clutton-Brock
This unique book, published in 2003, covers the German POW Camps. It includes anecdotes and stories of aircrew in the camps, covering capture, escape, liberation, those who were wounded, suffered illness and many that were murdered. It lists all the 10,999 POWs, who did not suffer in any way like those in the 'Holocaust' yet, nevertheless, experienced poor living conditions in German hand. They owe their health and many of them their lives, largely due to the food, clothing etc. supplied to the camps by the International Red Cross.
I add a few comments here about the treatment of POWs featured in this book, which I have not referred to directly in my experiences. It is important to include them here, as they are the additional risks that aircrew were exposed to, when they baled out near or in the target area, in the last two years of the war.
Also I refer to escaping and getting back to England, which only a tiny number succeeded in doing, despite the large number of prisoners who attempted it.
Additional risks to Aircrew in 1943-45
From mid-1943 onwards, after baling out into enemy territory, the treatment received on capture was a matter of luck. Many were humiliated, beaten and murdered. It was estimated, that one-in-twenty captured aircrew never returned home, overall more than 800 RAF were lynched or shot.
Personally my capture was reasonably civilised. Apart from the hint, at a suburban police station, that I was a 'terrorflieger', and experiencing with a part of other captured RAF, ugly threats from a crowd of civilians at a Berlin main railway station, I was ok. But of course we were under armed guard at the time!
Interrogation at Dulag Luft for me was a relatively mild experience, and the 'heat treatment' I received lasted only a couple of days. However this book states the Kommandant and some of his staff were tried for War Crimes in 1945, and he was given five years' imprisonment for his use of heat treatment (from 1943 onwards), and for withholding urgent medical attention from some wounded aircrew whilst they were being interrogated.
Following the Hamburg raids in August 1943 when the port and town were virtually destroyed, Himmler ordered the police not to interfere with the lynching of aircrew (who had baled out) by the civilian population. In March 1944 after the murder of the 50 escapees from Stalag Luft 3 POW Camp, Hitler ordered that airmen making emergency landings in Germany should not be protected by Wehrmacht from the atrocities perpetrated by the enraged population. In June 1944 Goring, Ribbentrop, and Himmler stated that airmen
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strafing trains, non military targets etc, would not be protected as POWs. In 1944 generally, there was a 'drip down' from the Nazi leaders to all the Military and Luftwaffe, not to interfere when civilians had taken action against captured airmen. They were also encouraged to take the lives of the hated 'terrorflieger'. After the Dresden bombing in February 1945, Goebbels stated that the 1929 Geneva Convention wasn't worth the paper it was written on. He hinted to the neutral Swedish press, that more heavy raids could result in all RAF and American airmen POWs, now in custody, being summarily executed! Hitler subsequently dropped the plan.
Churchill, early in 1945, was fearful of reprisals against all POWs in Germany. He suggested to Roosevelt and Stalin that a warning to Germany - not to maltreat prisoners - should be made by the Allies. But it was not until 23 April 1945, (due to the prevarication of Stalin,) that warning leaflets were dropped over Germany. By that time the war was almost over.
The worst excesses of murder happened during the last 12 months of the war and this book describes a number of them. The following example relates to what happened to a flight sergeant rear funner from my squadron (102). On 24 December 1944, a Halifax on a raid to Mulheim, was shot down near Neuss. All seven crew baled out, but only F/Sgt J G Williams was known to be captured at the time. He was taken by car, by the police, and handed over to Kreisliter Johannes Esser (Nazi Party Official) who took him to a room where he was reproached and beaten for bombing the town. He was then shot in the head and his body taken to a cellar, where it was wrapped in paper and sacking and tied with string. Esser and another, then took the body by car and threw it into a stream running into the Rhine.
On 28 September 1946, Esser was sentenced to death by a Military Court and hanged in Hameln prison, on 23 January 1947.
It is possible that the pilot and mid-upper gunner were also murdered on the same day. No details are known, but a letter from the MOD, as late as 1982, to their next of kin, suggests that a war crime was committed against them and four Germans were tried for the killings, in 1948. Looking up 102 Squadron records, I find that three of the crew were killed (murdered?) and the remaining four survived as POWs. This is an example of the 'hairs breadth', between life and death, when members of the same crew were captured by different Germans, probably only a few hundred yards apart.
Escaping - 1939 to 45
Despite the large number of Bomber Command POWs, there were only 34 successful escapes from prison camps, of aircrew, during 1939 - 45. Most of these were by aircrew, exchanging their identities with working parties who worked and lived outside the main prison camps. There were eleven (over the war period) who made their escape from Stalag V111B by this means. Not all got back to England in good time; some former Polish aircrew (now in RAF) stayed with the Polish Resistance until the war ended! Others stayed with Underground Forces until liberated by the Allies.
16
[page break]
There were two escapes, both from Stalag Luft 3 that were made via tunnels. The most famous, the 'Great Escape': 76 POWS (out of 200 planned) managed to get out before the tunnel was discovered. Unfortunately 73 were recaptured and Hitler ordered the murder of 50 of them, as a reprisal. Only three, two Norwegians and one Dutchman, all in the RAF, managed to get back to England.
The other, earlier escape, planned at the beginning of summer 1943, 'The Wooden Horse', was probably the most ingenious and most successful of them all. Everyday a wooden vaulting horse was carried out to the same spot, only 30 metres from the wire. While other prisoners exercised, Eric Williams, Michael Codner and Oliver Philpot, would dig from a trap door beneath it. After 114 days of work, the three men finally escaped on 29 October 1943. All three, Oliver Philpot separately, caught a train from the local station, Sagan. Philpot posing as a Norwegian reached Danzig, slipped aboard a ship and arrive in Sweden on 3 November and was taken by police to the British Legation in Stockholme the next day. The other two got to Stettin, then by ship to Copenhagen, and finally to Sweden and the British Legation in Stockholm on 13 November. After being delayed by a spell of bad weather, they were flown home at the end of December.
I met Oliver Philpot at the end of the 1950s, when he was Chairman of Truefoods (a Baby Foods Company), then owned by Unilever. I was in Organisation Division and doing an assignment there. Shortly afterwards he was made the Head Office Manager of Unilever House.
Memories of my RAF service
1. These are contained in the following documents, computer files and on floppy disc:-
BOMBER - deals with my time in the RAF until I was shot down.
NOEL COWARD - a poem paying tribute to Bomber Command
POW DAYS - covering my prisoner of war days to the end of the war
POW Days Postscript - covering events post war until 2004
2. There are also other records and papers:-
* Pilots Log Book and Observers/Navigators Log Book.
* A wartime log written as a POW, which also contains photos and sketches (unfortunately not completed).
* Two binders
Red - containing telegrams and letters from relatives and friends, and memorabilia, after I was shot down and became a POW.
Blue - containing details or [of] my bombing raids and when I was shot down over Berlin, with drawings and photographs.
17
[page break]
* All my POW letters to my parents.
* There are short one-page descriptions of the following events
- 'RAF arrive with pyjamas'
- 'Friendly Fire'
- Our Incredible Escape'
* The following events covered in my documents have supporting records
- 50th anniversary of our survival, celebrated at the Post House, Peterborough: there are photographs, a 3 minute video tape broadcast over the BBC 'Look East' network; a 3 minute radio tape of me and George Griffiths (Pilot) broadcast several times over BBC Cambridge Radio; Laurie Underwood also produced a video tape of the whole event.
- Attending Runneymede Memorial Service (ACA) to pay our respects to the two of our crew who have no known graves - photographs and programme of the service.
- Laurie Underwood's golden wedding anniversary, visit to the Yorkshire Air Museum to see the Halifax Bomber being rebuilt - photographs
- Tom Nelson meetings - his Daily Mail newspaper article re Christmas at Stalag1VB, photographs, drawings, poems of Stalag1VB, also photographs obtained from the Stalag1VB website
- Visit to Kew Public Records Office - extracts from 102 Squadron micro film operational records, original records of Pocklington Station and S/Ldr Harvey's DFC citation.
- Visit to Germany covering Berlin, Muhlberg, Stalag 1Vb site etc. - photos and data (including descriptions of Stalag 1VB post war from the German Muhlberg Initiative Group). There is also a map of the area highlighting places connected to our visit and when I was shot down.
- Two local newspaper articles and two 25 minute radio tapes (also recorded on a CD), of live interviews of me at BBC Radio Essex and Laurie Underwood via a telephone link to BBC Radio Leeds, used to advertise the book 'Flying into Hell'.
3 A number of books about Bomber Command, the Berlin Raids, a book and two journals about 102 Squadron, and two books about RAF POWs were used in making my own records
18
[page break]
4 Sundry items that support my records:-
- Banner of all Bomber Command Squadrons
- Banner of all Halifax Bomber Squadrons
- My Commission Parchment
- Framed picture and separate copies (one black & white and one coloured picture) of Stalag 1VB layout.
- Photo album of my training days in USA and Canada
- Photo of a Halifax 3 Bomber and a large model, made by my son-in-law, David Hughes
March 2005
19
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Title
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My POW Days - Postscript
Description
An account of the resource
Reg starts with a page about the Caterpillar Club then describes his life after the war. Over the years he had many reunions and he undertook research regarding the four crew members who died the night they were shot down. In 2001 he and 90 or so ex-prisoners of war went on a tour of German war graves, Stalag IVB and Colditz.
Creator
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Reg Wilson
Date
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2005-03
Spatial Coverage
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Great Britain
England--Craven Arms
England--London
England--London
England--Peterborough
Germany--Lübeck
England--Runnymede
England--Wetherby
Scotland--Edinburgh
Germany--Mühlberg (Bad Liebenwerda)
England--London
Germany--Berlin
Germany--Colditz
Germany--Torgau
Germany--Dresden
Germany--Hamburg
Germany--Mülheim an der Ruhr
Germany--Neuss
Poland--Żagań
Poland--Gdańsk
Sweden--Stockholm
Poland--Szczecin
Denmark--Copenhagen
Poland
Germany
Denmark
Sweden
Germany--Ruhr (Region)
England--Shropshire
England--Sussex
England--Yorkshire
England--Surrey
England--Bishop's Stortford
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Wehrmacht
Wehrmacht. Luftwaffe
Language
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eng
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Text
Text. Memoir
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19 printed sheets
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MWilsonRC1389401-170113-100002
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Pending text-based transcription. Under review
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Sue Smith
102 Squadron
aircrew
anti-aircraft fire
bale out
bombing
Caterpillar Club
Churchill, Winston (1874-1965)
Distinguished Flying Cross
Dulag Luft
escaping
final resting place
Goebbels, Joseph (1897-1945)
Goering, Hermann (1893-1946)
Halifax
Halifax Mk 3
Harris, Arthur Travers (1892-1984)
Hitler, Adolf (1889-1945)
Lancaster
memorial
mine laying
navigator
pilot
prisoner of war
RAF Elvington
RAF Hendon
RAF Hornchurch
RAF Pocklington
Red Cross
Roosevelt, Franklin Delano (1882-1945)
Stalag 8B
Stalag Luft 3
Stalin, Joseph (1878-1953)
the long march
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2082/34448/SWeirG19660703v030003.2.pdf
f68cbf936d674f4e005890595fd1e3a0
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Title
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Weir, Greg. Ross, Joseph
Description
An account of the resource
Eight items. Collection concerns Joseph Ross a Halifax pilot who flew operations on 102 Squadron from July to December 1944. Contains propaganda leaflet, a map and five flying log books.
The collection was catalogued by Nigel Huckins.
Date
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2017-04-26
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Weir, G
Dublin Core
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Title
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J S Ross’s pilots flying log book. Three
Coverage
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Royal Air Force
Royal Air Force. Transport Command
Civilian
Type
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Text
Text. Log book and record book
Format
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One booklet
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Description
An account of the resource
Pilots flying log book three for J S Ross, covering the period from 15 March 1946 to 11 January 1951. Detailing his post war flying with 511 squadron, flying training, instructor duties and civilian flying with Scandinavian Air Services. He was stationed at RAF Lyneham, RAF Dishforth, RAF Melbourne and SAS Stockholm. Aircraft flown in were York, Anson, Oxford, DC4, DC3 and DC6.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
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Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1946
1947
1948
1949
1950
1951
Spatial Coverage
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Great Britain
Sweden
England--Wiltshire
England--Yorkshire
Sweden--Stockholm
Language
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eng
Contributor
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Mike Connock
Identifier
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SWeirG19660703v030003
aircrew
Anson
C-47
Oxford
pilot
RAF Dishforth
RAF Lyneham
RAF Melbourne
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1066/32271/BPayneGPayneGv1.1.pdf
56a2f0d01bb4921591ab94fc697c80ee
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Payne, Geoff
Geoffrey Albert Payne
G A Payne
Description
An account of the resource
Two items. An oral history interview with Geoff Payne (b. 1924, 1584931 Royal Air Force) and his memoir. He flew operations as a wireless operator / air gunner with 115 and 514 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Geoff Payne and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-28
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Payne, G
Transcribed document
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Transcription
Text transcribed from audio recording or document
AN AIRMAN’S TALE
By Geoff Payne
[514 Squadron Crest]
[115 Squadron Crest]
[RAF Training Command Crest]
[RAF Bomber Command Crest]
[Picture] Artist’s Impression of Bomber Command Memorial in Hyde Park
[page break]
AN AIRMAN’S TALE
By Geoff Payne
Chapter 1
Under Training (U/T)
Chapter 2
Operations RAF Witchford
Chapter 3
Back on Operations RAF Waterbeach
Chapter 4
Grounded
Chapter 5
As Time Goes By
[page break]
Page 1
An Airman’s Tale By Geoff Payne
The Story of His Time in The Royal Air Force
Chapter 1
Under Training (U/T)
Having attended the Aircrew Assessment Board at Viceroy Close in Birmingham, I passed for aircrew training, given my RAF service number and told to return to work and await my call up documents. This was in August 1942 I was seventeen and a half at that time, an Air Cadet and eager to join the service of my choice. Time seemed to drag over the next few months, air raids had virtually ceased, although fire watching duties at my factory were still a priority and was able to pick up five shillings per night doing this chore, a useful supplement to my apprenticeship wages.
The end of March 1943, my travel documents arrived, together with information that I was to report to the Air Crew Reception Centre (ACRC) at Lords Cricket ground, St John’s Wood, London.
A month later, my family and I stood on platform three at New Street Station awaiting the early train to London, fortunately, a trainee school teacher from my school was also going to ACRC so it was nice to have his company. This was the first time I had been away from home by myself and looked forward to the new experience.
London Euston station was all bustle, full of service personnel manoeuvring around the station looking for directions, we eventually got to the tube station and made our way to St Johns Wood and Lords Cricket ground. What a fascinating experience travelling on these tube trains and, from information gathered, all service personnel could travel anywhere by tube, free of charge. Booking in, we were given a pack of sandwiches, told to hang about for an hour so, spending our time, inspecting the wicket, gazing at the pictures of past players in Lords Taveners and in general, soaking in the atmosphere of the home of cricket.
About fifty of us were assembled and given a general talk on what was to happen during the next hour or so and, told to memorise our service number and to mark every piece of our service clothing and equipment when it was issued.
We were then marched into a hall and ordered to stand behind the gym benches that lined the hall and ordered to strip, including socks, this inspection was known in the services as a FFI (free from infection) then two M/O,s [sic] walked down the lines of naked men checking fingers, toes and nether regions. Modesty went out of the window that afternoon.
When clothed, we marched in single file to the stores where we were issued our uniform and kit then assembled outside the hall to board a service bus that took us to our billet, a set of high rise luxury flats facing Regents Park and the Grand Canal, our block was Stoneleigh Court. All the civilian occupants had been decanted, six airmen were allocated to a room. Quite cosy under the circumstances.
After settling in, we assembled in the main road with our enamelled mug, knife fork and spoon (irons) ready to march to our mess, not knowing at the time, we were to be fed in the London Zoo canteen.
Later that evening our time was spent sprucing up our “best blue”, trying to get a shine on our boots, parcelling up our civilian clothes and in general, just getting sorted
[page break]
Page 2
out ready for our first parade in the morning.
The following morning, we deposited our “civies” [sic] to be posted home, after breakfast we paraded in the main road at eight o’clock, inspected by a sergeant, then marched off to the medical centre for our inoculations and whatever. The RAF medical centre, Abbey Lodge was also a high rise block of luxury flats, half a mile away from our billet, which also doubled as a RAF hospital and surrounded by a fence of black architectural iron work. We were organised in a single file that stretched alongside this fence. here we waited for some time before the file began to move along slowly, up stairs into one room where an orderly drew an armful of blood, up more stairs and into another room, a scratch on the arm for small pox, injections for tetanus and whatever, so it went on until finally we emerged into a courtyard to the rumble of expletives. Not finished yet, now for night vision testing which took over an hour to complete before being marched back to our billet and lunch at the zoo.
During the first week at ACRC the air raid alarm sounded and our group were woken up to go to Abbey Lodge.
As we set out the anti aircraft batteries in Regents Park began to open up and falling shrapnel began to scream on its way down, thankful for our tin hats on that occasion. Arriving at the hospital, the lifts were off so we had to manhandle the bed patients down the stairs on stretchers into the car park situated beneath the block. this was by no means an easy task negotiating ones way down the stair wells, manoeuvring around the sharp corners. The raid continued intermittently for three hours before we could take these patients back to their wards then began a slow walk back to Stoneleigh Court for a well earned rest.
Most of the remaining time at ACRC was taken up with rifle drill, physical training and marching everywhere, however, we had plenty of leisure time to take in the London sights, thankful for the free transport on offer.
One amazing coincidence was meeting up with my cousin Jack Stone whilst wandering around London Zoo.
I knew he had enlisted in the RAF as a boy and trained as an armourer, surprisingly, he was also wearing a white flash in his forage cap, the sign of an aircrew cadet. He had re-mustered and was going forward for air gunner training the same as me, sadly that was the last time I saw him, he was lost on his second tour of operations later in the war. His name is recorded on the walls of The Runnymede Air Force Memorial as having no known grave.
Finally, after four weeks of hard training and feeling fit, we received orders to move as a group to ITW (Initial Training Wing) wherever. Destinations were never broadcast because of security, although we knew the next port of call was Kings Cross Station.
14 ITW RAF Bridlington
Arrived at Kings Cross in full marching order, back pack, side pack, water bottle and kit bag plus a pack of sandwiches to sustain us on our journey. A reasonable journey up to York, then changed over to a non corridor train for the final leg of the trip to the seaside resort of Bridlington. Here we were met by transport which took us into the town to be dropped off in a street of vacated terraced houses. Ten cadets, including my two friends, Vic Lodge from Halifax and Nick Alkemade from Loughborough
[page break]
Page 3
were allocated to one of the houses, a sparsely furnished house without running hot water. We had arrived at 14 ITW RAF Bridlington, Yorkshire.
The messing facilities were located in the Spa Ballroom near to the promenade, an art nouveau type of structure where one could imagine the flappers of the twenties and thirties gyrating around the dance floor, soon to be brought back to reality with the greasy food odour permeating the once splendid ballroom.
Our time at Bridlington was spent on drill during the morning, and being an ex corporal in the ATC, the DI (Drill Instructor) often gave me the opportunity of taking the squad on these exercises. The favourite route was along the promenade where there was always an audience to give us a cheer or on occasions, a humorous comment from “Matelots or Squadies [sic] who were out for a stroll.
The afternoon parades were less exhausting, attending classes on aircraft recognition, a very important aspect of an air gunners job, sessions in a gun turret simulator and boring lectures on KR’s (Kings Regulations). We also had regular excursions to the 303 rifle range and to the Butts for pistol and Sten gun practise, surprisingly these visits became very competitive amongst our group with bets being bandied about.
The most enjoyable afternoon sessions was the visit to the local swimming baths where we could partake of a hot shower, get some dinghy drill in and generally play around in the pool.
All this exercise, the bracing sea air, made us healthily fit and always hungry. There was the NAAFI, a few fish and chip shops and cafes around the town but on this occasion, short of cash we decided to make use of our own mess for “supper”. Usually there was bread, margarine, jam and sometimes the left-overs of a sweet. We were lucky this night, there was plenty of trifle available and tour regret. three of our group including myself, were up all night vomiting and feeling very, very sick. The following morning we had no alternative but to report sick, the doctor immediately diagnosed food poisoning and dispatched us off to hospital, a rambling country house on Flamborough Head, I never looked at nor even consumed trifle again for many a long year.
Five days later, having been discharged from hospital, our group of city airmen were scheduled for posting to Gunnery School in two days time, quite excited and looking forward to our first flying experience. Bridlington had been a pleasant town to be posted to, nice beaches for sunbathing and swimming and ample entertainment in the town. Although our billets had been pretty Spartan we were sorry to say goodbye to this friendly seaside resort..
11 AGS RAF Andreas IOM
We boarded our train at Bridlington Station early evening with no idea the route we were taking, it must have been westwards as the sun was just setting ahead of us. After a lot of stopping and starting, we eventually arrived at Piccadilly Station, Manchester to be allowed of the train and told there was an air raid in progress somewhere in the vicinity. We spent an uncomfortable three hours hanging about the station not knowing when we would be on the move again, luckily the tea bar was open.
Back onto the train feeling tired and hungry, our train clattered on until someone shouted that we were coming into Blackpool as theTower could be seen in the
[page break]
Page 4
distance, no such luck, we ended our train journey in the fishing port of Fleetwood alongside the quay. Tethered to the dock was a one funnel steamer, looking like a cross between a cargo ship and a ferry boat, bringing to mind the John Masefield poem, “Cargoes”.
Feeling miserable and weary after our lengthy train journey, we scrambled aboard this ship and looked for a spot to get some sleep during the four hour sea crossing. Very surprised to find a sort of tea and sandwich bar on board, although welcome, we were disgusted at the exorbitant prices. After an uneventful journey we arrived in Douglas, the capital of the Isle of Man, the home of the TT Races and the tailless moggy.
Disembarking, following roll call, we marched off to the train station to board a very unusual and unique style of rolling stock, most of our group including myself were unaware that an efficient railway system served most of the island. The island scenery was quite lush, hilly and dominated by Snae Fell, the only resemblance to a mountain on the island. Travelling on we by-passed the little town of Peel before arriving at the end of the line, the little fishing port of Ramsey to the north east of the island. Transport met us at the station to take us the short journey to RAF Andreas ready for a welcome meal in the airmens mess after our long drawn out journey from Bridlington.
RAF Andreas was a normal wartime airfield, a mixture of wooden and concrete buildings and sporting the usual three runways. With it’s sister airfield RAF Jurby just four miles from our base, these airfields were built primarily to provide cover for our shipping against the long ranging Condors of the Luftwaffe.
Having been split up into groups of ten, our Gunnery Course was set out with lectures and practical work during the mornings with afternoon sessions flying in the worthy Avro “Annie” Anson.
[picture of Wartime Anson in RAF markings]
Avro Anson
A very comprehensive course started with practical work on the reliable air cooled 303 Browning machine gun, getting to memorise the parts, stripping and assembling and eventually being able to do this job blindfolded with flying gloves on. During these exercises, our instructor timed us with a stop watch, here again bets were being laid and even encouraged by our instructor, I think he was a bit of a gambling man.
[page break]
Page 5
These lectures also included the identification of different types of ammunition by the use of colour coding on the base of the cartridge case as to whether it was tracer, incendiary, armour piercing or general purpose, a calculated mix of all these types of rounds were used operationally.
A very important part of this course was the understanding of the hydraulically operated Frazer Nash gun turret currently in use on the Lancaster and Stirling bombers. It became obvious that we were destined to be operating in either the Stirling or Lancaster aircraft as we never had any instruction on the electrically operated Boulton Paul turret currently in use in the Halifax bomber.
Many hours were spent on the workings of these turrets, the causes of stoppages and rectification, how to obtain an aircraft drift reading by using the movement of the turret against a fixed point on the ground or sea, how to synchronise four guns firing 5000 rounds per minute to achieve the optimum bullet spread over a certain distance. Then there were the visits to the special firing range using fast moving aircraft models at 100 yds distance. Firing from a gun turret was quite an experience although only one Browning was operable for obvious reasons.
Our first exercise in the Anson was a simulated attack by a Miles Martinet, three cadets were allocated to our aircraft, each one of us to take turns in the turret using a camera gun. On all our flying exercise, lots were taken in cranking up or cranking down the undercarriage, quite an exhaustive feat especially winding up the landing gear, some chore 140 turns up or down.
Two more flights with camera guns then on to drogue target practise using a single Vickers machine gun in the turret. Each cadet was allowed 200 rounds of identifiable ammunition, meaning that the tip of each round was dipped in a soft colour paint ie; 200 rounds blue, 200 rounds red, 200 rounds green. If a bullet pierced the drouge[sic], the gunner could then be identified. These exercises varied in many ways, with simulated attacks coming from all directions, finally the last few exercises of our course, were air to ground firing.
A enumber[sic] of bulls eye targets were set up on cliffs to the north end of the island, it must have been upsetting for the bird life in that area.
[picture of X Squad 11 AGS RAF Andreas IOM – Standing 3rd from left Geoff Payne, 5th from left Nick Alkemade]
[page break]
Page 6
Looking in my log book recently, I noted that in just the month of July I had clocked up twenty flying details of roughly an hours duration, mostly with Polish pilots.
During our time at 11 AGS, apart from the occasional guard duty, Saturdays and Sundays were non working days which, gave us the opportunity of exploring the island. The weather during our months course was excellent, so we took advantage of swimming off the charming little coves to the North of the island, there was also a small yachting pool alongside Ramsey harbour with the nearby Enemy Aliens Stockade, a series of commandeered boarding houses, bordering on the nearby Enemy Aliens Stockade, a series of commandeered boarding houses, bordering on the pool. We had previously been warned not to fraternise with the inhabitants of any of these camps. Sitting in a Ramsey pub one Saturday, three aircrew sergeants, all sporting navigators brevets, wandered into the bar, what a surprise to see my brother in the party, they were on a Wireless Operators course at nearby RAF Jurby and destined for operations flying in the “Wooden Wonder” the Mosquito. It would be another four years before I met up with my brother again.
The first week in August 1943 saw the end of our course with, a passing out parade and presentation of our AG,s brevet by a high ranking officer whom, if my memory serves me correctly, was then, Wing Commander Leonard Cheshire.
Not much time to celebrate, within two days we were given our seven days leave passes and travel documents. Pity my two friends were posted to RAF Desbourough[sic] whilst I was posted to RAF Chipping Warden by Banbury, only forty miles from my home and on the London to Birmingham main rail line.
I had enjoyed my time in the Isle of Man but very sad that over the years I have been unable to make a return visit to this interesting island.
12 OUT RAF Chipping Warden
Enjoyed my first seven days leave at home, left in civilian clothes and returned three months later in uniform, sporting three stripes on my sleeve with an AG,s brevet above my breast pocket feeling proud of myself. The seven days passed very quickly with time taken up visiting my relatives, ex workmates and of course my girl friend. Standing on Snow Hill Station waiting for my train back to Banbury, my thoughts brough me back to reality that this war is serious and that I could be on operations by the end of the year.
Chipping Warden was a pre war station, two story[sic] barrack buildings, administration blocks and massive hangers with brick built flight offices attached.
After picking up my bedding I enquired where the billets were and was taken aback when I was directed to a wooden hutted compound, complete with a sergeants mess, outside the main camp confines. This posed the question, are the newly promoted NCO aircrew being discriminated against?
Entering my designated hut I found a motley collection of aircrew including Aussies, Canadians and New Zealander’s, it was then that I discovered that aircrew NCO,s under training had there[sic] own messing and accommodation facilities. Meeting up with my fellow bunk mates, pilots, bomb aimers, wireless operators, navigators and gunners, found difficulty in picking up their accents and slang words. Meeting up with thee airmen, created a great feeling of camaraderie which was almost instantaneous.
The following day was spent doing the usual round of signing in and getting kitted out
[page break]
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with flying clothing, me being a rear gunner I had special issues, electrical heated Irvine Suit, fur lined heated bootees and gloves, fisherman’s sweater and thermal underwear. All this gear required another kit bag issue which I lugged back to the billet, spending the rest of the day getting to know more about these friendly “Colonials”.
Reporting to Flights next day, the various aircrew trades were segregated, we as gunners went to the firing ranges for some rifle and clay pigeon shooting. During the afternoon we were introduced to the type of aircraft that we would be flying.
[picture of The Vickers Wellington (Wimpy)]
At that time all the aircraft at 12 OUT were all ex operational Wellingtons, virtually “clapped out”, the replacement parts being in short supply creating a shortage of serviceable aircraft. A rotational system of aircrew to aircraft had to be adopted, hence a crew could be flying three to four times in one day utilising the same aircraft.
The course began in earnest with a mixture of circuits and landings, fighter affiliation using camera guns, high and low level bombing, the same such exercises applied to night flying, apart from fighter affiliation exercises. After three weeks of intensive activity, the day came when the CO told the assembled aircrew to get moving on to the satellite station RAF Edge Hill some ten miles west of Chipping Warden.
My bunk mates and I had anticipated being crewed up so we had already sorted ourselves out as a crew, two Aussies, one a pilot from Melbourne, the other, a navigator from Sidney, our bomb aimer from Carshalton and wireless operator from Bognor Regis with myself as rear gunner. Over the past three weeks we had really got on well, that was a good start.
RAF Edge Hill
A typical war time airfield, very dispersed with plenty of walking between sections, built right up to the edge of Edge Hill itself. Due to an indecisive battle fought out between the Royalists of King Charles 1st and the Roundhead Parliamentary forces of Oliver Cromwell, the local population believed that the area was haunted by a headless horseman. Will that be a bad omen? Weird!
This part of our course was to develop these newly formed crews into an efficient operating team, an essential commodity in our own survival and for effectively doing the job that we had enlisted for.
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An intensive programme of night and day cross country flights began, usually incorporating high or low level simulated bombing attacks using small smoke or flare bombs. During our daylight flights we were often buzzed by a fighter, all part of the learning process for air gunners.
On one night exercise, we must have gone miles off track when we encountered a Barrage Balloon which stood on it’s tail as it caught our slipstream, we knew we had entered a defended area when a few bursts of anti aircraft fire appeared not far away. This caused a bit of a panic until our wireless operator fired off the Very pistol with the colours of the day, to our relief that gunfire abated. At de briefing, our navigator learned that, due to a false wind forecast we had strayed close to the defences of Bristol.
Time came to return to Chipping Warden for our crew assessment to be met with news that we were to participate in a Nickel, a leaflet drop to Lille in France, however, the operation was scrubbed due to our aircraft being unserviceable. At OUT’s this type of operation was a normal occurrence enabling proficient aircrews to get in some operational experience. I still have one of those leaflets.
20th of August 1943 was the end of our time at 12 OUT and the faithful old Wellington, the next phase of our training schedule was a posting to RAF Feltwell in Norfolk to undergo an Escape and Evasion course.
RAF Feltwell
RAF Feltwell was a typical pre war brick built airfield with grass runways, then in the process of converting to concrete runways. Upon arrival, surprised to find that there was only a skeleton staff in occupation, apart from a unit of RAF Regiment personnel who were to be our instructors to this Escape and Evasion course. We were joined by six other crews, a total of thirty airmen. In the event of being shot down over enemy territory, the object of the course was to impart some skills that would assist downed airmen to escape or to evade capture. It was a prerequisite for airmen to attempt escaping thereby tying down essential enemy manpower.
The first part of the course was training in the rudiments of enarmed combat, no holds barred, using all the dirty tricks available, the Queensbury rules didn’t apply in dangerous situations one may find oneself in.
Following on this exercise we practised the art of concealment, our five crew members would spread out in some scrubby woodland approximately one mile square, then to conceal themselves the best way they could and, using whatever materials came to hand. The Regiment unit were then sent out to locate us if they could and after a number of attempts this exercise proved useful and effective although one escapee got bitten by an Adder whilst hiding in some gorse bushes. Our final exercise was hilarious, we were taken out at midnight in an enclosed vehicle, dropping two of us off at a time some fifteen miles from the camp with only a box of matches and some cigarettes, no money and told to make our own way back to Feltwell. This exercise proved to be a non event as it began to pour with rain. We had been dropped off on a farm track in the middle of a scrubby wheat field where we found a dilapidated corrugated type of shed. A few fairly clean sacks were lying about and some wooden boxes which gave us an ample supply of fuel for a small cosy fire.
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There we stayed until a farmer with his truck arrived to give us an amount of verbal abuse until we explained that we were on an exercise and would wish a lift back to Feltwell. The truck dropped us off about a mile from the rear of the camp, success! The Regiment were out looking for us that night but we got back into the camp unchallenged and in time for a welcome breakfast.
One memorable occasion during the evening playing cards in the billet, we heard a sort of rumbling noise which got louder and louder. We rushed out of our billet and looked up at the sky, a clear night and almost dark. At about ten thousand feet there must have been hundreds of four engine heavy bombers heading eastwards, an amazing sight. Back in our billet, we contemplated that we could be part of that type of air Armada very shortly.
At the end of our weeks course we were given our travel documents to report to RAF Wratting Common, a Stirling conversion unit which caused much consternation among the crew. We had hoped to avoid operating in Stirlings due to the high loss rate attributed to this aircraft.
1651 Heavy Conversion Unit RAF Wratting Common
Wratting Common was a war time aerodrome situated between Cambridge and Newmarket, it had recently been vacated by 90 Squadron who had operated with the Short Stirling Aircraft. A well dispersed cap, miles from anywhere, the nearest rail station being Six Mile Bottom, three miles from the camp. Mud everywhere, I am sure that if you stepped off the concrete paths you would be a goner.
Settled in our Nisson hut and proceeded to scout round for wood and coke to service our lonely stove, an east wind was blowing in over the low lying expanse of East Anglia, cold enough to try out our new thermal underwear.
Reporting to the flights the following day to meet up with two new crew members, Dick Hollis, Mid Upper Gunner and Cyril Bridges, Flight Engineer making, up our seven man crew. Together with two other crews, we were then taken to a hanger[sic] to get to know this massive aircraft, the Short Stirling.
[photograph of the Short Stirling]
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Spent the afternoon scrambling about this aircraft, proudly showing off the various escape hatches and doorways to my crew. As an apprentice, my company was involved in the manufacture of various component parts associated with the Stirling, as was my girl friends[sic] mother being an electrical inspector on this aircraft.
Our first flights in the Stirling consisted of two three hour sessions of circuits and landings, not at all present, no wonder this exercise is known as “Circuits and Bumps”, we certainly had our share of bumps that day. It was a relief when the Gunnery Leader informed us that all the gunners on the course were to undertake an advanced gunnery course at RAF Newmarket as, there was no point in wasting time just sitting in an aircraft doing circuits and landings. Newmarket was some experience, we were billeted in buildings associated with the racecourse, even the Wellington based there took off from the racecourse.
This gunnery course took place over the North Sea and was more realistic using the same type of gun turrets that we would use on operations. Spitfires simulated the attacks and our Wellington would be doing the defensive manoeuvre of corkscrewing.
On the firing exercises we were either in the front or the rear turret firing at a drogue being towed by a Miles Martinet. Our time at Newmarket was very instructive being trained by ex operational air gunners. I am positive that by imparting their experiences gave me confidence for the task ahead.
Back at Wratting Common to find that we had lost our Australian pilot, they had been engaged on circuits and landings at RAF Downham Market when the starboard outer engine failed when coming in to land, the wing dipped and struck the ground causing the aircraft to crash. Our pilot sustained a severe head wound but was dragged to safety by the Flight Engineer. Apart from a few bruises the rest of crew escaped unhurt although the aircraft was a write off. The accident allowed us to take a fortnights leave over Christmas and New Year awaiting the arrival of a new pilot.
Festivities over, back to Wratting Common we met up with our new pilot F/O Bill Martin an experienced pilot on twin engine aircraft, it did not take him long to master this giant of the sky. Just a few day and night exercises of circuits and landings then on to long distance three to four hour cross country flights.
After nearly forty hours flying time converting to Stirlings our course finished abruptly when we were informed that as a crew we would be moving onto RAF Waterbeach to convert on to Lancasters. A quiet feeling of relief when word came that due to the heavy loss rate on German targets, Stirlings were being withdrawn from the main thrust of Bomber Commands activities.
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1678 Heavy Conversion Unit RAF Waterbeach
[photograph of Lancaster Mark II (Note: Flying on one engine)]
What a great feeling to get away from Wratting Common with it’s isolation and mud to arrive at a pre war brick built camp with all the amenities, a regular bus service into Cambridge, three pubs in the village and comfortable billets.
Accordingly to the talk around the camp, we were to convert onto the Lancaster 2 with Bristol Hercules radial air cooled engines as opposed to the Merlin inline liquid cooled engines. According to records, there were only five squadrons allocated this type of aircraft, three Canadian and two British. Just over three hundred were build by the Armstrong Whitley Company in Coventry as a stop gap, due to a shortage of Merlin engines and a surplus of Hercules engines. This Lancaster was a strange looking aircraft, but apart from it’s ceiling, the performance was comparable to the original Lancaster.
Within a week of arriving at Waterbeach, with only seven hours day and six hours night flying exercises under our belt we were considered capable of joining a squadron. Unfortunately, due to the Stirlings being phased out, a bottle neck seemed to have occurred throughout the squadrons of Three Group, consequently, our crew were sent to a holding unit at RAF Stradishall for two weeks before being awarded a seven days leave prior to our operational posting to 115 Squadron at RAF Witchford by Ely.
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Chapter 2
Operations RAF Witchford
After seven days of a very welcome leave, I arrived at Liverpool Street Station, London, early afternoon, joining up with three members of my crew, Sid Longhurst our Wireless Operator, Joe Waple, Bomb Aimer and Cyril Bridges our Flight Engineer. As usual, the train full of servicemen, mainly RAF, stopped at every station en route to Ely, destined for the many aerodromes scattered about East Anglia. Dusk was approaching giving the flat frosty landscape a look of foreboding which added to the apprehension that was building up inside me. Even the idle chatter failed to divert my thoughts away from the task that we had so flamboyantly volunteered for.
Arriving at Ely, the crew bus picked us up with all our gear and drove the short distance to Witchford camp, collected our bedding before being dropped off at our billet. Here we met up with our Mid Upper Gunner Dick Hollis and our Australian Navigator.
RAF Witchford, a Nisson huttet[sic] camp, recently vacated by 196 Stirling Squadron. The domestic site was situated to the rear of the village of Witchford with our billet directly behind The Shoulder of Mutton public house as it was named in those days. The administration area and airfield was situated at the eastern end of the village with the main runway start, close on the borders of Ely itself, a camel trek from our billet.
The following day was very cold, a hoar-frost covered the trees as we went about getting our bearings and doing the usual business of signing in at the various sections of the camp ie medical, transport, parachute section etc eventually arriving at C Flight to be designated a locker for our flying kit. Our Pilot, F/O Bill Martin arrived on the scene and introduced his NCO crew to the C Flight Commander, Sqd Leader George Mackie.
[photograph of the crew] L to R Back Row; Sid Longhurst W/op Cyril Bridges F/eng Dick Hollis M/u Jim Henry Nav
Seated; Geoff Payne R/g Bill Martin Pilot Joe Waple B/a [/photograph of the crew]
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Early next morning February 5th 1944, reporting to the Gunnery Leaders office, I meet up with F/Lt Eric Bilson who casually informed me that I was on the Battle Order for that nights[sic] operation, briefing at 19.45hrs. I would be joining the crew of P/O Speirenberg as their rear gunner for that nights[sic] operation.
During the afternoon, met up in the Sergeants mess, some of the crew with whom I was to fly with that night. Most of the afternoon was spent moping about the Mess trying to allay the nervous tension with a “cat nap” or a lot of idle chatter. This operation was to be the first for P/O Speirenberg and his crew, we were indeed a “sprog” crew.
Time came for our operational meal of bacon, eggs and fried bread, a luxury in those days, then the leisurely stroll to briefing along the ain street of Witchford to the admin site. Here we were directed to a large Nisson hut, on guard at the entrance stood two white capped service police looking very ossicious. Our pilot and navigator had already been briefed and were awaiting us at a large trestle table. Introductions all round, we sat waiting for the formal proceedings to begin. A command from the back of the hall brought us to attention when the squadron hierarchy marched to the front, led by the squadron commander.
[photograph] RAF Witchford Briefing (I am seated forefront left) [/photograph]
Stepping on to the dais, the CO wished us a good evening before withdrawing the curtain covering a blackboard showing a large map of Europe. Starting at Witchford, a red ribbon stretched out, crossing the North sea, meandering across France and finally ending way down in southern Germany. Gentlemen, your target for tonight is Augsberg, announced the CO to gasps from the assembled crews, many had recently operated on some very difficult and long distance sorties, including a number of Berlin raids.
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Following the CO,s briefing on the importance of this target, the M.A.N. works, we were briefed by the section leaders as to fuel and bomb loads, weather conditions, intelligence reports on enemy flack areas and industrial installations etc with a final word from the CO wishing us good luck. My own thought at that moment was, we will need all the good luck we can get.
Our pilot, a South African, gathered his “sprog crew” together, and trundled of[sic] to the flights to change into our flying gear and to pick up a thermos of coffee, flying rations, a few biscuits, barley sugars and “wakey wakey pills” (Benzedrine) plus my lucky Golliwog which my girl friend had made for me. Not too long before our transport arrived with it’s WAAF driver who would take us out to our aircraft dispersal pan.
At dispersal we chatted to our ground crew and chain smoked until it was time to climb aboard our aircraft M for mother. As a crew, we had not air tested our aircraft during the day so, each crew member did his own preliminary checks prior to start up.
A green Very light rose from the control tower then one by one the powerful Hercules engines roared into life, disturbing the roosting bird life and breaking the eerie silence of the darkened evening. Our skipper called up for crew reports if everything was Ok before waving chocks away, a short burst of engine power we began moving forward on to the perimeter track following a long line of Lancaster’s trundling towards the start of the east-west runway. On to the main runway, I was surprised to see a number of airmen and WAAF’s congregating alongside the Control Caravan waving their arms wishing us god speed.
The green Aldis lamp signalled us to go, and with a mighty roar from our four engines we sped down the runway taking off at 21-45 hrs thereon setting course for our turning point on the East Anglian coast. There we would be joining a bomber stream of almost 600 heavies on their seven and a half hours operation into the heart of Germany. The German air defences would already be aware that a heavy air attack was being prepared because they were able to pick up the RT traffic emanating from the large amount of air tests being carried out from the airfields of Eastern England during that morning.
Crossing the North Sea our Bomb Aimer called up to announce enemy coast ahead, a term that I had heard many times while watching such films as “One of Our Aircraft is Missing”. I never thought at the time that I would hear it for real which brought about an awesome feeling of apprehension, we were going into battle from which there was no opt our clause. We were going to war.
Now at our operational height of 18500 ft, above cloud and beginning to feel the intense cold, the condensation from my oxygen mask started to dribble down onto my Irvin suite[sic] where it froze solid.
Apart from a few searchlights and spasmodic flak activity away from our track, the journey across Germany was uneventful until our Bomb Aimer reported target ahead, seeing the Pathfinders red ground markers falling. Approaching the target, our aircraft began to be buffeted about from the slipstream of other aircraft converging on to the aiming point. The Master Bomber happily giving instructions as to what colour markers to bomb on.
Our squadron was in the second wave, the air defences were by now fully alerted with the many searchlights weaving about the sky accompanied by heavy flak, sometimes a
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loud crump as a shell burst close to our aircraft sending the acrid smell of cordite wafting into my turret. Lancasters and Halifaxes seemed to be closing in upon us, our bomb doors came open, and almost spontaneously, the Lancaster flying above us opened it’s bomb doors, my right leg began to jerk uncontrollably wondering if their bombs were going to hit us. Bombs away, bomb doors closed, nose down for a little more speed before setting course for home. By now my leg jerking had ceased and looking down into the target area it was like grazing into a giant cupola of molten metal, heaving and bubbling, a truly awesome site.[sic] Another glance down, I saw six ME109’s flying in formation three and three, well down below us silhouetted against the flow of the fire with their with[sic] navigation lights on. Very weird!
As we cleared the target area, a burst of tracer from the starboard quarter passed over us followed by a ME 109 crossing fast above our aircraft. The Mid Upper gunner and myself managed to get in a short burst but the fighter disappeared as quickly as it had arrived. I think that this 109 had his sights on another aircraft.
Heading for home, I could still see the glow from the destruction that we had caused even after an hours flying time. A few fighter flares, spasmodic bursts of flak and the odd searchlight were seen but way off our track, however ! we still kept our vigilance as these were the occasions with your guard was down, fighter attacks occurred.
Feeling very tired and cold we landed back at Witchford at 05-15hrs after a seven and a half hour flight then transported directly to de-briefing. A welcome cup of tea and a generous swig of rum in a chipped enamelled mug awaited us, served up by one of the cheerful WAAF’s, followed by a welcome breakfast.
Back to my billet, my own crew were away on a cross country exercise that day which left me completely alone thinking of that horrendous nights operation before dropping of[sic] to a very disturbed sleep.
According to records, the Augsberg operation proved successful although 21 heavies were lost on that raid, the equivalent to the loss of a squadron.
Due to adverse weather conditions on the continent Bomber Command was relieved of operations for the next seven days. This respite allowed our squadron to re-group, taking in a series of training flights and air tests. The break also gave us the opportunity of exploring the ancient city of Ely with it’s magnificent Cathedral, the little tea shops or just strolling the banks of the river Cam. There was also the unforgettable boozy evenings in the Lamb and other hostelries entailing a three mile stagger back to Witchford.
The third of March brought us back to reality when the Battle Order was pinned on the mess notice board indicating that operations were on that night and our crew were to participate. At briefing, the usual rigmarole, then naming Stuttgart as our target for the night, another southern Germany flight of six and a half hours. Our take of[sic] time was put back two hours due to the fore-casted weather conditions on our return, new take off time now 23-45 hrs.
An uneventful flight out with lots of thick cloud at various ceilings en-route until we neared our target, then clear skies above and 10/10ths cloud below us, illuminated by the many searchlights and exposing the bomber force to the higher flying German night fighters. The Master Bomber brough us in to bomb on the red sky markers (Wanganui flares) our bomb aimer began his instructions then, bombs away. Our pilot turned away from the target and requested a course for home but received no response
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from the navigator. Our flight engineer went back to find out if we had a casualty but, found the navigator was refusing to do his job. This caused a nasty verbal confrontation between the navigator and pilot who then ordered our bomb aimer to find a temporary course back as there was no possibility of trying to continue on the route set out at briefing.
This serious set back put our aircraft and crew in a very dangerous situation, not on track with the bomber stream, we were liable to being picked off by enemy fighters. Although the cloudy conditions at various levels gave us a modicum of cover, we were virtually alone in the heart of Germany, running tight on fuel and a navigator still refusing to do his job. Thankfully we had a very experienced pilot and our bomb aimer had a good knowledge of navigation. After flying in and out of cloud for some time and diverting occasionally to avoid defended areas the bomb aimer reported coastline and English Channel ahead, well south of our projected route.
Immediately our pilot radioed that we were running low on fuel and requested an emergency. Crossing the English coast, two searchlights lit up indicating a flare path, one circuit and we were down. We had landed at RAF Manston in Kent at 06-30 hrs with just fifteen minutes of fuel in our tanks, a flight of nearly seven hours.
While our pilot was at the officers mess, we tried to reason with our navigator but to no avail. Later in the day we were transported to our refuelled aircraft and took off on the 45 minutes flight back to Witchford, our bomb aimer doing the map reading.
Arriving back at Witchford dispersal awaiting transport, a staff car arrived with two service policemen. After consulting our pilot, the navigator was apparently arrested and taken away in the staff car. That was the last time that we saw our navigator, even after the war, we have been unable to trace him.
According to records this Stuttgart raid was highly successful with 557 heavies participating in the operation and only four heavies lost.
During the next few days, we carried out a series of training flights, including an abortive five and a half hours North Sea rescue search which classed as an operation.
On the 18th of March, with the Navigation Leader on board, our crew was listed on the nights Battle Order, the target Frankfurt, a heavily defended large industrial town with the massive factory complex of the IG Farben Industrie. Take off time 20-30 hrs.
The flight out was uneventful apart from a number of exchanges of tracer fire seen away in distance but, as we approached the target, many fighter flares lit up the sky. The target area was less cloudy than on the trip out and as we went into bomb, masses of searchlights were probing the sky. With the continuous red flashes of bursting shells, light flak tracer coupled with the crump of heavy flak, one wondered how anything could penetrate these defences let alone make it through the target area unscathed. However! We made it through and headed on track for home when a twin engine aircraft appeared astern and below at about 400yds, it was a Me 110 closing in on us. I switched on my mike to alert the crew to be ready to corkscrew but, the mike was dead, frozen up with condensation. Taking off my glove, I attempted to scratch away the ice that had collected in my oxygen mask but to no avail. I then tried to contact the crew using the emergency light button but no response was forthcoming. As the fighter closed underneath our aircraft, I got a good bead on it’s nose area and pressed the trigger. A two second burst and all four guns jammed leaving us completely at the mercy of the Me 110, the rest of the crew being unaware of the desperate situation that was to unfold.
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Suddenly there was a number of loud bangs, our aircraft shook and the strong smell of cordite permeated my oxygen mask. The aircraft began to manoeuvre violently as if out of control and with no information coming through on the intercom, panic set in, thinking that the crew were either dead or wounded. As I could not be of use in my turret, without an communication and my guns out of action, I decided to find out what was happening. Clipping on an emergency oxygen bottle I began to work my way up the fuselage when I noticed the main door flapping open and the M/u gunner gone. A horrible feeling came over me as I thought that the crew had baled out and left me to my fate. Looking up and around the M/u gunners position, there were bullet and cannon shells in the fuselage, an intercom junction box shattered, the gunners helmet hanging on the foot stirrups.
Our aircraft began to level out as I made my way up the fuselage, drawing aside the gangway curtain, to my relief the W/op and the navigator were settling down. Reporting that the M/u gunner had baled out, I went back to sit in my turret contemplating that if we got attacked again, we didn’t have the capability of defending ourselves. However! The rest of the journey was uneventful apart from my turret electrics being out of action which left me at the mercy of the bitter cold.
When we were almost back home, my oxygen mask off, I could smell something burning. I opened the doors of my turret and saw a yellow glow emanating from one of the ammunition panniers and reported to our pilot that we had a fire, he immediately requested a priority landing. After the engines were cut I raked out the belt of ammunition from the pannier and found that an incendiary bullet had penetrated the pannier and lodged in between the rounds of ammunition. Luck seemed to be on our side again, if this incendiary bullet had penetrated a cartridge casing, there would have been an almighty explosion.
After de-briefing I was taken to the sick bay to be checked for frost bite, the ends of two fingers on my left hand were numb due to scratching out the ice in my oxygen mask. After an overnight stay in sick quarters, the MO declared me fit for duty.
According to records this raid was successful with 829 heavies taking part in the attack with the loss of 22 aircraft.
Two days later, on the 22nd of March, we were detailed for operations again to Frankfurt, this announcement caused an air of dismay amongst our crew having lost two of our original crew members over the last two operations. However! we were fortunate in having the Gunnery Leader as our M/u gunner and the Navigation Leader on board again. Take off time 19-00hrs.
Over 800 heavies were detailed for this raid, a well planned diversionary route to the target was detailed which caused problems for the German night fighter force. Nothing of real concern encountered during the flight out but, being in the third wave, the defences were fully deployed by the time we arrived. Around the target area we were met by a terrifying barrage of flak with many searchlights weaving about the sky. We bombed then, flew on through this heavily defended area and, as we turned on to our course for home, a blue master searchlight came on astern of our aircraft.
I reported to our pilot that the searchlight was closing in upon us and coming closer, closer, closer, it’s got us. Immediately, our pilot put the aircraft into an almost vertical dive which caused all four engines to cut, then came the crackling on the intercom “prepare to abandon aircraft”. Opening my turret doors I struggled out and unclipped my parachute from it’s housing before dragging myself into the fuselage. The aircraft
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was still diving and I thought “this is it” there was no way that I could reach the doorway as I was floating about in mid air. Luckily the engines picked up again, with a mighty roar the aircraft began to pull out of its dive pinning me to the fuselage floor by the G forces. When the aircraft levelled out I made my way back into the turret and found that we were flying very low, almost in a valley with a river beneath us and searchlights crossing the valley almost horizontally. The intercom came on “pilot to crew we are going home now chaps” to a muffled response of “hear hear”. or words to that effect.
On the way back I began to have a peculiar sensation of throbbing in my hands, something akin to how chilblain’s feel until I realised that during the scramble to get out of my turret my heated gloves had come detached from my Irvin Suit. I tried desperately to reconnect my gloves but found it impossible, due to the numbness in my hands. My hands didn’t seem unduly cold, I wasn’t even bothered until we landed back at Witchford. After de-briefing the MO examined my hands that had started to blister, a sure sign of frost bite. I was immediately transported to the RAF hospital at Ely and put to bed, both hands being tied up to the bed rail.
Spent a couple of weeks in the ward having my hands dressed three times a day with mentholated spirits then allowed out, dressed in hospital blue. For a few hours each day, along with a couple of other patients, we wandered around Ely sampling the many tea rooms, the pubs were out of bounds to servicemen dressed in hospital blue.
One interesting feature at the time was wandering down by the river Cam and witnessing the actual Oxford and Cambridge Boat Race taking place on the river because London was too dangerous at that time to hold the event.
After another week in hospital, the blisters on my hands disappeared, the top skin had peeled and I was getting plenty of movement in my fingers so the doctor discharged me and gave me a few days sick leave.
Back at Witchford I learned that my friend Sgt Nick Alkemade and his crew had been lost on the previous Berlin raid and also that the squadron had lost two of its aircraft when they were shot down by a ME 410 intruder as they were coming into land after a raid on Rouen.
Reporting to the MO the following day and told that I was posted to 75 New Zealand squadron at RAF Mepal, just four miles down the road from Witchford. Sad to say farewell to the remainder of my crew with whom I had trained and flew with over the past few months, incidentally, that crew completed their tour of operations.
Spent a couple of weeks at Mepal just kicking my heels until the Gunnery Leader told me that I was posted and to report to 514 squadron at RAF Waterbeach awaiting my medical assessment.
In closing this chapter I would like to make reference to my friend Nick Alkemade.
Their aircraft was returning from a raid on Berlin when they were attacked by a JU88, setting the Lancaster on fire. The pilot ordered the crew to bale out but, the rear gunner found that his parachute was ablaze, his oxygen mask began to melt on his face, leaving him no alternative but to jump, better a quick death than being burned alive. He abandoned his aircraft at 18.000 ft and landed in a huge snow drift, high in the Hartz Mountains and eventually to[he] became a prisoner of war.
His story is well documented in the records of 115 Squadron and the RAF
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[photocopy extract] Log Book Copy of the Frankfurt Action
[photocopy extract] Medical Report
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[photocopy extract] [underlined] Combat Report [/underlined]
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[photocopy extract] [underlined] Combat Report [/underlined]
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Chapter 3
Return to Ops RAF Waterbeach
514 Squadron was formed at RAF Foulsham in September 1943 as part of 3 Group and began operations in November 1943 flying Bristol Hercules radial engined Mk2 Lancaster’s before relocating to RAF Waterbeach for the rest of the war until disbanded in August 1945 Arrived at Waterbeach and deposited on the ground floor of one of the H Blocks. RAF Waterbeach was a pre war aerodrome with all the facilities one could wish for. Hot and cold water, baths and showers within the billet and only fifty yards to the Sergeants Mess, Luxury indeed as opposed to the Spartan conditions which prevailed at Witchford. The rest of the inhabitants of my billet were all aircrew awaiting medical assessment prior to being returned to operational duties and were known as the “Odd Bods”. Some were recovering from wounds, frostbite, or illness and would be joining other crews when declared fit. In the meantime, we were all allocated some useful task to keep us fully occupied until we were returned to operational duties.
Together with another air gunner and as senior NCOs we were allocated airfield defence which meant on occasions being in charge of the perimeter guard or of manning the guns at either end of the main runway when the squadron was operating. This duty was necessary due to the frequency of German intruders who followed the bomber stream back to their bases. One night as I was manning the guns on the downwind end of the main runway awaiting the return of the squadron, I saw a twin engined aircraft approaching the runway and got a bead on it. As it came closer I noticed that it had it’s port undercarriage down but to my relief this aircraft turned out to be a Mosquito, obviously, in trouble coming in down wind. It must have landed half way down the runway in a shower of sparks then, a terrific bang and flames lit up the sky. After about five minutes the field phone rang to inform me that I could stand down as the squadron had been diverted. Three days later the station adjutant informed me that as I had recently been promoted to Flight Sergeant, I was to take the funeral parade for the two airmen that had perished in that Mosquito crash.
During my time “convalescing”, there was ample time to get involved with the many recreational activities on the station. One such time was the visit by a dramatic group with Margaret Lockwood taking the lead ni a play by and directed by Terrance Rattigen. On another occasion the RAF film unit arrived on camp to get the feel and film some aspects of an operational squadron. Among the group was the famous American actor Edward G Robinson with a retinue of lowly airmen who were to participate in this documentary/film although in later would become famous, such names as Dickie Attenborough, George Cole, David Tomlinson and a few others. This film became a box office success entitled “Journey Together” a copy of which I now treasure.
Very soon the “honeymoon” would be over, a message came over the Tannoy for me to report to the Medical Officer who told me to pick up transport the following day
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and report to the RAF hospital at Ely for my final medical assessment. A friendly type of third degree took place and, eventually I was passed fit for flying and would return to Waterbeach operational. Back at Waterbeach I reported to the Gunnery Leader and had a pleasant chat with him concerning my interview with the Medical Board. He told me that they were trying to ascertain if I was “swinging the lead” as frostbite was considered, in the first instance a self inflicted wound and that the recipient had to prove otherwise. With that, I was given first option of joining a crew when a vacancy arose and ordered to report at the gunnery office the following day and every day. D Day came and went and as I was now operational I was excused normal station duties so, I spent much of my time flying in the Link Trainer or knocking about in the cricket nets or even swimming in the river Cam. Bomber Command had switched from attacking the industrial cities of Germany to supporting the advancing allied armies by attacking German troop concentrations, communications, flying bomb sites/storage areas as well the many oil plants.
Reporting to the Gunnery Office July the 7/th, to my delight was informed that I would be flying that night with F/sgt Witwood’s crew as M/u gunner, as their own gunner was off sick with a bad stomach Target for the night was Vaires railway marshalling yard Paris and was part of the plan to disrupt the German supply route to the Normandy battlefields. Take off time 22-30 just as darkness was falling.
Flying as a M/u gunner was a new experience for me with great views all around. A fairly direct route to the target, plenty of searchlight activity but the flak was nowhere near as heavy as my experience of German targets. A well concentrated attack without the loss of aircraft possibly due to another attack on a flying bomb storage depot at St-leu-d’esserent north of Paris where enemy fighters claimed thirty aircraft. Landed back at base after a 4hr 45min flight.
On the 10th July I was with F/sgt Witwood’s crew again on my first daylight raid for an attack on a flying bomb dump at Nucourt. Take off time 04-04hrs uneventful trip with light flak at the target area which was covered in cloud. Landed back at base at 07-45hrs F/sgt’s Witwoods crew completed their tour of ops and all survived the war. Five days later I was to join a crew who’s R/gunner had lost a foot from a predicted flak shell which had penetrated his current and continued on to it’s predicted height before exploding. F/O Cossets crew were, navigator F/O Jimmie Gould a Scot from Kilmarnock, F/eng R J Flint from Motherwell, B/a FO Billie Lees Canada, W/op F/O Hayden, M/u Sgt Dennis Young, with myself as rear gunner. As there was four officers in the crew, socialising as a crew never arose, however, the M/upper gunner Dennis Young became firm friends until he passed away in 2008. It will be a mammoth task to describe all the remaining operations in detail so will pick out some of the more interesting ones as I detail all the operations at 514 sad.
15/16th July 44 My first trip with my new crew was a night operation to Chalons sur Marne a railway marshalling yard, a trip of six and a half hours.
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18.th [sic] July 44 Daylight raid to Amieville to attack enemy troop concentrations. Arriving at base at 00-70 [sic] hrs and informed to be ready for operations again that night
18/19th July 44 Night attack on the rail junctions at Auloyen, flak was moderate but in the distance, another attack was taking place at the rail junction at Revigny with fighter rockets seen. Back at base 00-40 [sic] hrs very tired but ready for a seven day leave.
Back from leave, we practised formation flying for a few days in preparation of deep penetration behind the German lines but once again Bomber Harris still wanted to continue his attacks against German industrial towns hence, another night trip into the heart of Germany.
28/29th July 44 Detailed to attack Stuttgart which was to be the third heavy raid by Bomber Command against Stuttgart in seven days.
Fairly clear moonlight night, fighter flares began to illuminate the sky as we approached the French/German border with a number of combats taking place north of our track. It seems as though the German Radar had correctly forecast our target owing to the amount of searchlights waving about the target area. Very heavy flak as we went into bomb with usual buffeting about, turning for home I spotted a number of Me 109’s scurrying about, silhouetted against the fires. The return journey was uneventful although these were the times that a marauding fighter could catch you unawares. After an eight hour flight we landed back at base at 04-00 hrs. Later we were to learn that 39 aircraft had been lost on this raid against the five hundred that had participated.
30th July Daylight raid to Normandy in support of our ground troops who were ready to advance against the stubborn resistance of a German mechanised division. Caen target area B was our aiming point, orange smoke was deployed as the British front line, and we were to bomb east of that line at 4000 ft.
Going in to attack we were met by a lot of light flak which subsided appreciably as the Germans took cover. I don’t know how anyone could have survived such a concentrated battering that I had witnessed.
3rd Aug 44 Daylight operation to Bois de Cassan flying bomb storage sites, four hours flying time.
4th Aug 44 Daylight raid Bec d Ambes oil storage port on the Gironde Estuary (of The Cockleshell Heroes fame) leading into Bordeaux.
Take off time 1330 hrs To avoid being detected by the German RADAR we were detailed to fly out below 4000 ft. Setting course in close formation, we joined up with other squadrons at Falmouth Cornwall then out to sea heading for the Bay of Biscay, an area notorious for patrols of Ju 88’s. Nearing the French coast we climbed to our bombing height then went into bomb. The attack was extremely successful as I could see the storage tanks on fire and a tanker alongside the jetty listing badly. Very strange that there was only light flak in the vicinity, it being obvious that we had caught the defences unawares
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Relative pleasant journey on the way back but it must have been quite a strain for our pilot flying at that low level. A couple of our Mosquito escorts buzzed us on the way home which was gratifying. Back at base after an eight hour flight and ready for a 48 hr pass
8/9th Aug 44 Night operation Forte de Luchieux, munition storage dumps and depots.
12/13 Aug 44 Back to the German industrial towns with a night operation to Russelsheim by Frankfurt on Main. Target, the Opal factories who were manufacturing aircraft and military vehicles. Very apprehensive as, this was my third visit to Frankfurt and held many unpleasant memories. Clear night with heavy flak and many searchlights and fighter flares. Incident free trip but losses were high, losing thirty aircraft, a loss rate of 6.7 percent
16/17th Aug 44 Loud groans from the assembled crews as the target Stettin was revealed, a Polish port away in the Baltic. We were to adopt the same tactics as employed in the successful daylight raid on Bec de Ambes and to fly out below 4000 ft under the RADAR screen. A diversionary raid would also take place against Kiel in an attempt to confuse the German defences.
Take off time 2100 hrs we set out over the North Sea, crossing over the northern tip of Denmark. To the north we could see the lights of Stockholm with one or two searchlights wafting about, accompanied by a few bursts of flak. I think they were warning us to keep clear although, I knew that some of our aircraft had wandered into Swedish neutral airspace.
Continuing on over the Baltic we began to gain height in preparation to attack. Not many searchlights about With [sic] a moderate amount flak we bombed and turned away dropping very quickly down to almost sea level for our flight back home. Uneventful trip back to base after a [sic] eight and a half hours flight.
It seemed as though the tactics employed on that raid were successful, with Stettin being very badly damaged, unfortunately our squadron lost one aircraft crashing in Denmark on the return flight.
Five aircraft were lost on that raid.
19/20th Aug 44 Night operation to Bremen. Very heavily defended and reports indicate that this raid on Bremen was the most devastating of the war. Uneventful trip
21st Aug 44 Converted to Lancaster III s Merlin engines
25th Aug 44 Operations Vincly. Flying Bomb site and storage depot in the Pas de Calais area. Watched a Lancaster spiral into the ground, two parachutes deployed.
26/27 Aug 44 Night attack on Kiel
6th Sept 44 Operations Le Harve. [sic] German fortifications and transport
20th Sept 44 Operations Calais enemy troop concentrations
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[black and white arial photograph of Calais]
[underlined] Attack on Calais [/underlined]
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Picture taken during the R.A.F. attack on Calais in September. Calais was bombed by large forces for two and a half hours.
BRITISH OFFICIAL PHOTOGRAPH NO. CL. 1200. (XP)
(Air Ministry Photograph – Crown Copyright Reserved)
R.A.F. BOMBER COMMAND’S ATTACK ON CALAIS.
Picture shows:- Under the pall of smoke lie heavily defended positions four miles West of Calais. The picture was taken during R.A.F. Bomber Command’s attack on 20.9.44. when large forces of Lancasters and Halifaxes bombarded Calais for nearly two and a half hours. Two aircraft can be seen flying over the target. The craters at the top of the photograph were caused by bombs dropped from aircraft in the opening stages of the attack. (Picture issued September. 1944)
[underlined] Attack on Calais [/underlined]
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23/24 Sep 44 Night attack on Neuss (Ruhr) Heavily defended
25th Sept 44 Operations Calais enemy troop positions
26th Sept 44 Operations Cap Griz Nes enemy troop concentrations.
28th Sept 44 Operations Calais enemy troop concentrations
[copy of a navigation plot chart]
F/Lt Nye Navigation Plot Westkapelle 3-10-44
3rd Oct 44 Daylight operation to Westkapelle. The target shown was the Dutch island of Walcheren at the approaches to the port of Antwerp on the river Scheldt. We were informed that the target was strategically important as the Germans were denying the Allies the use of the port of Antwerp and was required for the supply of material for our advancing armies. The object of the raid was to breach the dyke’s and to flood the island purposely to neutralise the German forces established there.
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I was feeling rather disturbed that we were going to flood vast tracts of land that had taken years to establish and concern for the population who had suffered four years of hardship and deprivation during the German occupation
Take off time 1207 hrs. Reaching our rendezvous point there seemed to be hundreds of four engine aircraft converging before heading out over the North sea. Dropping down to our bombing height we approached our target and dropped our 8000 lb bomb which according to our bomb aimer, got a direct hit on the dyke. Passing over the target I saw that the dyke had been breached with the sea gushing through the gaps. Due to the concentration of German forces on the island there was an enormous amount of light and heavy flak as we turned for home, however it was thankful that no enemy fighters were seen over the target area but we still had to keep a watchful eye open as there were many enemy fighter airfields in Holland. Back at base after a two and a half hours flight, after “interrogation” we repaired to our mess for a meal and a pint to celebrate our M/uppers 20th birthday.
Some time later I was to learn that my best friend, a Marine, was killed during the assault on the island of Walcheren at Westkapelle. They attacked through the breaches that we had made in the dyke.
[black and white arial photograph of the dykes at Westkapelle]
Breaching the Dykes at Westkapelle 3-10-44
5/6th Oct 44 Night operation to Saabrucken to attack marshalling yards and steelwork installations This raid was at the request of General Patton in preparation for the American forces offensive along the Southern front in an attempt to stem the flow of German reinforcements to that front. Heavy flak in the target area, no fighters seen.
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7th Oct 44 Daylight operation to Emmerich a German town on the border with Holland. Synthetic oil installations and German supply were to be attacked.
It was the first time that we had been ordered to fly in formation, our two sister squadrons, 115 ahead and 75 New Zealand squadron behind us. Other groups and squadrons had made similar arrangements. As we neared the German/Dutch border very accurate flak opened up which immediately dispersed the Bomber stream. The lead Lancaster of 75 squadron who was following us took a direct hit and completely disintegrated, the wreckage slowly drifting to earth, a very
[black and white photograph of a Lancaster taking a direct flak hit]
75 New Zealand Squsdron Lancaster taking a direct flak hit.
disconcerting sight. Clear sky’s [sic] over the target which we bombed on the PFF flares accurately but as we closed our bomb door an enormous crump shook our aircraft and shrapnel rattled along the fuselage, putting my turret and M/uppers out of action. The hydraulics had been severed somewhere leaving us to operate our turrets by hand, not a good position to be in, although we were supposed to have an escort of Mosquito’s. [sic] Arriving back at base there was some concern that we would be unable to activate the undercarriage owing to the problem with the hydraulics, however, the undercarriage dropped down perfectly.
We delivered U for uncle to the hanger for repair and said a fond farewell to the lady. That was my 29th operation and keeping my fingers crossed that number 30 would be an easy one ?????
14th Oct 44 Briefing 05-00 hrs Taken aback when the target was revealed, a daylight attack on the Ruhr town of Duisburg one of the most heavily defended areas in
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Germany, dangerous enough at night. This is me going out with a bang one way or another. As we were to have a fighter escort, the flight out was uneventful until we were approaching the target area, there were nearly a thousand heavy bombers converging towards then passing through what seemed to be a black haze intermingled with deep red flashes of exploding flak shells. As we dropped our bombs, I looked down to see the fires and the ground erupting, a truly awesome site. Soon we were out of the Ruhr defences heading back to Waterbeach feeling slightly more relaxed but still scanning the sky’s [sic] for the unexpected fighter to jump us. Landing back at base I felt that the weight of the world had been lifted off my shoulders and what a relief to be looking forward to a fortnights leave in a couple of days [sic] time.
At de-briefing, the C/o said that operations were on again that night and read out the crews who were to participate. All gunners who were not flying that night were to report, to the bomb dump to assist the armourers to bomb up again. That included me.
The following day I learned that our squadron Had followed up on our raid with a night attack on Duisburg in the company of almost a thousand bombers.
Two days later, the crew celebrated the completion of our tour of operations at The Eagle, a well know hostelry in Cambridge.
Off on leave then, as a redundant airman, I was given a posting to the Aircrew Re assessment Centre at RAF Brackla by Nairn, Northern Scotland, jokingly this station was known as Brigadoon. That is another story.
[copy of a log book entry by F/O Cossens]
F/O Cossens Log Book entry at the end of operational tour
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Chapter 4
Grounded
[underlined] RAF Brackla [/underlined]
After a long food less overnight train journey from Peterborough, we eventually arrived at Nairn station late morning. During the journey to Scotland, I teamed up with a F/sgt F/Engineer, Jim Simpson from Walsall who was in the same situation as myself, redundant aircrew both feeling fairly low. Awaiting the crew bus, we became aware of how bitterly cold it was with snow on the hills and a cold east wind blowing in from the Moray Firth.
Eventually the crew bus arrived to transport us to our new home, a dispersed unused airfield with a few wooden buildings as the domestic/administrative site, our Nisson hutted billets a mile away from the main camp, situated on a hillock. With the usual rigmarole of signing in, we eventually made it to the Sergeant’s mess for a late lunch which we ate ravenously. Back to our billet we scoured around to find wood and coke to feed the pot bellied stove, the only means of warming our “tin hut”.
The following morning after breakfast, about fifty aircrew of various ranks, including officers, paraded outside the headquarters hut, many dressed in what one would describe as non regulation dress. Some wearing their Irvine jackets and many with scarves much to the displeasure of the parade Warrant Officer, however! due to the bitter cold wind that was still blowing around the camp, nothing more was said on the subject. Sectioned off, we waited in one of the offices until called individually for interview and assessment.
RAF Brackla was a war time airfield built alongside an ancient distillery, according to the stories from the permanent staff, it was to be used by Wellington aircraft patrolling the North Sea. Because of the peat sodden ground the runways began to sink and distort, making the airfield unserviceable for heavy aircraft.
Called in for my interview by a seemingly disinterested Flying Officer, I addressed him with the usual courtesy, before his questioning routine began. What was my education qualifications, my civilian occupation, and my recreational activities etc;? and so it went on for some time. I had worked in the automobile industry as an apprenticed sheet metal worker so I was offered training as an airframe fitter or a driver/mechanic.
I had given a lot of thought to what sort of peace time occupation I would like to be involved in when demobilised, deciding that factory work with set routines was not for me. As a youngster I had always been keen on all sporting activities, this could be the opportunity I was looking for. I conveyed my thoughts to the interviewing officer that I would like to train as a PTI (physical training instructor) which would give me the opportunity of going on to Loughborough University. With a wry smile, he said he would make a note of my request and that was the end of my interview.
On parade the following morning, the Station Warrant Officer addressed us with the comment that “we looked like a bunch of layabouts and needed to get back to some discipline and fitness”, we were then dismissed and told to report back in an hours [sic] time dressed in “Best Blue” ready for inspection. The inspection was performed by
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the C/O, an ex operational pilot sporting the DFC and Bar, with a bit of tongue in cheek formality he handed over the parade to SWO. The officers were dismissed leaving us in the hands of a F/sgt air gunner who marched us away and continued to march us at regulation pace onto and then around the perimeter track. After about fifteen minutes, the parade began to mutter amongst themselves until one wag in the centre of the file bawled out an order “parade break step”, the whole parade then began to shuffle along to guffaws of laughter until the parade F/sgt brought us to a halt and demanded to know who gave the order and why? The offending airman a F/sgt Engineer put his hand up and said or words to the effect “If we had continued to march in step we would have disappeared into the peat and I wouldn’t like you to be responsible for the catastrophe”.
That was the end of marching at RAF Brackla, to the tour expired airmen, Brackla became known as Brigadoon.
Christmas and new year was nearly upon us although Christmas as such, did not exist in Scotland, the New Year being the prime celebration. Brackla was just a small cluster of cottages, not even a pub or shop. We had absolutely nothing to do on the camp although I took the opportunity of playing rugby for the station which relieved the boredom. At other times we could scrounge a lift into Nairn, although it was a lottery getting return transport.
Nairn was then, a sleepy seaside resort with a couple of hotels and the odd bar. Sunday was a day of rest in Scotland and Nairn was completely shut on the Sabbath. On Saturday nights, there was always the dance at the Pentecostal Church hall. My friend Jim Simpson and I always stuck together on these excursions and invariably we were offered digs for the weekend, we even attended the Pentecostal Church on the Sunday. This weekly event followed the same pattern during our stay at Brackla, friendly people the Nairn folk. Two weeks into the New Year, Jim Simpson and I were summoned to the administration office to be informed of our posting to RAF Weeton near Blackpool to undertake a motor transport course. My hope of becoming a Physical Training Instructor was finally dashed.
[underlined] RAF Weeton [/underlined]
Met up with Jim Simpson at Birmingham New Street Station after a welcome seven day’s leave, en route to Kirkham and RAF Weeton.
RAF Weeton was a sprawling complex of wooden huts with manicured verges, white painted kerbs and edging which typified a multi training establishment, a formidable place. One of it’s [sic] saving graces was the close proximity to Blackpool, sporting a frequent bus and train service to the seaside town with it’s [sic] many entertainment attractions.
We soon settled into one of the wooden huts and made acquaintance with the other inhabitants, all tour expired aircrew, two of them were air gunners with whom I had trained at the Isle of Man, one of them was a fellow named Ward from Hull. His Stirling had been shot down during a French resistance supply-drop and he was the only one to survive, being rescued by a French resistance group. He fought alongside this group, the Maquis and with the assistance of a French escape organisation, he eventually made his way back home via Spain. He proudly sported a German Eagle emblem sewed under his breast pocket flap, he claimed that he had taken it off a German soldier whom he had shot during his association with the Maquis.
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The following day, we assembled in one of the huts, our dozen aircrew plus about twenty airmen recruits (Sprogs) were briefed on the course that we were to undertake, then spent the rest of the morning doing basic drill. Although the aircrew were senior NCOs we were still expected to carry out the same tasks as the recruits during the course, this didn’t unduly worry us. The afternoon was far more interesting, firing 303 rifles on the range.
Then began a very intense and interesting two months course on all aspects of motor transport. The squad was split up into two groups, one group being involved with class work and practical mechanics during the morning and then taking driving lessons during the afternoon, the other group rotating in a similar fashion.
Our first driving lesson was in an Austin 10 saloon under the auspice’s [sic] of The British School of Motoring (BSM) three to a car taking half hour instructional driving in and around the Blackpool area during the morning or afternoon.
After three weeks of driving lessons and intensive course work we were ready to take our driving test around the narrow streets of Blackpool. In those days hand signals were the norm as there was no such modern aids as indicator lights. Jim Simpson and I were delighted that we had passed our driving and theoretical test and were ready to move on to the heavy vehicles, 75 percent of our group were also successful.
Our first introduction to lorries, Bedford’s, Fordsons, Albions and Dennis’s, [sic] took place within the camp precinct getting familiarised with “double declutching”, reversing on mirrors and in general, getting the feel of a heavy vehicle. Out on the road we enjoyed the convoy excursions into the Pennines with it’s [sic] many twisting and turning country lanes, stopping on occasions at village cafe’s [sic] to sample the home baking.
Apart from the extra guard and orderly sergeants [sic] duties, as well as our normal course work, we had ample leisure time to take in the delights of Blackpool. During the war, Blackpool was an extremely busy town, full of service personnel of all nationalities, undertaking various courses or being kitted out prior to postings overseas. Competition for the attention of the ladies of Blackpool was very fierce, however! there was plenty of other diversions such as free entrance to the many shows at the Wintergardens, the Tower and other establishments. One such show remains in my memory was, seeing Sandy Powell doing his ventriloquist act at the Tower, hilarious!
During the final three weeks of our course, we graduated on to lorry with trailer driving, then finally the long articulated “Queen Mary’s” complete with an aircraft fuselage. The achievement of driving and manipulating this lengthy vehicle, made one feel like Mr Lucas or “The King Of The Road”.
Our course ended with notification of our posting and presentation of our RAF driving documents, the equivalent to a full driving licence. This would serve us well when we returned to civilian life. Jim Simpson and I were very lucky to be given home postings to RAF Halfpenny Green, within easy reach of our homes.
On leave, my mother received a letter informing us that my cousin was missing on operations to Harberg 7/8th of March 1944. He was a M/upper gunner with 57 squadron based at East Kirkby in Lincolnshire, lost on his second tour.
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[underlined] RAF Halfpenny Green [/underlined]
RAF Halfpenny Green was a war time aerodrome situated within easy reach of Wolverhampton, Stourbridge and Bridgenorth. It was originally called RAF Bobbington alongside a village of the same name, but the name was changed because of the possibility that the name Bobbington would conflict with an army base in Wiltshire.
Quite a compact camp with a mix of wooden huts and Nisson [sic] huts with all services within easy walking distance. Halfpenny Green was the base of No 3 Air Observer Navigation School using the reliable Avro Ansons and Airspeed Oxfords.
Signing in completed, Jim and I were billeted in a Nisson [sic] hut situated adjacent to the sports ground and, occupied by four Canadian F/sergeant pilots and four F/sergeant navigator instructors. We were in good company.
The following morning we reported to the MT office to be confronted by the MT officer, a surly red faced looking Warrant Officer. When he was told that we were his new drivers and were reporting for duty, he burst out laughing and said “I wonder what this air force is coming to”. or words to that effect. He turned out to be a decent enough fellow and we became firm friends during our time on the camp.
The MT section was overloaded with drivers and my actual driving consisted of driving the ambulance and patients to either, RAF Bridgenorth or to RAF Cosford and on occasions driving the salvage truck around the camp lifting the rubbish to the incinerator. Italian POW’s carried out this task accompanied by their patriotic Neapolitan singing.
Every Thursday evening, I was detailed to transport the Station Education Officer into Dudley to supervise the local Air Training Corps. As I was an ex ATC cadet, we got on famously, I think that is why I was always his driver on these occasions
When I dropped him off, invariably he gave me a free pass to visit either the Palace cinema/Dudley Hippodrome/the dance hall or the roller skating rink. It transpired that he and his family owned these entertainment facilities and is a pity that I cannot recall his name.
On one of these excursions I took in the Dudley Hippodrome to see Vera Lynn who was top of the bill that week, a very enjoyable evening.
Due to the posting away of two of the station drivers, our friendly Transport Officer gave Jim and I the opportunity of manning the Fire Tender, each on a turn about 24 hr on and 24 hr off basis, I think he wanted to get us off his patch as my promotion to Warrant Officer had just been posted on Daily Routine Orders (DRO’s) together with my war medal awards.
This arrangement was ideal, we would have more free time and also avoid the embarrassment to either party in the Transport Section.
The fire station and crash tender building was situated by the main gate and opposite the Headquarters Office Building. Our fire officer was a F/lt Lieutenant and a dead ringer for Arthur Askey, he also played the ukulele and entertained us on many occasion when flying was scrubbed. Some character that fellow.
Each morning, we gave our Fordson fire tender a run round the perimeter track and if flying was on, we would position ourselves on the hard standing at the end of the runway until the flying ceased.
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Fordson Crash Tender
[coloured photograph of a Fordson Crash Tender in front of a Nissen hut]
[black and white full length photograph of Warrant Officer Geoff Payne in uniform]
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My navigator Jim Gould from 514 squadron was the Navigation Leader on the station and was now a F/lt Lieutenant. He arranged for me to get some unofficial flying lessons on Ansons and Oxfords during my down time. We kept in touch over the years but sadly he passed away in 2001.
VE day arrived and I managed to get home for the celebrations, although very short and sweet, everyone let their hair down and danced into the early hours of the morning around the street bonfires. The war in Europe had ended with victory for the Allies, the Japanese conflict was still a major problem. My elder brother was flying in Burma as a Mosquito navigator, would I be seconded to the Tiger Force for a second tour on the other side of the world,?
On duty, sited at the end of the runway one day, our phone rang to tell us that one of our Oxfords had crashed, and we should follow the staff car to the site. When we arrived, it seemed as though the aircraft had dived into the ground, the cockpit area completely crumpled up. We had managed to get into the field with some difficulty and began to play foam onto the engines whilst the ambulance crew began to retrieve the occupants. Sadly there were no survivors and flying was scrubbed for the day.
When our shift finished, I returned to my billet to be met by a strange silence, two of my friends, a Canadian pilot and one of the navigation instructors had died in that crash plus the pupil navigator. During my time at Halfpenny Green, that was the only incident we were called upon to attend.
Arrangements were made for an open day on the camp to which I invited my girl friend and her mother. A lovely summers day wandering around the camp and showing off our station facilities. The highlight of that day was the appearance and aerobatic display by a Gloucester Meteor, the RAF’s first jet powered fighter. This was my first sighting of this amazing aircraft.
The following day, all camp personnel were assembled in one of the hangers to be congratulated on the station performance during the open day, then came the bad news that Halfpenny Green was to close down within the next few weeks. This news came as a big shock, Halfpenny Green was a friendly sort of station, in easy reach of familiar places and my home. Jim and I received our notice of posting quite quickly due to the cessation of the flying programme, both of us being detailed to report to RAF Croughton.
Our final task on the station was to dig a large hole on Bobbington Common and to destroy all the camp pyrotechnics. We literally left Halfpenny Green with a bang.
RAF Halfpenny Green is now Wolverhampton Airport and also home to the RAF Fire Services Museum.
[underlined] RAF Croughton [/underlined]
RAF Croughton is a 1938 airfield, sited on a hillock with grass runways and a concrete perimeter track situated about seven miles southwest of Brackley in Northamptonshire and within easy reach of Banbury, Oxfordshire.
The domestic site, a mix of wooden and Nisson [sic] huts, was a good mile away from the airfield. fortunately [sic] Jim and I managed to get our accommodation in a farm house alongside the airfield which was inhabited by two pilots and two glider pilot instructors, all NCOs. The rooms of the farmhouse were comfortable and had been decorated throughout by a modern day Picasso, very cosy.
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After the usual signing in. we reported to the MT Section and told that we were detailed to report to the airfield tractor section the following day for glider towing. RAF Croughton at that time was Number 1 Glider Training School, training pilots on Hotspur gliders. Our job was to tow the gliders, using small nippy American tractors, on to the runway and to retrieve them upon landing. The Miles Martinet was used as the towing aircraft, a noisy little beast.
With the dropping of the Atomic Bombs on Hiroshima and Nagasaki, VJ day came and went with no celebration on my part as I was detailed for a twenty four hour duty as Orderly Officer. The war was over to great relief and there was no danger of doing a second tour which left me pondering as to how long before demobilisation. Time began to drag as our only serious occupation was tractor driving when the weather was suitable for flying. During my down time there was ample opportunity of getting plenty of unofficial flying lessons in gliders and the Miles Martinet.
[black and white photograph of a group of men carrying a Hotspur glider]
Troop Carrying Hotspur Glider
Christmas and the New Year over, there were rumours that the Gliding School was to be relocated, possibly to RAF Upper Heyford in Oxfordshire. This left me wondering if I would be relocated or posted to some other RAF station. Two weeks later all flying ceased and I was to be posted to RAF South Cerney with immediate effect, my friend Jim was to be posted to RAF Coningsby. With the sale of our jointly owned 600 cc Panther motorbike, there ended a very close friendship.
[underlined] South Cerney [/underlined]
South Cerney is situated on the old roman road A419 three miles east of Cirencester, a pre war brick built aerodrome with a grass airfield and home to No 3 Advanced Pilots Course. Nicely laid out, compact, with all the services within easy walking distance.
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Quite a friendly greeting when I reported for duty at the MT section and was given my
main task of driving the Albion ambulance, based at the station sick quarters.
The camp also housed a German POW compound, the prisoners being employed in work activities around the area or within the station on general duties. I became friendly with one such POW, Ollois Kissel who worked in the station sick quarters. He was with a flak battery in Belgium before he was captured and was a chemist in his home town of Koblenz, we corresponded for many years but sadly he died 1998
On occasions, I was offered the task of delivering the camps dirty linen to the Tyseley laundry in Birmingham, entailing an overnight stay at my home, allowing me time to visit my girl friend. I even managed to get to my cousins wedding on one of these trips, much to the surprise of my cousin and family.
During my time at South Cerney most of my down time was spent either scrounging flights in Tiger Moths or Harvards or getting in some athletics training. At weekends I played football for the station team, the station sports officer being the centre half. After one of the games he asked me if I would like to drive him to RAF Tern Hill as he and another officer were representing the station at the Training Command athletics meeting.
During general conversation on the way up to Tern Hill in Shropshire, I said that I had been involved in athletics with Bromsgrove Athletic Club and I would have been interested in competing for our station. When we arrived at Tern Hill, I was introduced to the other members of the South Cerney team who managed to provide me with a pair of spikes and told that I would be competing in the long jump, high jump and the 120yds hurdles. Pleased to say that I was third in the long jump, and second in the high hurdles, our station coming second in the competition. This achievement gave me the opportunity of competing for Training Command at the RAF Inter Command Athletic Meeting held at White City London gaining fourth in the long jump and a fourth in the high hurdles. My only claim to fame at that meeting was competing in the final against the British Champion and Olympic Hurdler F/Lt Lord Burghley.
[black and white images]
Training Command Championship Medals 1946
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[coloured photograph]
Albion Ambulance
Summer 1946 came and went, the station started to run down and in October rumours began to circulate that No3 Advanced Flying Course was being transferred to RAF Little Rissington
. These rumours became fact when my name appeared on DRO's and I was posted to RAF Little Rissington with immediate effect. Two days later at RAF Little Rissington my name appeared on DRO's stating that, after seven days leave I was to report to RAF Homchurch, Essex in preparation for a posting to a Micro Film Unit in Germany.
Deutschland
RAF Homchurch was one of the original RAF airfields situated some fifteen miles south east of the centre of London. The fighter aircraft based there during the war played a prominent role in the defence of our country during the Battle of Britain.
Our short time on the camp was taken up by lectures governing the rules of occupation upon arrival in Germany. This covered such topics as, non fraternisation with the German population, the Black Market, and medical issues regarding the high prevalence of venereal diseases.
After a medical examination plus inoculations for Typhoid and boosters, we were issued with a . 303 Lee Enfield rifle and five rounds of ammunition. The rest of our time at Homchurch was spent just hanging about waiting for our travel documents.
This waiting time gave us the opportunity of wandering around, sightseeing in London, getting cheap meals in the crypt of St Martins in the Fields or Lyons Cornerhouse in Piccadilly. Sadly this rest period came to an end, our group of airmen were handed travel documents for the following day to train up to Hull for the overnight sea crossing to Cuxhaven, en route to RAF Buckeberg.
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Arriving at Hull station, we boarded the waiting transport for the journey to the docks, ahead of us there was this massive all welded American Liberty ship. Proceeding up the gang plank, a typical army RSM confronte.d me, addressing me with the correct term of Mr, assigned me in charge of the Deck Guard, no ifs or buts. However, this arrangement suited me as I was allocated a cabin, shared with two anny sergeants and a naval PO, a far better situation than being squashed in between decks and packed like a tin of sardines. A walk around the deck on occasions, checking on the deck guards was all the official requirements.
The night crossing was horrendous, these Liberty ships didn't cut through the seas, they just rode the heavy swell, sinking and rising, very uncomfortable. There was, the uneasy feeling that somewhere in that expanse of water there may be a rogue mine drifting about in the North Sea. Accompanied by sleet and snow, my first sea voyage, literally turned out to be a nightmare. My cabin companions and I were issued with red arm bands to signify that we had some official status when supervising the decks. Apart from the odd sandwich which the cooks specially made up for us , the food on board was quite unpalatable although a regular supply of coffee kept us warm on our regular strolls around the decks..
Dawn was breaking as we nosed our way into Cuxhaven, cracking the ice that had formed in the harbour overnight. We had arrived in Deutschland feeling miserable and cold, the Air Force party given priority to disembark to the RAF transport waiting on the quayside. A short drive through the cobbled streets of the port, we arrived at what was once a German army barracks for the overnight stay prior to our journey to Buckeburg, a spa town and holiday resort 25 miles east of Hanover. At that time RAF Buckeburg was the Headquarters of the RAF in Germany, and used mainly as a transit camp, although later, it became strategically important during the Berlin Airlift
The following morning, after a well earned rest, we boarded our RAF transport for a seven hour journey. arriving at our destination late afternoon. Most of the town, including hotels and homes had been taken over by the RAF, my group of four senior NCOs being deposited in a Pension a type of boarding house. After settling in I took a walk through the town and was taken with, children and adults begging for chocolate and cigarettes, little realising then, that these commodities were a valuable means of barter due to the German Mark being worthless.
The Messing facilities and Station Headquarters were situated in a large hotel near the town centre. After breakfast I reported to the Orderly Room to discover that I was posted to Frankfurt on Maine that same night to join a Micro Film Unit based at the IG Farben Industrie at Hoechst. My pay and British currency was changed into British Forces paper money, the travel documents made out for me take transport into Hanover and connect with the Bremerhaven to Stuttgart overnight train, little knowing that this train was run by the American Forces.
All my kit had to be packed again in a hurry, humped to the mess for an evening meal and given a travel pack of sandwiches just in time to get my transport to Hanover Bahnhof (station).The train arrived on time full of American service men newly arrived from the States and like myself, were heading for the American Zone.
This overnight journey was the most uncomfortable trip that one can imagine, the carriage that I was allocated had wooden bench seating and was full of coloured American troops, although that situation didn't worry me, I was concerned that the white troops were in the plush seated accommodation. This sort of discrimination
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stayed with me for many years. There were many interruptions to the journey and, time seemed to drag until, eventually we arrived in Frankfurt 10-00hrs, two hours late. Having contacted the American RTO regarding transport to my allotted base, I hung around for a couple of hours before a RAF Sergeant arrived in a 15cwt F ordson. Introductions completed, he was the Sergeant in charge of the Micro Film section and responsible for all the equipment plus a complement of four airmen operators.
I was to take over responsibility of a three ton Fordson van which housed a mobile micro film laboratory and the 15cwt truck.
During the drive to our base I was amazed at the utter destruction of the city of Frankfurt and it's environs, caused by the many concentrated raids by Bomber Command and the US Eighth Air Force. Strange to relate, I felt little sympathy for this destruction or for the German people at that time.
[black and white photograph]
Frankfurt on Main 1944
Our final destination was a small company housing estate which had been occupied by workers from the nearby I G F arben Industrie factory. These workers had now been decanted, the estate now occupied by units of the British Army, RAF and British civilians working for the British Control Commission under the umbrella of The British Army of the Rhine (BAOR).Two of these houses were allocated to the Micro Film Group .. A Board of Trade official was part of our unit who's function was to visit various factory organizations and to confiscate machine tool drawings and important documents as allowed under the War Reparations Agreement. Our unit would then photograph any important documents or drawings onto micro film.
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Another group on the site was a unit of the RAF Investigation Branch, who's sole purpose was to investigate and locate RAF aircrew, declared missing on operations .. This meant exhuming bodies from unmarked graves to ascertain if they had been murdered or otherwise. Many cases of murder had been discovered; the perpetrators being brought to justice.
The Americans had taken over office accommodation blocks within the massive factory complex of the IG Farben factory at Hoechst for their administrative headquarters. The British Control Commission for the area also had use of these office buildings. This arrangement was ideal during our off duty time, we were able to use the iced up tennis courts for skating and attend the many shows and musical concerts that were on offer. We also had the use of the American PX with it's restaurant, serving up real hamburgers and coffee. There was not much restriction on the amount of cigarettes and chocolates that we could purchase, the shop itself was like a miniature Harrods, selling a vast selection of quality goods. The Americans didn't want for much.
[black and white photograph]
Frozen up at Hoechst
There had been rumours circulating around the RAF bases in the UK that, redundant aircrew were going to be demoted At that time. I didn't give much thought to this situation, thinking this would not apply to me as my demobilisation was due
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sometime early 194 7. How wrong could I be when I received notification from Bucke burg that, I was to be demoted two ranks to Sergeant, with immediate effect. Christmas 1946 just two weeks away, what a nice Christmas present.! On the same notification was an order to proceed to Triberg in the Black Forest on completion of our task at Hoechst.
Christmas day, along with other senior NCOs we had the pleasure of serving up the Christmas dinner to the OR's (other ranks) followed by our own festive meal in the Sergeants Mess, a small hotel that had been taken over by the anny.
On Boxing day, I played my final game of f football for the base against a select Gennan side. We lost or should I say we were thrashed, losing 7--0 what a
humiliation. This was my first experience of playing against a team, playing a different style of football, this showed up how out of date British football was.
On New years day we set about clearing our house of equipment, loading up our transport with boxes of provisions and a few Jerry Cans of petrol, not knowing what the situation was like in the French Zone.
It was bitterly cold the following morning as, we filled up our radiators with water, no such luxuries as anti freeze. Now ready for the long journey to the Black Forest, our Board of Trade official had already departed in his Volkswagen having left us with all the relevant details regarding the route and our hotel accommodation.
This was my first experience of driving on the autobahn, two lanes of white concrete stretching as far as the eye could see, very quite, no civilian traffic, only military vehicles. We made excellent progress. although the temperature in the cab must have been around the zero mark, no heaters in those days, though a piece of cardboard in front of the radiator kept the ice from forming on the windscreen. At intervals, there were large advertising hoardings along the route, one of which struck me forcibly, a hangman's noose with the message "The Penalty For Rape is Death”, a sobering thought.
During our journey along the autobahn, we passed a few towns which had been visited by Bomber Command during the conflict, the twin towns of Mannheim-Ludwigshafen then on to Karlsruhe and eventually
Stuttgart all showing signs of utter destruction. There would be many an airman who had these names added in their log books.
Turning off the autobahn beyond Stuttgart we eventually entered the Black Forrest Region, along winding roads through valleys, flanked by tall snow covered coniferous trees glinting red in the sunset, what a beautiful sight. Darkness had just fallen as we drove up the main street of Triberg. Stopping to ask directions from a passer by, we eventually arrived at our hotel the Golden Kreuz to be met by a French Officer who questioned us regarding our authorisation documentation. While the unit was involved in setting up the equipment in one of the Hotel rooms, I took the opportunity of wandering around this picturesque town and familiarising myself with what was on offer. Triberg, a Ski Resort, world famous for cuckoo clock manufacture, and is also the home of the largest cuckoo clock in the world.
During the period of our stay, I was able to take in some elementary skiing lessons, having bartered for a pair ski's plus a complete pair of ice skates for a few cigarettes, our Forces money was of no use at all, being in the French Zone. A tin of corned beef was the going price for a large cuckoo clock which I "purchased" and is still hanging in my lounge after sixty three years, pity the cuckoo is croaking some what.
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[coloured photograph]
Triberg 1946
We completed our assignment in Triberg after three weeks and were ordered to return to our base at Hoechst for further instructions. After a few days at base, orders came through that I was to be demobilised, a replacement driver would arrive by car from Buckeburg with two officers. The officers were to carry out inspections at the RAF Units in the Frankfurt area then return to Buckeburg with me as their driver. Three days later, the inspections completed, we set off in the Humber Staff car, arriving early evening just in time for an evening meal.
Spent the next couple of days getting clearance and travel documents, selling off my ski's and ice skates, posting home my treasured cuckoo clock and changing my forces money into coin of the realm, I was then ready to take the reciprocal journey back to the UK and to RAF Kirkham for demob.
Date 25th of February 1947, what an anti climax, wondering where do I go from here? civilian life seemed to be a daunting prospect, after almost four years of interesting and sometimes traumatic experiences of war time RAF. During that period many friends were made, many were lost during flying operations ..
Let us hope that their sacrifice was not in vain and that we will always remember them.
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Chapter 5
As Time Goes By
During the Second World War, in order to avoid being conscripted into a military service not of your choice, the way was open to enter a choice of service if you signed up at 17½ years of age. This happened in my own particular case when I passed the Aircrew Selection Board in 1942 and was given my service number.
Searching through some of my old documents, I came across this very interesting patronising letter addressed to me from the then Secretary of State for Air, Archibald Sinclair, dated July 21, 1942, and though it would be interesting to reflect on how some of these young men fared during and after the conflict.
AIR MINISTRY
WHITEHALL SW1
MESSAGE FROM THE SECRETARY OF STATE FOR AIR
July 21, 1942
You are now an airman and I am glad to welcome you into the Royal Air Force. To have been selected
for aircrew training is a great distinction, the Royal Air Force demands a high. standard of physical fitness and alertness from its flying crews. Relatively few attain that standard and I congratulate you on passing the stringent tests. You are, of course, impatient to begin and you naturally ask, "When do I start?" Your order on the waiting list is determined
by your age, date of attestation, and so on, and you may be sure that you will not be overlooked when your turn comes. While waiting, go on with your present job, or if you are not in employment, get a job if possible one which helps on the war effort.
You will want to know why you, who are so eager, should have to wait at all. I will tell you. The Royal Air Force is a highly organised service. In the first line are trained and experienced crews whose stirring deeds and dauntless courage daily arouse the admiration of the world. Behind these men and ready to give them immediate support the newly trained crews fresh from the schools. In your turn, you and other accepted candidates stand ready to fill the schools. Unless we had a good reserve of young men like you on which to draw, time might be lost at a critical moment and the vital flow of. reinforcements would be broken. I hope this explanation will help you understand. The waiting period should not be a waste of time. There is much you can do. You are very fit now or you would not have been chosen.
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See that you keep fit. Work hard and live temperately. Learn all you can in your spare time about the things you must know if you are to be efficient later on in the air.
The more knowledge you gain now, the easier it will be when you come to do your training.
In wishing you success in the service of you choice I would add this. The honour of the Royal Air Force is in your hands. Our country's safety and the overthrow of the powers of evil depend upon you and your comrades. You will be given the best aircraft and armament that the factories of Britain and America can produce. Learn to use them well. Good luck to you.
Signed ARCHIBALD SINCLAIR
SECRETARY OF STATE FOR AIR
INTO THE STORM
RAF Bridlington ITW
[black and white photograph]
RAF Bridlington was one of the aircrew Initial Training Wings (ITW) and catered mainly for Air Gunners and Flight Engineers. In this photograph are aircrew cadets, the majority of which were barely 18 years of age, marching six abreast after just four weeks of training. Another four weeks of training.
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and then they were off to gunnery schools for the Air Gunners or to RAF St. Athan for
the potential Flight Engineers. Then further training through Operational Training Units, Heavy Conversion Units and, eventually, destined for an operational squadron within
Bomber Command.
Many books have been written about Bomber command during the Second World War by aircrew members and distinguished authors. The media also has been at the
forefront with films, newspaper articles and television programmes, some authentic,
some controversial. The role of Bomber Command has been well documented, so there is no reason for me to add any comments and I will move to the ending of hostilities with Germany and Japan.
VICTORY
The Second World War ended with victory for the allied nations. An estimate of the
deaths accredited to all the nations involved was in the region of 40 to 50 million,
including the civilian populace. Still on the subject of the RAF, and in particular the
aircrew of Bomber Command, losses were in the region of 56,500, which was, in
proportion, far greater than any of the three services, although our Merchant Service
lost more than 30,000 semen/women.
[coloured photograph]
Rheinberg War Cemetery
The above photograph of the Rheinberg Cemetery is one of many such cemeteries in Germany and other locations throughout Europe which contain the remains of RAF
Aircrew, many of whom were from the Dominions, the Commonwealth or from allied
nations. Over 2000 airmen who have no known grave are commemorated by name at
the Runneymede Memorial and could be lying in a watery grave of the North Sea or
buried in unmarked graves after being murdered by the Gestapo or by German civilians. Over 100,000 young men volunteered for aircrew in Bomber Command, over 50 per
cent of them died in flying accidents or from operating in the hostile skies of Europe and the Third Reich.
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THE AFTERMATH
The war in Europe over and a Labour Government elected to govern the country. As bomber Command had a surplus of trained men, tour expired aircrew were made redundant, a new word in my vocabulary, and were sent to re-assessment centres throughout the UK, then on to training establishments for non-aircrew trades within the Royal Air Force, i.e. motor transport/clerical duties, etc.
The war against Japan finally ended on September 2, 1945, after the dropping of the atomic bomb on Hiroshima and Nagasaki.
Jubilation all round, the country celebrated, then came the recriminations.
[black and white head and shoulders photograph of Air Chief Marshall Arthur “Bomber” Harris] ’Cometh the hour, cometh the man.’ Tough and uncompromising. ‘Bomber’ Harris was the C-in-C that Bomber Command desperately needed, a man who could express himself clearly and who exuded a strong sense of purpose.
A high-ranking Labour government minister, John Strachey, began a vicious campaign to belittle the strategy of area bombing as devised by Air Chief Marshall Arthur Harris. Pre-war, this politician was a sympathiser of Oswald Mosley, the Fascist leader in Britain, and then he changed his allegiance to the Communist Party. He joined the RAF in 1940 and held a ‘grace and favour position’ as public relations officer in the Directorate of Bombing Operations. At that time Harris was becoming very concerned about the possible internal security risks posed to his command and who, following a tip-off from a member of his staf [sic] and, identified this officer as a person with an unstable political background. Harris demanded that the Air Ministry remove him at once, but thanks presumably to friends in high place, this person remained in place for the rest of the war.
After the war Strachey, as a minister in the Atlee government, maliciously continued his attacks on Harris and his command, gathering support from other party members and some high-ranking clergy. As the political pressure grew, even Winston Churchill withdrew his support of the area bombing campaign, although he had backed Harris during the conflict. Sections of the British and German press took up the debate, with some pundits questioning the contribution made by Bomber Command as to the necessity of area bombing, on the outcome of the war.
[black and white headshot of John Strachey]
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Peerages and knighthoods were handed out to our war leaders and campaign medals issued to our armed services, except for the aircrew of Bomber Command and its leader Sir Arthur Harris. The aircrew of Bomber Command were not issued with a campaign medal and Harris was ignored when the peerages were handed out. Many aircrew were unfortunate to be shot down and deemed to spend the rest of the conflict as prisoners of war. Some of these airmen did not have the nominal amount of operations or the length of time on a squadron to qualify for either the Aircrew Europe Star or the France Germany Star, and all they were entitled to was the 193 Star and the war Medal that was issued to every serviceman/woman, irrespective of their duties. The reason given for this anomaly was that as POWs, they were unable to take any further part in the war effort, although they were expected to make escape attempts, thereby tying down much-needed German manpower resources.
These aircrew were incarcerated in POW camps throughout Europe and were kept in appalling conditions on starvation rations and suffering severe malnutrition. As the war in Europe was coming to an end, they had to endure The Long March across Europe with many of them dying on the way from starvation and freezing temperatures.
Some time after the war the Ex-Prisoners of War Association made a request to hold a Thanksgiving Service in Coventry Cathedral. This request was refused by the then Provost of the Cathedral, Canon Paul Oestriecher, on the grounds that the Ex-Prisoners of War Association had ex-aircrew of Bomber Command among its member. It seems to have been forgotten that public donations contributed to the re-building of Coventry Cathedral as a centre of reconciliation. Also at that time, this cleric was instrumental in organising a protest at the unveiling of the statue to Air Chief Marshall Sir Arthur Harris by the Queen Mother and he even had the temerity to post an advertisement in the RAF News touting for monetary contributions to replace the Dome of Dresden Cathedral, which had been destroyed by bombing during the conflict. There are many more instances where this so-called cleric and pacifist has castigated the efforts of the aircrew of Bomber Command in the execution of their duties, so these instances can be left for another time.
[coloured headshot photograph of Canon Paul Oestriecher]
THE LAST POINT OF IGNOMINY
These redundant NCO aircrew, now trained in ground duties, were posted off to the many Air Force stations throughout the UK and were allowed to keep their aircrew rank, even though the tasks that they had been trained for only warranted a starting rank of AC2. However, on some stations, the aircrew rank was ordered to be covered during working hours.
[page break]
[black and white photograph of airman in flying kit]
[underlined] RAF Waterbeach 1944 [/underlined]
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At the end of 1946, a directive from the Air Ministry, stating that all these redundant aircrew be demoted by two ranks, I.e. WOs to Sergeants, Flight Sergeants to Corporals, Sergeants to LACs, although the pay would remain the same as was. This was a ruse in case any of these aircrew pursued a claim for a war pension when they returned to civilian life.
Upon demobilisation I was extremely surprised and disgusted to find entered in my discharge papers that my rank was AC2 Driver (Sgt. Air Gunner) and not the rank of Warrant Officer that I had achieved during my operational service with the Royal Air Force.
However, RAF Records graciously forwarded my Warrant Certification sixty four years after my promotion to Warrant Officer.
EPILOGUE
With a lot of back-slapping and encouragement these young men from Britain and the Commonwealth donned their Air Force Blue and went off to war knowing full-well that their chances of survival were very slim. The press and the public supported the efforts of Bomber Command as, at the time, it was the only means of taking the war back to Germany. Yet, just in the matter of a few months of the ending of hostilities the recriminations began. A few left wing politicians and some blinkered clergy crept out of the woodwork and began a vitriolic campaign against Arthur Harris. This campaign eventually permeated through to his airmen who began to suffer the brunt of these biased accusations.
As the political situation in Europe developed into the ‘Cold War’ it was thought prudent to keep Germany and the German people supporting the west, hence ‘The Marshall Plan’, etc, with respective British governments distancing themselves from the controversy of the Bombing Campaign against the Third Reich, a controversy that continues today. These proud young men went to war to preserve our democracy and freedom against two of the most tyrannical regimes in the history of mankind, yet there are still these vociferous groups of politicians/clergy and the media who continue to abuse this privilege of freedom for their own political expediency and personal agenda.
On a point of interest, our previous government recently decided to recognise the war-time achievements of three groups, the veterans of the Arctic Convoys, the ‘Bevin Boys’ and the Land Army, yet we as a country have failed, or are politically reluctant, to recognise the contribution that Bomber Command made during this terrible conflict.
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115 SQUADRON FINAL REUNION, HOUSE OF LORDS 2008
[coloured photograph of veterans of 115 Squadron]
Back Row
Not Known Cyril Bridges Lord Mackie Frank Leatherdale Geoff Payne
Front Row
Jim McGillivray Not Known Not Known W Farquharson Not Known
On that note let us recall Philip Nicholson’s “Return”
[underlined] RETURN [/underlined]
We have come home, dropping gratefully through friendly skies,
And though in tired brains the engines thunder on and images of death remain in reddened eyes,
Though nostrils sniff the legacy of oil and sweat and legs must learn to cope with the solid ground,
We have come home and are at least alive, to mourn our friends, indifferent now to sight or smell or sound.
Philip Nicholson
WARNING
Beware the retrospective historians and university-trained politicians who may eventually turn history on its head, whereby Britain could become the aggressor.
G.A.P. 2010
[page break]
[coloured portrait photograph]
[underlined]Geoff Payne[/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
An Airmans Tale
By Geoff Payne
Description
An account of the resource
Geoff Payne's autobiography divided into five chapters.
Chapter 1. Under Training.
Having been assessed in Birmingham Geoff sets off to London in August 1942 for training, at Lords. Initial training was at Bridlington then gunnery school at Andreas on the Isle of Man. After a short leave he was posted to an operational training unit at Chipping Warden followed by intensive training at Edge Hill. Finally he went to Feltwell for Escape and Evasion training before joining a Heavy Conversion Unit at Wratting Common then Waterbeach.
Chapter 2. Operations RAF Witchford. After seven days leave he commenced operational flying in a Lancaster. Their first target was Augsburg and he reports being waved off by WAAFs and airmen. On the next operation the navigator had a breakdown and refused to help. He continues with details of several operations.
Chapter 3. Return to Ops RAF Waterbeach. Initially this proved to be a very relaxing posting but after his recovery he was back on operations. After 30 operations he was posted to RAF Brackla, Nairn.
Chapter 4. Grounded. He was unhappy at Brackla which was remote and cold. Next was a transfer south to RAF Weeton where he learned about motor transport and learned to drive. He was then posted to RAF Halfpenny Green, followed by RAF Croughton and South Cerney. He then went to Hornchurch before being sent to Germany where he joined a micro film unit at Frankfurt. On completion of photographing relevant factory installations his unit headed south to Triberg in Bavaria.
Chapter 5. As Time Goes By. He reflects on his letter from the Secretary of State from Air, Bomber Command losses and life after the war. he discusses Labour minister John Strachey, a pre-war fascist then Communist Party , who belittled the work of Bomber Harris. and the refusal to allow a thanksgiving service to honour the ex-Prisoner of War Association at Coventry Cathedral.
Creator
An entity primarily responsible for making the resource
Geoff Payne
Date
A point or period of time associated with an event in the lifecycle of the resource
2010
Format
The file format, physical medium, or dimensions of the resource
56 page memoir
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BPayneGPayneGv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Training Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Birmingham
England--London
England--York
England--Halifax
England--Loughborough
England--Flamborough Head
England--Manchester
England--Blackpool
England--Fleetwood
Great Britain Miscellaneous Island Dependencies--Douglas (Isle of Man)
England--Banbury (Oxfordshire)
England--London
England--Bognor Regis
France--Lille
England--Cambridge
England--Coventry
England--Ely
Germany--Augsburg
Germany--Berlin
Germany--Frankfurt am Main
Germany--Stuttgart
France--Rouen
France--Vaires-sur-Marne
France--Normandy
France--Creil
France--Nucourt
France--Caen
France--L'Isle-Adam
France--Gironde Estuary
England--Falmouth
France--Somme
Germany--Rüsselsheim
Germany--Kiel
Sweden--Stockholm
Germany--Bremen
France--Le Havre
France--Calais
Germany--Neuss
Netherlands--Walcheren
Belgium--Antwerp
Germany--Emmerich
Germany--Duisburg
Scotland--Nairn
England--Peterborough
England--Walsall
England--Hull
England--Wolverhampton
England--Dudley
England--Brackley
England--Cirencester
Germany--Cuxhaven
Germany--Bückeburg
Germany--Bremerhaven
Germany--Black Forest
Germany--Triberg
Germany--Rheinberg
Germany--Hannover
Poland--Szczecin
France--Châlons-en-Champagne
France--Pas-de-Calais
Poland
France
Germany
Belgium
Netherlands
Sweden
Germany--Ruhr (Region)
England--Gloucestershire
England--Lancashire
England--Leicestershire
England--Northamptonshire
England--Oxfordshire
England--Staffordshire
England--Suffolk
England--Sussex
England--Worcestershire
England--Yorkshire
England--Warwickshire
England--Newmarket (Suffolk)
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David Bloomfield
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115 Squadron
12 OTU
1651 HCU
1678 HCU
514 Squadron
75 Squadron
90 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bale out
bomb aimer
bombing
Cheshire, Geoffrey Leonard (1917-1992)
Churchill, Winston (1874-1965)
crewing up
escaping
evading
flight engineer
ground personnel
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Initial Training Wing
Ju 88
lack of moral fibre
Lancaster
Lancaster Mk 2
Lancaster Mk 3
Martinet
Me 109
Me 110
Me 410
Meteor
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Operational Training Unit
Oxford
Pathfinders
pilot
prisoner of war
RAF Andreas
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RAF Hornchurch
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RAF Little Rissington
RAF Mepal
RAF Newmarket
RAF South Cerney
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RAF Ternhill
RAF Waterbeach
RAF Witchford
RAF Wratting Common
searchlight
Spitfire
Stirling
target indicator
the long march
Tiger force
training
V-1
V-weapon
Wellington
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22596/MCurnockRM1815605-171114-024.1.pdf
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Curnock, Richard
Richard Murdock Curnock
R M Curnock
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Curnock, RM
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2016-04-18
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92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
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THE
Prisoner of War
[Emblem] THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN WAR ORGANISATION, ST. JAMES’S PALACE, LONDON, S.W.1. [Emblem]
VOL. 3 No. 34 Free to Next of Kin FEBRUARY, 1945
THE FOOD SITUATION
By Maj.-Gen. Sir Richard Howard-Vyse, K.C.M.G., D.S.O.,
Chairman of the Prisoners of War Department
I know well that many of our readers are much distressed by letters from Camps which indicate a lack of food, and I am writing these lines in order to explain the situation and, I hope, to provide some comfort.
By the month of May, we had established in Geneva a stock of some twelve weeks’ supplies, or about two million parcels. Thereafter, while the parcels continued to leave Geneva at the rate of 160,000 a week, they ceased to flow in, because the port of Marseilles was closed, first owing to unfortunate accidents to two of our ships, and then because of the invasion of the South of France.
In September, for fear of being left with no parcels at all, we were compelled to reduce issues to a parcel a fortnight. There could have been no worse moment to do this, with the cold weather approaching, and hopes vanishing of release before Christmas, and it is only too natural that our prisoners should feel depressed as well as hungry.
The situation was further aggravated by the decision of the German High Command not to allow reserves of food parcels in Camps, inconsequence of which some Camps were compelled to consume not half a parcel, as they should have done, but as much as two or even more parcels in one week. This resulted, of course, in the disappearance of the rest of the Camp reserves which had been built up against such an eventuality as stoppage of despatches from Geneva. But, from the latest information we have, it seems likely that this order will be considerably modified, so that, as soon as transport is available, Geneva may be able to establish such reserves once more.
In some Camps, too, numbers have been greatly increased by transfers from other Camps, as well as by newly captured prisoners. The worst instance of this is Stalag 357, which has been swollen by practically the whole of Stalag Luft VI, who apparently were not allowed to bring their food reserves with them. In view of the train shortage which must exist in Germany to-day – and which, incidentally, must be materially helping to shorten the war – it is perhaps unfair to attribute this entirely to ill-will on the part of the enemy.
Now for the brighter part of the picture. In the first place, I want to stress that, while we ourselves are pretty fully informed as to the situation, practically all our news and more besides, is in the hands of the International Red Cross Committee of Geneva, who of course get it before we do. The Committee therefore possess what everyone must have before they can act; I mean Information. The point is, have they the means to act?
As to this, the situation which originally obliged us to reduce the issue has vanished. The resumed flow via Marseilles, plus supplies which are going in via Sweden, is establishing once more a reserve in Geneva. The full issue of a parcel a week can now be resumed as soon as there are sufficient stocks in Camps. It is entirely a question of rail transport through Germany. It would not be surprising if the shortage of this were acute, but as a matter of fact, we have at the moment two reasons for feeling hopeful. One of the principals of the Relief Section, of whom I happened to see a great deal when I was myself in Geneva, has sent us a distinctly encouraging report of a visit he has just paid to Berlin. And the International Red Cross Committee have told us that they hope to get the Christmas parcels to all Camps by the middle of January. In view of the Russian advance it is dangerous to prophesy about the future. (Contd. overleaf)
[Picture of a horse with cart being unloaded by four men] Red Cross parcels being unloaded at Stalag 344, one of the largest camps in Germany.
[Page break]
2 The Prisoner of War FEBRUARY, 1945
The Editor Writes –
At the time of going to press no confirmation has been received of reports that camps in Poland, East Prussia, Upper Silesia, in the line of the rapid advance of the Russian armies, have been moved back into Central Germany. Camps likely to be affected include Stalags XXA, XXB, 344, VIIIB, Luft VII, B.A.B. 20 and 21, Oflag 64, Ilag Kreuzberg, and the hospitals at Marienburg and Cosel. The War Office announced recently that assurances on the highest level had been received that provision will be made for the protection and welfare of all British Commonwealth prisoners of war liberated. The War Office also stated that “our plans are complete and the necessary staffs in readiness for action at short notice.”
Should any official information of a prisoner’s change of address be received, next of kin will be notified immediately; but the chances are that they themselves will hear from the prisoner first.
“Victorious Vanguard”
The Stockholm correspondent of the Daily Telegraph quotes a French sailor who escaped to Sweden from the Baltic Port of Kolberg, as having said that British prisoners who were being evacuated from camps in East Prussia, Poland and Silesia were in the highest spirits. The sailor said that there was a striking contrast between them and the Volkssturm battalions which filled the roads leading to the front. “As the British passed them they sang ‘Roll Out the Barrel’ and ‘Tipperary,’ and turned up their thumbs.”
The way in which these prisoners passed through the town, said the Frenchman, deepened considerably the wave of pessimism which had swept over the whole of that part of Germany. “You would think they were not prisoners, but the vanguard of a victorious army.”
Welcome to Repatriates
Of the 1,500 British and Dominion men in the latest repatriation, arrangements were made for British and Australian to come to this country and Indian and other Dominion repatriates to go straight home on another ship via Suez. Besides seven welfare officers who went out to Marseilles to meet the men, Mrs. Boyd-Moriarty, representing the Australian Red Cross, made the journey out and home on the Arundel Castle, and Miss Noyes went out representing Indian Red Cross to accompany those men who are to go straight back to India. Supplies of the Arundel Castle included 600 Indian Red Cross parcels for the use of homeward-bound Indians.
“They Shall Have Music”
Gramophone records and accordions from the Indoor Recreations Section were in the charge of Welfare officers on board for the entertainment of the repatriates. General comforts included cigarettes, bars of chocolate, slippers, stationery sets, socks, scarves, gloves and news – in the shape of Sunday newspapers and a special sports summary prepared for the Red Cross and St. John Press Section by the Daily Mail was flown direct to Marseilles.
Theatre Ban Lifted
Last month I mentioned that according to an order from the General in Command, all theatrical performances in camps situated in Wehrkeis (military zone) VIII had been forbidden, though concert and variety shows were still allowed. Readers will therefore be reassured to hear that in his latest report from Stalag VIIIA at Gorlitz, one of the camps affected, the British Man of Confidence writes: “In the middle of October the ban on theatre entertainments was lifted by the authorities and we are now permitted to put on one dramatic show per month, as well as the usual musical concerts.”
Situation Improved
I am most grateful to Mr. W.B. Morrison for a piece of good news which he has recently received from his son in Oflag IVC. He points out that in our December issue the visitors’ report on Oflag IVC stated that the prisoners could only take one shower every ten days. His son has written saying “The past week has been very hot … I spend most of the day getting in and out of hot, beg pardon, cold baths, which fortunately are plentiful.” It appears, therefore, that the situation has been much improved.
Marking Time
Under the title of “Marking Time,” prisoners of war who escaped from Italian prison camps into Switzerland and were interned in St. Gallen, created a monthly magazine. The first cover design showed an “evadé” sitting at a table, mournfully looking at a bottle of beer, waiting for things to happen. The magazine caught on. Its popularity extended far beyond the scattered community of internees, and requests for it poured in from British subjects in all parts of Switzerland. Donations were received, the paper was enlarged in size, and later, when the technical difficulties were overcome, became a self-supporting weekly.
Channel Islanders
A letter, written by a Channel Islander interned at Biberach in Germany to her nephew in this country tells that she was allowed to write to the Channel Islands. The Red Cross ship Vega which took the first batch of relief supplies to the Channel Islands will be familiar to my readers as having carried supplies of P.o.W. parcels on several occasions. Among other Red Cross supplies for the Channel Islands which have been earmarked for the future are 600,000 food parcels, 20,000 invalid diet supplements and further supplies of drugs. These plans will not in any way affect the flow of supplies to p.o.w.s in Germany.
THE FOOD SITUATION (Continued from page 1)
Now I want to ask a favour of you. A curious thing to do, I know, from people who are suffering from disappointment, who are receiving depressed letters from their prisoners, and who, especially those whose men have been captives for years, are full of anxiety.
Many of you work in offices of one sort or another, and know the difficulties of obtaining office staff. We here are suffering acutely from such difficulties, and, to put it frankly, have been snowed under with correspondence etc.
Will you please try to be patient, and not send us enquiries about the food situation until you have seen whether or not my own forecast proves to be justified. We, for our part, promise to keep you informed, through the pages of this Journal, if anything transpires to alter that forecast.
If you will do this, we shall be very grateful indeed to you, and you will be enabling us to reply more quickly to other, and perhaps more urgent, enquiries.
[Page break]
FEBRUARY, 1945 The Prisoner of War 3
The Brighter Side
At the Special Request of Stalag XIA, we are featuring this Month Extracts from Their Own Reports of Camp Entertainments and Sport there.
[Photograph of a group of men, most in sports kit] League Champions, July 1944, III Division at Stalag 344. Left to Right: (Back) Dick, Charlie, “Jock,” “Steve,” “Hank,” Ginger. (Middle) Robin, McGinty, “Nobby,” “Tanky,” “Tidler.” (Front) “Jock” and Frankie.
In sending special reports of camp activities prepared by prisoners in Stalag XIA, the president of their Entertainment Committee requested that these might be published in the Journal, adding: “We wish also to thank the B.R.C.S. and the Y.M.C.A. for the tremendous help they have given us.” As a gesture of appreciation the camp music maestro has written and composed a march and called it B.R.C.S. (British Red Cross Society).
Entertainment at Stalag XIA
A sergeant has written the account of camp entertainments. He begins: “On recalling to ins the recent entertainments in our camp, one is struck by the similarity between the presentations here and those that take place in the big cities outside. We in our little world have been presented with a continuous programme, which has given almost the same expectations, thrills, laughter and relaxation experienced by all who followed the seasons of theatreland before the war. Just as the Haymarket in London gives its public that atmosphere and attraction so dear to theatre fans, our ‘Haymarket’ renders full justice to its existence.”
Music and Variety
Music is provided by Roy and his “Music Makers,” fourteen in all, “who never fail in obtaining a merited success.” Fred’s “Haymakers” supply plenty of rhythm, while Sid and his “Mandoliers” give concerts of light music. “Both Roy and Sid have played their own compositions, which have more than shown their ability as musicians.” Variety shows have been “outstanding because the player have that skill and enthusiasm to show their talent in various ways, their main theme being laughter and song.” Vic’s production of “Leilani” transported them to the South Seas the moment the curtain rose on his show, and the audience was apparently “overwhelmed with fun, song, wit and charm.” Then Bob, the president of the Entertainment Committee, produced and presented within three days Bob’s Variety, a show that proved to be one of the best yet.
Repertory Theatre
There is also a flourishing Repertory Theatre, which appears to have “gaiety” as its motto, for all the plays produced to date have been comedies. Pee-Wee’s Tilly of Bloomsbury, which was adapted for the stage from the book, provided an hour and a half’s hilarity, and Vic’s production of The Man Who Came to Dinner was also a success. Spud has produced You Can’t Take It With You – “the antics of the Martin Vanderhof family kept a packed audience in hysterics. We were informed that at times the players themselves had difficulty in not laughing.”
Future attractions will include Vic’s pantomime, Cinderella, and Terry’s The Petrified Forest.
The sergeant’s report does not confine his praise to the stars of these entertainments. He points out: “In every walk of life there are unsung heroes. We owe a great deal to the lads who work in silence to make the entertainment what it is.” Particularly praised are “the sterling capabilities and skill” of Harry and Lew, who backstage ”perform such miracles as you would expect of the fairy with her magic wand.” The report concludes: “Yes, we spectators certainly do appreciate our luck in having such entertainment which goes a long way in relieving the ‘barbed wire’ feeling.”
Sport
Association Football
According to “Onlooker,” football in the camp has been “going great guns these last six or seven months.” At the end of March, Alf Smirk, a professional forward from Southend United, arrived in the camp and took over the Lager XI. His team has played five games against combined “other National” sides and has a splendid record, winning four and drawing one, with an aggregate of 22 goals to 8. The first League run in the compound was won by Staff. The first seven-a-side contest was won by 12C (since disbanded) and the second by Staff.
Two knock-out competitions have been held and were both won by 14A, for whom Alf Smirk plays.
Rugby
Since February of this year Rugby has been played regularly in the cooler months, and, according to the corporal who writes the report of this season’s games, “by praying for rain we have worked in an occasional game over the summer.” He continues: “Despite the fact that the ground is only 50 yards wide, we play fifteen a side, but even with this congestion the backs, at times, perform very well.
“We have players from the British isles and all the Rugby-playing Colonies, some very good, some just good, but all very keen – this last has been the means of keeping the game going. We have had some very good games. The first, South Africa versus the Camp, was won by the Camp. England v. Colonies was won by England by one penalty goal in a very strongly contested match. On St. Patrick’s Day the Colts played England (with Kiwis, Springboks and Wallabies included in the side), for which they qualified, and won 6 – 5.
“Since then we have had various new prisoners (mostly recaptured from Italy) v. ‘Old,’ followed by a series of Anzacs v. Camp, which the boys from
[Page break]
4 The Prisoner of War FEBRUARY, 1945
What to Send Your Prisoner Now
[Photographs of musical instruments, boardgames, books and magazines] Among the many articles sent to prisoners of war by the Indoor Recreations Section at St. James’s Palace are musical instruments, artists’ materials (paints in pans), crayons, plays, books and games. They go direct from this country and from reserve supplies held by the I.R.C. at Geneva.
This typical selection includes new books of every type from the fine arts to Wild West thrillers. Remember all books must pass a severe censorship.
Music is scarce and in great demand in the camps. Clean, unmarked copies will be warmly welcomed by the Indoor Recreations Section.
THE BRIGHTER SIDE
(Continued from previous page)
‘Down Under’ won 2 games to 1. We are most grateful to the Red Cross Society for supplying us with the gear to make all this possible.”
In Other Camps
In Stalag XVIIIA they take their musical entertainment seriously and according to a trooper who writes, just produces a “Cavalcade of Music,” illustrating the progress from primitive music, through the minuet, opera, music-hall, ragtime and swing to the modern symphonic jazz, closing on the optimistic note, The Song of Dawn. By contrast in Stalag VIIA they seem to take a far from serious attitude. One prisoner, writing, admittedly on a Saturday evening, says: “I and a chap from Paddington have just finished dancing the Big Apple, Jitterbug, Charleston, and anything that Fred Astaire can do. I don’t know what the Germans think of us, but they certainly must think we are a Crazy Gang. The noise and shouting is terrific, with a background of six mouth-organs.”
Camp Shows
The Dramatic Club in Stalag 357 have hit on a new idea. They are working on a scheme for producing a series of “Radio Plays” and revues which will tour the huts throughout the camp. The plays are read from behind a curtain of blankets. One is to be a murder play, The Silent Witness.
In Oflag IXA/Z they produced Busman’s Honeymoon, the three “female” characters being afterwards presented with bouquets. Two of these were of a fairly orthodox nature, but the third, for the charwoman, was composed of a couple of large sunflowers, complete with about 5ft. of stem! The lieutenant who has recently produced Hamlet at Marlag und Milag Nord writes: “I have never pictures myself before as a producer, and I have been startled at the result. The audience sat on hard seats for three and a half hours and would have taken more.”
R.A.F. Raise Money for P.O.W’s.
At and R.A.F. station in the Midlands they recently presented a play, the proceeds of which are to be devoted to buying play scripts for their colleagues still in Germany. The warrant officer who wrote telling us of this added: “The total collected was £25 from this and neighbouring stations. Might I suggest that other stations follow suit?”
[Page break]
FEBRUARY, 1945 The Prisoner of War 5
The Letters They Write Home
From a Padre
Stalag IVC. 21.8.44.
After a wait of almost six weeks I am now posted to a working kommando in this stalag. As far as the censorship allows I will proceed to give you an idea of the place. Until just recently it consisted of about 1,200 men, but another kommando has been moved here and we now total about 1,800 British troops. They are made up if men from the British Isles, South Africa, and a few from Australia and New Zealand. The men are at various jobs of work and are extremely fit; most of them are very bronzed, walking about in shorts only.
My billet is at the end of one of the long wooden huts, and at the moment I am sharing it with a Cypriot M.O. The room is about 12ft. to 14ft. square. We have single spring beds and a table with a blue check cloth on it. The floor is concrete, which is clean and cool in this grilling weather. The walls have been painted yellow with a white frieze and ceiling. Altogether a comfortable spot! Two windows overlook the compound, and we have our own tiny entrance hall.
Padre Brown is about a quarter of a mile up the road in a kommando of 2,000 men, so you see that between us we have a pretty large parish.
… The men seem pleased to see a chaplain, and as I have at least a year more of service as a p.o.w. than most of them, I am looked upon as a bit of a Methuselah. I tell them that I am a good example of the work of the Red Cross. Bodily fit with the constant supply of food parcels – we have enough here until Christmas – mentally sound through the constant flow of those grand letters of yours and books, etc., sent out by the Red Cross.
A Camp Tour
Marlag und Milag Nord (Milag). 28.8.44.
I’ll just show you round the camp this week for a change.
This is my bunk; twelve men sleep here. Look out of the window and you’ll see my tomatoes. Yes, that is where I cut hair too! Do you like the poster? Over there is the fire pond. See the ducks? They all belong to the inmates here. You ought to see the model steamboats and yachts out there some days. The former run on dubbin fuel.
This is the cinema-cum-galley. There’s a film this week, Hello Janine – all-German talkie, singing and dancing. I went yesterday. Not too bad.
The gardens look well, intermingled with the rabbit hutches and hen coops. All kinds of pets kept here. You’ll see some puppy dogs presently. You get a good view of the countryside just here. This is the officers’ galley and mess hall, which is used for games in the evening.
You cannot go any farther this way, so come back the other side. As we return we pass the hospital. There is the main gate and guard room, adjoining is the ratings’ galley and mess hall, which resembles Monte Carlo in the afternoons. There are wheels and games on which you can get rich quick or, like me, broke quick.
The next point of interest is the theatre. The show running is called Choraina, a cavalcade of all the shows we’ve had. Not seen it yet. Going further we pass into a smaller compound which is the sports ground, where there are pitches for football, baseball and cricket. The Yanks are playing baseball. Football starts next month.
Come back now and the combine will stand you a cup of tea.
From Another World
Stalag 344. 10.9.44.
Met a new chap who has just arrived, only taken 15 days ago. Talking to him makes me feel like a savage from another world. He is only 19 and so he was just a school-kid when I left Blighty. Seems to look on us as relics of a bow and arrow era. Maybe he is right too!
[Boxed] SEND US YOUR PICTURES AND LETTERS
Ten shillings will be awarded each month to senders of the first three letters from prisoners of war to be printed. Copies instead of the originals are requested, and whenever possible these should be set out on a separate sheet of paper, showing the DATES on which they were written. The Editor welcomes for other pages of the journal any recent NEWS relating to prisoners of war.
Ten shillings will also be awarded for photographs reproduced across two columns, and five shillings for those under two. Photographs should be distinct, and any information as to when they were taken is helpful.
Address: Editor, “The Prisoner of War,” St. James’s Palace, London, S.W.!. The cost of these prizes and fees is defrayed by a generous friend of the Red Cross and St. John War Organisation. [/boxed]
[Photograph of six men in uniform] A few of the prisoners at Stalag XVIIA.
We start on half a Red Cross parcel per week next week. Cannot think what we should do without the Red Cross – bless them! I shall have to tighten up my belt, but I am not worried as I don’t think we shall be collecting them much longer!
New Arrivals
Oflag 79. 22.10.44.
It is amusing to observe the new prisoners as they come in (we have a number from Arnhem). It reminds one of one’s own early days “in the bag.” The number of signs and symbols they wear on their arms is amazing to us old kriegies! Of course they give us the latest news from home. Most of them seem to be very young. They are well looked after as soon as they arrive and given extra clothing and other kit.
I am very well, as we all are, except for occasional bouts of the “crowd-complex.” Naturally, living in these conditions we all get a bit tired of being on top of one another and feel sometimes we should like to get to a quiet spot in the country and live alone for the rest of our lives. But the feeling soon passes if you get on with your work, or go to bed, as I am doing just now.
His Room
Stalag VIIA. 31.8.44.
Things are the same here – work, play and sleep. The room in which I sleep holds six – four other Englishmen, one South African, whom we rag and jape from morn till night. Each night we keep the rest of them awake with our guitar and mouth organs. Our room is called Sunshine Corner if it’s quiet,
[Page break]
6 The Prisoner of War FEBRUARY, 1945
[Photograph of six men] A group of prisoners at Stalag Luft III where they make a point of celebrating birthdays.
which is seldom. When the orchestra is playing it is called the China Tea Shop.
How They Live
Stalag 357. 3.12.44.
We live in bungalows, each having four rooms, all joined end on. Each room holds 72 men on double-tier bunks. Four bungalows make “A” compound.
The day begins at 7 a.m. with a brew – on alternative mornings in bed! A wash and shave and then roll call at 8 a.m. We are counted and then dismissed until the next “count” at 4 p.m. We sweep the hut, draw bread and potatoes and then until noon, when we have a hot soup or stew, we play or watch football, rugby, hockey or volley ball.
We have an excellent library, a gymnasium, and use the church hut as a quiet room during the week. We are allowed out and around the camp from rev. till 7.15 p.m. from which time until lights out (now 9 p.m.) we have talks, lectures, whist, bridge or crib drives, quizzes, a dance band or gramophone.
Work and Play
Stalag 344. 5.11.44.
I was very amused at the way you go to business, through clover and wheatfields and over stiles. We have a similar three-mile walk (slow pace), then a little work with a little shovel, and back to camp at a faster pace. We take tea with us and brew up on the job, just like a gang of navvies in the streets of London.
I was interested to know you had seen the Prisoner of War Exhibition. The main camps are like that, but I am at a working camp of 55. We have more facilities and much more comfort.
We hold conferences on world events every day – generals and cabinet ministers have nothing on us!
Two Counties Club
Stalag Luft VII. 16.8.44.
We have just formed a Lancashire and Cheshire club and there are only two from Stockport. The majority come from either Manchester or Liverpool. The club is going to contact the Manchester Evening News, giving names and
[Photograph of a group of men in three rows] The [underlined] SHEFFIELD & DISTRICT [/underlined] Club 1943 Stalag 383 – GERMANY. 1944
addresses of all who live in the Manchester district. So keep a look out.
By the way, I was fortunate enough to be selected to play for England at cricket. The match was played on Bank Holiday Monday, and after a very exciting game we won by 46 runs.
A Hard School
Stalag 357. 30.9.44.
We are in better billets, in spite of the fact that they are not quite completed, and the Detaining Power seems to be helping us to get settles and comfortable as much as they can, for which we are all grateful. We will soon be wishing each other a “Merry Christmas.” It seems hardly possible that I have been away from you so long, and I often wonder if you will think me a lot changed when I return. If I am, I assure you it will be for the better. This is the finest, if the hardest, school in which to learn patience and understanding. I have learned more of human nature since being a P.o.W. than one would normally learn in a lifetime, but how I long for home comforts, a proper bed and plenty of freedom. Believe me, it will take something to move me once I get back.
A Library Arrives
Stalag Luft IV. 29.8.44.
I have at last got hold of some technical books which will help me. When we moved from Stalag Luft VI, I parted company with my entire kit, including all my notebooks and textbooks, as did most of my companions. However, the technical library has arrived intact, so I can continue studying, and while I have no stationery I am managing on cigarette wrappings.
A small amount of Red Cross clothing and toilet articles has arrived and I have been lucky enough to win the cut for the following: 1 toothbrush, 1 comb, 1 razor and soap, 3 razor blades and 1 light vest. This comprises my entire belongings, together with the following which I arrived in: 1 great coat, 1 jacket and trousers, 1 short pants, 1 pair socks and boots, 1 shirt and 1 handkerchief.
We are all in the very best of spirits and exceedingly optimistic and get plenty of fun out of kriegie life.
How He Lives
Stalag IVD. 8.10.44.
You ask me if I live at IVD. No, I am at B.E.I., which is a working party of 170 men. As far as the billets are concerned, they are fairly good. We
[Picture] 1944 A MERRY CHRISTMAS AND A HAPPY NEW YEAR ILAG VII 1945
A drawing of the canteen at Ilag VII sent as a Christmas and New Year Card by a Guernsey civilian internee to his mother.
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FEBRUARY, 1945 The Prisoner of War 7
live in rooms; three rooms in a bungalow, twenty men to a room, two men to a bed, one above the other. I am on the top as I think it is better – it is for reading, anyhow.
We now have our own shower-house and wash-place, which is very convenient. Of course, we are locked, barred and bolted in every night, not to mention being counted far too often for my liking.
From German to Drawing
Stalag IVG. 17.9.44.
I have given up trying to learn German; it would take too long. Instead I’ve been spending most of my time lately drawing. I have been able to borrow some paints, but I’m not much of a hand with these.
Our tomato crop must have reached the 5cwt. mark, but it is falling off now as the weather gets colder. It is just about cold enough for snow at the moment.
A Good Cake
Stalag 344. 1.10.44.
I think it’s unfair that you torment me with writing about special apple pie! Of course, by now I’m a pretty good cook myself; last week Gus and I made a grand cake out of the bread ration, two tins biscuits (hard), sugar, raisins, salt, Klim and Nestles. Apart from the fact that it was slightly burnt outside, slightly undone in the centre and slightly heavy, it was a good cake.
Sport - and Stitching!
Stalag Luft III. 15.9.44.
This week there was a big volley-ball competition, with a tote to make things interesting. All the boys wagered with cigarettes, and it was just like Derby day. Through “inside information” I managed to make a few, but as I smoke the old pipe most often, it mattered little.
One America v. Britain series which I mentioned before, ended in a win for the “Yanks,” but it was a lot of fun and time well spent.
Have just finished knitting a khaki scarf, which is useful at this time. What with the sewing, washing, knitting, etc., that I do, I would make a good wife for someone, but I guess that is out of the question.
Varied Activities
Stalag IVB. 26.9.44.
Things here are not bad, bags of entertainment such as football, boxing, etc. We also have a theatre, and last week I saw a show The Barretts of Wimpole Street, and it was excellent.
I do some tailoring now and again and so earn a few cigarettes a week.
We get our Red Cross parcels every week and receiving them is the main event of the week.
I have read in the camp newspaper that the black-out is finished now. I guess it suits you fine.
PERSONALITIES AT STALAG XXB
DESCRIBED BY A P.O.W. THERE
[Photograph of two rows of men in uniform]
BACK ROW. – I will begin from left with the big blonde, “Spite” H., Liverpool, whose ambition is bigger and better boxing gloves and cowboy books. Next is “Bull,” who is happy with a car, the dirtier the better. I come next: I want a good armchair and a radio. Next is my pal “Bun,” London, whose ambition in life is parties. Next is Lewis also from London. He is not fat but can he eat! Next is “Wog” from Bradford, our interpreter, the Lover No. 1. His pal Ron next, also from Bromley, London, whose hobby is cycling, now aims to learn the piano accordian and don’t we know it!
FRONT ROW from left.- The chap with the beret, Bull’s brother, just loves to argue and waits for the time when he will be slicing bacon again (by the way they are Scotsmen). “Pudding” comes next from Leeds, who just lives for his bed and says, “Why can’t you stay in bed all day?! Next is “Fitz,” also Scotch, who longs to be home with his wife and kiddy. Last is “Busty,” our singer, whose ambition is to be on the films.
Birthday Celebrations in the Camps
TIME-HONOURED birthday traditions are observed in the camps with great gusto. They are made occasions for special celebration as a change from the usual routine.
“A happy birthday to you“ in chorus greeted a member of Stalag Luft 3 on the morning of his anniversary, and he was treated to a cup of tea in his bunk. On the previous day a companion had spent six hours grinding up biscuits, dried barley and semolina to make flour for some “wizard” meat patties. Corned beef and onions were used for the filling, and the savoury result marked the occasion at lunch. A “gorgeous” chocolate pudding was produced for sweet at dinner after an excellent course of fried spam in egg-powder and vegetables, and apricot tarts at supper completed the day’s menu. Rations had to be saved for weeks to make enough for this “real do.”
A flying officer, also at Stalag Luft 3, writes home that he did not expect to spend his 21st birthday in a prisoner of war camp, but says that the best was made of a bad job. He was presented with an iced cake and much speculation was aroused as to how the colouring had been obtained. The cake was voted an excellent effort and later the secret was revealed – a drop of red water-colour paint!
One prisoner in Oflag 79 tried to keep his birthday dark, but someone had not forgotten it. The result was a very fine cake for which the ingredients were ground biscuits, raisins, egg flakes and margarine. The mixing and decorations in chocolate and jam were carried out by a fellow-officer, who before the war demonstrated cake-mixing and was able to add the deft professional touch.
On roll call at 8.30 a.m. a letter arrived from home wishing him many happy returns – timed almost to the hour!
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8 The Prisoner of War FEBRUARY, 1945
Linking Relief for the World
THE WORK OF THE INTERNATIONAL COMMITTEE OF THE RED CROSS
By Colonel Charles de Watteville (Chief of the London Delegation of the I.C.R.C.)
[Photograph of people working on a map]
[Photograph of two women sorting letters] (Left) Working on one of the large maps showing German prison camps at the Central Office at Geneva, and (Right) sorting letters into alphabetical order. Each square represents one letter of the alphabet.
I was particularly pleased when I was asked to write this article for The Prisoner of War because I am often struck by the number of people I meet who are confused by the term International Red Cross. I shall begin with a very brief description of the Red Cross movement as a whole.
The Red Cross first came into being eighty-one years ago as a result of the experiences of a Swiss citizen – Henri Dunant – on the battlefield of Solferino, and the conclusion in August 1864, of the Geneva Convention for the Amelioration of the Condition of the Wounded and Sick in Armies in the Field. To-day the International Red Cross movement, which is governed by Statutes drawn up at The Hague in 1928, is comprised of:
The national Red Cross Societies (numbering sixty-two in 1939) with a total adult membership of over twenty millions.
The International Red Cross Committee – founded in Geneva in 1863 by a Committee of five Swiss citizens (now limited to a membership of twenty-five), and the forerunner of the whole Red Cross movement.
The League of Red Cross Societies – a federation of all the national Red Cross Societies, founded in 1919.
These aspects of the world-wide movement are linked by the International Red Cross Conference which meets every four years and is described in the Statutes as “the highest representative of the International Red Cross.”
The aim of the Red Cross is always to bring relief, whether in war or peace, to suffering humanity, and to this object the various national Societies, organised on a voluntary basis, devote themselves in every country. The International Red Cross Committee, with its headquarters in Geneva, is a completely independent and neutral organisation, composed entirely of Swiss citizens. It is in wartime the link between the national Societies and is the only organisation which, as the result of the trust placed in it by all belligerents, can work for the welfare of the war victims of both sides.
History of the Movement
Ever since 1870 the International Committee has set up in spheres of conflict, agencies for information and the relief of wounded and sick soldiers and prisoners of war. On the outbreak of the 194-18 war the International Agency for Prisoners of War was created in Geneva with a staff of 2,000 Swiss citizens, the majority of whom were voluntary workers.
The agency dealt with requests from thirty belligerent countries; its delegates visited five hundred internment camps; facilities were obtained for the evacuation of civilians from occupied territories and for the repatriation or hospitalisation in neutral countries of sick and wounded soldiers and medical personnel. The Committee organised the repatriation and exchange of prisoners of war of all nationalities after the first World War and co-operated closely with the national Red Cross Societies and other organisations in medical relief and reconstruction work in war-stricken countries. And between the two World Wars the Committee’s services were called upon for China and Abyssinia, in the Gran Chaco in 1936-39.
In 1929 there was signed in Geneva the Convention Relative to the Treatment of Prisoners of War, and under this Convention the International Red Cross Committee is expressly charged with the establishment of a Central Agency for the Exchange of Information about Prisoners of War.
In 1939, therefore, the Committee immediately began this work, as it had done in previous wars, and in June, 1944, its staff numbered 3,289, all of whom were Swiss and more than half of whom were voluntary.
By September, 1944, the index of the Central Prisoners of War Agency contained over 23,000,000 cards relating to prisoners of war and interned civilians; permanent delegates in forty-five countries had made some four thousand visits to camps and in all seventy-seven coun-
[Photograph of rows of card index files] This huge card index system contains over 23 million cards relating to prisoners of war and interned civilians of all nationalities.
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FEBRUARY, 1945 The Prisoner of War 9
tries had been covered by delegates and special missions. The incoming mail numbered 36,489,000 letters and cards, and the outgoing 38,225,000; in one month 134,200 letters and 5,900 telegrams passed through the Committee’s different departments. Over 1,000,000 books had been forwarded to prisoners of war and civilian internment camps, and over 26,000,000 parcels, valued at approximately 2 1/2 milliard Swiss francs, had been handled by the Committee’s Relief Division up to September, 1944.
Civilians, Too
The Committee’s work does not, of course, stop at caring for sick and wounded prisoners of war and interned civilians, but has been extended, in the face of almost superhuman obstacles, to bring aid to civilian populations – especially women and children – in countries overrun by the war.
For this purpose what is known as the International Red Cross Joint Relief Commission was set up in 1940 by the International Red Cross Committee and the League of Red Cross Societies, and it was this organisation which, together with the Swiss and Swedish Red Cross Societies, was able to bring food and medical relief to the famine-stricken populations of Greece and to the children of Belgium.
Another activity of the International Red Cross Committee is the Civilian Message Scheme, by which civilians in one belligerent country can make contact with relatives and friends in another enemy or enemy-occupied country. By September, 1944, nearly 17,000,000 of these messages had been transmitted to and from people separated by the war.
The Committee’s Section for Civilian Research had handled over 500,000 cases by the same date, some necessitating as many as fifty separate enquiries. The Central Index of the Dispersed Families Section will no doubt form the basis of a great post-war task of linking members of families who have become separated.
The Committee has its own Maritime Transport system known as the “Foundation for the Organisation of Red Cross Transport.” It runs a fleet of twelve ships (three of which
[Photographs of parcels in storage and being prepared for sending] (Left) Parcels for p.o.w.s who were transferred to Germany from Italian camps, as Basle Station ready to be readdressed by the International Red Cross. (Above) The routine inspection of parcels of goods for the camps.
are owned by the “Foundation”) which ply between North and South Atlantic and Mediterranean ports, and carry relief goods for prisoners of war and civil populations. These ships, which are marked “International Red Cross Committee” and sail under neutral flags, all have on board a representative of the Committee. By September, 1944, they had transported 265,486 tons of relief goods.
Countless Services
Possibly one of the Committee’s most important and delicate tasks is that of watching over the application of international conventions and in constantly appealing to belligerent Governments on behalf of war victims.
It will be realised that all this work, of which only a bare outline has been given here, is very costly. The Committee’s expenses for the year 1943 amounted to 8,700,000 Swiss francs. Two-thirds of the donations received came from Swiss sources; the remaining third is contributed by certain Governments and a small number of national Red Cross Societies.
I feel I cannot do better than conclude this article with a quotation from a recent publication of the International Red Cross Committee: * *”The International Red Cross in Geneva – 1863-1943” – Page 5.
“it is not to be avoided, in an organisation of such dimensions as the Red Cross, and so largely dependent upon helpers who are neither trained experts nor, in all cases, permanently available, that errors and delays sometimes occur. Where special, privileged channels are open to certain groups, or can be used for an isolated case here and there, it is obvious that enquirers will be satisfied more promptly. But the International Committee and its Agency view their mission above all as a service, not for some only, but for all without privilege or distinction. They rejoice to know that tens and hundreds of thousands are helped by other means than theirs; but the millions who have no access to special favours and whom nobody takes care of otherwise must also be served, and served first. The services demanded of the Committee are countless; they range from the transmission of prisoners’ names by the tens of thousands from Government to Government, to the search for a single missing individual; from supplying a sick prisoner’s request for some remedy indispensable to him, but unobtainable in the enemy country, to rescuing whole sections of populations, such as the children in countries suffering from famine.”
[Boxed] NUMBER PLEASE!
Please be sure to mention your Red Cross reference number whenever you write to us. Otherwise delay and trouble are caused in finding previous correspondence. [/boxed]
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10 The Prisoner of War FEBRUARY, 1945
Official Reports from the Camps
[Boxed] In every case where the conditions call for remedy, the Protecting Power makes representations to the German authorities. Where there is any reason to doubt whether the Protecting Power has acted it is at once requested to do so. When it is reported that food or clothing is required, the necessary action is taken through the International Red Cross Committee. [/boxed]
OFLAG VIIB, EICHSTAETT
Strength on the day of visit, 1,504 officers and 236 other ranks. Since the last visit in June, 1944, two new huts are in the course of erection for further living quarters. A small kitchen in each hut allows for the cooking of private parcels.
Prisoners can only have two hot showers a month. The general health of all prisoners remained good. Recreational facilities inside the camp are good, but all parole activities such as walks and visits to the cinema have been suspended for no given reason.
Censoring at this camp is unsatisfactory and mail is reported to be very slow. There is a new Commandant who is considered reasonable and fair. The camp is still overcrowded.
(Visited October, 1944.)
STALAG LUFT VII BANKAU
There are 800 prisoners of war of the R.A.F., Royal Australian Air Force and Royal Canadian Air Force in this camp. They are all non-commissioned officers.
At the moment the prisoners are all in temporary “standard huts” of which there are 190, each accommodating six prisoners. New barracks are being complete, and when these are ready for use it should be the best accommodation so far found in any prisoner of war camp in Germany. There is no lighting or heating in the temporary huts, but due to the hot weather and the long days, there was, up to the time of the visit, no necessity for such facilities. When the new accommodation is ready there will be both lighting and heating.
Sixteen of these huts are available for special purposes, such as sick rooms, school rooms, offices and library. A large barrack for the kitchen has been erected. The prisoners cook their own food, the only complaints being that there were not enough kitchen utensils, and so far no ration scale has been supplied. There is no stock of Red Cross parcels, but a supply has been despatched from Geneva. As is usual in most of the camps, there is very little on sale in the canteen.
There is no provision for either hot or cold showers, but the men take daily cold showers underneath a pump in the open air.
There was no British doctor or medical orderly in the camp; the German authorities have asked for them. The German medical officer calls twice a week, and a German medical orderly looks after the sick. All prisoners have been inoculated against typhus.
The clothing situation is poor. There is a cobbler and tailor attached to the camp, but there is very little repair material to be had.
The German authorities have asked for a Roman Catholic and a Church of England padre, who are expected to arrive shortly. At present a Methodist Minister is holding services.
Outdoor recreation is very satisfactory. There is a large free space where all sorts of games are played. Half of the kitchen barrack is being used as a ping-pong room where there are three tables available.
Mail is rather poor – in particular the receipt of private parcels. The German camp commandant is said to be satisfactory and on good terms with the prisoners of war. When the new barracks are completed this camp should be very good indeed.
(Visited September, 1944.)
HOSPITAL RESERVE LAZARET, EBELSBACH
The number of patients on the day of the visit was 10 Americans and 47 British. There is one British medical officer and three medical orderlies. The only material change since the last visit in May, 1944, was the construction of an excellent air raid shelter; a second is still being built. At present bed-patients are taken on stretchers to the completed shelter and doors are opened for the other patients to walk to a nearby wood, where there are natural shelters.
Owing to the number of other Allied prisoners of war in this hospital, the one barrack assigned to the British and American patients remains overcrowded.
Every patient has a hot bath once a week. There has been no shortage of water this summer. The food is reported to be better now than it has ever been in the past. There is a good stock of Red Cross parcels. Beer and a few matches are occasionally on sale on the canteen. Clothing is still satisfactory.
A new recreation hall has been opened which gives great satisfaction to all the prisoners. The mail from England has just started to arrive again. Medical treatment is most satisfactory. The British and American doctors are given an entirely free hand to run their section of the hospital, and all essential drugs have so far been supplied by the Germans. Surgical dressings are rather limited, but the gap is filled by Red Cross supplies. There were no complaints.
(Visited September, 1944.)
[Photograph of a group of men in three rows] STALAG IXC A group from a concert party held in this camp where there are 380 British prisoners of war. The general health of the camp is good.
STALAG IXC, MUEHLHAUSEN
The strength of this camp is 380 British prisoners of war, including 178 N.C.O.s, one medical officer and two chaplains. More than 100 prisoners had left this camp since the last visit in July.
Bathing and washing facilities are satisfactory and there were no complaints about food or cooking facilities. The order sent by the Red Cross to cut the issue of parcels to one per man per two weeks was accepted by the prisoners with understanding. The clothing situation was satisfactory.
Church of England and Roman Catholic services are held in the camp, but a recent order by the Germans forbidding chaplains to visit work detachments at
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FEBRUARY, 1945 The Prisoner of War 11
any great distance from the main camp rather limits the padres’ activities.
Outdoor recreation is very satisfactory. The prisoners are able to go out for sports every afternoon from 2 p.m. to 4 p.m., as well as on Sunday mornings. Indoor entertainments were curtailed after the prisoners had written and acted a sketch which, in the opinion of the Germans, insulted their country.
Mail, as everywhere else, has become very slow, the arrival of private parcels being particularly bad. The general health of the camp is good, and in spite of the recent orders mentioned above, the spirit of the camp is still excellent.
(Visited September, 1944.)
LABOUR DETATCHMENTS
DEPENDENT ON STALAG IXC
Working Detachment No.1278, Gleichamberg was visited for the first time. The compound is situated in a beautiful wood about 1,800 feet above sea level. The present strength of the camp is 37 British prisoners of war who work in a stone quarry near the camp. Working hours are 10 per day, Sundays are always free. There were no complaints about working conditions.
The prisoners live in a stone-built house containing one dormitory, one day room, a kitchen and a wash-room. There are double-tier beds with two German blankets for each prisoner, and most of them possess additional private ones. Lighting and heating are satisfactory. The roofs are reported to leak very frequently, but repairs are promised. Washing facilities are somewhat primitive, but cannot be considered as inadequate. The men receive the correct German heavy workers’ rations. The prisoners have their own cook, and a supply of Red Cross parcels for four weeks.
Medical attention is given by a civilian doctor and there is a British medical orderly in the camp. Dental treatment is good. The general state of health is satisfactory.
Although there is only a small stock of clothing in the camp, each prisoner has at least one uniform. Some have two. The camp has never been visited by a padre due to the recent order of the German High Command. The prisoners have had little chance to play games, but have been granted permission for a regular Sunday walk. In general this camp makes a good impression.
Labour Detachment No. 1401, Bleicherode, is still reported to be a good working camp. 133 British prisoners work in a salt mine. The air-raid shelter provided at the mine for civilian workers is also available to the prisoners. There
[Photograph of three rows of men in uniform] OFLAG VIIB A group of officers at this camp which is still reported to be overcrowded.
are no bugs now. The Men of Confidence from Detachments No. 1416, Sollstedt, and No. 1015, Bischofferode, came to Detachment 1401 for interviews with the visiting delegate, and their detachments are reported to be good.
At No. 1416, 65 British prisoners of war work in a salt mine for nine hours a day, with every Sunday free. The Man of Confidence confirmed that this is the best accommodated camp in the Stalag area. The 127 prisoners at No. 1015 also work in a salt mine for nine hours per day; every second Sunday is free. There were no serious complaints.
Detachment 737, Menterode. – The 138 British prisoners of war are employed in a salt mine near the camp. Some men work underground and others on the surface. There is no overcrowding in the barracks, and the interior arrangements are satisfactory. Some of the sleeping rooms are slightly infested with bugs, but arrangements for gassing the rooms are being made. Facilities for cooking private parcels are most primitive. Clothing is in order. Medical attention is given by a civilian doctor. Detachment 199, Springen, was expected to be moved shortly. The conditions are Springen were satisfactory. Detachment No. 106, Dornoff, where 58 British prisoners of war are employed in a potash mine, is also a good detachment. Some clothing had arrived recently, and this matter is now better except for a lack of small-size shoes. The potato ration had been increased.
Detachment No. 1039, Craja. – The work in the salt mine at this Detachment is considered dangerous, and the delegate insisted that the 90 prisoners should be moved.
(Visited September, 1944.)
STALAG 357, OERBKE, nr. FALLINGBOSTEL
This camp was transferred from North-eastern Germany at the beginning of August, 1944. It is situated in a country area about 2 km. from the very small town of Oerbke. The camp is composed of six compounds, the prisoners being able to move freely from one to another. The centre compound (E), which is very large, has plenty of spare space which can be used as sports fields. Also in this compound are several buildings for general use, such as four brick barracks installed as kitchens, six wooden barracks used as offices for the Men of Confidence; chapel, libraries, schoolrooms, workshops and two large laundries.
Compound “R” has 16 wooden barracks. Each of these barracks composes one large room, 72 prisoners sleeping is each on double-tier beds, and have two blankets each.
Compounds “A,” “B” and “C” each have six large brick barracks, which are divided into eight large rooms, each one accommodating 72 prisoners with the same sleeping arrangements as for Compound “R.”
Compound “A” is not yet occupied, as the barracks are still undergoing repair. When it is ready for use the Camp Commandant hopes to be able to reduce the number of prisoners in each room to 60, which will alleviate the overcrowding which at present exists.
Compound “D” is also unoccupied, but it is intended to use one of the two large brick barracks as a theatre and some schoolrooms and library, and the other as a church and some store rooms. The prisoners will be able to help in the work of repairing these barracks.
Air-raid trenches are being prepared, but as the camp is situated in a rural district it is said to be relatively safe.
On the day of the visit there were 6,512 prisoners in the camp, of whom 3,162 are R.A.F.N.C.O.s, who are not segregated from the Army personnel. This total also includes 645 Canadian, 349 Australians, 225 New Zealanders, and 415 South Africans. There were only three British prisoners of war in the camp hospital.
Daylight is insufficient in most of the brick barracks. It is intended to en-
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12 The Prisoner of War FEBRUARY, 1945
large the existing windows and to open new ones in the two end rooms. There will be no electric lighting at all in the camp until the work of installing the fittings throughout the camp is finished. Each room has two stoves, except for Compound “R,” where the stoves are ready for installation.
Washing and toilet facilities are adequate; in Compound “R” there is a large wash-house with 150 cold water taps, and hot water in large boilers every day.
Compound “C” has wash-rooms at the end of each barrack. Compounds “A” and “B”, when completed, will have the same arrangements; in the meantime the prisoners from these compounds can use one of the large laundries in Compound “E.” Each man is able to have a hot shower about once in ten days.
The prisoners cook their own food. They receive the same German rations as all other British prisoners of war. There was no complaint about the quality of the food. The chief difficulty is the lack of fuel for the boilers. There is no canteen at present in the camp, but the camp authorities promised to open one as soon as Compound “D” is completed. However, there is very little for sale.
At the time of visit there was no stock of Red Cross food parcels owing to the large increase in personnel. Nor was there any stock of clothing, and some prisoners are without greatcoats.
There are three chaplains in the camp, one Church of Scotland, one Church Army, and one Methodist. Arrangements are being made for Roman Catholic and Church of England clergymen to visit the camp.
So far little has been done in the camp with regard to recreational facilities. The prisoners will be allowed to start on the work of completing Compound “D” so that they may have a theatre, library, school, etc. There is plenty of room for exercise within the Compounds, including football and cricket, for which the prisoners have the necessary sports gear. The general state of health in this camp can be considered as good.
STALAG XIB, FALLINGBOSTEL
Of the 56 British prisoners of war in the main camp, four are N.C.O.’s and remainder other ranks. 1,981 British prisoners of war are in 10 work detachments based on the main camp.
There was an adequate supply of Red Cross parcels in the camp and labour detachments at the time of the visit. A new shipment of clothing had arrived and the position had consequently improved. Boot repair material is still short.
A Church of England padre arrived during June and is able to visit the working detachments. The camp leader is also able to go and visit the men stationed away from the main camp whenever he wants to.
The conditions in the camp hospital and infirmary are very good. On the day of the visit there were 22 patients in the hospital and three in the infirmary. The German authorities agreed to the transfer of four tubercular patients to the sanatorium at Elsterhorst as soon as transport was available.
No. 7004, Barum (Labour Detachment dependent on Stalag XIB) was visited for the first time since it was opened in December, 1943. 179 prisoners of war are engaged in laying a private railway line and live in two barracks situated in open country. There are nine rooms, each accommodating 20 men. A third barrack is used for washing purposes.
Interior arrangements are very satisfactory. There is plenty of space, and the heating, lighting and ventilation are good. Each man has two German blankets. A stove is available for cooking Red Cross and private parcels. Washing facilities are adequate. Cold showers daily and one hot shower weekly. The prisoners do their own laundry. Health is at a high standard and there is a good supply of medicaments in the small six-bed infirmary.
Every Sunday afternoon the prisoners are allowed to swim or play football. There is a supply of indoor games and musical instruments in the camp. Beer is delivered, but other canteen stocks are practically non-existent. Mail is rather slow at present.
(Visited August, 1944.)
Reports from other detachments dependent upon Stalag XIB, Nos. 7002-3 and 7004-7, appeared in last month’s issue.
[Photograph of men in uniform around a coffin] The funeral with full military honours of a prisoner of war from working detachment 855 attached to Stalag IVA, who died in hospital last year.
STALAG IVC
Repeated representations have been made through the Protecting Power concerning British prisoners of war in Stalag IVC, who are said to be working 12 hours a day, seven days a week, with one Sunday off a month. Sir James Grigg said in answer to a question in the House of Commons on January 16th that so far no satisfaction had been received, but that representations would be continued to be made as long as there is the slightest hope of achieving results.
CIVILIAN INTERNMENT CAMPS
ILAG WURZACH
Since the date of the last report on this family camp (see issue for May, page6) there have been some improvements, but the camp cannot yet be considered as entirely satisfactory. It is crowded; there are still vermin, and there is little free space within the camp perimeter, although walks can be taken in the monastery garden every day and the sports ground is available once a week.
Kitchen equipment is very modern and the internees can prepare their own food from the official rations and from the contents of Red Cross food parcels. White bread and milk are provided for the sick and for the children. Each internee can have one hot shower a week. Medical attention is satisfactory, and the state of health is good.
The camp library contains several thousand books and the internees have some musical instruments and indoor games. They have formed an orchestra and a theatrical company. The children receive instruction from professional schoolmasters and the kindergarten in well equipped.
The situation as regards clothing is satisfactory, but there is a lack of repair material.
Last visited by the Protecting Power on the 1st June, 1944, and by the International Red Cross on the 7th September.
ILAG LIEBENAU
Since the date of the last report on this civilian internment camp (see issue for May, 1944, page 6) there have been no great changes. Materially, the camp makes a good impression, the convent and adjoining buildings being of modern construction, while the garden and courtyard are well looked after. It has, however, been necessary recently to take steps against vermin. Each internee can have a hot bath or shower every week.
(Continued on page 15.)
[Page break]
FEBRUARY, 1945 The Prisoner of War 13
Groups from the Camps
[Photograph of three rows of men, some in uniform, some in sports kit, two lying on the ground at the front] STALAG XXA
[Photograph of three rows of men] OFLAG VA
[Photograph of three rows of men in uniform] STALAG IVB
[Photograph of four rows of men in uniform] HEILAG IVD/Z
[Photograph of three rows of men in uniform] STALAG III D
[Photograph of three rows of men in uniform] STALAG VIII B
[Photograph of two rows of men in uniform] MARLAG U. MILAG NORD
[Photograph of two rows of men in uniform] STALAG 383
[Page break]
14 The Prisoner of War FEBRUARY, 1945
EXAMINATION SUCCESSES
During 1944 the number of examination entries more than doubled that of the previous year. Over 6,000 examination scripts have now been received, and over 3,000 results were announced last year. The proportion of total passes for the year was 78.5 per cent., a figure reflecting great credit on instructors and candidates.
In a recent pass list issued by the Royal Society of Arts, there were 29 first classes out of 147 entries. Two of those who gained first classes also gained distinction in the oral test in French.
[Photograph of a group of men] The Theological Society at Oflag 79. This photograph was taken during the summer of last year.
Information has been received from the Institute of Book-keepers that one of their examination candidates, who was awarded a prize in the summer examinations, has written to them saying that the certificates he gained have been instrumental in obtaining for him a good position since his repatriation to Australia.
A Rover crew has been started in Stalag 383. Some of its members have sent home studies for Part I of the 1943-44 Scout Woodbadge Papers, and they have been forwarded to the Scout Headquarters in London.
A pass list for July to December, 1944, is in preparation and will be available soon. Application should be sent with 3d. in stamps to the Educational Books Section at the New Bodleian, Oxford .
Y.M.C.A. SPORTS MEDAL
Won by District Man of Confidence
The Y.M.C.A. sports medal, which was described in the January issue of the journal, may be awarded to any prisoner of war who has done especially good work in the interests of his fellow-men in captivity, as well as for outstanding sportsmanship. It has recently been won by a district man of confidence at Stalag IVA for carrying out his duties in “a most efficient and wholehearted manner during his term of office” on the recommendation of the chief man of confidence as a token of esteem.
His Tasks
The tasks of a district man of confidence in looking after the interests of the detachments in his area are exacting and varied. He is responsible for the distribution of Red Cross parcels, cigarettes, clothing and boots, Y.M.C.A. sports equipment and games.
He also sees that boots are repaired and clothing renewed when necessary, organises inter-detachment sports and football matches, and changes books and gramophone records to ensure that there is a steady flow of new material.
Infinite patience and understanding are required in answering the numerous questions put to him by the men; and his settlement of any little troubles which arise must be just.
[Boxed] How They Help
In addition to those mentioned below, we wish to thank the many kind readers whose help to the funds this month we cannot find room to record here individually. [/boxed]
Those who have been fortunate enough to be repatriated do not forget their companions they have left behind in the camps, and from many of them have come sums to be devoted to those who are still prisoners of war. Among them, Pte. F. Harffey, of Hastings, who was released from Switzerland, sends a contribution in appreciation of what the Red Cross was able to do for him and “to help my fellow-prisoners who are having a bad time in Germany.” Men who are still in the camp frequently ask their relatives to forward donations for them to the Red Cross, and Mrs. Burton, of Stafford, is one of the next of kin who has forwarded £5 from her husband.
At the present time money from many of the past year’s efforts is arriving. Mrs. McKinder forwards £55 from Hull, her third annual contribution, achieved by pickling onions, selling garden produce and fancy articles. “It has been hard work, but I have loved it,” Mrs. McKinder assures us, and she is already planning another year’s work. Mrs. Crowson, who lives in Lincoln, saves sixpence for every issue of “The Prisoner of War” which she receives, and among a host of regular supporters are Mrs. Huxford, of Woodbridge, and Mrs. Galloway, of Maida Vale, who send contributions every month.
Christmas sales of work find eager customers and once again we are indebted to those who have so successfully planned them to help the Red Cross. From a sale of home-made gifts and toys organised by Mrs. Francis (who had previously raised £69 by her own efforts) and three helpers at Wrexham has come £168. The 4th Whitby (County School) Guides have sent a cheque for £20, the result of a Christmas sale and entertainment which they arranged, while the Rayleigh Methodist Youth Club raised £60, also from a sale and concert, their fourth effort of this kind. A money order for £4 15s. has been sent by the pupils of Tynyrheol Council School, near Bridgend, as a special Christmas greeting and a Christmas gift of £10 came from Percymain School, Cullercoats.
Mrs. Brinkworth, of Forest Gate, has been busy stitching gloves for sale among her friends, and slippers made by Mrs. Fry have been purchased by people in Andover to the value of £10. £1 6s. has been sent by Mrs. O’Neill, of Preston, for her daughter, Pat, whose uncle is a prisoner of war, and has sold some of her precious story books to collect this money.
P.o.W.s Gifts for Children
Members of the Lothian and Border Yeomanry who are in Stalag 357 have sent home £100, asking that it should be spent to provide presents at Christmas-time for the children of their less fortunate comrades who have fallen in action.
£50 has also been received by the Welfare Fund of this regiment from men at Stalag 383, who made the same generous gesture of remembrance and loyalty to their comrades. As the money reached this country too late for Christmas, it will be used to send the children toys and savings certificates for Easter.
[Page break]
FEBRUARY, 1945 The Prisoner of War 15
Red Cross Exhibition Coach
Over 23,000 people in five Lancashire towns have now visited the Red Cross mobile Exhibition Coach, which continues its 4,000-mile railway tour of England. The Exhibition is contained in a bob-damaged dining car which has been repaired, equipped with show-cases and lent to the Red Cross and St. John Penny-a-week Fund by the L.M.S.
Red Cross activities displayed include services to prisoners of war of food parcels, comforts and training schemes; and work for the wounded shows their transports to hospital, comforts, medical and surgical stores, and some of the reconstruction done during convalescence.
The coach will be on view at the station of at least 60 towns, and this month’s programme is as follows:-
February.
1st, 2nd, Bradford (Forster Square).
3rd, 4th, 5th, 6th, 7th, Leeds City (South).
8th, 9th, 10th, Darlington.
12th, 13th, 14th, Newcastle-on-Tyne (Central).
16th, 17th, Sunderland.
19th, 20th, West Hartlepool.
21st, 22nd, Middlesbrough.
23rd, 24th, 26th, York.
27th, 28th, March 1st, Hull (Paragon).
CAMP REPORTS
(Continued from page 12)
Food is still excellent and there is a good supply of Red Cross food parcels. Medical treatment is satisfactory and the general state of health is remarkably good. The supply of clothing, however, especially shoes, is proving something of a difficulty.
Recreational and educational facilities are as good as ever, although it was reported in June that the camp theatre had been closed for three months. The German authorities promised, however, to take the necessary steps to enable the internees to give performances again.
Last visited by the Protecting Power in the 2nd June, 1944, and by the International Red Cross on the 7th September.
ILAG KREUZBERG
Since the date of the last report on this camp (see issue for July, 1944, page 6) there have been no outstanding changes. There are approximately 370 internees in the camp, some of whom are volunteers working in four different working detachments.
Every internee enjoys a weekly bath. Arrangements for private cooking are satisfactory, and there is a stock of Red Cross food parcels. There was, however, a complaint that too many dried vegetables were being received.
The state of health of the internees is generally satisfactory. Recreational and exercise facilities are still excellent.
Last visited by the Protecting Power on July 24th, 1944.
KNIT THIS
Cosy Cap
[Photograph of a knitted hat]
[Instructions for knitting the pictured hat]
A Prisoner’s Poetry
SGT. R.P.L. MOGG, a journalist by profession, who was shot down over Germany and taken prisoner early in the war, vividly expresses his experiences of flying with the R.A.F. in six moving poems written during captivity.
A fellow prisoner of war, Sgt. J.W. Lambert, has contributed striking pictures to illustrate the poems which he has lettered beautifully in Gothic style.
The collection, under the title of the first poem, For This Alone, published by Basil Blackwell (8s. 6d.) is printed in facsimile just as it was received from the prisoner of war camp. It includes verses on the vigil of airmen’s wives and a flight of bombers, which reveal a sensitive imagination, and the “Requiem for Dead Airmen,” with which the book ends is remarkable for its simplicity.
An introduction by Edward Alderton reminds those who might accuse the author of being morbid that the dividing line between operational flying and death is of a very nebulous character.
For This Alone is an unusual book which demonstrates once again the patience and creativeness with which prisoners of war master their circumstances.
[Boxed] FREE TO NEXT OF KIN
This journal is sent free of charge to those registered with the Prisoners of War Dept.as next of kin. In view of the paper shortage no copies are for sale, and it is hoped that next of kin will share their copy with relatives and others interested. [/boxed]
[Page break]
16 The Prisoner of War FEBRUARY, 1945
[Underlined] Please Study This Carefully [/underlined]
NEXT-OF-KIN PARCELS
With reference to the instructions on page 26 of the Prisoner of War for December, please note that the allowance of 20 extra coupons (and extra chocolate and soap) made to compensate for 1944 issues missed owing to the suspension of despatches, can be made only up to the end of February and only to next of kin who still hold a 1944/3 label (or earlier 1944 issue) with 20 coupons.
Next of kin who qualify, and apply for, the extra coupons for use with a label already in their possession, are particularly requested not to despatch a parcel with this label before they receive the extra coupons, because these must be accounted for at the same time as the issue already held.
If a parcel is sent in without the extra coupons being accounted for at the same time, they will have to be sent back to the packing centre for clearance, before any subsequent label can be issued.
The extra allowances cannot, in any circumstances, be made with a 1944/4 or any 1945 label.
Applications should state clearly whether the next of kin holds an issue of label and coupons, and if so, its number.
IMPORTANT. – Please note that no applications for an extra allowance of coupons to be used with a 1944 label will be considered after February 28th, 1945. Applications received after that date will not be answered.
DESPATCHES FROM FINSBURY CIRCUS AND GLASGOW
In consequence of the very great number of parcels received since the beginning of December and the difficulty of obtaining extra labour, the despatches from the Packing Centres at Finsbury Circus and Glasgow are about one month in arrears.
The issue of labels and coupons is also consequently delayed.
All possible steps are being undertaken to overcome the difficulties, and next of kin are asked to help by not making enquiries about the despatch of their parcel and the issue of their next label and coupons until at least two months have elapsed since they sent their parcel.
FOUR REMINDERS
Here are four reminders from Finsbury Circus Packing Centre which, if followed, will help Red Cross workers to deal with your parcels with the least possible delay:-
1. When packing your parcel, please be careful to see that it is not overweight. If it is, some important article may have to be returned to you.
2. When ordering chocolate and soap it must be remembered that the final weight of the parcel after the addition of these articles must not be more than 10lb. Money for chocolate or soap, also invoices, coupons and acknowledgement card must be sent inside the parcel – not by separate letter post.
3. All articles intended for inclusion in a parcel should be sent together; it is exceedingly difficult to link up articles sent at different times.
4. All three copies of the invoice which accompany each parcel to the Packing Centre should be clearly written so that they can be checked quickly.
STAFF WANTED
The Prisoners of War Department, St. James’s Palace, S.W.1, is urgently in need of staff, i.e., correspondence, filing and indexing clerks; shorthand and copy typists (women only). Full time or part time (30 hours weekly).
Offers of assistance, voluntary or salaried, would be much appreciated, and should be addressed to:-
The Personnel Officer, Prisoners of War Department, B.R.C.S. and St. John, St. James’s Palace, S.W.1.
Hours of interview: 10.30 a.m. to 12 p.m. or 2 p.m. to 4 p.m., with the exception of Saturday afternoons.
Money from P.o.W.s
As many enquiries about remittances from prisoners are still being addressed to St. James’s Palace, we reprint this notice.
Arrangements have been made with the German Government which enables a prisoner of war to transfer any part of his credit balance in Germany to this country. These arrangements operate as from November 1st, 1943.
Notification of the prisoners’ wishes are received by the Government on lists transmitted through Switzerland, and relatives will understand that these lists take longer to reach this country than letters from individual prisoners informing them of the impending remittances.
Enquiries should not be addressed to the Red Cross, which is not concerned in such payments. Relatives will hear in due course from the Paymaster or Bank concerned.
[Boxed] YOUR ENQUIRIES
The Prisoner of War Department at St. James’s Palace is very busy and very short of staff.
To enable essential enquiries to be answered with as little delay as possible, will you please make your letters as SHORT and CLEAR as you can. [/boxed]
CHANGE OF ADDRESS
If you are expecting your prisoner home in the forthcoming repatriation, do not forget to notify the appropriate Service Department or Record Office and the local Red Cross P.O.W. representative of any change of address.
P.o.W. Exhibition Catalogues
A few copies of the catalogue of the Prisoners of War Exhibition held in London last year are still available (price 6d., or 7d. including postage).
Those who wish to order a catalogue as a record of their impressions of the exhibition should apply to:-
Mr. Tomlins, Red Cross and St John War Organisation, Publicity Department, 24, Carlton House Terrace, London, S.W.1.
COUNTY REPRESENTATIVES
Please note the following change of address:-
ESSEX: Mrs. Hanbury, The Central Library, Duke Street, Chelmsford.
HAMPSHIRE: The p.o.w. representative is:
Mrs. T. Dodd, Old Library House, Dean Park Road, Bournemouth.
Printed in Great Britain for the Publishers, THE RED CROSS AND ST. JOHN WAR ORGANISATION, 14, Grosvenor Crescent, London, S.W., by THE CORNWALL PRESS LTD., Paris Garden, Stamford Street, London, S.E.1.
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
The Prisoner of War February 1945
Description
An account of the resource
The official journal of the Prisoners of War Department of the Red Cross and St John War Organisation. This edition covers the Food Situation about food parcel delivery, Editors comments, Sport reports from the Camps, suggestions for parcel contents, POW letters, Personalities at Stalag XXB, Birthday celebrations in the camps, Linking Relief for the World, Official Reports from the Camps, Group photographs from the Camps, Exam results, charitable contributions, news about the Red Cross exhibition coach, a knitting pattern for a woollen cap, a poetry book and next-of-kin parcels,
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-02
Format
The file format, physical medium, or dimensions of the resource
16 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-024
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Marseille
Germany
Germany--Bleicherode
Germany--Eichstätt
Germany--Görlitz (Görlitz)
Poland--Kołobrzeg
Poland--Malbork
Great Britain
Great Britain Miscellaneous Island Dependencies--Channel Islands
England--Bradford
England--Cullercoats
England--Hull
England--Leeds
England--Lincoln
England--Liverpool
England--London
England--London
England--Stockport
England--Woodbridge (Suffolk)
Wales--Bridgend
Wales--Wrexham
Netherlands
Netherlands--Arnhem
Sweden
Sweden--Stockholm
Switzerland
Switzerland--Geneva
Switzerland--St. Gallen
Lithuania
Poland
Lithuania--Šilutė
Poland--Tychowo
Poland--Żagań
Germany--Bad Fallingbostel
Poland--Kędzierzyn-Koźle
England--Northumberland
England--Suffolk
England--Yorkshire
England--Lancashire
England--Lincolnshire
Creator
An entity primarily responsible for making the resource
Great Britain. Red Cross and St John war organisation. Prisoners of war department
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Temporal Coverage
Temporal characteristics of the resource.
1945-02
aircrew
animal
arts and crafts
entertainment
prisoner of war
Red Cross
sanitation
sport
Stalag Luft 3
Stalag Luft 4
Stalag Luft 6
Stalag Luft 7
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Valentine, John
John Ross Mckenzie Valentine
J R M Valentine
Description
An account of the resource
674 Items. Collection concerns navigator Warrant Officer J R McKenzie Valentine (1251404 Royal Air Force). The collection contains over 600 letters between JRM Valentine and his wife Ursula. It also contains his log book, family/official documents, a book of violin music studies and other correspondence. Sub-collections contain family photographs, prisoner of war photographs and a scrapbook of newspaper cuttings of events from 1942 to 1945.
He joined 49 Squadron in April 1942 and flew 10 operations on Hampdens. The squadron converted to Manchester in May when he completed two further operations. His aircraft was shot down on the Thousand Bomber raid of 30/31 May 1942. Five crew, including him bailed out successfully and became prisoners of war. The pilot and one air gunner were killed when the aircraft rolled over and crashed.
The collection has been donated to the IBCC Digital Archive by Frances Zagni and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-06
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
Valentine, JRM
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
17 JUL 1942
RAF/M/2444
[underlined] BRITISH RED CROSS SOCIETY AND ORDER OF ST. JOHN [/underlined]
[underlined] PERSONAL PARCELS CENTRE [/underlined]
Sent to:
Serice No. 1251404 Rank Sergeant
Name Valentine, John R.M.
Prisoner of War No. Not yet allocated
Camp Address Stalag Luft III
[underlined] CONTENTS [/underlined]
2 prs. Pyjamas
1 Pullover
1 Bathing Costume
2 Vests
2 Pants
1 Scarf
1 Pair Sandals
10 Handkerchiefs
3 Pairs Socks
1 Toothbrush
1 Tn Tooth Powder
1 Shaving Stick
2 Reels Cotton
1 Tin Shoe Polish
1 Pkt. Pins and Needles
1 Pencil
1 Card Metal Buttons
2 Balls Mending Wool
1 Small Penknife
1/2lb Chocolate
[page break]
From Mrs J.R.M. Valentine
Lido
Tenterden Grove
Hendon
London N.W.4.
[page break]
[underlined] BRITISH RED CROSS SOCIETY AND ORDER OF ST. JOHN [/underlined]
[underlined] PERSONAL PARCELS CENTRE [/underlined]
Sent to:
Serice No. 1251404 Rank Sergeant
Name Valentine, John R.M.
Prisoner of War No. 450 Red Cross Ref. No. RAF/M/2444
Camp Address Stalag Luft III, Germany
[underlined] CONTENTS [/underlined]
1 Balaclava Helmet
1 Pair Gloves
1 Polo Sweater
4 Pairs Socks
1 Vest
1 Pair Pants
2 Handkerchiefs
1 Card of Thread
1 Toothbrush
1 Pencil
1Nailbrush
1 Stick Shaving Cream
1 Pair Boot Laces
1 Packet Pipe Cleaners
1 Pipe
1 Tin Eucalyptus Tooth Powder
2 Cakes of Soap
3 Calico Bags
1 Patchwork Rug
1 Shaving Brush
1/2lb Chocolate
1 Ball of Wool
[page break]
Sender’s Name Mrs Ursula Valentine
Sender’s address
Lido
Tenterden Grove
Hendon
London N.W.4.
[page break]
[underlined] CHRISTMAS 1942 [/underlined]
To:- Sergt. J.R.M. Valentine,
Stalag Luft 3
[underlined] Contents [/underlined]
Figs 1 Packet
Marmalade 1 Jar
Sardines 2 Tins
Sweets 1 Packet
Soup Powder 2 Packets
Soup cubes 15
Toothbrush 1
Tooth Powder 1 Tin
Razor Blades 2 Packets
Shoe Laces 2 pairs
Cigarettes 1 Packet
Knitted Articles 1
From:- Direktor Hansson,
A/B. Karlstads Mekaniska Werkstad,
Karlstad.
With best wishes for Christmas and the New Year.
[page break]
[underlined] CHRISTMAS 1942 [/underlined]
To:- Sergt. J.R.M. Valentine, (N:r 450)
Stalag Luft 3
[underlined] Contents [/underlined]
Figs 1 Packet
Marmalade 1 Jar
Sardines 2 Tins
Sweets 1 Packet
Soup Powder 2 Packets
Soup cubes 15
Toothbrush 1
Tooth Powder 1 Tin
Razor Blades 2 Packets
Shoe Laces 2 pairs
Cigarettes 1 Packet
[deleted] Knitted Articles 1 [/deleted]
From:-
Mrs. Skagerlind,
Valhallavagen 120,
Stockholm.
With best wishes for Christmas and the New Year
[page break]
Sgt. J. Valentine. P.C.504633
Best wishes from the Wardens
Oct ‘43
[page break]
From
A.S. Valentine.
66, Queens St.
E.C.4.
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
Contents lists for red cross and other parcels
Description
An account of the resource
Two contents lists for red cross parcels sent by Ursula Valentine. Two contents list sent for Christmas 1942 by Director Hansson and Mrs Skagerlind from Sweden. Two address cards.
Creator
An entity primarily responsible for making the resource
Hansson
Skagerlind
Ursula Valentine
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-07-11
1942-10-06
1942-12
1943-10
Format
The file format, physical medium, or dimensions of the resource
Two forms handwritten filled in, two typewritten documents and two cards
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
SValentineJRM1251404v20015
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Sweden
Sweden--Karlstad
Sweden--Stockholm
England--London
Poland
Poland--Żagań
England--London
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
prisoner of war
Red Cross
Stalag Luft 3
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Valentine, John
John Ross Mckenzie Valentine
J R M Valentine
Description
An account of the resource
674 Items. Collection concerns navigator Warrant Officer J R McKenzie Valentine (1251404 Royal Air Force). The collection contains over 600 letters between JRM Valentine and his wife Ursula. It also contains his log book, family/official documents, a book of violin music studies and other correspondence. Sub-collections contain family photographs, prisoner of war photographs and a scrapbook of newspaper cuttings of events from 1942 to 1945.
He joined 49 Squadron in April 1942 and flew 10 operations on Hampdens. The squadron converted to Manchester in May when he completed two further operations. His aircraft was shot down on the Thousand Bomber raid of 30/31 May 1942. Five crew, including him bailed out successfully and became prisoners of war. The pilot and one air gunner were killed when the aircraft rolled over and crashed.
The collection has been donated to the IBCC Digital Archive by Frances Zagni and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-06
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
Valentine, JRM
Transcribed document
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Copy of letter to Mr Grunfeld from R. Nilson, Stockholm 4th April 1944
Dear Mr Grunfeld, the aid organisation, through which contact was obtained with Sergeant Valentine, writes as follows:
“Our secretary, who at his last visit at Stalag Luft 6 on 2nd March saw the British prisoner of war J. Valentine, has asked us to convey to you Mr Valentine's greetings and his heartiest thanks for the Swedish books in English translation which you have sent him.”
We intend to send some more literature to Mr Valentine.
With kindest regards, Yours sincerely, R. Nilson
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Letter to Mr Grünfeld from R Nilson
Description
An account of the resource
States the organisation through which contact was obtained with Sergeant John Valentine that their secretary had visited Stalag Luft 6 and seen British prisoner of war John Valentine who asked him to convey his thanks to Grünfeld for books he sent him.
Creator
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R Nilson
Date
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1944-04-04
Format
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One page typewritten letter
Language
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eng
Type
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Text
Text. Correspondence
Identifier
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ENilsonRGrunfeld440404
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Sweden
Sweden--Stockholm
Lithuania
Lithuania--Šilutė
Temporal Coverage
Temporal characteristics of the resource.
1944-04-04
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
prisoner of war
Stalag Luft 6
-
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Spatial Coverage
Spatial characteristics of the resource.
Sweden--Stockholm
Title
A name given to the resource
Stockholm [place]
Description
An account of the resource
This page is an entry point for a place. Please use the links below to see all relevant documents available in the Archive.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/997/10469/SMaddockLyonR2205669v10015.2.jpg
2c77b5f212abe72d5aa04b4525f421ef
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Title
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Maddock-Lyon, Roy. Scrap book
Publisher
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Maddock-Lyon, R
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-21
Description
An account of the resource
20 pages. The scrap book contains items about Roy Maddock-Lyon's aircraft being shot down over Holbæk in Denmark 14 February 1945 and his subsequent evasion. It contains correspondence, photographs of the wreckage of his aircraft ZA-X, and what happened to his crew.<br />
<p>This collection also contains items concerning John Grayshan and Albert Berry. Additional information on <a href="https://internationalbcc.co.uk/losses/211033/">John Grayshan</a> and <a href="https://internationalbcc.co.uk/losses/202051/">Albert Berry</a> is available via the IBCC Losses Database.</p>
Transcribed document
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[underlined] EVADING CAPTURE IN DENMARK [/underlined]
The information contained in this report is to be treated as
[deleted word]
STATEMENT BY
2205669 Sgt. MADDOCK-LYON. Roy. 10 Sqn. Bomber Command, R.A.F.
Left : STOCKHOLM, 27 Feb 45. Arrived: U.K. , 28 Feb 45.
Date of Birth : 31 Aug 24. Peacetime Profession: Student.
R.A.F. Service : Since 3 Sep 43. Private Address: 18 Vicroria Road, RUNCORN, Cheshire.
Post in crew : Flight engineer.
[underlined] Other members of the Crew [/underlined]:
P/O. GRAYSHAN (pilot) (believed killed).
F/Sgt. BERRY (navigator) (believed K/W).
P/O. CHADERTON (bomb aimer) (fate unknown).
F/Sgt. ANDREWS (wireless operator) (fate unknown).
F/Sgt. MILLS (mid upper gunner) (safe in SWEDEN).
F/Sgt. PETRE (rear gunner) (safe in DENMARK).
14 Feb 45, Baled out near HOLBAEK.
We took off from MELBOURNE in a Halifax aircraft at 1745 hrs on 14 Feb 45. On the way to the target the aircraft was hit, possibly by cannon fire from a fighter, and set on fire. The pilot gave the order to abandon aircraft and while I was trying to open the forward escape hatch I heard a tearing, grinding noise. I began to fall through space and I pulled the ripcord of my parachute.
I landed in a field about 3 k. South of HOLBAEK (DENMARK 1:100,000, [underlined] Sheet 40 [/underlined]. Y 8177) at 2015 hrs. I lost my flying boots on the way down. I hid my parachute, harness and [indecipherable words] in the field where I landed. I then walked to a house, where I was given help. The remainder of my journey was arranged for me.
[underlinerd] INTERVIEWED BY: [underlined] I.S.9 (W) 1 hour 45.
Q.R.S. Bomber Command. R.A.F.
[underlined] Distribution of this report by [missing letter].S.9: [/underlined]
D.D.H.I.(P/W). N.I.9. I.S.9. I.S.9(E).
[missing letter].S.9(E). I.S.9([indecipherable letter].3.). I.S.9(D).
[missing letter].S.9(A.B.A.)(2 copies). E.I.19.
[missing letter]. I.5 (Lt.-Col. Seymor. M.O.1(S.P.)
Lt.-Col. Dittors). A.I.1([indecipherable letter]) F/V.
[missing letter]I.O. M.I.9. P.T. [indecipherable word] Dot.MIS.ETOUSA (2 copies).
[missing letters]-Col. H.B.A. de BRUIMS (3 copies).
[missing letter]I.O., H.Q. Bomber Command, R.A.F. (7copies).
Fighter Command, R.A.F.
Tactical Air Force, R.A.F.
38 Group R.A.F.
[indecipherable word] Section, Air Ministry (Mr. J.C. Noracy).
[missing number]2 Div. S.H.A.E.F.
[missing letter]I.O. Air Staff, S.H.A.E.F. Recr.
[underlined] APPENDIX C. [/underlined]
[underlined] Distribution: [/underlined]
D.D.H.I.(P.W). I.S.9.
I.S.9(X). M.I.5 (Lt.-Col. Seymor). I.D.9(D).
I.S.9([indecipherable letters] (2 copies).
I.S.9(A.B.). P.W. [indecipherable letters]
Dot.MIS.ETOUSA. (2 copies).
I.S.9([indecipherable letter]) (file).
[underlined] APPENDIX D. [/underlined]
[underlined] Distribution: [/underlined]
I.S.9. I.S.9([indecipherable letter]).
A.L.O., M.I.9.
I.S.9(indecipherable letters]) (2 copies).
P.F. [indecipherable letters] Dot.MIS.ETOUSA (2 copies). File.
Roy’s interrogation report from Stockholm.
[page break]
[Air Ministry letterhead]
Your Ref. P.425527/6/N.5.N. 23rd. February 1945.
[underlined] CONFIDENTIAL [/underlined]
Sir,
I am directed to convey to you the good news that your son, Sergeant Roy Maddock-Lyon previously reported missing, is now safe.
A report has been received from a reliable source through the Air Attache Stockholm which states that your son will be arriving in Sweden shortly.
In the interests of your son you are asked to keep this good news to yourself and not attempt to communicate with him in any way. This information should not be released to the press.
I am to assure you that any further news received will be passed to you immediately.
I am, Sir,
Your obedient servant,
[signature]
For Director of Personal Services.
D. Maddock-Lyon, Esq.,
15, Victoria Road,
Runcorn,
Cheshire.
[crest]
RAF Letter notifying Roy was in Sweden.
[Post Office Telegram letterhead]
[inserted] hop [/inserted]
No. IR1413 [date stamp]
[inserted] 9/31 TRA [/inserted]
597 8.16 LONDON TO 21
MRS S MADDOCKLYON 18 VICTORIA RD RUNCORN CHE[missing letters]
ARRIVED IN THIS COUNTRY SAFELY AND WELL HOPE TO SEE YOU SHORTLY WRITING ROY +
+18
Roy’s Telegram concerning his return to the UK.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Evaded Capture in Denmark and letter and telegram to Roy Maddock-Lyon's parents advising him he was safe
Description
An account of the resource
Item 1 is a statement by Roy Maddock-Lyon on the events leading to the loss of the aircraft and his evasion and return to the UK.
Item 2 is a letter from the Air Ministry advising his parents that he is safe in Sweden. It is captioned 'RAF Letter notifying Roy was in Sweden'.
Item 3 is a telegram to his mother advising that he has returned safely to the UK. It is captioned' Roy's Telegram concerning his return to the UK.'
Creator
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Roy Maddock-Lyon
Great Britain. Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-02-27
Format
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Two typewritten sheets and a printed telegram on an album page
Language
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eng
Identifier
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SMaddockLyonR2205669v10015
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.
Denmark
Sweden
Denmark--Holbæk
Sweden--Stockholm
Temporal Coverage
Temporal characteristics of the resource.
1945-02-14
1945-02-28
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
10 Squadron
bale out
evading
Halifax
RAF Melbourne
shot down
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/552/8816/AMaddockLyonR160321.2.mp3
a595d15f2a53dcbc9fb8c503f4160890
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Maddock-Lyon, Roy
R Maddock-Lyon
Publisher
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IBCC Digital Archive
Identifier
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MaddockLyon, R
Description
An account of the resource
Seven items. An oral history interview with Roy Maddock-Lyon (- 2023, 2205669 Royal Air Force), his log book, service material, silk escape map and an album. He served as a flight engineer with 10 Squadron from RAF Melbourne until he was shot down on his 18th operation over Denmark 14 February 1945. Two of his crew were killed but he evaded with the help of the Danish resistance.
The collection has been loaned to the IBCC Digital Archive for digitisation by Roy Maddock-Lyon and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-21
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
CB: Right. My name is Chris Brockbank and we are interviewing Roy Maddock-Lyon today which is the 21st of March 2016 at Lee House in Weedon near Aylesbury. And Roy was a flight engineer and he’s going to talk about his life and times. So, Roy how did it all start in your mind?
RML: Well when I was born I suppose. But yes, I was born. I was born more or less in the time of the Big Depression but my father continued, was working. He was an accountant and he’d served in the First World War. And from then on I went to Runcorn Grammar School. It was then called technical college but it became changed to a grammar school and I was educated there until the war broke out. And Runcorn was an evacuation town so all the young kids were evacuated to Blackpool. I was one of them. I didn’t like it there so I came home but my school up was at Blackpool so I went out to work and I took an engineering apprenticeship and I enjoyed that. And I wanted to be a chemist but there was no vacancies at ICI for a chemist apprentice so I went into engineering apprenticeship. That, I studied, got my Ordinary National and I started getting my Higher National but I’d, it had just developed that the RAF and I thought I’d like to join the RAF. I didn’t think of the army. In fact I didn’t think it was my sort of cup of tea. Neither was the navy. So I went in to the RAF but during that I had an interesting experience. I was with the Civil Service, as it was then called, and I was a messenger in the Civil Service. The role of the messenger you did one night a week and you were there in case of messages, an air raid, and you lost communication and then I had to know where to go. You know, the post office, the police and that. And the interesting case was because Liverpool had been badly bombed there was an organisation known as the Queen’s Messengers. Have you heard of it?
CB: No. Never.
RML: Well the Queen’s Messengers was a relief organisation run by the government and it was stationed in Birmingham and it was a fleet of coaches and lorries carrying relief to wherever there was a damaged area and it was called the Queen’s Messengers. And as the roads were all in blackout and the road signs had all been taken down the messengers had to know the area. So I had to go from the, well the relief convoy was coming up from Birmingham to go to Liverpool and I had to cycle to a place called Helsby outside Runcorn and to get in the front vehicle and guide it to Runcorn and then hand over to the next one because they knew the road and they went on. So it was an interesting exercise and not many people probably know about the Queen’s Messengers.
CB: No. No.
RML: And they was probably there for a couple of days and the next raid, where ever it was, they went off to there and it was a very good relief. So that was all I had to do was sit in the, in the front vehicle and put my bike in there and wait until they got to where I had to hand over and there was this continuous movement. There was about three or four Queen’s Messenger convoys going. All radiating from Birmingham. I think that’s something that could be developed you know because not many people, as you say, nobody knew about them and it was essential to get relief supplies because we carried medicine and doctors and things like that. And so after that I used to do one night a week and then I got a request calling up for an interview and they interviewed me for RAF ordinary and they said would I like to go into aircrew? And I said, ‘Of course I would.’ [laughs] And so they said, ‘Right. Well you’d better go home again,’ because they weren’t recruiting at that building for aircrew. So, I was then called up about a few weeks later. Had to go to Padgate and, where they assessed me for whatever. Pilot. Engineer. Gunner. And I passed with flight engineer and then I eventually was called up to go to Lord’s Cricket Ground and, where I had a fortnight’s equipping and getting into uniform. Inoculations and that. And that, once I passed that at Lord’s I was sent to [pause] yes, Sunderland. Just outside. In a place called Hetton le Hole and I did an amount of training there and then I went from there I went to Bridlington where I was, had other training including parachute dropping. How to get out and open a parachute and drop on the ground. How to fall and do the normal roll. And then I was sent home on leave. And after doing the square bashing and that at Bridlington I was then posted to St Athan where I did type engineering training and then I got type training. I couldn’t go into Lancasters because I was too short. You had to be five foot, over five foot six for an engineer. I don’t know why. But they offered me Flying Boats or the Halifax and so I took the Halifax and I did my type training on the Halifax and I passed that and then was allocated to a squadron. Oh no I wasn’t. I was sent to HCU and that’s where I eventually met my crew of five and then made it seven and whilst at Acaster Malbis I did commando training in case I was shot down and various other exercises and then I was squadroned. Yeah. No I wasn’t. I was sent, sent to HCU then to do my initial training. That was, they was using the very old Halifaxes which were flying coffins because they invariably crashed. So It was a mark ii. Mark i and Mark ii Halifax. I went on the Mark iii eventually and it was a good experience. I had one dust up with the police because I was cycling home. We’d gone out to a party and my navigator was on the cross bar and a policeman stopped me and that was not allowed. To have a crossbar. So, he took my name. I got called up and got prosecuted for that and the magistrate said had I got anything to say. I said, ‘Yes [time that blinking plod?] was in the air force. Not punishing us.’ ‘Right.’ He’d already given me a ten shilling fine. ‘Another ten shillings. [laughs] Have you anything more to say?’ I said, ‘No.’ Blinking — I said he should be in the army or the, yeah, instead of stopping — anyhow, so then I went. So that was my brush with the law. In fact, in the squadron they all thought it very funny. Including the CO. [I hope that bloke had] had some more disasters. Anyhow, I went to my squadron and I’ve written a book here on what I did including photographs. So you can borrow that.
CB: Thank you.
RML: I can get these back wont I?
CB: Yes. Absolutely.
RML: And there was lots of things. The Halifax was a good plane but as a — well fortunately I’d written to the Hercules who made the Bristols, who made the engines and they sent me a calculator how to measure your fuel consumption. So as a result, all the other engineers hadn’t got that. So as a result, I had a good fuel record.
CB: Oh.
RML: One raid I was on using that and we’d got hit with shrapnel and all and I’d had to do the necessary fuel change and we came back to the squadron and we said, have permission to land and we got a, we were damaged, and, ‘Can we have priority landing?’ ‘No, you can’t land here. Go to Carnaby.’ ‘No, we haven’t got enough fuel to go to Carnaby.’ ‘Well too bad. Go to Carnaby.’ And we turned from York on to Carnaby which is Bridlington and as we come in to land two engines cut out. We were just on the, we planted down on two engines. Out of fuel. Thinking I’d have a lot to say about that if it wasn’t recorded because we should have been able to land. But anyhow the two engines cut out and when we taxied around another one went. So, we lost three engines. It wasn’t, wasn’t funny and, you know, all the other planes were there and as we taxied around and we got nose to tail so we stopped our plane in front of another plane and were getting out and as we were getting out there was a heck of a noise and two planes farther back — they were doing the same. The engine of one went into the rear turret of another and just chewed the rear gunner up like spaghetti. It was terrible, and we were walking, you know, got our equipment back to the reception and we saw all this, you know, damage.
CB: Yeah. Frightening.
RML: If the pilot had kept the plane going straight it would have been ok. But no, he tried to accelerate to turn the plane away and that’s what happened.
CB: Dreadful.
RML: The engine, you know, the propeller just churned him up. It was a heck of a mess. It was a bit disheartening.
CB: I bet.
RML: But we, we had other raids to go on. And then one other raid. My pilot was a bit of devil. Having flown the Tiger and other, we came — we was out doing, we were training like Barnes Wallis wants. Low level flying. And we came over Bridlington beach and the holidaymakers dropped to the ground because they thought they was going to be cut up but we carried on from there over the Yorkshire Moors and I don’t know if you’ve been up that area.
CB: Not recently.
RML: Well they’ve got pylons there.
CB: Oh yes. Yeah.
RML: They’re quite high aren’t they?
CB: Yeah.
RML: Yeah. Well what do you do with a pilot that wants to go underneath the wires? At about fifty or a hundred feet. Which is what we did.
CB: Amazing.
RML: He had, he got a severe reprimand for that.
CB: Really.
RML: So, anyway, but yes we did low level. We was training for low level flying. You know a lot of people think that the Lancaster was the only group that could do low level flying. They weren’t. There was other squadrons that was capable of doing a low-level attack because they had to. There was lots of cases. And so when I, well I was eventually shot down. Done eighteen raids and on the eighteenth I was shot down in Denmark. It wasn’t very pleasant because it was February. It was a bit cold. So, when I landed I’d got the old fashioned flying boots which is a disaster because when my parachute opened my shoes decided to continue. You know the ones I mean. They were just sleeves –
CB: Fell off. Yeah.
RML: Oh, they went down so I landed in bare feet. When I didn’t, I looked around, blew my whistle and I couldn’t hear anything because I think I’d gone deaf, you know, with dropping from twenty thousand and so if anyone had blown their whistle I didn’t hear it. But I looked up and I could see there was a farmhouse there so I started walking in bare feet to go to the farmhouse and then I realised that going to the farmhouse I’d be leaving my trail because it was soft ground. So when I got to the farmhouse I walked, turned right at the farmhouse and walked down the road and I came to another farmhouse and it appears that the next day the Germans went to the farmhouse I’d been and there was nobody there. I wasn’t there. The farmer took me in and gave me ham and eggs and I’d got my escape kit and my escape money and I slept in his house that night and he was absolutely panic stricken because he’d got a young daughter and if the Germans had known I was there they, that would have been the end of their life. So anyhow the next morning when I got out of bed the milkman called and the woman was in tears apparently and she said she didn’t know what to do. She didn’t want to give me up but she was worried about her daughter. So, the milkman said, ‘Right. Put him in the hayloft,’ which is what I climbed up in to the hayloft. Burrowed down about two or three feet because the Germans, if they was looking for anybody they’d bayonet the holes to check. I was down deeper than that and at 6 o’clock at night when it was dark the milkman came and brought me some shoes. I take size seven and he took size ten or eleven [laughs]. Not funny. And so, I put those on. Went with him across the fields because he only lived about half a mile, a mile away and the house where I’d stayed the farmer there followed me with a rake levelling off the ground where my footprints had been and so that he was giving me cover and it turned out then this new bloke Johan Helms, he, it’s in the book, he thought, his wife got me clothes because I’d still got RAF uniform on. So, he got me some shirt and trousers, shoes and we went next morning. He said we’d got to get out quickly because there was a train coming and we had to get on the train. So he took me down. Instead of going down the road we went down field-ways because he knew the area, being a milkman. And we get to this station. I just forget the name of the place. [Toulouse?] that was the name of the town. And he — I’d got the money so I gave him my money. He got the railway ticket and to go on the train which we did but as we were waiting for the train there were a couple of SS officers come stalking up and they got on the train with me. In the same compartment. They were talking, yabbering to each other. They’d probably had a girl the night before and they weren’t interested in passengers on the train. So and the train was going from [Toulouse?] to Copenhagen but in Denmark they’ve got an underground system like London Underground and so, we got off at a place called Roskilde. Oh no. The SS officers got off at a place called Roskilde which was German headquarters and then we went on a little bit farther. A few miles. Ten, twenty miles and the train stopped again and we got off because it turned out that we, he put me on to, or we both got on to the Underground which was going around Copenhagen and so, we got on that. When it gets to Copenhagen the train which we’d been on was in the platform and the German troops were searching it and we were on another train and what they, we all thought, and I agree with that the Germans probably realised when they got off the train at Roskilde that what was sitting next to them was one of the RAF people that was escaping. So that was why the train was stopped and, but we didn’t need it. So, they never found me, and I went to a place called Charlottenlund which was, the owner of it was the warden of the equivalent of Kew gardens and it was called the [Forest Botanski Garden?] and this man, who was the brother of the milkman because he’d rung up his brother to say he’s got, got some nice chocolates and I was traded as a box of chocolates. And so, we got there and he er [pause] yes, his daughter, the owner didn’t want me around for obvious reasons so his daughter took me around the wooded area where the trees were and we were walking around there and suddenly two German soldiers come up and she put her arms around me and started kissing me. Not that it meant [laughs] and the Germans probably thought I was her boyfriend so they just walked on, and I was left, and I was then later that day handed over to Professor [Eyg?] I don’t know if his name is familiar. He was the leader of the Underground. The Danish Underground. So, he took me to a safe, a safe house where they took my identity, my photographs and gave me a false identity and, I’ve still got it here. And I just well yeah they gave me, and then again I became another box of chocolates because this group who interviewed me of Danish ladies handed me over to another bloke and his wife and I just went and I had a bath and had a good wash and a shave. And he took me for, he said, ‘I want to take you around Copenhagen in the morning,’ so he did and as we were going down one of the side streets there’s a German road block. So they were checking everybody for their identity. So there was a cinema next door there so we went into the cinema and saw some film which was — I don’t know what it was. And after about a half hour we came out and the road block had gone so we were free so he took me around Copenhagen, around Gestapo Headquarters and that was, and he didn’t tell me what he wanted me to see but he showed me what I could see and that was Gestapo Headquarters and also there was doing, the Germans were doing something. Do you know what Copenhagen looks like?
CB: I’ve been to Copenhagen. Yes.
RML: Well there’s four lakes coming down and at the end of the fourth one is Shell House and what they were doing they was putting trees down next to the lakes and he said, ‘Take a note of that,’ and I just did that. Apparently, when I got back, it’s skipping the order to tell this bit, Air Ministry made one terrific blunder because they were planning a Gestapo Headquarters raid which went a complete success but a disaster because one of the pilots on the Mosquito, I don’t know if you know it, missed the, went down the wrong lane and hit the school.
CB: I know about that.
RML: And wasn’t supposed to
CB: Right.
RML: Because I’d gone back to tell them that the Germans expected it and they hit the school because the pilot, that one pilot had gone sick when I did the briefing and he didn’t know about the alteration and as a result he went down what he was been told, trained for, which was the wrong direction and that was how a whole load of school children were killed.
CB: Yeah. Very tragic.
RML: About a hundred children. More. Killed because of a pilot who didn’t go to the training. Anyhow, I felt very angry to say the least. But because the Gestapo headquarters, they hit it as they wanted to. I don’t know if you remember what they did. They hit the ground floor with the rockets.
CB: Yeah.
RML: And all the Gestapo and SS who were on the ground floor were killed and all the Danish government officers who had been put on the top floor escaped. It was a wonderful success that. And anyhow eventually they decided that I had to get out because I’d got, I didn’t know I’d got this information because for obvious reasons they didn’t tell me. But they got me out and as I said it was February and they put me on a ship that was leaving Copenhagen that night to go to Bornholm and on to Germany and what it was doing it was taking German troops back to Germany. So I had to be on that boat before the German troops came on so and so they put me on the outside of the life boat which was just, the water was down there and when the ship started to sail I had to crawl from outside the lifeboat to the inside of the lifeboat. The lifeboat was sitting on the deck and they put the searchlight on and they couldn’t see me because I was on the inside now. Beforehand when they were searching the ship I was on the outside. And eventually when it had gone out of the port they came and dragged me because I was frozen. Very cold. And they took me down to the captain’s cabin and he was a double agent because as he pointed out to me on the last voyage he found a German revolver and he took it down to them and said, ‘Look. You must have left this.’ And he said it may have been a trick. But anyhow he was, he said, ‘I’ll have to leave you now.’ But he gave me [egg and ham?] lots of food and I was eating that all night and he was entertaining the Germans down below. And after the war I had to go to Denmark to identify that he had actually been a double agent.
CB: Yeah.
RML: Because he was under, the Danish people thought he’d been a traitor. So anyhow, I get off the boat and the Air Ministry or the government had sent somebody down from Stockholm because they were expecting me. They got a message across to say that I was on the boat and the Danes, the escape route — I think — I forget the name of the route, but it had to be closed down because it had been compromised but it was too risky not to take the chance because they had to get me back to Stockholm to Air Ministry urgently. So, the Danes took a terrific risk in getting me on a route which had been blown because the Germans insisted on identities of people going on. It’s in this book it’s described and so they got me off and it was and then in the morning as I say the Air Ministry, the air attaché had come down from Stockholm, met me, took me to his flat and I had a wash and a shave and one memorial episode. He said, and it was night time now, he said I’m going to give you a shock. I said, ‘Well what?’ He went to the window and drew the curtains back and I’ve never seen anything as — you can imagine when we’d had a blackout for four years. Nothing. No light. And Malmo, where we’d landed, was just like Piccadilly Circus. You — the lights were terrific. It was mind blowing. And so that was a shock to me. He then took me to the station and he didn’t come with me. I don’t know why but he put me on the train to Stockholm and I’d only been on, it was a sleeper, night sleeper. I’d only been on the ship er on the train about ten minutes and somebody else came to get in the top bunk and he spoke to me. He said something in German. ‘You’re not German.’ ‘No.’ ‘What are you? American?’ ‘No.’ ‘British?’ Well you couldn’t argue with the fact I could only speak blinking British, so he said, ‘Don’t worry. I’m not going to give you up.’ He said, ‘I’m the German courier from Berlin and I’m going to the German Embassy.’ It’s nice that they have got some people that’s friendly. And so, we sat there and he said that Germany wasn’t so, this was February ‘45. Getting towards the end. And we had a little chat. In the morning he shook me out of sleep and he said, ‘Where are you going to now? British Embassy?’ ‘Yeah.’ ‘I’ll get you a taxi.’ So, he got me a taxi, ordered, told him to take me to the British Embassy. This was a German courier. And I got to the German Embassy, er British Embassy and it was fine. So I’m there and then one of the staff at the Embassy said, ‘Do you smoke?’ ‘Yes.’ ‘Here’s two hundred gold flakes from the British Red Cross.’ I said, ‘Oh thank you.’ So, I got those and I got sent to a hotel. The Grand Hotel in Stockholm which is quite a good one. It’s a big one. It’s like The Savoy. They put me in and when I’m, I decide to go out and I’d got some cigarettes in my pocket and I was in plain clothes now because they’d taken me to like Harrods or somewhere where they equipped me with a suit, tie, shirt, everything and so, and shoes, everything. I’d got everything I needed. So, I went downstairs and was sitting outside and a Swedish girl came up to me, a blonde and said, ‘Have you got a cigarette?’ I said, ‘Yeah.’ ‘Can I have one?’ I said, ‘Yeah. Ok.’ I was naïve. Stupid little boy. So she said, ‘You haven’t got a spare packet have you?’ I said, ‘Yeah.’ ‘Oh, I’ll see you in a minute.’ ‘I thought that’s the worst, you know, she’s taken my cigarettes and gone and buggered off. About ten minutes later she came back and said ‘It’s all fixed.’ I said, ‘What?’ ‘The room.’ The packet of cigarettes was getting you a room for the night. So anyhow to be honest it didn’t materialise. So, and so I didn’t take her up on her offer. I was only in Stockholm two or three nights, so I went to the Embassy and it was interesting. The air attaché had got two daughters...
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Roy Maddock-Lyon
Creator
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Chris Brockbank
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-21
Type
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Sound
Identifier
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AMaddockLyonR160321
Conforms To
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Pending review
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Julie Williams
Language
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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.
Denmark
Great Britain
Sweden
Denmark--Copenhagen
England--Yorkshire
Sweden--Stockholm
Description
An account of the resource
Roy Maddock-Lyon was born in Cheshire and when his school was evacuated at the start of the war he began an engineering apprenticeship. He was a part of the Queen’s Messengers, a relief organisation that travelled to bombed cities to take emergency medical and other supplies. He later volunteered for the Royal Air Force and was selected as a flight engineer. When he joined his squadron, he recalls a time when they were refused emergency landing at an airfield and had to fly on to RAF Carnaby. He then witnessed a tragic accident on the airfield. He was shot down over Denmark and evaded to Sweden with the aid of the Danish resistance. He discusses the operation to bomb the Gestapo headquarters in Copenhagen.
The interview is incomplete and ends abruptly.
Temporal Coverage
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1945-02
1945-03-21
Format
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00:40:07 audio recording
10 Squadron
aircrew
evacuation
evading
flight engineer
Halifax
Halifax Mk 1
Halifax Mk 2
Halifax Mk 3
home front
RAF Carnaby
RAF Melbourne
recruitment
Resistance
shot down