3
25
744
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/469/8352/ABaronC160321.1.mp3
385c27519d9e75f7bcf44a0808ce8da5
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
Baron, Charles
C Baron
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Baron, C
Description
An account of the resource
One oral history interview with Charles Baron.
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. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AH: This interview is being conducted for the International Bomber Command Centre, the interviewer is Anna Hoyles, the interviewee is Charles Baron. The interview is taking place at Mr. Baron’s home in Louth Lincolnshire on 23rd March 2016.
CB: Here we are I volunteered for aircrew 1940, you can have a copy of this [laughs], I think the calling up system was somewhat chaotic at that time because it took the authorities another eight months to send me my calling up papers, the instructions were that I report RAF Uxbridge where I was issued with a uniform for an AC2/UT/AIROBS i.e. that means an Aircraft Hand Second Class under training for Air Observer close brackets, I volunteered for pilot but my eyesight test discovered that I was partly colour blind and that made it no good so err, when ‘cos I oh yes yes well then I’ll read this and then you’ll see what’s what’s useful and what isn’t, umm err, I volunteered for pilot but my eyesight was partly colour blind I remember that I had whilst I was at Uxbridge I was posted to Uxbridge and that’s where I got this funny title, which consisted of roast beef stroke yorkshire pudding followed by plum duff I remember being impressed and pleased that I had volunteered for aircrew as a meal that size and nature had not been at our table for years. I was then given a train ticket to Blackpool and billeted with several others in a seaside boarding house there were about ten of us recruits billeted there and most of them were friendly except well yes that’s nothing, I spent six weeks marching up and down the promenade after six weeks parading at Blackpool we were posted to a receiving wing based at Stratford on Avon I was here for two or three weeks and wasted my time as it was merely a holding post pending a vacancy for proper training at an Initial Training Wing ITW, this was well worth the wait as early in 1941 I was posted to Number Two ITW Initial Training Wing and billeted in Emmanuel College Cambridge I shared students quarters with two other navigation trainees, tell you I had it soft, the courses were for me actual luxury as I realised quite soon that I had what I had missed by not going to university for further education [laughs]. There was some forty of us billeted in different colleges we livened the local populace by marching everywhere at one hundred and forty paces per minute I remember our first drill lesson [laughs] ? standing for attention and being lectured by an instructor who was an obvious Londoner, I remember very ‘stinctly his first instruction relating to smart appearance which was, [how do I read this] ‘now tomorra I want all your buttorns cleaned’ [imitating a London accent] that was exactly what he said [laughs]. At Cambridge we were initiated in the mysteries of air navigation, air recognition, meteorology, morse and similar too many to remember in detail, the course lasted eight weeks I passed the course and was promoted to LAC Leading Aircraft Hand with my daily pay increased from two and six a day to five and six a day [emphasis]. We were then posted to Sealand near Chester for onward transmission by sea to Florida where where we due to spend six months being thoroughly trained in air navigation by Pan Am pretty good hey, on arrival at our embarkation port Avonmouth four of us found that our papers had not been received and the ship left without us [laughs], we were returned to Cambridge and you can imagine our feelings, this time we were billeted at Downing College where we cooled our heels for some weeks before I was called before the CO and asked if I would be prepared to volunteer for a highly secretive and dangerous training [whispers], as I would have been prepared to go anywhere to serve and play some useful part in the war I said ‘yes please sir’, after a day or so I was sent to Air Ministry where I was given some very odd looking diagrams to study and provide answers to various questions passed out and satisfactorily shortly after my return to Downing College I was posted to Prestwick. At Prestwick I was introduced to air born radar instead of six months full training by Pan Am I received six hours air training in a Blenheim 3 which was a twin engined bomber which had been furnished with a radar set for me to study during which time my training consisted of using the radar to instruct my pilot to follow and close with a target aircraft at night until he could actually see the target I was using a radar set to do this you see and I had to understand how to operate it the object would have then been to be able to shoot down the target I was passed [coughs] above average and then promoted to Sergeant Navigator Radar with a daily pay increase from five and six to, you’ll never guess, thirteen shillings a day [whispers] this equated to four pound eleven a week and was more than I had ever earned as a civilian [laughs], had I been passed average I would have been posted to an operational training unit for further training before being posted to an operational squadron I was bypassed because I passed above average, I think I told you, I was sent to Canadian Operational Squadron at Accrington Northampton er Northumberland where I spent several interesting months, our operation area was the North East included such targets as Newcastle and Durham so I expected a good deal of activity however compared to Southern England it was [?] and disappointing, I teamed with a Canadian pilot Sergeant Hughie Gorr we became very close friends and after the war we exchanged home visits, he and I stayed together as a crew for about three years. He proved his worth as a talented pilot on many occasions but one in particular sticks in my memory that happened quite soon after I was posted to Accrington the squadron oh yes this was Number 406 Canadian Squadron also maintained, you can have a copy of this photocopy of this no problem at all, also maintained a detachment at Scorton near Catterick in Yorkshire where all crews spent about one week in four, on one occasion we were on patrol at night there when one of our two engines failed and Hughie said ‘I think I can make it on one engine if you give me a course for base’ I duly did so but very shortly afterward the other engine failed [laughs] and Hughie said ‘bail out’ I opened the rear hatch and was halfway out of the aircraft with my parachute on and Hughie said ‘ooh I can see base and I am going to make a glide landing’ bearing in mind that this was dead of night his confidence was a tribute to his piloting skill when we less than a thousand feet and too late to bail out he said ‘oh lord it’s a dummy’ in other words a dummy was a false runway close to the proper runway and built to mislead enemy activity, I reluctantly climbed back in the aircraft er closed the rear hatch and settled down to await my fate it was then considered to control the engineless aircraft but kept the wheels up and made a crash landing in a field roughly fifty yards from a small wood I then climbed out [whispers] with a bruised knee, and that was that was quite an experience, er as enemy air activity was very low the squadron was posted for a year to Scotland not far from Prestwick where I had received my radar baptism this posting was also not terribly exciting and when volunteers were called to venture overseas to join the Middle East battle Hughie and I were happy to do so we were then posted to Wilmslow in Cheshire to be fully kitted out for overseas duties and then to Avonmouth where we boarded a steamer bound for Freetown in Sierra Leone our ship was part of a convoy on arrival at Freetown after surviving a few submarine scares we then boarded another steamer bound for Takoradi in the Gold Coast what was called the Gold Coast er that’s now Ghana of course, which went without convoy protection but fortunately we had no attacks from enemy submarines, we learnt while on board to Takoradi that all the passengers were aircrew and that the RAF had built an airport there for the purpose of ferrying fighter aircraft to the war zone in the Middle East, the aircraft had been shipped separately, this is very interesting, in knock down form for assembly in Takoradi the reason for this was that the Germans controlled the Mediterranean and it was considered to wasteful to fly direct aircrew had to wait a few days while the aircraft arrived and were assembled and then flown in convoy to the war zone across Africa, the route from Takoradi to the base in Egypt called Abu Suweir was a long one and we had to stop several times for refuelling and this meant overnight stops at Maiduguri Nigeria, El Fasher in Darfur, Wadi Halfa on the Southern Nile and finally up the Nile to Abu Suweir that’s how we got to Egypt. Unfortunately when we landed at Takoradi I was bitten [laughs] I was bitten by an annapolis mosquito and spent the next three weeks in a military hospital recovering from malaria this meant that Hughie and I missed our convoy and so our Beaufighter was three weeks late we were further delayed because our plane suffered a magneto drop and we had to leave our convoy for an emergency landing in another strip at El Geneina this meant we had to wait another week or so while a replacement engine was flown out to us finally we flew on our own the rest of the way by the time we arrived in Egypt, Montgomery had won the battle of El Alamein, it’s the story of my life [turning pages over] experience. We stayed in Egypt with 89 Squadron for about six months 89 was commanded by a well known commander called Wing Commander Stainforth he was a magnificent pilot and 89th Squadron he was given what was about three times the size of a normal RAF Squadron having a detachment as far away as Malta, Abu Seweir was comparatively quiet and our duties were largely uneventful patrols though I do remember coming out of cloud over Alexandria being mistaken by a JU88 by our own Mediterranean fleet and hastily removing ourselves from a concentrated anti-aircraft barrage. Now around the time this time Hughie was seconded temporarily for ferry duties and I was a spare navigator a squadron leader pilot who had completed his tour of Whitley bombers was posted to 89 Squadron to learn to fly Beaufighters the aircraft Beaufighter and I acted as navigator while Hughie was away Squadron Leader Clements had great difficulty in mastering the Beaufighter which tended to swing to starboard on take off and landing one day we took off as usual but squadron leader temporarily lost control and we were at right angles from the runway before we had got to the end we then wondered around the sky while I showed him our various points of interest Port Said, Alexandria and so on and eventually we approached our own airfield and he began his descent on landing he failed to control the swing tendency but this time on the landing the aircraft was once again at right angles to the runway [laughs] and heading straight for to a Hurricane which was occupied the Hurricane was, its’s engine, where are we, was running because the chocks had not been removed because the people who pulled the chocks away the aircraft er yeah the airmen who pulled them away couldn’t quite rightly saw that if they stayed where they are they would get killed by us you see, so anyway, I still remember I had not yet been [?] so he so that he was stationery I still remember the look of absolute panic on the face of the hurricane pilot as we removed his starboard wing [laughs] can you imagine that as we went by [laughs] the nearest the furthest away he could get so yes so fortunately he didn’t get hurt at all the squadron leader added to our problems by turning around in ever decreasing circles and the undercarriage finally collapsed on the ground we stopped I had a slightly bruised knee for the second time I also remember Squadron Leader Clements saying ‘I’m terribly sorry flight sergeant’ I was a flight sergeant by then my own reply had better not be printed. Fortunately Hughie returned the following day there was very little action around this time and when early in 1943 we were asked to volunteer for a three month detachment in India where the Japanese were reputed to be bombing Calcutta heavily and frightening the local population many of whom ran panic stricken into the jungle we gladly responded positively the volunteer flight of eight Beaufighters was commanded by Flight Lieutenant George Nottage a first class chap he and I became great friends after the war, after an interesting albeit uneventful side trip Dum Dum Airport Calcutta with various stops in the Gulf and in Bombay we arrived and moved to RAF airfield at Bicarchi [?] we then found that the enormous Japanese bombing turned out to be three Mitsubishi bombers flying at night with their lights on, I’m not joking, and carrying antipersonnel bombs, the night after we arrived the first of our eight crews on night readiness was piloted by a chap called Flight Sergeant Pring sure enough three Japanese bombers in formation with their lights on approached Calcutta and Pring duly shot them all down in four minutes his radar navigator W Warrant Officer Phillips didn’t have a much to do, two nights later three more Japanese bombers approached Calcutta this time shot down by an Australian flight lieutenant, the name escapes me, and his radar navigator Warrant Officer Moss unfortunately Moss could not have been looking at his radar set at the time because he overlooked the Jap fighter that was shadowing his three bomber friends and he shot the Beaufighter down happily happily, there is no tragedy in this so unhurt when they crash landed they were picked up by Burmese Irregulars [?] called Force 136 who looked after them and they were taken to the nearest allied post and in due course returned to us, thereafter Japanese night bombing ceased because they didn’t know about radar you see radar was so important to us enough in the war it was one of the keys that got us the win, I forgot to mention on arrival at Dum Dum we were told that as were now under RAF India Command our service was to last three years and not three months [laughs] you can imagine our reply [laughs] but I wouldn’t tell you. Consequently we spent most of our time in Burma what is now Bangladesh we were based in Chittagong resorted to intruder flights over Burma where our targets were mainly trains and convoys of lorries these were fairly long flights and I remember in particular Rangoon and Mandalay we also dropped the occasional senior officers to Infall [?] where the 14th Army were besieged the airport there used to be attacked during the day but we managed without incident, er one hot summer day what’s all this about, oh yes this is interesting, one hot summer day in 1943 I was laying on my Charpoy [?], do you know what Charpoy it’s a straw bed, er where am I oh yes, er perspiring freely, wh en an officer came to my billet and told me to quote his own words ‘George wants you’ and I asked ‘why?’ and the officer didn’t know ‘I don’t know go and ask him’ I duly presented myself at the officers mess and in due to course to George Flight Lieutenant Knowledge Flight Lieutenant Nottage came to the door and said ‘oh hello Charlie move your move your stuff in here you’re an officer now’ that’s how I got promoted this was the sum total of my officer training it’s silly isn’t it [laughs] but it’s true [laughs]. As an officer in addition to my navigation duties I was given various jobs i.e. savings officer, officers mess, bar officer and entertainments officer, every Friday I sat at the end of the airmen’s weekly pay parade and collected such amounts as such as each airman gave paid from his weekly wage to be handed a savings certificate in return for his donation which I then banked. My bar officer duties consisted of replenishing stocks from weekly visits to Calcutta and setting prices for all the different types of alcohol initially I made myself very unpopular by raising the prices but this changed completely when I opened the bar for free for the five days around Christmas, I am considered to be responsible for the squadron leader admin acquiring DT’s. My most memorable experience as an entertainments officer was when I learnt that Vera Lynn was visiting the area this was just after the end of the war in Europe actually and Egypt and so on, I made an emergency flight to Calcutta and at short notice given an appointment and I successfully persuaded her to come to Bicarchi and giver a concert there which was of course highly successful despite the fact the only date we could offer was the Sunday at which she said ‘well it’s me day off really but I’ll do it for the boys’ what a wonderful person she is. Shortly after my pilot and various other officers having completed their flying duties were flown home, my flying duties were also completed but instead of being flown home I was promoted to Flight Lieutenant and posted to Basci [?] Air Quarters in Delhi there I was initially responsible for organising the various training headquarters throughout India for Indian Air Force Ground Crew, excuse me, nearly finished. After a few months I was transferred to the organisational department with the grand title of ORG1A here I was once again promoted to squadron leader and was involved with planning the invasion of Singapore unfortunately somebody dropped an atom bomb and ruined all my work subsequently I handled various aspects of construction on airfields under our control and exceptionally after the war ended this included the Indian Officer Building of British Overseas Aircraft. At long last I was posted home with my wife, not this one [laughs], Winnie was a WAF corporal whom I had met in Accrington years ago we’d been in correspondence since then and she followed me to India via Ceylon at the first opportunity but the disparity in our ranking met with some disapproval but we still married in Delhi and gave a popular ceremonial drinking party on arrival in England in 46 after due leave with my new family [?] er oh yes well after that I mean you don’t want to know you won’t
AH: I wouldn’t mind knowing what you did after the war?
CB: Oh right, my work at Air Ministry was a member of the British bombing survey I was posted to Air Ministry to assist in the analysis of the different bombing targets as instructed by Air Marshall Bomber Harris you’ve heard of him, his policy of bombing towns to break the morale of the German people was considered [coughs] correctly in my view as wrong both strategically and morally because the carriage that resulted the carnage that resulted failed completely to break the German civilian aircraft German civilian morale and cost our Bomber Command fifty per cent casualties the highest casualty rate of any arm of any service in allied command that’s true Bomber Command, well I had an elder brother he didn’t last there you go. On my release later in 1946 the RAF paid for a short course in business admin and a posting for two years, do you still want to hear that, at six pounds per week [laughs] er in a repetition woodworking company specialising in turnery where I was supposed to continue my business training in fact I was in effect an underpaid office manager my boss was so pleased with me that he doubled my pay to twelve pounds per week ‘cos he only paid six of it and the government paid the other however when the two years were completed and the government subsidy of six pounds per week ceased his attitude changed during this time I qualified as a Chartered Secretary my workload kept on increasing and after blazing row I left, still go on. It took me a few months to find a decent job during this time I kept the family in funds by selling insurance door to door you know life insurance door to door for the United Friendly Insurance Company, the branch I worked for used to give a ballpoint every week to the salesman who sold the most insurance during the week after five weeks I had acquired five ballpoint pens and the inducement for all salesmen ceased, during this time I kept on answering advertisements for office managers as a result of which I recognised I acquired a recognised office managers job in Thetford ooh six hundred and fifty a year getting all right, Winnie and Rosalind remained in the rented flat in London for a few months as it took me some time to find suitable rented accommodation in Thetford, er well nothing there really nothing. We stayed in Thetford until 1969 1949 sorry the company I served manufacturing company raw material moulded pulp the raw material was discarded cardboard boxes which by immersion into water produced articles such as baby baths, trays and flower bowls we were in fact the largest producer of babies baths in England, it had another division in a branch factory in Newmarket using vulcanised fibre to make two thirds of Britain’s coal miners helmets at that time the miners workforce in the UK numbered seven hundred thousand, one of the papier mache formed the basis for motorcycle crash helmets which we sold to a firm called Helmets Limited for the vast sum of two shillings and ten pence, when the Duke of Edinburgh initiated the idea that all cyclists should wear crash helmets I persuaded my company to market a new product as we had the equipment and the technique to make completed cyclists and motorcyclists helmets, I was given carte blanche by my boss to devise a new production line and advertise and market the product which I named the Centurion this product rapidly became the most successful of all work and profit doubled during that time I qualified by correspondents course as an AC as a cost and works accountant now enjoys a more prestigious title a cost and management accountant ACMA the company was owned by an absentee board of directors I was congratulated by the chairman who said that as a result of what I had done about the crash helmet I would be given a bonus of one hundred pounds this resulted in my leaving the company and taking a job in Calcutta as chief cost accountant for the largest group of paper mills in India at three times my previous salary, oh you don’t know anymore it goes on you know, well basically after that oh yes of course I was in India, gr oooh, oh yes that could be interesting actually. I left my family with Winnie daughter Rosalind aged eight then she’s now sixty nine now she’s seventy no rising seventy still going strong.
Other: No, no you mean Winnie you mean no no no you don’t mean Ros.
CB: I mean Rosalind her daughter is nearly seventy yes that’s right, er how could she be nearly seventy then? Oh yes of course she can but I’m ninety five. In Aiden I bought a blue Rolex Oyster Royal for fourteen pounds which I still have, [laughs] must be worth a hundred or two, we landed in Bombay proceeded by rail to Calcutta here we were met taken by road to Chandannagar [?] which is on the Hooghly River about thirty miles away where we billeted in a very large flat in a compound with other paper mill executives, errr well nothing very well yes [laughs] well I’ll show you how it changed my life I was soon advised that as cost accountant I was responsible for all the accounts and I controlled the stores at that time two large paper mills the largest being in Chittiga and the other where I was based in Chandannagar [?] I was provided with a chauffeur driven limousine which enabled me to visit both mills every day Monday to Friday at each of which there was a storekeeper controlling very valuable stores for equipping the papermill machines at each mill a large area was allocated for storing of thousand tonnes of bamboo sticks for bamboo we made the paper out of the bamboo, ah and having been cut down by contractors from miles around the bamboo was weighed on arrival before being unloaded and the moisture content which varied from freshly cut forty percent moisture down to seasoned around ten percent was weighed at the main at the mill weighbridge and the contractors were paid only for the seasoned weight this was obviously capable of corruption between the contractor and the weighbridge keeper I very soon found that corruption was endemic in the end this was an example I appointed a [?] the weighbridge keepers who were Indian but understood and spoke English as at the time I spoke no Urdu one of the weighbridge keepers said to me ‘don’t worry Barron saab while I am in your backside no harm shall come to you’ it was impossible to sack anybody at the as the union was very strong so I merely had him sidestepped the other stores housed in large buildings which were locked up out of working hours by the storekeeper this was also subject to corruption and as the chief engineer British was also corrupt I found in due course that control was virtually impossible, the Head Office was in Calcutta and my own boss whose title was simply the boss my own boss he was number one and I was number four answered my query on the subject of corruption by saying tongue in cheek ‘you can take anything which you can eat or drink but nothing which crackles or rings’ there you go, social life was good especially for me, after a few months Winnie took Rosalind home to England we’d already booked Rosalind for a place in boarding school I’d taken the oh yes I’d taken the opportunity to play my violin and in fact I joined the Calcutta Symphony Orchestra as deputy lead violinist the orchestra was composed largely of amateurs like myself and it was conducted by a Welsh Englishman David Jacobs whose family owned several jute mills as Calcutta was on the world circuit of prestigious soloists and I was the only fairly knowledgeable musician we occasionally entertained famous names such as [?] and I was placed next to him keep him entertained at dinner in the luxurious head office dining room [?] and I took to each other and we had a most stimulating discussion about the life of a professional musical soloist he invited me to call on him at the Savage Club in London whenever I managed to get back to England unfortunately he died before my first home leave, I did call on David Jacob’s family in London to go and see, err [flicks through pages], oh yes [laughs] the work conditions were not without interest and occasional excitement as for example when my office was invaded by some hundreds of bamboo coolies demanding a rise in wages this was understandable because they were quote “outcasts” unquote and were at the lowest possible rate of pay thirty rupees per month about ten shillings per week of fifty pence as we now call it my hands were tied but I did manage to have their pay increased as a result of my representation on their behalf at head office this put them on equal pay with the next cast rank above whose member well the members were not at all pleased. I was rather more for more fortunate than the chief engineer of a large engineering company in Calcutta when his workforce through him in the boiler [laughs], as the executive responsible for labour relations throughout both paper mills I was chairman of the grading committee, er oh yes mmm, you don’t want to know about all that, oh yes well during this time yes I got a Dear John letter from Winnifred telling me she was leaving me and wanted to marry my best friend I was naturally devastated there had been no hint of this before I left England, my six months furlough was not due for about another year but my company were good enough to bring my furlough forward for a few months during this time I managed to divorce Winnifred and put Rosalind into a good private school and then er when I came back I had time to spare and I it was six months you see and after a couple of months I got a temporary job in National Farmers by the National Farmers Union as a representative of Joe Nickerson and Company have you heard of them well it’s very big locally er it’s a seed growing company which offered to pay me adequately for introducing a new lawn seed called “Agrosstistolernepherous” [?] to retail seed sundries man and they gave me free rein to go where I wished and call on retail seed sundries man and after, I’m cutting this short, after a few weeks I decided to report and after initial annoyance that I had not sent them weekly reports Nickerson were delighted with the number of seed sundries men I had appointed added to their customers, the annual summer dinner dance I was invited to attend as their guest the organiser was the managing director’s PA and who introduced herself to me during the course of the evening her name was Janet Franklin and we were married about one month afterwards, unfortunately I received an urgent call from my Indian employers to return to India immediately a flight [coughs] a flight had been booked for me to return on Christmas Day which meant I had to leave Janet behind for about two months while she had while she put her local affairs in order and she joined me a eighteen months later ahhh [long sigh]. I soon realised that the salary I received in India could be equalled with the greatest of difficulty and required considerable initiative and therefore initially having qualified for management accountant I decided to use it in the field of management consultancy so the first company I joined was a firm of charlatans and I left them to try my luck as a self employed consultant at this I was reasonably successful but my plants were rarely close to our home in Sussex being largely in Scotland and Northern England and this necessitated almost continued absence so when Jan Janice, not this lady, was hospitalised following a miscarriage we decided on her release to look for a home much closer to her family living in Grimsby and near Louth where she had been educated so then sixty one sold the house er in Sussex where we lived um for seven thousand five hundred pounds er and then we bought The Elms no we bought The Elms for seven thousand five hundred I think we sold the Sussex one for about the same The Elms was a large six bedroom house here in Louth er and then I was introduced to a gentleman called Ken Addison who was a general manager of a polythene film extrusion company owned by Pickford Paper Mills Ken was very anxious to run his own company but had no capital neither did I however in my travels I had made friends with a well to do business man named Anthony Jowell who was prepared to invest three thousand pounds and we needed about ten thousand although I had no money of my own my financial reputation was such that I was offered three thousand by the bank which was then the National Provincial Bank and Addison had a friend in the scrap metal motoring business and I persuaded his friend to buy three thousand to buy one thousand shares and make a shareholder for three thousand pounds and he did so the odd two thousand shares I presented to Ken Addison and he was the MD and I was the financial director that’s when we made some money real money, er do you want to know how [laughs], got pages yet, is that enough?
AH: Yeah [laughs] thank you its very interesting
CB: Cos I made another I started another company double glazing after this we sold our company that was where made some real money the first time but do you know what taxation was then? Maximum taxation of anything over one hundred thousand earnings was eighty five percent and capital gains that was the cheapest way out that was forty percent so when we sold our company we had to give the government forty percent of it doesn’t happen now its about fifteen not fair is it.
Other: If you remember tax on unearned tax on unearned income as opposed to earned income was ninety eight percent.
CB: Yeah the maximum
Other: Can you believe it?
CB: Ninety eight percent for unearned income if you were a rich person that’s the sort of money that they ought to be charging the very rich now but they don’t do they? Well that’s about roughly it oh yes the other company was double glazing
Other: Yes
CB: Yes Primo Windows
Other: Primo Windows
CB: Of course you don’t come from this area and I sold that after ten years having got this three thousand pounds and I sold that for another three hundred thousand ten years later so there we are okay.
AH: And where were you from originally?
CB: Pardon
AH: And where were you from originally?
CB: Islington.
AH: Really.
CB: Yes, 17 Chapel Market second floor above a shop of a er shop anyway where I shared two rooms with my mother, father, two brothers and a sister that was where I started.
AH: And why did you want to join the RAF?
CB: Where did?
AH: Why did you join the RAF?
CB: Well I I thought what a marvellous thing what a wonderful thing to be able to do fly like that
Other: And there was a war on too.
CB: Yes and there was a war on it was either RAF [burps] or army or navy and not being a very good swimmer navy was out for me and the army I didn’t fancy being in those blasted trenches all the time and the RAF sounded much more interesting and they accepted me so there we are [takes a drink], so I can let you have a copy of the relevant stuff if you want it [sifts through papers] er
Other: I can print some off
CB: Yes can you print pages four, five,
Other: Yes I’ll just go get it turned on
CB: Six and seven and eight I think that will do. And er at that time er I was given a job with the British Bombing Survey Unit er what the start of it actually the chap in charge was an air marshall I mean he was this was to have to investigate an air chief marshall’s duties so I I was I was a senior assistant to the bod [?] I forgot who it was now it was a very very well quite a well known name.
Other: Well that was Harris wasn’t it?
CB: No no that was the chap we were investigating.
Other: Oh right yes okay. So which is two cups I think they were actually these are clean.
CB: No these are new ones.
Other: Yes they are, there you go.
AH: Thank you.
Other: Did you have sugar? Lots of musical terms on there [laughs]
CB: Yes, er I can’t the trouble is my memory is not good it really isn’t and I.
Other: Very good you’ve just got ninety five years of memories to to drag out that’s the thing it’s the hard drive that’s full.
CB: What?
Other: The hard drive is full.
CB: Yes [laughs] I reckon.
AH: So what did you do exactly when you were there?
CB: When, when? I was well I had an office and a secretary I think yeah I did and I er I visited a I forget where a lot of information about how many aircraft which type of aircraft had had a percentage more er knocked down by the Germans and so on all sorts of things like that a lot of statistics and the statistic showed um cos I said the best things to do is to look at all the places that we were told to bomb by Harris and what the results were and he kept on um er he kept on giving the giving air command giving er fighter command the instructions to go bomb towns more than military targets and that’s why I said we killed a lot of German civilians and as a result of that that was part of my report when I said that we we er um unnecessarily went for these and put as my real reason which wasn’t quite my real reason the fact that we lost so many aircraft of our own fruitlessly that was really the sum total of what I found and he was disgraced and sent sent er but I wasn’t the only one there we were we were there was about a good half dozen of us going different areas and so on and so forth it was an important thing British Bombing Survey Unit there I had it all written down there so if you want to know [laughs] that’s what I was mainly in charge of or partly in charge anyway all right.
AH: And what reaction did you get to your report?
CB: Report well the report was then read by the top brass in Air Ministry and in due course he got the sack [laughs] well he was er he was dismissed to some very minor post in South Africa and er had no real power or duties after that and it’s only recently that some some idiots have started to resurrect him er as what a wonderful good chap he was but he really wasn’t there you are history can be distorted sometimes.
AH: And was the general view of like your family what did they think of Harris at the time?
CB: He was well they knew nothing any apart from the fact that I had lost a brother who was a navigator on Lancaster’s er I was lucky I was stuck where well I started before he did er and er didn’t get involved in bombing I was night fighting and intruding [?] and you were fine in there
AH: Where was your brother stationed?
CB: Pardon.
AH: Where was your brother stationed?
CB: Oh stationed in England and er his grave which we have visited is at er
Other: Hanover
CB: Hanover in Germany.
Other: That was very emotional wasn’t it?
CB: It was yes yes, he was he was a brainy fellow too and er he was a much brighter bloke more intelligent fellow than his elder brother who was a bit of a well nothing important shall we say yes.
AH: What was your brother called?
CB: Well he was originally christened Emmanuel but then people called him Manny and he didn’t like that so he rechristened himself Ernest and he was then called Ernie [laughs] in the same way as well I might as well admit I was born and christened my parents christened me Cyril and I didn’t like Cyril particularly in the air force where they made fun of it so I said my name was Charles and I have been Charles ever since now well it began with C so that was enough [laughs].
Other: You couldn’t do that nowadays could you [laughs] in fact it is much easier to change your surname than your given name.
CB: Well there you go.
AH: And what was it like working with when you started training on radar did you know anything about it before?
CB: Nothing whatso, well nobody did it was a high ever so secretive and as I say it was a very very important arm of the of the armed forces because we got to it before the Germans did and in consequence our our bomber um our defence night fighter defence er and day fighter for that matter ‘cos you could see them from oh even miles away so then [?] you could trace them it starts off with a ground office you’ve seen those photographs of WAFS with the stick in their hand [laughs] you can see their underclothes and there all round the table pointing at things and these are the directions that they are pointing at because you got the table was the map and they pointed to all and were told as they were told they pointed towards them and it was all done by the people controlling the radar because the radar it was a way of controlling um it would start off with a name radio direction finding that was what it was you see and they are all around us you can’t feel them or anything but there they all are and it was fantastic I wish I could remember the chap who discovered how to use them because he got highly decorated for it I think we met himah what was his name no good if it comes to be I’ll let you know but you can find that out anyway.
AH: Was it difficult to learn?
CB: We didn’t have much time did you, er I um my sole instruction of reading I had to read two tubes were two air tubes and various funny pictures upon them er one the left hand one had a line there straight along and that was the line started with the ground and ended and ended much in line with the heavens and if you were at ten thousand feet for example a little blip occurred at ten thousand it was all measured so that you would know if he was above you or below you and also how much above or how much and the distance and then you had another one like that another line like that and and there it was to the right of the left of the line either they were east or west as you were flying and however near you were or near they were to you or however further away and the idea was for us to move to use the radar which we could direct which we could find where if there was an aircraft in front of us within our our distance and our distance at that time was above er the distance we were above the ground so the higher we went the longer the tine the longer the line and this little blip was you could have a half dozen blips er above or below and there was there was also you could tell friend from foe by because they had a little er piece of equipment that once the little thing you looked at looked for and once you got the line you tried to follow it and catch it catch up with it then your pilot who had who had in a Beaufighter ohhh um four canon and six machine guns you could then shoot it down and he wouldn’t even know what hit him you see and a lot of people did that when the time came I was quite good at it as it so happens er it was as a sergeant a flight sergeant although we were on duty a lot when the commanding officer or senior officer came and there was a raid on he took over and he then went up when there was an aircraft there to get shotdown before we got a chance at it we used to get very cross about that but we weren’t officers [laughs] but there we are there all sorts of things I could teach you it would take years.
AH: Did you have to stare at it all the time?
CB: No no if the er we had loudspeakers attached to our ears and if the command if we heard there was ‘action is required’ or whatever we then we then stared we then stared at but we used it for all sorts of other reasons we used it for I had a map in front of me and if I wanted to get to a particular place a particular place say we were fifty miles away I could er I could use the radar to check where the objective was roughly and then get closer to it and closer to it until the pilot could see it so it was quite interesting – ahh I can’t remember it all that well it was a long time ago.
AH: What were the Beaufighters like?
CB: Oh great stuff um I’ll show you one.
Other: Oh right where is it its not a very big one
CB: There’s your Beaufighter [shows a picture] the pilot was there and I was there okay and we communicated by radar by telephone that’s it very manoeuvrable it was oh yeah and he was thank heaven for me he was a first class pilot and he seemed to think I was a decent navigator so we got on well in fact we got to know each other and he visited us after the war and we visited him in Canada, yes but he’s dead now died of natural causes.
AH: How come you went to a Canadian Squadron?
CB: That was when at the time it was the nearest definite one that was available that’s all I cannot tell you why I was picked in the Canadian Squadron or not I was very pleased about it eventually it didn’t make any difference to me whether it was Canadian or English but the Canadians were a good lot they really were, yeah I imagine that they were ones that had been they had been fully equipped and were and had so they were granted an airfield and off we went.
AH: And when you were flying to Rangoon and Mandalay were they Beaufighters as well?
CB: Oh yeah yes they were Beaufighters as well very very serviceable aircraft then they were outgrown in speed er and er by the Mosquitoes you heard of the Mosquitoes and I but the last couple of months they finally because we were the forgotten air force really out in India um we had to put up with Mos with Beaufighters for two and a half years really and then for a few a couple of months that was all I was I converted to Mosquitoes and then they said ‘no you are an officer now we’ve got an office for you now in Delhi go there so we went there do as you are told’.
Other: It was in Delhi where everybody ran screaming into the when the Japanese came over everybody ran screaming into the woods in Delhi.
CB: No from Calcutta which is east east they came and they took over Burma
Other: Oh yes
CB: And eventually they couldn’t they didn’t take over what is it now part of India called Bangladesh no it’s separate now which was Bengal which was at this end of Burma and so they never took that over completely although the British Army had a had an army which was defended they defended itself for who what was the number of that [?] well it’s in there somewhere I think anyway and er they defended themselves but they didn’t couldn’t defend them from the Japanese taking over Burma and that was when we had to fight from in the air to get it back and at that time the east part er the north east that way we managed to hang on to that bit and I was stationed at Chittagong you’ve heard of Chittagong look at the map and you’ll get a rough idea I suppose it would interest everybody it would interest at that time all we wanted to do was get home of course but three years [laughs] – and as I always did what I was told I got promoted [laughs].
Other: Don’t believe a word of it [laughs]
AH: Could you describe a flight for example to Rangoon?
CB: Could I describe a flight most of the time it was boring it just went boom boom boom for a thousand miles or so from where we were was it no it wasn’t quite as far as that it was about six or seven hundred miles oh yeah easy um that’s right then we had to find where we told to shoot at which we did through radar [laughs] and fly back unhurt we were lucky.
AH: What did you do in your spare time?
CB: How dare you [laughs] I don’t know what I did in my spare time probably got drunk half the time we had quite a lot to drink but that was in our spare time we were not supposed to well we had those of us who survived anyway had the common sense not to get drunk so that we couldn’t operate decently after all we had a family at home.
AH: Were there other people that didn’t though?
CB: Well people did get killed yes, Pring the man who shot those first three he didn’t survive so it was one of those things, ah.
Other: Still there can’t be many more survivors around really.
CB: Oh there are.
Other: No there can’t be you’ve got to be
CB: No not now who are still alive
Other: You’ve got to be seventy five upwards haven’t you at least may be more
AH: Yeah more may be
CB: Oh yes you won’t have any youngsters, I was always twenty years younger than the century very easy to remember.
AH: And was your father in the First World War?
CB: He was but er he wasn’t English he was Rumanian and my mother was Lithuanian and I am a Jew as you’ve gathered.
AH: So when did they come to Britain?
CB: Oh they came they came to Britain from their relative countries before the First World War before the First World War to escape the er Pogroms, Russian Russian and Rumanian Pogroms and er they had relatives that I lost touch with I’m afraid a long time ago they had relatives in Manchester and er and er in London so er we ended up in London and er I cannot understand this but we ended up in London but the people who to be honest I can’t explain it but the people who they got in touch with who they were related both my mother’s relatives related to people in Manchester why my parents and co ended up in London and settled there I just cannot tell you but they did and of course there was quite a large Jewish population in the east end of London and er.
Other: Anyway London was nearer to Europe.
CB: London was nearer to Europe so it was easier to get to I suppose yes, there is so much of my early years I just cannot understand the domestic situation all I know is that we were not very well off you see there we are.
AH: Were you aware of the build up were you like Cable Street and?
CB: Cable Street
AH: Yes
CB: Cable Street that was Jewish yes that was Jewish but we didn’t live there that was the east end for some reason or other we settled in I no there was in Chapel Street London it was a Rumanian Jewish settlement and it was a market and they used to have stalls stalls stalls rather outside shops some of them quite a few of them had er either owned or rented the shop and were quite well to do but my parents did have a shop and had to rent a stall so there we are no we weren’t very well off shall we say [laughs] there you go it happens.
Other: So the remote chance of you being in North Lincolnshire at this point in time amazing isn’t it.
CB: Well as I say that that you’ll find in there as to where why we came to Lincolnshire why I came to Lincolnshire we didn’t come together my first wife had gone off with my best friend and my second wife I hadn’t met until I er was asked by these Nickersons who were very very wealthy farmers in where we are very wealthy now and er by Nickersons to er and I volunteered I put an advert in the Times ‘cos I’d done the divorcing bit and I had four months to spare before I went back from my six months furlough back to my accounting firm in India you see and er it was then I put this advert in the Times saying I had this four months did anybody want to employ me and they did having interviewed me here some in Grimsby yes and given me this job er particularly it was rather nice for them no no no this was a long time after after [?] I’m getting myself confused I’m sorry but er
Other: You know there used to be in the time when lots of people worked in India and other places and they would normally do two and a half years overseas and then come back for six months.
CB: This is what I did.
Other: This is what he did and I’ll tell you they were a bit of a menace sometimes because they were coming back with nothing to do for six months can you imagine it.
CB: Well as I say.
Other: Particularly if they didn’t have families you know.
CB: Well I had lost my first wife I’d divorced my first wife and her daughter had been born then Rosalind who’s alive now but er I’d got her into what’s the name of the top class school?
Other: Roedean
CB: I got her into Roedean so she had a Roedean education and on holiday she used to be with my sister my sister had a home in London and it was quite a nice home her husband was the you see that carpet there in the next room have you had a look at it it’s a very good one he used to be the branch manager of Derry and Toms Carpeting department [laughs] and I got that comparatively cheaply but I suppose probably wouldn’t make much difference now I’ve had it some considerable time but it’s a very nice carpet do you want to have a look at it? [laughs]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Charles Baron
Creator
An entity primarily responsible for making the resource
Anna Hoyles
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-21
Format
The file format, physical medium, or dimensions of the resource
01:09:51 audio recording
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ABaronC160321
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Charles Baron grew up in London and volunteered for aircrew in 1940. He trained as a navigator and on radar. He later volunteered for overseas duties and was posted to India where he flew intruder operations over Burma. After the war he worked training Indian Air Force ground personnel and with the British Bombing Survey. When he left the Air Force he qualified as a Chartered Secretary and worked in India and the UK.
Contributor
An entity responsible for making contributions to the resource
Jackie Simpson
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Burma
Egypt
Great Britain
India
United States
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1943
aircrew
Asian heritage
Beaufighter
Blenheim
entertainment
faith
final resting place
forced landing
Harris, Arthur Travers (1892-1984)
navigator
perception of bombing war
radar
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/476/8358/PBrettDT1501.2.jpg
118e663bc5324bf07e5a67487e6467b1
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/476/8358/ABrettD150522.2.mp3
81384cf913618625f74e822cf9a8f9c1
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
Brett, Dennis
Dennis T Brett
D T Brett
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Brett, DT
Description
An account of the resource
Five items. An oral history interview with Dennis Brett (b. 1924) and four photographs. He served as an air frame mechanic at RAF Carnaby.
The collection has been licenced to the IBCC Digital Archive by Dennis Brett and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-22
2015-07-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
MJ: It’s on.
DTB: Dennis T Brett. Born 4 9 24. RAF service 12 11 42 to 5 3 47. Tested and found to have mechanical ability and so trained as a flight mechanic airframe at RAF Locking. Served mainly in Yorkshire at Driffield on Martinets. Leconfield, Lissett, Holme on Spalding Moor and Carnaby. Carnaby -
[machine pause]
MJ: Go on.
DTB: Carnaby was used for emergency landings along with two others, Woodbridge and Manston. They were known colloquially as crash ‘dromes. A wide variety of English and American aircraft was seen at Carnaby and on very foggy nights FIDO was in operation. Soon after the war ended I was taken on a low level flight in a Halifax to see the extent of damage inflicted on German cities by aircraft of Bomber Command. My last six months of service was spent in Italy, Egypt and Palestine with a Dakota squadron of Transport Command. Right. In wartime Britain there were three emergency landing grounds a little inland from the east coast. They were Manson, Woodbridge and, in the north, Carnaby, about three miles from Bridlington in Yorkshire. Their purpose was to allow damaged aircraft, sometimes with injured crew, to land if necessary without warning. To facilitate this the runways were large. Carnaby’s being three miles long and three runways wide. The soft bituminous surface was to minimise friction caused by a rough landing. When I arrived [pause] we saw and serviced a variety of aircraft. English and American. Can you put that off?
[machine pause]
We saw and serviced a variety of aircraft. English and American. The US crews were not noted for their navigational skills. I recall seeing the three twin-engined Whirlwinds the crew of which seemed to be lost. One pilot remarked, ‘We thought we were in North Devon.’ When a damaged aircraft landed our fire crews rushed to extinguish any flames. The armourers checked for bombs and guns. And the riggers took, looked for any physical damage to the aircraft and then towed the aircraft away to dispersal. We were puzzled one night when after landing safely the crew got out of the aircraft and ran. They soon told us that there was a long delay fused bomb on board likely to explode at any moment. It was the armourers of course who had to be there to defuse the bomb before other workers were allowed near the aircraft. Can we?
[machine paused]
Sometimes I was on special night duty all alone in a small hut at one end of the runway. This was more than a mile away from the control tower. My bed was two or three feet away from an electrical installation which bore the warning, “Danger 11000 volts.” We were always ready to receive aircraft but on bombing nights we were especially alert. I’m sorry.
[machine paused]
My job was then to operate the lighting system. On receiving an order from the control tower I would pull a switch to turn on the sodium funnel lights. These were spaced in a narrowing V shape embedded near the foot of the runway and were a guide for aircraft approaching to land. The lights were arranged in the shape of a funnel. In bad weather and when many aircraft were expected the order would be given to ‘strike arc’ and I then had to pull a switch to activate the searchlight system. Searchlights were positioned, one each side of the runway, at its entrance. They were angled towards each other to form a cross so that incoming aircraft could enter through the triangular shape below the cross. Bad weather was a great danger to airmen returning tired and cold from a raid lasting eight or more hours. Fog was a major problem. As a counter measure a system of pipework called FIDO, Fog Instantaneous Dispersal Operation had been installed along each side of the runway. In operation, petrol was pumped through the holes in the pipework, then ignited to produce flames several feet high. This was meant to clear the fog and it probably did so but at the time I thought its great value was that the flames could be seen by pilots trying to land. In such circumstances a successful landing was a tremendous relief for the aircrew. This might seem far-fetched but I was a personal witness to a memorable incident when a Lancaster had come in to a halt the crew got out and some of them actually kissed the ground. Reminders of the darker side of war were frequent. Crash landings were a common sight. A faulty undercarriage was usually the cause and the result was what we called a belly landing. Some aircraft burst into flames when landing. Others were already on fire as they approached. The sight of a red gun turret is one that I cannot forget. Even our medical officer was seen to turn pale sometimes. But there was also a lighter side to life at Carnaby. Sometimes a bad landing would cause an aircraft to bounce not just once but in a continuing series from which the pilot could not escape until the laws of physics allowed. We called this a kangaroo landing. The Yorkshire winter was harsh. One night the wind caused my eyes to water and the intense cold froze my tears so that I could not open my eyes. This was only momentary and a good rub was all that was needed to solve the problem. The snow lay thick everywhere and this emboldened the local rats to come rather too close to our hut. We shot at them with our sten guns but I doubt whether we hit any.
[machine paused]
Our commanding officer was a very experienced pilot who was known to have seen much action in the war. His free and easy manner was in direct contrast to the usual strictly authoritarian attitude of the administrators. He would sometimes sit outside the control tower with his legs dangling through the railings swinging them to and fro. In this way he was exhibiting his persona for all to see. I happened to be on duty when he decided to take a Sunday afternoon trip with his young son. After I’d pulled away the chocks and motioned him out he asked me if I would like to come too and I gladly agreed. One fine day I noticed a large number of, to me, unidentified aircraft all flying eastwards. They were not in any kind of formation. They were towing gliders. These gliders were at a certain angle to my vision so that only one wing was visible. A strange sight. It soon became obvious to us that the invasion of Normandy had begun. The gliders were, I believe, Horsas and the planes were DC3, better known as Dakotas. I was soon to become much more familiar with them when I was transferred to a Dakota squadron. At the end of the war I was invited to go up in a Halifax to retrace some of the routes our bombers had taken and to witness the devastation. We flew low over a number of cities including Rotterdam which had been bombed by the Germans and battle areas such as Arnhem and Aachen. Our pilot was on a high, in high spirits after the ending of hostilities. He would approach a city from a certain height and dive bomb it at an angle of about forty five degrees. Then over the city he would pull up sharply out of the dive. This continuing sensation was too much for me and I was physically sick for most of the flight home and my muscles ached for a week afterwards. I still have a reluctance to fly though I had to do so in 1981 when I was seconded to the City University of New York. To my regret the airline did not provide a parachute. Large four-engined, large four-engined aircraft such as the Stirling, Halifax, Lancaster and Fortress were designed for level flight not aerobatics and for a Halifax to be flown in such a vigorous way says much for the strength and construction of this, this aircraft. My experience at Carnaby remained long in my memory. Forty years later I would sometimes wake up in the night. In my dream a large four-engined bomber coming in towards me to crash land.
[machine paused]
Well my elder brother was in Coastal Command and used to fly as the wireless operator rear gunner in a Beaufort and I think it was in 1942 when the Scharnhorst and Gneisenau German battleships made a dash through the channel. He was engaged in torpedoing the Scharnhorst but in the process he was badly wounded and received shrapnel in various parts of the body and face and managed to survive. The gun turret was badly damaged and for this service he was awarded the mention in dispatches. I think that’s all that can be said there.
MJ: What was your actual job in the RAF?
DTB: Well I was what was known as a flight mechanic airframe otherwise known as a rigger and we were responsible for the whole of the aircraft physically other than the engine and the guns. And we had daily inspections for which we had to sign from the safety point of view. We had to check brakes, hydraulics, the movement of the flaps, rudder, elevators and of course petrol filling and so on and we had to make body work repairs where necessary.
MJ: How did you do that?
DTB: Whether it, well on early aircraft it would be on [pause] covered in, the early aircraft, I think the wimpy as well was covered in cloth. Muslin or, not muslin, no. Irish linen and we learned how to make a repair for that. On most of the aircraft they were metal and we had to make a hole and rivet all around it and patch them in that way but that was it. The whole of the aircraft had to be inspected and many points inspected and then signed for for the safety of the pilot. The Lancaster which was the best. It was the fastest and could carry the heaviest bomb load. The Halifax was next and then the other one. I can’t remember the name of it you know.
MJ: Yeah. I can’t remember exactly what one it is but I know which one you mean so, yeah.
DTB: But of course, you know there are other aircraft as well. The Mosquito was the fastest aircraft in that war and it was a bomber and it was a fighter bomber.
MJ: Yeah. Didn’t they take off from the airports with the flame?
DTB: No. It wasn’t a biplane. No.
MJ: No. No. They used to take off in the fog didn’t they?
DTB: There were Swordfish in the early days, I think the Swordfish was in that battle with the Scharnhorst as well as the Beauforts.
MJ: Yeah.
DTB: Well there we are.
MJ: Here’s the end of the interview with Dennis Brett at Ruskington. The International Bomber Command would like to thank him for his recording on the date of the 22nd of May 2015. Thank you very much.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Dennis Brett
Creator
An entity primarily responsible for making the resource
Mick Jeffery
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-22
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ABrettD150522, PBrettDT1501
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Description
An account of the resource
Dennis was born in 1924 and joined the Royal Air Force in November 1942. He trained as a flight mechanic airframe at RAF Locking and was responsible for the whole of the aircraft, apart from the engines and the guns. Dennis explained the emergency landing grounds at RAF Manston, RAF Woodbridge and RAF Carnaby, which were wider to allow damaged aircraft to land safely. His last six months of service were spent in Italy, Egypt and Palestine with a C-47 squadron of Transport Command.
Sometimes Dennis was on special night duty alone in a hut a mile away from the control tower. His job was to operate the lighting system on receiving an order from the control tower. He referred to a memorable incident when a Lancaster landed safely and some of the crew kissed the ground.
When the invasion of Normandy began Dennis was transferred to a C-47 squadron. At the end of the war he went up in a Halifax to retrace some of the routes the bombers had taken and to witness the devastation. He left the RAF in 1947. In 1981 Dennis was seconded to the City University of New York.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
United States
Egypt
Italy
Middle East
England--Kent
England--Suffolk
England--Yorkshire
England--Somerset
New York (State)--New York
New York (State)
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
00:18:19 audio recording
bombing
C-47
control tower
Cook’s tour
FIDO
fitter airframe
flight mechanic
ground crew
Halifax
Lancaster
Normandy campaign (6 June – 21 August 1944)
RAF Carnaby
RAF Locking
RAF Manston
RAF Woodbridge
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/569/8837/AForsythR160214.2.mp3
8c957767bac5297ef7b0921f68b6b9c2
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
Forsyth, Robert
R Forsyth
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Forsyth, R
Description
An account of the resource
Three Items. An oral history interview with Robert Forsyth (1921 - 2018, 201802 Royal Air Force) and two photographs. He flew 13 operations as a navigator with 156 Pathfinders before the end of the war, Subsequently he served on 35 Squadron and flew on the victory flypast in 1945.
The collection has been loaned to the IBCC Digital Archive for digitisation by Robert Forsyth and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-02-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JF: It was just at the beginning of the war, the war started and I did this three-month course, and he said if I go down every Saturday morning to Drem airport, and he’ll fly [unclear] and they had down there a Tiger Moth so I went down there on a Saturday afternoon. Drem was just a grass strip field, it wasn’t a major airfield.
I: No. Were you in the Sea Cadets?
RF: I was in the ATC Sea Cadets and I spoke to the pilot and he said, ‘Sure, up you come’. I climbed into this Tiger Moth, it was a two-seater thing you know, a bi-plane.
I: Yes.
RF: And we went off and flew around North Berwick, and I wasn’t interested in flying, we just flew it along, we run onto some cumulous. I can remember going to Harrogate anyway. Then we set off to er ‒, it won’t be in my file because ‒, how did I come to 156 Squadron?
I: You must have gone via an OTU.
JF: Yes.
I: Operational Training Unit?
JF: Yes. OTU at Warboys, I think it was called.
I: Warboys.
JF: And we did Pathfinder navigational training there and then I was sent to 156 Squadron at Upwood, which was an operational squadron doing pathfinding with the squadron over Germany usually, and that was of course an exciting time.
Q: How many ops did you do with 156 Squadron?
JF: I only did about thirteen I think, if I remember right. I marked them in this thing, and then the war came to an end.
I: That would have been late ’44, early ’45?
JF: Yes.
I: So, you did thirteen ops with 156 and then the war finished?
JF: Yes, from various places in Germany.
I: But then you might have been involved in flying back prisoners of war and all this sort of thing?
JF: I had written down the places that were marked. These were the operations; Gelsenkirchen and Potsdam and places like that, which was a long flight Potsdam. Then the war finished, it came to an end, and oh, just before it ended, we were used to fly food to Holland.
I: Operation Manna, yeah.
JF: Manna, that was it, and we had a BBC man with us and I did a report to the BBC for this Manna thing, which was very interesting because it was ‒, the war was ‒, it was the day before the war finished and we were flying at very low level and dropping this food and the people were all out on their roofs waving.
I: Waving, what a wonderful thing that was for the Dutch.
JF: Yes, I remember we got a sweet ration, when you were for so long, I made it into a kind of parachute with my hanky and dropped it out the plane, hoping some boy would get it in Holland [unclear], how nice that was. How much they enjoyed getting it. They were starving of course, the people, so that was that. Then there was an interim when we was in no man’s land.
I: Op Exodus.
JF: Exodus, yeah, and we did that for a wee while and so did flights with the crew to show them what ‒
I: That’s right, ground crews went on these Cook’s Tours.
JF: Cook’s Tours, that was it, these are in this book. We went round, just short flights, to let them see the ‒.
I: Then there was the Goodwood, wasn’t there? There was the raid on Caen?
JF: What?
I: There was the Operation Goodwood. The raid on Caen. You went on that as well, didn’t you?
JF: Yes, we went to quite a few places and then the war was coming to an end and they decided to reduce squadrons to a hundred, ‘cause we were in 156 and this started a very exciting time for me. We were sent to 35 Squadron, the whole unit was sent to 35 Squadron, which is that photograph there, Wing Commander Craig I remember, and we were fiddled about for a while. They got us doing formation flying, which was very difficult with Lancasters.
I: Especially when you were used to flying at night, not formatting or anything.
JF: This was through the day and we went down each day over Harris’s offices and we had to be there at a certain time and had to be in formation, and other squadrons were doing that of course, and all this was to do with a fly past on VE Day in London. And it was rather nerve-racking for a navigator in a big squadron, and you will see photographs of that flight over London. As a result of that success, and apparently, we seemed to be the best at it ‒
I: Oh, that’s a big fly past, isn’t it?
JF: Flying over London. That was on the way to Buckingham Palace on VE Day, I would be about here you see? Rather nerve-racking for the navigator. Although we had to get there at the right time and so on.
I: Right, of course.
JF: So we did that and I’m sure it was as a result of that the RAF got an invitation from America, American Air Force, to celebrate their 39th anniversary of the formation of the American Air Force, which American Army Air Force, which later became the Air Force and that’s ‒, I have a big book there and that was an amazing experience because we ‒, and the whole squadron went and we went all round America, stopped at various ‒.
I: Goodwill tour and showing off the Lancasters.
JF: That’s right, we stopped for a week at various places, we laid the aircraft open for inspection and a great deal of hospitality, and taken round until we got to Los Angeles, where the final ceremony was, and they took us about there and of course, we’d stayed a week at each place which was very interesting.
I: For a young man, it was a tremendous opportunity.
JF: Yes, the hospitality was very good I must say, in fact, I wrote a bit about that and also to an American. I’m a member of the Forsyth clan and it’s quite strong in America, and ‒
I: So, you got involved in all of that.
JF: And amongst the one who writes in their newsletter asked if I’d write something about this tour of America.
I: Oh right.
JF: Along the lines of all the good hospitality we had, so I did that and you’ll find that in there too. That was our squadron. That was the formation flying.
I: So, there you were at the end of the war, when were you actually demobilized and sent back to civvy life?
JF: It was in November of, is that ’46?
I: ’46. November ’46.
JF: ‘Because I remember coming up in a plane to Glasgow and going in that night to the university to see the professor, to see if I could start on the architect’s course.
I: And they said, OK?
JF: Although you had to have so many attendances by Christmas,’ If you do it, well, we’ll take you on all right’, and so I saved a year on others.
I: Oh excellent.
JF: At night and evening classes. The very day I came home, I was in the university.
I: Excellent.
JF: And got started and finally qualified or course as an architect.
I: Right, and that was your career?
JF: That was my RAF career finished. Now after that came the ‒, a Scottish air show, and I went down there to see that and I joined their club.
I: Is that the one at Prestwick?
JF: Yeah, they took part at Prestwick and they had aircraft there, and I’ve got a photograph of one of them too. After that, I joined the official club.
I: Right.
JF: You see? And there.
I: So, you’ve kept up an active interest.
JF: The official RAF Memorial Club and I joined that. That was just my crew.
I: So that was you, so you kept the interest in aviation and developed your career as an architect?
JF: That’s right, I did that ‘til I retired and as an architect ‒, I put it in here, one of the things I was proud of, the school I attended in Glasgow, that happened to be a circular school, a secondary school, a very large secondary school.
I: Smithycroft Secondary School 1968.
JF: Yes, I was very proud of that.
I: It’s a lovely building, very aesthetically pleasing. Is it still extant today?
JF: No. They knocked it down.
I: They knocked it down? Vandals.
JF: No, no [slight laugh].
I: It was getting a bit aged.
JF: Yes.
I: Still, it was pretty avant garde for its time, wasn’t it?
JF: It was, yes, it was well thought of at that time.
I: Excellent. You got an architectural award for that I hope.
JF: I enjoyed doing that and I was in my own profession I became President of the Glasgow Institute of Architects. That was our crew.
I: Yeah, tell me about your crew. At the OTU, at Warboys, sorry where you crewed up, when my uncle crewed up at the 11 OTU at Kinloss, sorry 1902 at Kinloss, they put them all in a big hangar, wireless operators, you know, gunners, pilots, navigators, bomb aimers and they just found people they liked, and they liked the look of them and did well on their course and they formed a crew from there.
JF: Well, that wasn’t what happened at ‒.
I: You were actually posted to Pathfinders?
JF: Posted to 156 Squadron and there was always one or two planes failed to return, it was rather sad really and ‒, or they had a need to piece together crews, which they did, they introduced us to various people and would you like to join the crew of this chap? And I did this.
I: OK, so it was more that you were selected to join certain crews.
JF: We got on well together.
I: It was a similar thing but more concentrated in your case.
JF: And we formed a crew and we stayed as a crew.
I: And were you all an officer crew?
JF: No, the pilot was, of course, I wasn’t at that time, I was a flight sergeant. The engineer was a flight sergeant, actually.
I: And there’s an officer there.
JF: That’s him, and there’s the mid upper gunner and the wireless operator, they were flight sergeants.
I: And you had a dog. Was that the mascot?
JF: That was the pilot’s dog. It was just a dog he had.
I: And they had a lot of dogs, didn’t they? Following Guy Gibson’s example.
JF: [Slight laugh] Yes that’s right so we stayed together as a crew and we did very well, and then we had this dramatic change to go to America and that formed another crew. I had a different pilot then.
I: So, when you came back in November ’46, you were demobbed.
JF: Yes, but the thing about America was, we had to fly to America.
I: Yes, of course, via Gander and all over that route. It would have been the old ferry route, wouldn’t it? It would have been the old air bridge ferry? Prestwick, Gander.
JF: Being navigator, we had to stop at the Azores on the way because of the petrol, and I had to find the Azores, which is a very small island.
I: Gosh.
JF: In the middle of the Atlantic. The Azores has a very high mountain in the middle.
I: Volcanic mountain.
JF: Called Pico and my pilot was getting very nervous about finding this.
I: There’s a lot of distance done and there’s a lot of sea down there and we haven’t found the Azores yet, come on nav.
JF: [Slight laugh] that’s right, didn’t like the look of it, but we got there all right, then to Gander in Newfoundland.
I: Was there, in those days there was no real navigational aids of any sort, a beacon and dead reckoning I suppose
JF: Yes, and using the compass.
I: The sextant.
JF: The sextant.
I: The astrodome a lot.
JF: I’ve got that among these papers, I’ve got the log that I used, filled it in as I used it, you know.
I: That’s fascinating.
JF: If you want to take that away with you.
I: Well, I’ll have a look now.
JF: You know what it is now, I’ve told you.
I: Well, I think that more or less finishes this, so we’ll stop that now.
JF: Right.
I: And I’ll play it back just to make sure it’s taken.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Robert Forsyth
Creator
An entity primarily responsible for making the resource
Bruce Blanche
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-02-14
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AForsythR160214
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Format
The file format, physical medium, or dimensions of the resource
00:15:17 audio recording
Description
An account of the resource
Robert was in the Air Training Corps (Sea Cadets). From the Operational Training Unit at RAF Warboys where he did pathfinder navigational training, Robert joined 156 Squadron at RAF Upwood. They did around 13 pathfinding operations, usually over Germany, including Gelsenkirchen and Potsdam. Robert participated in Operation Manna, Operation Exodus, Cook’s Tours, and Operation Goodwill.
His whole unit was sent to 35 Squadron to do formation flying in the Lancasters in preparation for a fly-past on VE Day. They were subsequently invited to America.
Robert demobilised in November 1946.
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1945-05-08
1946-11
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--London
Germany
Germany--Gelsenkirchen
Germany--Potsdam
United States
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
Vivienne Tincombe
156 Squadron
35 Squadron
aircrew
animal
Cook’s tour
crewing up
Goodwill tour of the United States (1946)
Lancaster
navigator
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Pathfinders
RAF Upwood
RAF Warboys
Tiger Moth
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/584/8853/AHookingsE151024.1.mp3
556da5c1816a399822ddc8c2bac3a98b
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
Hookings, Eric
E Hookings
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Hookings, E
Description
An account of the resource
Three items. An oral history interview with Eric Hookings (184315, Royal Air Force) and two memoirs. He flew operations as a pilot with 619 Squadron.
The collection has been donated to the IBCC Digital Archive by Eric Hookings and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
GC: This is going to be an interview being conducted for the International Bomber Command. My name is Gemma Clapton. The interviewee today is Flight Lieutenant Eric Hookings and the interview is taking place on the 24th of October at Copford in Colchester, Essex. Tell me a little about life joining the RAF for World War Two.
EH: I remember Chamberlain coming back saying, ‘We are now at war with Germany.’ We had been expecting some sort of reply but we didn’t believe that it would be to total war. So, everybody that you met was showing nervous energy. Not knowing, or rather, in many cases, knowing that the Germans had a very force, very forcible [pause] army, navy and the air force. For the first twelve months after the Germans had taken over France they — we had a lull which gave our country time to re-muster every possible service. Auxiliary force. And then in 1940 the Battle of Britain commenced and our squadrons of Hurricanes and Spitfires were in constant battle at [pause] at that time. But eventually we were able, able to win that battle. Hitler, at that time, had mustered [pause] but mustered some landing barges for the attack on England. But after the Bomber Command took over and and concentrated on destroying the barges which was meant for the invasion of England. Then having joined 150 Squadron at RAF Newton I was a GI and did all different types of jobs. One day I could be a policeman. Another day I could be loading up bombs on to aircraft. Then much to my surprise a notice was put up on the board and I happened to read it and it read, “Aircrew Required.” And I thought I would like to do that. And then I thought I’m not bright enough to become a pilot. But what I thought — I’ll put my name down. My name was put down and to be accepted you had to pass an examination and although I didn’t have a lot of confidence in my ability. Ability then. I thought I’ll have a go. I went for the exam and I knew I had failed. But much to my surprise I was summoned to an office which consisted of three Royal Air Force officers. I saluted and said — and the officers in charge said, ‘You know why we got you here, Hookings?’ I said, ‘Is it because I failed?’ ‘Yes. But there was something we saw in you so we suggested to, to ask you would you go back to school?’ And I said, ‘I would do anything sir if it’s beneficial.’ They said to me, ‘We can send you down to Brighton for six weeks. You’re going to stay in the best hotels down there and your job will be to brighten up.’ I went forward for the six weeks and the day of the exam came around and I felt fairly confident that I could do it and I did. I got passed. So that was the start of my flying career. I was selected to go to America for full training. We couldn’t exercise the amount of flying over the UK because of the black outs. It wasn’t long before my name was called out and with others we were marched to Greenock, near Glasgow — Glasgow for shipment to the United States for training. We arrived the next day and much to our surprise we saw the Queen Mary had docked and it had a big hole in the bow. And we realised that our trip to America would not take place. So, we were marched off and wondering what was going to happen next. It didn’t take long to realise that we were going to America because they marched us down to the docks and the Queen Mary with the big hole had been filled with concrete. Heavy duty chains were wrapped around it and we couldn’t believe our eyes. In a short time the Queen Mary sailed for America. I couldn’t believe my eyes when I went on board. The suite that I shared with another chap was magnificent and talk about travelling in style. Style. We certainly did. We crossed the Atlantic in five days including all the zigzagging — being chased by U-boats and we arrived at Boston, US. And we were taken then back to Moncton in Canada. It seemed everybody of the Royal Air Force, whether it was the first or second time, had to go through Moncton. Very pleasant indeed. The Canadians are very nice people. We then waited further instructions which came and we were put on a train that took us through Montreal, Toronto and to the railway station in Oklahoma at Ponca City. Ponca City was going to be our base for about at least nine months. It was a flying training station. There were American trainees and our own squadron of which they made me the leader. I there had eighteen fellow companions under my control. The discipline was pretty strong and we had to make sure that we kept astride of the American trainees. I found so much in my training but unfortunately it had a bad side to it. As I’ve said I was in charge of eighteen other pupils and they had all gone solo from eight hours to twelve and I hadn’t made any advancement. So, I thought my flying career is not going to get off the ground. Anyway, the boys in my squadron, they were so pleased with their results and they did their best to help me over the loss of staying at the school. But the — but the chief flying officer, he called me to the parachute room one day and he says to me, ‘I’m going to ask you to fly me on the circuit and land it. I won’t interfere unless there’s any sign of danger. So, it’s your responsibility to handle the aircraft.’ As you can imagine my nerves were acting very strange. I thought I’m going to do this. We entered the plane and the CFI, Chief Flying Instructor says, ‘Right, Hookings. The plane is yours.’ Having been trained I taxied out to take off point. I waited there in the correct position waiting for clearance to fly. I went roaring down the runway and made a nice take off and I did the circuit and I came in. All of the procedures I did were correct. I came in. Landed the plane. I never had a better landing. I just kissed the ground and the CFI said, ‘Back to base.’ So, and he says, ‘I’m getting out now. I want you to do exactly the same as you did on that landing. You were very very good.’ Anyway, I taxied out. Nice take off. Got to the end of the runway and I screamed. I was so uptight. Then I suddenly realised I’m by myself. A strange feeling. I came in to land. I hit the deck. I bounced. Stick forward. Motor. I corrected correctly. I did it three times. I thought well, I’d blown it now. Anyway, I taxied back, jumped out, saluted the officer. I said, ‘I’m sorry sir.’ He says, ‘What are you sorry about Hookings?’ I said, ‘That landing.’ ‘My god,’ he says, ‘You’ve got nothing to worry about there. You did exactly as you were trained to do and I’m going to pass you.’ What a wonderful feeling to know I wasn’t going back to the UK empty. Shall I have a rest?
[recording paused]
GC: Tell me a little bit about the planes you flew. The different type of planes?
EH: Right. Ok. [pause] I got my wings but I was very disappointed that I didn’t get my commission. And having done very well without a squadron and one [pause] very various events I believe that our wing commander who was in charge of the Royal Air Force Cadets — he gave me the impression that my education wasn’t what he was happy with. As we all know the cream of crews came from private schools. Anyway, as a sergeant I was shipped back to Liverpool and then after leave I was posted to [pause] Bruntingthorpe for training on the Wellington which was a lovely plane to fly. And I must admit I over [pause] one day I decided to fly into cloud not realise that there was danger in the fact you rely on instruments for blind flying and I lost control of the Wellington and I was ready to ask or tell the crew to jump and as I was thinking I managed to see an open space and from that day to this I never told my crew what had happened. I said it was part of aerobatics. When — when you do blind flying you have to concentrate one hundred percent on instruments and at that time I was being trained for blind flying but not sufficient to handle the aircraft in cloud at that time. Anyway, I went through further, further training on the Wellingtons. It was a very interesting period of my life to think I got there. And from there I went on to Stirlings. The four engine plane. It was taken away from front line activities so we did quite a bit of flying doing gardening with it and cross country’s and it was, it was a rather difficult aircraft to handle because it was prone to [pause] prone to engine, engine failure. It happened to me so I had to make the landing with three engines. Not four. From there I went on to Lancasters and found that very demanding and competent. We were trained with [pause] and it was a very pleasant experience to fall in love with that plane. On one take-off I was — I had done all my checks before take-off and everything seemed to be working. I got the green light. I had a full bomb load on and I got the clearance and off I went. The lift off was about ninety five miles per hour. And at that particular moment when one was lifting off my port outer lost all its power. I had a decision to make. Can I get the plane off with a full bomb load with three engines? Rightly or wrongly I decided to cut the engines and as I cut the engines she swerved off the runway and I said to the crew, ‘Back.’ They knew what I meant. To keep the tail down we wanted as much — and the nose was trying to get up but fortunately the grass was very wet and it sank down and fortunately no one was hurt. And I thought to myself, ‘I’ve done a good job here.’ But they called me to the tower and they weren’t very pleased that I had to abandon my take-off. Anyway, that was all a part of the experience and I continued flying with 619 Squadron until the day came when we were on a raid and my crew were very much aware of their job to make sure we don’t hit another aircraft. Or make sure Jerry is seen first. Having said that my rear gunner shouted out, ‘Port. Go.’ ‘Port go,’ is a short order that we had the enemy in our — he had us in his sights. So when I received that order I just went straight into the figure eight which gave my gunners a clear field. And then my rear gunner shouted down the intercom, ‘I’ve got him. I’ve got him. I’ve got him.’ On that piece I decided to get back on course. I requested my navigator, ‘Course to target’. It came back very quickly so we were back on course. Now, we want to make sure that we were okay but in doing that a Messerschmitt 110 got under the Lancaster and shot us right through the centre killing the two gunners and my wireless operator. We struggled with our [unclear] trying to put the fire out. But unfortunately the fire had got between the rear and the front and the port inner was ablaze. I was left with no alternative then to abandon the aircraft. I gave the order, ‘Jump. Jump. Jump. Jump. Jump.’ And I got my crew from the front of the plane. I got. And myself.
Other: Is he Ok? Eric. Eric. Come on. Wakey wakey. You’re dreaming a little bit there, aren’t you?
GC: No. He’s fine.
[pause]
EH: Jump from the plane.
GC: Yeah.
EH: Yes. And I got the crew out on the front end entrance. While they were — the [pause] my engineer went down the step, a couple of steps and he got the axe that was above the hatch but unfortunately when he got it open it twisted and blocked in the diagonal which meant blocking the entrance. I shouted to him, ‘Axe it. Axe it.’ And he smashed it with the axe and they were able to get out. During that time I was still at the controls trying to steady the aircraft to the best of my ability. And we, the four, the four of us in front managed to get out. I tried to make an effort with the centre of the aircraft but that was ablaze and I then decided there was nothing further that I could do. The [pause] I then made the jump for it through the hatch. We pilots were the only member of the crew who had their parachute attached to them. So anyway I did a freefall for about three or four minutes to clear the aircraft and I pulled the ripcord. I finished up in the forest and caught in the trees. And I could see I was, I was in a big difficult situation. Anyway, in training they teach you if you are under any form of stress which, obviously jumping from an aeroplane comes in that category, they say just stop for about twenty minutes and re-collect. This is the situation. I’d been there for about at least half an hour. Then everything was so quiet until I heard this whistle. And I recognised the whistle because it came from my engineer. And he was always whistling that. And I shouted, ‘Is that you John?’ And he said, ‘Yes skipper. Where are you?’ I said, ‘I’m in the trees.’ ‘Oh’ he said, ‘we’ll soon get you down’. Optimism. It took a long time to get clear of those branches but we did it. We were then faced with capture. We didn’t want to be captured. So I said to John take, ‘Take your stripes off and make your uniform dirty.’ I said, ‘We’re going to be labourers.’ I did the same. And all of a sudden at 7.30 the sky opened up so we had to find somewhere to stay. And we found this barn and we made use of that for about two or three hours. By that time the weather had improved so we knew we had a big problem. After — after one day I realised that we had to do something different. We managed to find a log and we carried that through the villages and that piece of wood was our passport. And we were not stopped until we came to this road and so we just strolled along and all of a sudden I heard the voices and unfortunately I panicked and pulled John into the hedge and it was the two guards patrolling the road and that was the end for us two and I never saw John again [background conversation] again until the war was over. He was an NCO, he was sent to one camp and I was sent to the officers’ camp as it called, Stalag Luft 3. Can we stop there for a moment?
GC: Yeah, absolutely. [recording paused]
GC: Just tell us a bit if you wouldn’t mind about life in the Stalag place?
EH: Life where?
GC: In the Stalag. In, as a prisoner of war.
EH: Oh, in, as a prisoner of war [pause] having, having been shot down and escaped I was three days and then I was captured and by front line troops and they were very, very kind to me. They gave me some bread and coffee and then I was handed to the Gestapo and that was not pleasant and but fortunately my, my engineer, he was there as well and I think we saved each other’s lives by being there and we were then separated. He went to NCO camp. I went to Stalag Luft 3, officers only. We got the train from I think it was Dortmund and we were taken to Stalag Luft 3 and from the railway station they had lorries and they put us in lorries to the camp. When the lorries stopped the, behind the railings were all the other prisoners been there. ‘Hello, hello, hello, hello, what squadron were you? What’s it like in London now?’, you know. Some had been locked up three and four years you see and they wanted to know about their country and their people and so that went on for a while. Now, we gotta put Mr Hookings somewhere and they decided to put me in a hut with Canadians and there was fourteen of us in the hut and his name was Mitchell, he always had a fag in his mouth and I didn’t smoke and he says, ‘Hookings’, he says, ‘we’re gonna tell you one or two things now.’ I said ‘That’s alright Mitch, thank you very much, I’ll be pleased to listen’ and he was going through the do’s and the don’ts, what you said but there was one thing that stuck in my mind and that was, I said, ‘I’ve got trouble with my leg’ ⸺ as I came out of the plane I must have knocked, cut it — ‘Oh’, he said, ‘we’ve got a brown job as a doctor.’ ‘A brown job?’ ‘He’s a soldier. Brown’. And he says, he says, ‘Tell you this Harry’, what was his, he said, it had got to be said, ‘Oh, he’s a right old fart but don’t let him push you around, you tell him what you want.’ So the moral of the story is never listen to other people! I went to see the doctor and something I said, ‘I’m not happy with that’, I said. All of a sudden this gentleman in brown, soldier, says, stops what he’s doing, he says, ‘We’re the same rank so I can say what I like to you, like you said to me.’ He says, ‘I’m not here for a holiday and I’ve got to look after idiots like you’, or words to that effect. In other words, he’d gone off me. [laughs] And well I thought oh, oh, I said, ‘I’m sorry sergeant.’ ‘Oh’, he says, ‘you air force boys you think you’re everybody’ and I said, ‘Well, we do’ and he, he got very very cross with me because, criticising something he had done, I don’t know now, but that was, I thought, I’m gonna learn from that. Oh, we don’t want any of that. Anyway, now, now I’m going around the camp now, finding who I knew, who I didn’t know [coughs] and you know feeling my way around, in November, bitterly cold. Anyway, came, came January, I think it was about the 27th of January, there’s uproar in the camp. The uproar was that we had to be out of the camp straight away. What they were saying to people, ‘Out, out’, ‘aus’, ‘out, out’ and being a new arrival I didn’t have any, very much to carry except a Red Cross parcel but people who had three or four years have got all their little cans for cooking in and all that you see so anyway we had to leave those bags. It was snowing and it was minus twenty on that long march and ninety-two miles it was and all I had on were my air force trousers and I managed to get hold of a, a khaki overcoat from the Red Cross but it was wicked and they gave me a pair of long johns, American, have you seen them?
GC: No.
EH: You know. Anyway. Oh, I thought, and put them on, I whipped them on in the mess and put pieces of paper, lots of paper in. Anyway we went on [coughs] and night time we stopped, four o’clock, and we went in with the pigs or the cows. I got in with the cows ’cos they’re so warm you know and anyway. For a week had gone by and what happened was — in the, what do you call that now [pause] oh, I know yeah — during one of my, I used to [unclear] fight to get in to the cows. The German farms, they have like a box and in the centre the snow has been melting because of the warmth you get of the animals. Outside the snow was still, anyway, I, I’d got dysentery and how, how I survived I will never know. Anyway, I, I, I thought I must get under cover and I ran to get to up on the first level and I slipped all in that slush and those and I had those under — what do they call them? — I had them on for three months. That, that, really really killed me, you know. Full dysentery, going all the time, you got nothing, nothing to help you. All I, all I had was straw to clean myself as much as I could in the cowshed with straw. So then we marched to a place called Spremberg. We, as we arrived a train pulls in, we’re all on a bridge and the trains are down there. We looked over and we saw all these soldiers, they was back from the Russian front. Anyway, our little group we got together and talked to them and they were telling us what, what was going on with the Russians and everything and they had and they had some boxes of biscuits and things like that and fortunately being a non smoker I had plenty of cigarettes! So I traded my cigarettes for biscuits. Oh, I thought, that’s marvellous, so you know I made the most of that. And then we went to, the camp was overrun by the Russians and the Americans sent thirty-nine lorries to release us from our camp and anyway the, we all think we’re going home. All the lorries are there every day same position. Went on for a week and then [emphasis] the Russians, the American, the American lorries pushed off and we found out that the Germans, the Russians are their prisoners, not the Americans. My god, we thought, we’re going to be shipped back to the salt mines. Anyway we mustered around and by this time we had forage parties and we’ve had big wooden tubs with soup. If there was a cow or a dog or anything it all went in this soup and then after about another three weeks Russia sent thirty-nine of their lorries and this time we were allowed to get in them and they drove us to a place called Halle, Halle? It’s on the hill and we were taken from one side of the river to the other side and we were handed over to the Americans. The Americans put us in a DC3 and we flew into Brussels. We had another clean up, another spray, another set of clothing and we had a beautiful, beautiful meal in Brussels. So we’re on our way home and then we, then we arrive at Cosford and all the girls are there, waving, feeding us, wanting to know how we were, yeah. Seen a bit of life and I don’t know what else to say to you.
GC: I, I think you’ve pretty much covered it all now.
EH: Well, yeah. A lot’s been missed out of course.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Eric Hookings
Creator
An entity primarily responsible for making the resource
Gemma Clapton
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-24
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AHookingsE151024
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
01:09:51 audio recording
Description
An account of the resource
Eric Hookings joined the RAF and served as ground crew at RAF Newton before training as a pilot in America. He was posted to RAF Bruntingthorpe, flying Wellingtons, Stirlings and Lancasters with 619 Squadron. During an operation a Me 110 shot down their Lancaster, killing three of the crew outright with the remaining crew members having to bale out from the front of the plane. He evaded the German authorities for three days before he and his engineer were captured and Eric was sent to Stalag Luft 3 in November 1944. He recalls his experience of arrival into the camp and being welcomed by other prisoners of war. In January 1945 the prisoners were told to get out of Stalag Luft 3 and he describes being on the long march in freezing conditions and how he survived whilst suffering with dysentery. After a few weeks at a camp at Spremberg he and others were handed over by Russian forces to American forces who repatriated him to RAF Cosford.
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Carolyn Emery
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
United States
Oklahoma--Ponca City
England--Nottinghamshire
Oklahoma
Poland
Poland--Żagań
Germany--Spremberg
Temporal Coverage
Temporal characteristics of the resource.
1940
1944
1945
150 Squadron
6 BFTS
619 Squadron
aircrew
bale out
British Flying Training School Program
crash
evading
ground personnel
Lancaster
Me 110
pilot
prisoner of war
RAF Bruntingthorpe
RAF Newton
Red Cross
shot down
Stalag Luft 3
Stirling
the long march
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/595/8864/PLashamB1501.2.jpg
da6d480d6a799fe46724652cc35229e9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/595/8864/ALashamB150716.1.mp3
8a9d33f42649006ef03208c246e5f74a
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
Lasham, Bob
R L C Lasham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lasham, RLC
Description
An account of the resource
Two items. An oral history interview with Flying Officer R L C Lasham DFC and bar (1921 - 2017, 161609 Royal Air Force)and a photograph. After training in the United States and Canada he flew 53 operations as a pilot on 9 and 97 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Bob Lasham and catalogued by Nigel Huckins..
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AM: Okay, so this interview’s being conducted for the International Bomber Command Centre. The interviewer is Annie Moody and the interviewee is Bob Lasham, and the interview’s taking place at Bob’s home in Wilmslow on today, the 16th of July 2015. So, thanks for agreeing, Bob, and if perhaps if we can start off and just tell me a little bit about early life, schooldays, et cetera?
BL: I’ll start at the beginning. I’m a Cockney; I came to be a Cockney because they say a Cockney’s someone who is, was born within the sound of Bow Bells, and I was born within two hundred yards of the Whittington Stone, where Dick is supposed to have heard the Bow Bells. Well, we had the Underground running underneath, tram running outside, I might not have done. But Laura and I [?] were on holiday to the Isle of Wight and the [unclear] Centre’s there, and I submitted their claim to them, they came to me [?] and they said ‘You’re trying to cheat, aren’t you?’ [slight laugh] So that was that. Elementary school, passed what they called a trade scholarship, so I went to a junior technical school in Kentish Town, travelling to and from on the Underground, penny return, yeah. [clock chimes]And – got my hearing aid in and it sounds so loud!
AM: And, as you can hear, it’s now eleven o’clock and the bells are chiming.
BL: Looking around for an apprenticeship, my parents said, ‘Look for a company which has a pension scheme.’ Went to three companies: Smiths, who used to make motorcars and instruments; a tool-making company in the middle of London, I would have liked to have gone there but they only had employed just over a hundred people, no pension scheme, so I went to British Thomson-Houston, very well-known company making heavy switchgear, electrical engineering. I realised later on I should have gone for mechanical engineering, but I wanted a reserved occupation. And, of course, the air raids started, and I realised ‘There’s a lot of work in this’. Whenever it was –
AM: [whispers] Sorry, carry on.
BL: Air raid one night, we all overlooked some playing fields, it was, like, a girls’ high school there, I used to look out of a window and watch them playing hockey, you know, dirty old, dirty old man, I was a young lad! [slight laugh] And the house directly opposite was bombed, we suffered some damage. If the bomb was at least a couple of seconds later, if it were coming from the east, it would probably hit our house. My parents were there, were in the Anderson shelter, I was asleep in the back bedroom, and I woke up covered with the ceiling. I think about that time I thought maybe it was safe to get out of London, and I think it was in about January or February ’41, signs were going up: people in reserved occupations can volunteer for flying duties in the Royal Air Force, the Fleet Air Arm, as part of [unclear]. So, couple of weeks later, I went down and volunteered, at somewhere near Euston it was, had an interview, very quick medical, and that was that. And three weeks later, had a letter from somebody or other saying would I go and report there again to register? I went in and saw the same people, said ‘Haven’t we seen you before?’ I said ‘Yes, you saw me about three weeks ago.’ ‘Oh, we’ve got all your details, you’d better go home.’ And I went home and waited, and finally called up in July, just after my twentieth birthday.
AM: So July 1940?
BL: 1941.
AM: ’41, sorry.
BL: ’41. By that time, well, production of air crew was like a Ford production line, it was running so smoothly. And [unclear] an Air Crew Reception Centre, AR – ACRC, known to everybody as Arsy Tarsy. Still to this days, you meet people, ‘Oh, were you at Arsy Tarsy?’ Yes. And er, there for, we were there for about ten days where we were kitted out, inoculations, FFI - Free From Infection. Look at the curly bits, make sure you’re not carrying livestock around. That continued as long I was an airman or an NCO, but once you were commissioned, they didn’t do it anymore; yeah, officers wouldn’t have to take their time with people [?], I suppose. While we were there – I can remember our first corporal – oh, we reported to Lord’s cricket ground, and there must have been an intake of, every week, about, I would say, three or four hundred, divided into flights of fifty, and the person in charge of our flight was Corporal Schubert. Whenever I hear a piece of grotty music, I always say ‘That sounds like Schubert’, and someone said ‘How’s that?’ I said ‘You’ve never met Corporal Schubert!’ But he was a good-hearted soul. A lot of the corporals had a grudge on their shoulder; they’d been in the Air Force for ten or fifteen years just being corporal, they knew we would be sergeants, you know, within no time at all. [Pause] Catering: we used to queue up in flights of fifty, eat in the London Zoo, and before we had a catering shed [?], knives and forks, as you walked out, you swirled about in a bucket of water and put them to dry; [stage whisper] I think the bucket of water was used for soup later on! But I seem to remember, we seemed to live mainly on kippers and sausages. Not many animals left in the zoo, but those that were, I’m sure, were fed a lot better than us. Still trying to think of the people I know; amongst the people I did know, a fellow called Harry Wilson, I’ll tell you about him later on. And we finally got our uniforms, and we used to have a little white flash in our caps to say you were a training air crew, and we all trooped off to, I think it was the Odeon in Leicester Square, to see “Target for Tonight”. I think we saw that and, when we came out, having made a big mistake. Anyway, next stop, Babbacombe Initial Training Wing: basic navigation, lots of keep-fit exercises, we had our own section on the beach, we could go swimming, were there for, I think it was about six weeks. Now, night train, next stop, Wilmslow [comical sotto voce] in the wild, woolly north, you know, and I can remember getting out of the station and walking through what is now Wilmslow Park – probably Wilmslow Park then– to the RAF camp, with carrying a kit bag very heavily loaded, and we were there for, again, for about couple of weeks. The second week there, we were all issued with civilian clothing, so we knew we were probably going to America. Two days later, they took them back again. I can - the only thing I can remember about it – the little belts children used to use with a sort of snake buckle on it, that was to keep the trousers up, yeah! Anyway, the Americans were not in the war, but they changed their laws so we could go into America in uniform – more of that later. And, once again, we travelled by night up to Gruddock /Grenock[?], all got on board the Louis Pasteur-it was a French cruise liner, French cruise liner. Some of us were sleeping on the floor, some on – stretching out on the tables with their heads up. I was a lucky one, I managed to get a hammock. We were there for about twenty-four hours, the boat was – in Gruddock [?], the boat was rocking up and down, and got up the next morning, there was a north westerly gale blowing, and a very small convoy, only about six, six vessels, and I was sick, practically everybody was sick, I should think. And then, that night, we left the convoy and sailed straight for Halifax. It was a fast boat like the Queen Mary, and we were there in eight, was it eight days, I think. Greeted at Halifax, a sort of [unclear] WVS, and they arranged to send telegrams to our folks in England saying that we’d arrived safely in Canada. Was a place called Malton in [pause] I’m not quite sure what the state was, except that it was a dry state, no alcohol for sale, and we were there not very long and, again, got on the train – four days. I couldn’t realise, no country could be that big, no! We had one stop in [pause] we stopped in Washington on the way down, that’s right, and we had some hours to spare, so some of us got hired a taxi, went to see the Washington Memorial and – Lincoln, sorry, the Lincoln Memorial –
AM: Lincoln Memorial.
BL: And then we arrived at Jacksonville in northern part of Florida. Again, we got off and we were taken out for dinner by the people of Jacksonville, I suppose, fifty of us by then. Was another night train and we arrived in Clewiston. I don’t know the geography of Clewi- Florida; at the bottom, there’s a very big lake-
AM: Yeah, I’m just working my way down.
BL: Lake Okeechobee, and we were just on the edge of Lake Okeechobee, in the middle of nowhere. Clewiston was a one-street town; they had a cinema, the Dixie Crystal – it’s funny how you remember these things – a bowling arrow – a bowling alley with a black boy to put the, ah, the skittles up afterwards, we did that. And they were surprised to see us in uniform because they had not been using it, and on the way down, someone enquired if we were an American football team ‘cause we were in uniform! [laughs] That’s beside the point. And we arrived overnight – seemed to have lost clothing overnight [?] – into breakfast, and there was this jug of light brown liquid to drink, it was cold tea! I never drink cold tea, but it was a great thirst-quencher. And we started flying on – it was called a Stearman, Stearman PT-17, and instructor was a chap called Tom Carpenter, and I was having trouble going solo – talk about luck! Half the course had gone solo and he hadn’t really told me what I was supposed to do, but on our desk – we had a big desk we used to use for swotting [?] – there was a book on flying training, and looked up landing. You – as you level out, you let the speed decay and finally your paces [?] down on three points; he didn’t tell me that I had to do that! Following day, I did three landings, he got out of the aeroplane and said ‘You can go solo’. [Unclear] he said ‘Look, Lasham, I was a bit bothered about seeing you doing that, sending you solo, but I’ve seen you recover from so many bad landings, I knew you’d recover from that.’ [laughs] And training proceeded. They had what they called a basic aeroplane then, a BT-13. My instructor was a Mr Dirigibus [?] - I think he had [unclear] – and he sent me solo very quickly; he didn’t like flying himself, I didn’t do much instruction with him. And then on to the Harvard afterwards, which was a nice aeroplane, and – remember the name of the – Charlie Miller was my instructor, he was a very nice fellow. Finally passed out, got my – we got our wings, I think it was in May.
AM: So how long had that taken?
BL: It took us about six months and quite a lot of the course failed. At that time, we were going out to America never, never having sat in an aeroplane at all, and usually about a dozen of the fifty would fail because they had no depth perception. And suddenly, someone in the UK realised we wasted a lot of money doing this, so they started getting people to start going solo in Tiger Moths over here before the sending them abroad, and the people in Canada, people in America, people in South Africa, people in Rhodesia, all over the world. And I finished me training, back to Canada, came back in a slower convoy, arrived in Liverpool. Liverpool was packed! [pause] I think that was the post, another charity appeal, I expect [sound of mail coming through the letterbox]. I’m sure you could have walked from Liverpool to Birkenhead just jumping from boat to boat. What a relief it was to get back in the UK! And down to Bournemouth, just two or three days in Bournemouth, we were sent on disembarkation leave, so I went home and saw my parents, saw my grandparents – they can bring you down – saw me granny, you know, sergeant’s, wing sergeant’s stripes, walked in, first thing she said: ‘Have you been up in an aeroplane by yourself yet?’ [laughs] Had no idea what was going on. Anyway, there’d be [unclear] an Advanced Flying Use, AFU, at Shorebury – you try saying ‘Shorebury, Shrewsbury, Shropshire’, which was the address, when you’ve had a couple of beers, you’re spitting over everybody! – and converted to Oxfords. And by that time, they’d ask you what you wanted to do, and, having been bombed in London, I thought ‘Oh, I’d like to be a night fighter pilot!’ So, came from there to RA – what was RAF Usworth, now, I think that’s the North East Air Museum now, just outside Sunderland. [Telephone rings] Forget it.
AM: You ignore the telephone, Bob?
BL: I, I do, yes; I can always pick it up later, see if there’s been a message. Err…Sunderland, near Sunderland. The, what they called the [unclear] side, the one hangar, was north of the Sunderland-Newcastle road. The southern part, which was the airfield, is now buried under the Nissan car factory.
AM: Right.
BL: Yes, yes. Anyway, they always had a medical when you arrived there, medical [?] inspection. I was in this chair, there was this beautiful, blue-eyed, young assistant, Joyce Farleigh [?] [pause, sounds of someone moving around the room]. Anyway, I saw her a couple of days later, we started going out together, and we were flying Avro Ansons, training radio observers. It was the airborne radar, preparation for going on to night fighters and, ah, [pause] were there for three or four months, so I got in quite a few more hours, which was useful later on, and then to Cranfield, for night fighter OTU, and enjoyed that, because we flew Blenheim 1’s, Blenheim 4’s, Blenheim 5’s, and then went on to Beaufighters. And taxied in one night, I put one beer on my Beaufighter whilst I was taxied [?] away onto the mud, put off the course [?] They were picky choosy, as my, as my grandchildren would say, and over half the course were failed. So I then went down to Brighton for what they called reselection, and [unclear] selection mark [?] ‘What would you like to go? Would you like to go to Air Transport Auxilliary, ATA?’ I said ‘No, I’d like to go to Bomber Command.’ So, finished up on Lancasters. Went to [pause] I – did I? No, I had to do another AFU on Oxfords, another few hours, and then finally to a place called Brigsley in Lincolnshire (that was really out in the sticks) and did my Lancaster conversion. One hour – two hours on Halifaxes and the rest on Lancasters, I’m glad I didn’t fly Halifaxes, I can’t remember the name of my instructor. Station commander there was a Group Captain Bonham-Carter. But basic radio receiver in the air force before that was called a TI-9 transmitter reception set, and he had a microphone in his battledress pocket ‘cause he was hard of hearing, and – I’m going aside a bit now – there was a museum at Winthorpe, just outside Newark; he founded it after the war.
AM: Oh, right.
BL: Back to where we were. He always made a point of [unclear] all the navigators, bomb aimers and pilots before they left. And I mentioned a chap called Harry, met up at ITW, he went to South Africa for his training, failed his pilot’s course, moved to old [?] Rhodesia and did his bomb aimer course. And we met up at Cottesmore when we were growing up; he said the first word he said to me was ‘Aren’t [?] you looking for a good pilot?’ and I said, you could [slight laugh] I said ‘Yes.’ He went in for an interview, Bonham-Carter, and got around that he’d failed his flying test, and Bonham-Carter said ‘What were you flying?’ He said ‘I was flying a Hawker Hart’ and that was the end of the conversation: Bonham-Carter deaf and a bloke who can’t fly a Hart. Switched off and Harry walked out! [laughs] What else happened there? Had a flight engineer - again, no flying experience. Waltzed through [?] his flight engineer’s course, airborne, and he was airsick every time he went up, so he had to be taken off-line. Now, a chap on the course with me was Mike Beetham [?].
AM: Oh, yes, yeah.
BL: Now, he’d gone off on a short course, I pinched his flight engineer, chap called Bill Gates [?], and he flew with me the rest of my operations. And then, from there to 9 Squadron, got there just before the Battle of Berlin. Not much happened there, oh, yeah, well, I suppose things did happen. Second, second dicky flight with a second pilot to fly it with – we didn’t, see, you just stood behind the chap who was flying – and it was the opening of the Berlin, Berlin and back, then, two or three nights later, going with my own crew, Berlin again, not, not a good start. And coming back – mind you, I was away [?] and new my first operation – Rear Gunner Eddie Clarke, now, he was an old man, he was in his thirties.
AM: Very old.
BL: Oh, ancient, yes, he’d been a driving instructor, and his oxygen had failed, and heating, obviously [?] had failed, and the net result was, he lost all the toes on his right foot, was taken off-line and we never communicated again, I think he pa – later on, when I was more experienced, I’d have come down to a lower altitude, but then they said ‘Stay with the stream’ and stay with the stream I did! [laughs] Great shame. I imagine, then, he probably had a job in the air force, he’d have kept his gunner’s badge, kept his sergeant’s stripes, possibly as a driving instructor. Incidentally, my wife did her driving at Liverpool – no, I’m sorry, Blackpool, yes, and passed her test there. [Pause] Anyway, 9 Squadron, again, luck. We used to do what was called bagging searches, so that I could look out my side and the flight engineer could look out his side, and we’d just started to roll and we were fired at, I don’t know, a [unclear], probably, so went into a corkscrew, and as we came up, I got another couple of bursts. If I’d have started that hanging search one second later, we’d have been shot out of the sky. My voice is going, isn’t it? [laughs] Anyway, we survived that. Again, rear gunner – from then on, we were getting any spare rear gunners – chap called Jack Swindlehurst, known as Jack Singleburst because he was a gunner, and a cannon shell hit the fire extinguisher behind his head and it peppered his shoulder with what was like gunshot wounds, but wasn’t seriously hurt, he was back flying again within a week. So, we carried on, and don’t think there were any other major, major instances there, and then Pathfinders.
AM: So this was 97 Squadron?
BL: 97 Squadron, yes, it was 9 Squadron before at Bardney. I wanted to go to Pathfinders, wireless operator said he’d be quite happy, so was my bomb aimer. Well, by that time, I’d collected another gunner, and a chap called Casson [?] (more on him later), and so off we went to Pathfinders. Now, a story goes around – I’m not sure this was my crew, which I suspect it was – three of them went to see Bennett and said ‘We don’t want to come to Pathfinders, we want to go back to your own squadron.’ He said ‘Well, I could post you back, but I’ll post every one of you to a different squadron.’ So they just decided to stick together. I made a promise, because people fell by the wayside, they’d be off flying, that I would carry on until everyone had finished his forty-five, which, that’s what took me up to fifty-three. So, off we went to Pathfinders. [Pause] Ah, luck again! I’ll come back to 9 Squadron: we were going to Leipzig, and I had a black navigator (my [unclear] chap was off with an appendix), Jamaican, the only black aircrew I ever met, very new, and they didn’t know anything about jet streams and so everyone arrived at the target early, apart from us, ‘cause he took us so far off track, we arrived there just as the raid was starting and came home, said there’ll be [unclear] there tonight, found out they’d lost sixty or seventy bombers that night. People were arriving early and circling, waiting for the Pathfinders to mark on time. They couldn’t mark early even if they arrived early, so again, luck came into it, yeah. Anyway, off to [pause] Warboys, that’s where we did three weeks’ Pathfinder training, including cross countries with an instructor, using the ground-marking equipment, H2S, and then to 97 Squadron at Bourn, and we were only at Bourn for three weeks, less than that, two weeks, didn’t operate from there, and we were posted back to 5 Group to do the marking for 5 Group, and Cochrane was CO, was Air Officer Commanding; it became known as Cochrane’s Private Air Force. Going back to Casson, my rear gunner. Just before leaving 9, I was allocated Casson, I think his crew had been killed, and he was unfortunate individual; he’d been a corporal physical training instructor, and I think he was rather keen to get the money of becoming a sergeant air gunner, but the only chap I’ve ever had had to have put on a charge. I felt he was – the crew used to go out to the aircraft every day, and the wireless operator was – wireless operator, rear gunner, [unclear] my upper gunner, and he never arrived on time and they had to clean his guns for him, so he was put on a charge that was modest and told not to do it again. But when we got to [pause] Warboys, doing our Pathfinder training, I was called to see Bennett himself, and my rear gunner had said he wasn’t going to – he was refusing to fly anymore, so Bennett said to me, ‘Well, when you get to squadron, don’t mention it to CO, because I think I’ve talked him out of it,’ but he hadn’t; when he got to Coningsby, he refused to fly, but I think he had more psychological problems. I gathered from my crew, amongst other things, he was incontinent, you know, he used to wet the bed, things like that, and he was taken off-line, what happened to him, I don’t know. Anyone who went – used to call it lack of moral fibre, anyone who had that disappeared quickly, because, in case it was catchy! Anyway, I was called in to see my CO, Wing Commander Carter, think it was, yes, and he told me what had happened, I said ‘Yes, I know.’ He said ‘Why didn’t you tell me?’ I said ‘Well, Bennett told me not to,’ and I said ‘AOC tells you not to, you don’t,’ he understood that. And then I picked up a fellow called Edward Coke – Edward Cope, known as Joe to everybody, he was one of the fellows [?] before – he’d been on Sterlings, and he’d done with the [unclear] on Sterlings, and we flew together for the rest of the war. Not much happened at 97; we were very badly shot up over Bordeaux on one occasion in daylight, finished up diverting to Manston. Crew said they found over eighty holes in the aeroplane, mid upper gunner suffered some facial injuries; I think the Perspex surrounding us was shattered, bit went into his face, but even in later life, on certain days, you could just see the scars ‘round here, but he was very lucky, you know, all the rest of us got away with, without any problem at all. [Pause] Was that during the –
AM: How many operations did you do with –
BL: Fifty-three.
AM: Fifty-three.
BL: That was Bordeaux. [Pause] Collateral damage, we were bombing Munich, and I always used to make a point of going into the briefing room to find out where the latest searchlight belts were, used to do this at 9 Squadron. There was three of us used to be there: myself, Pilot Officer Blow and a chap called Bill Reid, we were the only three who ever did this and we all three survived our operations. So, we were over Munich, and we were coned by searchlights, you could see people weaving all over the sky to avoid it. I knew that it was clear to the near [?] south-east: full power, downhill as fast as we could go, and suddenly there was the most almighty clatter [coughs] we didn’t know what it was, and had to put one engine out of action, came back on three. We’d been hit by the small incendiary bombs, and they hadn’t burned; they made some holes in the wings, they knocked an engine out, and we came back –
AM: Came back on three engines.
BL: On three engines, they flew wonderfully well on three engines, and then [pause] I’m getting towards the end of my tour then. [Pause] D-Day; I remember D-Day very well. Wing Commander Carter, this target-if you can call it a target-we were over the French coast for about ten minutes, that was all, and we also had a Norwegian crew on board, chap called Jespersen. Lost two crews that night: Carter the CO and Jespersen. They were in the wrong place at the wrong time, there was a Ju 88 patrolling there, got both of them. Everyone else thought it was a bit of a doddle, but on the way back, Harry was calling the H2S, he was, he’d become [?] my bomb aimer, there’s a set operator. Actually, because crews haven’t as a good a H2S, they just kind of scanned the channels; of course, it was full of ships, when we got back, we found it was D-Day.
AM: So you didn’t know it was D-Day, going to be D-Day?
BL: No, we were not told, we were – obviously, it was very important, because we always used to test our engines before we went to mix the magnesium – mag – magnetos were working, but the first time, there was a problem with two of the plugs, and the whole squadron, the squadron commander stationed and engineer were there, but – ground crew again: when the engine skipper ran the engine, switched it off, they knew which plugs it was, and we were on our way within five minutes and caught them up, so that was Operation D-Day. Operated again D-Day that night, I was rather pleased about that, and I think it went all fairly smoothly from there. I was off sick for a time, can’t remember what it was, and going back to a chap, Bill Reid, who’d driven across country, I said ‘Bill, do you think you could go up to Millfield, RAF Millfield?” That was where Joyce was stationed as an MT driver. I should say – go back again, when we – Joyce and I got engaged in 1941, and by nineteen-forty [pause] nineteen-forty – 1942, 1942, and then, when I went to Bomber Command, we decided to put it on hold – I mean, chances of surviving – so it was on hold. And we could [?] going up to Millfield, ‘Could you fly me up to Millfield?’ He said, ‘We could do that,’ he got the details there, he said ‘Well, I can get it, get it in, I think I can get it out’ – it was the middle of the, middle of the Cotswolds – not the Cotswolds, the, ah –
AM: Chilterns?
BL: No, meant up on Northumberland, the – ah, the Cotswolds, that’ll do, is it near Northumberland? No, the Cotswolds are lower.
AM: No, the –
BL: It’s the, ah [pause]
AM: Can’t remember.
BL: Should do it.
AM: It’s up above the Pennine Way.
BL: Oh, yes!
AM: It’s the – anyway, near Northumberland.
BL: And we arrived there. It was a fighter leaders’ school and they were training fighter leaders, and there was this great big aeroplane came in, and they were looking around at the great big bomb bay, and, sheer luck, Joyce was going on leave, so I waited for her. Went down to Newcastle, I spent the night in the YMCA, met her next day, went back to see her parents, and got [unclear] re-engaged. I only had two more to do, did the two ops, and then I finished. From the day going up to Millfield to see her to getting married, about three weeks went by. People now, saving up to get married, five thousand pounds, ten thousand. It cost me two pounds, three shillings and sixpence. And way I remember that, we had to – I went up with Joyce’s mother to arrange the wedding, saw the vicar, and he says, ‘That will be two pounds, three shillings and sixpence’, and two-three-six was also the phone box number of RAF Millfield where I used to talk to Joyce occasionally, and we spent the night in the same house; I slept with her father and Joyce slept with her mother.
AM: [laughs] This is the night before the wedding?
BL: The night before the wedding. We didn’t have a best man, but there was a, a relative who had a shoe shop, he was called in as best man; Joyce had an aunt, Aunt [pause] oh, I’ve forgotten her name now, her husband was in the air force but he was motor transport driver, he was a North hatter [?], she was Matron of Noffon [?], Matron of, ah, Honour. So, we walked down to the church, no taxis available – well, it was only just down the road, RAF Wooler – is it Wooler, in – what are those hills called, what would they be?
AM: Cheviots, it’s not the Cheviots?
BL: It is the Cheviots.
AM: Cheviots.
BL: Cheviots, of course, those are the big ones called the Cheviots.
AM: We got there between us!
BL: Yes! [slight laugh] And we walked back again and – where did we stay? It was an old lady we stayed with: something old, something new, something borrowed, something blue, and she’d had Joyce a piece of lace done, and she wanted it back before we left, and we had our breakfast, caught the bus to Morpeth, stopped off and had tea, caught another bus to Newcastle, went to the cinema, the night train down to London packed like sardines. London – we, well, we were going to have our honeymoon in Exeter, the hotels were full, but Joyce’s parents knew someone who had a guest house down there, so booked us in there. So we had some – so I went up to see my mother, and she had met Joyce, and then down to Paddington Station, finally arrived in Torquay and met by somebody who took us to the house, absolutely shattered. Went to bed, we both fell fast asleep. [laughs] Anyway, I still remember the next day, I said to Joyce, ‘Well, what do you want to do now?’ She said ‘I’d like to buy a shopping basket, I won’t feel properly married ‘til I’ve got a shopping basket,’ and that was it, our honeymoon! Then back to the squadron, and they discovered I had a large spleen, so they were doing all sorts of investigations, I was at Coningsby for quite a long time; I thought I was on squadron strength and evidently I wasn’t, I was on station strength, so I finished [?] in October but I didn’t leave the squadron until beginning of January. They took me into Rawsby [?] Hospital. It had been what they used to call lunatic asylums, it was, yes, no privacy, all the doors opened both ways and the WCs, it was like the doors going into a Western saloon, know, they open both ways, so you – anyway, I had a, I still had a large spleen, so they gave me a temperate climate only better, ah, better category, which was just as well because it was about time they were thinking of going out to Japan and you would have had to go through tropical climates. Anyway, I was at Coningsby just doing nothing, you know, and eventually – oh, the commanding officer was a chap called Evans Evans, Tiny Evans, a Jimmy Edwards character - I’m going back, I’m going into reverse now. He decided he wanted to do some operations, so they said he could take my crew, and they did a couple of cross countries with him, so the first time, he put the aeroplane down and bounced over the [unclear] onto the aeroplane; the other time, he visited his brother, almost a twin, who was RAF commanding an American station, and he, he went down there with the crew and had a very liquid lunch, so he came back by taxi and the RAF took me down by transport to pick them up, and I met my crew outside the aeroplane, and the Americans were looking up at our bomb bay, their bomb bay was not as big as a sofa there, they could carry four thousand pounds, of course, we could carry eighteen thousand pounds, and to thrill them back [?]. One or two of them, they’d spent the night there, I think, had got these American woolly sheepskin hats on, one or two were smoking American cigars. Incidentally, people say that everybody smokes here, my crew didn’t smoke, I didn’t smoke.
AM: You didn’t smoke either?
BL: No, nope. And that was about the – oh [pause] Evans Evans, I got to know him quite well, very, very pleasant chap, and he wanted to sponsor me to go to Cranwell, he knew my background in engineering, to do an engineering course, and I said no, I wanted to carry on flying, so there was this vacancy going, Fighter [Unclear] Flight, flying Hurricanes. That was really good fun! Our CO was Les Munro –
AM: Oh, yes.
BL: Yes, he was New Zealander, wonderful character, and I remember when we were there, one night, we had a few drinks at the bar, and we knew we were operating, so we wouldn’t – the squadron was operating, we wouldn’t be working the next day, and I said ‘Would you mind if I took a Hurricane up to Millfield, to see my wife?’ and he said ‘Not at all.’ So, off, went off the next day, he’d forgotten: ‘Where have you been?’ ‘I’ve been to Millfield, you said I could go there!’ [disgruntled mutter-nonverbal]. One funny incident – well, funny for people who were watching it - at Metheringham was a FIDO station, you know, where they used to burn petrol and [pause] if you could imagine a triangle about so big with a metal pipe across, they used to pump petrol into it and that would clear the fog. I was waiting to take off in my little Hurricane, some other man [?] had a Spitfire: ‘Proceed to the end of the runway and use the taxiway.’ He started to turn off. ‘Proceed to the end of the runway and use the taxiway!’ Too late: there was the Spitfire standing on its tails [?]. Poor fellow, he spent the rest of his life trying to get, trying to explain why he did this, and everyone has heard that ‘cause he couldn’t say he couldn’t have heard the instruction. And then, about that time, maybe a bit earlier, an Air Ministry Order came out, an AMO: people who’d completed two operational tours and two non-operational tours could apply for secondment to BOAC or go to the Empire Test Pilots.
AM: So this is 1945.
BL: I’m in 1945 now, yes.
AM: Yeah.
BL: So, I applied for BOAC and got it and that was it, yeah. And I enjoyed it, I [pause] we did our training on Lanc – on Lancasters because we were going to fly Lancastrians, never came to anything-I had a Lancastrian on my pilot’s licence-and then we went down to Whitchurch, was a little aerodrome, it was the airport for Bristol in those days before they moved, and converted to Dakotas, and there was a couple of flights out as a second pilot to Cairo and back again and then they were, they were on a – just, what a lot of [unclear] – let’s say, anyway, I went to Northolt, where BEA – it was on land [?] BOAC, which was going to become-
AM: So they were just setting BOAC up at the time?
BL: Yes, but I was still in the air force on secondment and offered a contract with BOAC, and then BEA was formed, so I applied to fly for BEA and they offered me a contract, and they said, ‘You will never be worse off if you come to us instead of going to BOAC,’ flying out of Northolt. It was, it wasn’t no break going back to civvy life, it was like being on a squadron again, I knew half the people there, all second-tour people, and eventually, I got my command – Captain – and six hundred pounds a year. Six hundred pounds a year in 1946 was a lot of money; I remember when I was an apprentice, I was looking forward to the day when I’d be a rich man and earning five pounds a week! Six hundred pounds a year makes –
AM: In 1946!
BL: And, and then went into work one day and told I was going to Jersey. No choice in the matter, British Airways had nationalised Channel Island Airways and they wanted three Dakota crews out there, so myself, chap called Bill Hen, an ex-Battle of Britain pilot, and I can’t remember the third went out there with the three first officers, flying Dakotas and then flying de Havilland Rapid – de Havilland Rapide: [unclear] biplane, made of wood.
AM: Where were you flying to and who were the passengers? Were –
BL: Oh, this was civilians.
AM: So it’s a commercial airline by this time?
BL: Oh yeah, yeah, and became BEA, you see.
AM: But still on Dakotas, which had been flying in the war.
BL: Yes. Initially, BOAC would be carrying fifteen passengers and BEA were flying with eighteen passengers, and eventually they were modified, took the radio officer away, air officer away, and they called them Pioneers. We had thirty-two passengers, really squeezing them in in a Dakota.
AM: Thirty-two! So what was it like inside, then, for the passengers?
BL: Packed solid, yeah! The seats were about so wide –
AM: Bit like now, then, Ryanair.
BL: Yes, and flying Rapides, that was a – initially a seven-seater with a radio officer, and then a, and an eight-seater when you got rid of the radio officers. I must be one of the few people still living who flew Rapides into Croydon and into Gatwick, which was an, ah, a grass airfield.
AM: Oh, right! [laughs]
BL: A lot of grass airfields around at that time; Madrid, masses of runway, now, that used to be a grass airfield. And I carried on flying Dakotas in Jersey and –
AM: Did your - had your wife come over to live in Jersey?
BL: Oh, we’d all moved to Jersey.
AM: Okay.
BL: No NHS there; BEA paid my medical fees, I had to pay for Joyce and my son, quite expensive, ‘specially when you – antibiotics were a frightful price. We moved – we never bought anywhere in Jersey, we moved around in rented accommodation, and I quite enjoyed it there: come off a day’s flying, you know, and Joyce would meet me, have a swim before going home, and see so much more, know, you could swim from April through to September. I remember once, we come over on leave and up and gone to Druridge Bay in Northumberland, lovely summer’s day, I said ‘I’m gonna have a swim.’ I went off, I came back: ‘I thought you were gonna have a swim?’ I said ‘Yes, I got enough up to here, that was it!’
AM: So not cold up in Jersey?
BL: Well, yes. So, I think, in around Jersey, the tide doesn’t move in and out, it stays in the Gulf of Saint Malo, slowly, slowly warms up. My only accident occurred there; I stood a Rapide on its nose. No passengers on board, I put the brakes on too hard, it landed on its nose, bent propellers, and needless to say, there was a court of enquiry. But BEA was divided into two divisions then: British and Continental, and chief pilot of the British division was an old group captain I’d known in the air force, it was the old pals’ network.
AM: Old boys’ club.
BL: Yeah, he said ‘You can do’ – I spent the whole month doing [unclear], it was twelve flights a day, fifteen and twenty minutes, and nobody liked them because, it doesn’t sound very much, but twelve take-offs and landings, it was very tiring. [Pause] He was the chap – no, no, I was thinking of somebody else, at Northolt. There was one day, it had been snowing – this was nothing to do with me – and there was a Dakota took off and covered with snow and they’d had to clear the wings, and landed on top of a school and – sorry, landed on top of a house, just missed a school, and nobody was hurt, there was nobody in the house, all the crew got out. Needless to say, for the rest of his life, he was known as Rooftop Johnson, yeah, and he rose to great height and became a flight manager eventually. Viscounts, enjoyed flying those, and I – leaving Jersey, where did I want to go to? Well, my parents were living in London; Joyce’s mother, she was already by then in [unclear], so I chose Manchester, in the middle of nowhere, and –
AM: And that was Ringway Airport?
BL: Ringway Airport, yes, yes, little runways then, yes, passenger accommodation was in one of the hangars, and Smallman’s – was it Smallman’s – had the, had the restaurant there, the old RAF control tower, it was all very friendly. The crew hut was made of wood, you know.
AM: What year would – what year would that have been on now? Fifty -
BL: That would be 1953, yeah. And they booked me in at the Deanwater, Deanwater, just, just a room with a washbasin, no mod cons in those days, party on nearly every night, so getting to sleep was a bit difficult, and I was flying the next day, said to Joyce, ‘Go out and look for a house.’ Well, Joyce almost got lost, she picked me up, but we saw an advert, houses being built just the other side of Wilmslow, went to see one, saw the plot we liked and booked the house and [pause] by that time, I’d, was living in Baton [?] Road, Manchester, sharing a room with a wireless operator, he moved out and Joyce moved in with me, and we got the extra room, Michael was away at school, and we lived there ‘til we moved into the house, I quite enjoyed that. And then charge [?] came to convert to Tridents, which I did, yeah, lovely aeroplane, the Trident, and –
AM: How big is that, then? How big is the Trident?
BL: It was initially a ninety-seater with the –
AM: Ninety?
BL: Ninety.
AM: So much bigger.
BL: Much bigger, but the Viscount was about seventy or eighty, I think, I had the ninety-seater, and then there was the Trident 2 and the Trident 3, and the Trident 3 was – I think they’d gone up to about a hundred seats by then. They didn’t – it wasn’t really a commercial – they built a lot of them, though there’re many variants, I don’t think anybody made any money out of them, and [pause] back to Viscounts. Landing at Geneva, and, whilst I was with [unclear], and I was doing what we call a flapless landing ‘cause the [unclear] had been damaged, and landed, and as the nose wheel touched the runway, the whole back bit of the strut broke off, so we started to turn to the left and clear the runway, and there was a lot of smoke coming with the hot hydraulic oil. Passengers were evacuated, they didn’t use the chute, they got them out on the steps, and the fire was put out immediately. I’ve still got the headlines, was it ‘Bomber hero lands blazing aircraft [slight laugh] at Geneva’? And the reporters came ‘round to see Joyce, she knew nothing about it; well, she’d just had an airport – phone call from the airport saying ‘Bob, your husband, will be late coming home.’ The way they exaggerate these things!
AM: ‘Bomber Command hero’!
BL: Yeah, Bomber Command, oh, yes.
AM: Did they have air hostesses on the planes at this point? Did they have air hostesses and things like that on the planes at this point?
BL: No – oh yes, they did!
AM: Yeah.
BL: Yes, in Jersey, they were called flight clerks because they did all the paperwork as well.
AM: Okay.
BL: And all they did was hand out sick bags and barley, barley sugars, yes. [Pause] I’m trying to think of the funny incidents. When I was First Officer at Northolt, and I’d been flying – it was an unfurnished Dakota, the seats were there but nothing on the floor, and those days, the pilot had to brief the passengers, and chap called Panda Watson, he had a great big moustache, he was the skipper, and he went up to them all and said, ‘Ladies and gentlemen,’ and at that time, he slipped and fell on his –
AM: Oh, no!
BL: So, from then on, I – he kind of got me to do it. I remember doing briefing one day, just telling them where the escape exits were, where the life jackets were, I had one passenger say, ‘If I’d known it was so dangerous, I wouldn’t have, wouldn’t have flown!’ My parents used to come and see me in Jersey, but they wouldn’t fly; I would pay for their tickets, no, no, they came by boat, but Joyce’s mother came over several times and she was quite happy to fly. And, living in Jersey, we had a dear old neighbour, Mrs Brett, one of the old school, she lived next door, she was a widower for the second time, and she had some friends, and she used to go out, and going down to see her friends: hat on, folded umbrella or walking stick, upright, and she’d come back, hat on one side and a bit shaky on the stick. She liked – was it tonic red wine? I’ve forgotten what it was.
AM: Not, erm –
BL: It was – it wasn’t Sanatogen, it’s [pause] anyway, she was rather fond of it, and she was a dear old lady, she would knock on the door and say, ‘Are you at home?’ And we invited her in one day, we’d just got television in Jersey, and the Queen’s, Queen’s confrontation –
AM: Coronation, 1953.
BL: Queen’s coronation, not confrontation, she has many of those with her husband, I think! And she enjoyed that, and she used to talk about a wine she’d had in Italy called [stage whisper] Asti Spumante, a sparkling, sparkling, sweet, Italian wine, so we got a bottle of it and we had some sandwiches and she thoroughly enjoyed it. And when we moved from that house to another one, she gave Joyce a little silver napkin ring, and outside, this replica of sugar cane; her first husband was in trade, he was in sugar, yeah, and they lived in the Bahamas for many years, no children, but her second husband was a barrister, Mr Reginald Brett, so she always called herself Mrs Reginald Brett, never found out what her Christian name was, yeah. She died shortly before we left Jersey. Anyway, I wanted to get onto another type of aeroplane and we decided, like I tell you [?] to move to Manchester; people say ‘Why did you move?’ so I said ‘Well, we kept falling off the edge, so it was time to go.’ And that was almost the end, now: up to Manchester, converted to Tridents, and then on New Year’s Eve nineteen [pause] 1968, it must have been, Joyce had a – we were going out to a party, Joyce had a massive heart attack, went to Macclesfield. No – there was nothing there for heart attacks then, she was in a side room just receiving normal medical treatment, no, no resus units, no – what do they call them now?
AM: The – ah, the heart -
BL: Yes. Anyway, she survived, and that time, Manchester was converting to the Bac 1-11, the twin engine jet, and they were going to do a lot of, a lot of German internal flights, so I was going to be away for five or six days, or probably more than that, a month, five or six day tours in Germany, didn’t want to do that, so I stayed with the Trident and that did – I finished up going down to Heathrow for my last four years. [Pause] Nice little house in Windsor, it was a terraced house –
AM: In Windsor?
BL: In Windsor.
AM: Oh, very nice – oh well, so, sorry [?]
BL: Yes, it was, was nice, yes, we enjoyed it, Joy – but [unclear] Joyce never, apart from my working colleagues, she never got to know anybody there, they don’t speak to you there, we were living in Datchet initially, until we found somewhere to live. In Datchet, we were living in a 17th Century cottage, lovely old cottage, and it was run by two old dears next door, two ex-WAF who I think were both living together, if you know what I mean, yeah.
AM: I do.
BL: And then we got our own, own property, we saw a house in Datchet but decided against it; occasionally, the river would [?] slowly come into Datchet, then go out again, and we didn’t want a house that was going to be flooded.
AM: No.
BL: Whole thing, insurance premium would be very high, stayed in Windsor until I retired.
AM: So you flew all your working life?
BL: All my working life, yes, I retired in nineteen – retired from BEA in nineteen [pause] 1973, and moved back here, living in a very, very big house at Disley, almost a mansion, as someone called it, we were in, I think, four bedrooms, and, over the course of the year, made me bother [?] that they were used four, five times, so we cut our losses and moved here.
AM: And moved here. And it’s lovely, isn’t it?
BL: And got the Golden Wing [?], and then in nineteen-seventy – ’79 – through the old boy network, there was a job going, flying Viscounts up at Teesside, so I thought –
AM: So, after you’d retired –
BL: After I’d retired, the old boy network again, I knew the chap – it was a strange organisation, it was called Airbridge Carriers, so I was flying for Airbridge Carriers, being paid by Fields Aviation, and flying BenAir Viscounts, it was quite a mix-up. And so, we were flying out of Teesside, took the caravan up there, and that was it, we were quite enjoying that, ‘cause the people were friendly, Joyce wasn’t far from her mother, and then they decided we would have to go to Bristol. So, I decided I’d – I could have moved to Bristol, I couldn’t maintain my base where I was initially [?] at at Teesside, so I went down to Bristol, I was always accommodated in a hotel there, used to get [unclear] allowance, used to get so much an hour for being away from home, and flying the Viscount down to Bristol. Finally gave it all up and retired.
AM: And that’s it, you retired.
BL: I finally retired in nineteen – 1981, I finished flying, same year my father died, 1981, and that was it, end of flying career.
AM: Yeah. Blimey. The one thing I didn’t ask, go whizzing right back to the war years, was you’ve got the DFC?
BL: DFC and bar.
AM: And bar?
BL: Yes.
AM: So what did you get the DFC for?
BL: It was just end of, end of, end of tour.
AM: Okay, so doing a full tour.
BL: And the bar was end of second tour.
AM: And the bar was the second tour. Right.
BL: Yeah.
AM: Crikey.
BL: Yeah.
AM: There we are. I’m going to switch off now.
BL: Right, switch off now.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Bob Lasham
Creator
An entity primarily responsible for making the resource
Annie Moody
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-16
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ALashamB150716
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
00:57:50 audio recording
Contributor
An entity responsible for making contributions to the resource
Richard Bracknall
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Bob Lasham began an electrical engineering apprenticeship with British Thomson-Houston before volunteering for the RAF in 1941, aged 20. He trained at Babbacombe and Wilmslow before continuing to Clewiston, Florida, to complete his training as a pilot. On return to the United Kingdom, he underwent further training before being transferred to Bomber Command where he converted to flying Lancasters. He joined 9 Squadron at RAF Bardney and participated in operations to Berlin and Leipzig. His aircraft was heavily attacked and his rear gunner lost the toes on one foot because of oxygen and heating problems. He transferred to 97 Squadron Pathfinders; his aircraft was badly damaged over Bordeaux, returning from an operation to Munich. He flew on D-Day and later joined a Bomber Defence Training Flight. After two tours, he became a civil pilot and flew with BOAC and BEA. He also relates his engagement and marriage; the role of luck in his survival; and the support of a veterans’ network after the war.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
United States
England--Lincolnshire
Florida--Lake Okeechobee
Germany--Berlin
Germany--Leipzig
Germany--Munich
France--Bordeaux (Nouvelle-Aquitaine)
Florida
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1944
5 BFTS
5 Group
9 Squadron
97 Squadron
Advanced Flying Unit
African heritage
aircrew
Beaufighter
Blenheim
bomb struck
bombing
British Flying Training School Program
C-47
Distinguished Flying Cross
Flying Training School
Harvard
Initial Training Wing
lack of moral fibre
Lancaster
love and romance
Normandy campaign (6 June – 21 August 1944)
pilot
RAF Bardney
RAF Cranfield
recruitment
searchlight
Stearman
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/613/8882/PMotterheadN1501.1.jpg
9928e60ab5a9888fc7ed2e8d31ecb22f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/613/8882/PMottersheadN1504.1.jpg
b581a06e8e60fa9f61b82d95c8c5526d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/613/8882/AMotterheadN150719.2.mp3
ee7de033ffb55e3132da3953f9123f73
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
Mottershead, Bluey
Nevil Mottershead
N Mottershead
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Mottershead, N
Description
An account of the resource
Two items. An oral history interview with Squadron Leader 'Bluey' Mottershead DFC (b. 1922, Royal Air Force) and a photograph. He flew operations as a pilot with 158 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AM: Ok. So this interview is being conducted for the International Bomber Command Centre. The interviewer is me, Annie Moody and the interviewee is Bluey Mottershead. And the interview is taking place at Mr Mottershead’s home in Brailsford on the 19th of July 2015. So, off you go. Tell me a little bit about your, your childhood.
NM: Yes.
AM: And leading up to why you decided to join the RAF, Bluey?
NM: Well, I was born on a farm in Shropshire. I was the sixth child of my parents but they had lost two previous to me arriving on the scene and therefore, when I arrived I was treated something special. And that special has been with me all my life. And my best friend from my youth, in my youth, was also, had joined the Royal Air Force for aircrew duties and he was in a place called Honington. On a live station in Suffolk. And while they were taking a NAAFI break a bomber came over, dropped a bomb, hit the NAAFI and killed four of them. And then thereafter I was stood in the churchyard of my village while they were burying him. There went the past and so —
AM: What age would you be then Bluey?
NM: Eighteen.
AM: You were eighteen.
NM: And so, when it came around to the January after Christmas I thought I have got to go and revenge for my friend. And so, on the 18th — on the 8th of January 1942 I went to Shrewsbury and signed up for aircrew duties and I became nineteen at the end of that particular week. And so I was sent home on what they called deferred service following the medicals that I had at Shrewsbury and going to Cardington for forty eight hours to have the medicals there. And when I returned I received this letter from the Air Ministry, shall we say, saying, ‘You are now going home on deferred service and we will call you when we’re ready.’ Well, I thought that date would never come but anyway, eventually I received information from them which said report to Lord’s Cricket Ground on the 7th July 1941. No. That would be wrong. No. 1941 it was.
AM: ‘41.
NM: And there was hundreds of us there. All from over the country. The same men who had been on deferred service and they were all called together to the, to Lords Cricket Ground. And then were allocated sleeping accommodation in St Johns Wood. In a lovely place called Viceroy Court. And we were lying on palliases on the floor and there was no furniture but quite obviously the flats would be luxury flats. And having done that they decided right we can’t keep all these men here. It would be rather dangerous. There were thousands of us in a very small area and if the Germans had got to know, then bombed the area they’d have killed thousands of us. And they decided to send parties of us out and I was sent to Scampton. Just the job. And of course Scampton was a live station and we were all very interested to watch these Hampdens and things taking off. The Hampdens I didn’t care two hoots for. In fact, I did go to one of the satellites of Scampton and had a ride in one which I didn’t think was fit for purpose. And so when that was over came back to St Johns Wood which was called ACRC.
AM: What did you actually do at Scampton? Did you just —
NM: Oh just normal.
AM: Square bashing.
NM: Square bashing and all sort of things connected with the air [pause] I’m sorry. My –
AM: Oh don’t worry.
NM: Identification of aircraft and all that sort of thing, you see.
AM: Right.
NM: But anyway we were shipped back, back to ACRC at St John’s Wood and from there I was sent to Newquay in Cornwall for my ITW. Now, having completed all that we then were sent to a little airfield by High Wycombe called Booker and there we were introduced to the Tiger Moth. And I had a very senior flight lieutenant, old flight lieutenant as my teacher sort of thing. And he and I got on very well and in the end I discovered afterwards that having been sent on for the next stage I’d never gone solo in this Tiger Moth. I’d flown it time enough again with him in there. So, then the time came they said, ‘Right. Off you go home. Take a bit of leave at Christmas and report to —' a place at Manchester. A park. Something.
AM: Heaton. Heaton Park.
NM: Heaton Park. Heaton Park. There once again there was thousands of us and we were billeted out and I was billeted with a family — together with a friend of mine, Ron Champion and we were there. And funny things happened which don’t, have nothing to do with my life’s —
AM: Oh no. Tell us. Tell us.
NM: We [pause] there was a small area within the park itself was RAF property. And outside that, outside that we were ourselves again and of course we were staying with these people. Well, one young lad was seen walking around outside the RAF area after midnight. And so of course they called him in and said, ‘What’s the problem?’ He said, ‘Well, my landlady keeps getting in bed with me.’ And [laughs] do you know there must, must have been fifty or so had been there before and they never said a word and he had to go and let the cat out of the bag. After completing all that of course it was decided because we had not got the facilities in this country to train two thousand pilots and so it was decided to send us overseas and I was very fortunate in as much as in the January 1942 we sailed out of Liverpool for Halifax, Nova Scotia. And I do not recommend being in a smaller boat crossing the Atlantic at that time of the year. There was a little, a Polish destroyer with us and he kept disappearing out of sight and coming up the other side. How the hell they kept stuff in their whatever they call them. Where they keep — do all the food for them. I can’t remember.
AM: The galley.
NM: The galley. And anyway one or two of them the first morning out — the boat we were [pause] I think it was lunchtime. No. It had got to be morning and the boat did this. Twice.
AM: Rocking about in the sea.
NM: And everything on the table went whoosh in to a ruck on the floor. Well half of them looked at it and since they were little bit of somehow or other being affected by being at sea half of them went [laughs] went missing the next, the next day and boy could I eat, and I ate everything that came in front of me.
AM: You were not seasick then.
NM: No. No. It didn’t trouble me one little bit and then having landed we got on the train and went to Moncton. The PDSI. Personnel department of the –whatever it is. I can’t remember. And there we stayed. And one of the lads on the boat —I said, I said to him, ‘Shall we go to St George’s Church tonight? To the service.’ And he said, ‘Yes.’ So we went to the service and there we made friends with a family and I’ve been in touch with that family right after the war and they came and stayed with me. How wonderful things are. And then it was decided then we were ready and we were going to be shipped down to the United States. So, we got on a train and we were on that train for two days and three nights. It stopped at Toronto and I managed to get somebody on the train to contact my cousin in Toronto and he was, he came to the train to see me. Well I didn’t know him because he was in uniform and the last time I’d seen him he was in civvies. And he didn’t know me because I was in uniform. But nevertheless it went ok and on we went down into, into Georgia. Turner Field, Georgia. After a short time there they divided us up and I was sent in to, in to Lakeland in Florida.
AM: Yeah. We’re ok.
NM: Yeah. Lakeland in Florida.
AM: Actually. [pause] Ok. I think we’re ok.
NM: And then we were flying Stearmans and having completed what was necessary we were then shipped to Macon in Georgia to fly in the second stage. They called it Advanced Flying School. And we were flying multi —whatever the plane was called. I ought to have my logbook here. That would have helped a great deal. But nevertheless we were flying. And I was very lucky that the instructor that I got was, had been a pupil himself in class 42a and I was in class 42i. We had reached that stage there were so many classes. And we did all the necessary and then we were passed on to Valdosta which was Advanced Flying School. And there we were flying twin engines. Three types of twin engine as well as the A6 which we called [pause] we called the Harvard. And my instructor was an American lieutenant and so he said, ‘Come on Mottershead. We’re going in the Harvard today.’ So off we go and get in this Harvard. And he said, ‘Right. Do the checks.’ So, I did the check. ‘Ok. Taxi around and take off.’ Everything alright, but my right wing was down, and my left wing was up there and I couldn’t get the damned thing right. I thought what have I not done? And I realised the lock that was in the joystick — I hadn’t pulled it out [laughs] so then the wing came up and everything was nice. He said, ‘I shouldn’t do that again if I was you. Watch it in future.’ [laughs] And got back and landed and he said, ‘Right. Off you go and fly it yourself.’ So I did do. And it was a beautiful aircraft to fly. It touched down on all three wheels. No trouble at all. So, having completed there we then on the, in the October, came up for our papers of authority as being a pilot under the United States Army Air Force and I’ve got my silver type wings. The American wings. Then it was a case of I went before a board of four senior American officers and they looked at all my paperwork and said, ‘Would you like to stay behind and teach future classes of UK,’ and because of something that had happened while I was at Macon, Georgia I had to say, ‘I’m very sorry, but I can’t.’ I’ll tell you that separately. And so, on the train back to Macon —back to Moncton in New Brunswick of course I’d already made contact with the family, so I re-made the contact with this family and got on so wonderfully well but the main thing about being here in Britain and being over there was the fact that we were limited by ration books to XYZ whereas they —it was there for you to buy and eat etcetera. Marvellous. And of course, I could eat. There’s no argument about it. So, after a while they said, ‘Right,’ — get your knapsack, not your knapsack, the bag with all your bits and pieces in. ‘There’s a boat in for you.’ So, right, we got on the train, landed in Halifax and walked off on to the quay. You can say that again. A boat. It was the original Queen Elizabeth. Oh dear. And we got on board that feeling millionaires. But there was that many on from different countries and different regiments and all the rest of it. All coming across with one purpose in mind and that was to kill Nazism. And so, we crossed the Atlantic unescorted. Our liner was doing twenty six knots during the day and through the night she was doing thirty two ‘cause that gave it that little bit extra to get out where the Germans might well have figured out where we might be on such and such a time and so, one morning we woke up and we were in the Clyde.
AM: Just like that.
NM: Just like that. We’d gone through the boom and we were in the Clyde. So we had to then gather our things together and come down stairs after stairs ‘til we came to water level. And then we got on tugs which took us over to dry land and there was a train waiting for us to take us to [pause] well you’re asking me now [pause] well-known place up in Yorkshire anyway. And of course they said, ‘Right. Well you’re here now. Right. Take a bit of leave. You’ve been away three —six months.. Go and see your parents,’ etcetera which I did do and then I got notice, right —'Report to Little Rissington in Gloucestershire.’ And that’s where I was flying Oxfords. I had a little student tuition on the Oxford and then the instructor said, ‘Right. Mottershead go and get yourself some practice.’ Now –
AM: So how big was an Oxford? What?
NM: Oxford aircraft.
AM: Yeah. How big? How big was that?
NM: Twin engine.
AM: Right. Ok.
NM: The American when they open the throttles get hold of the throttles get hold of them and pull them back. We do this. Get behind the throttles and press them forward. So I was more or less getting the American system out of, out of use and back in. So he said, ‘Right Mottershead. Take that one and go and get a bit of flying yourself.’ So me — I flew at about two ninety. Something like that. And flew until I picked up the River Severn and I flew up the River Severn until I got to within a mile to where I lived and I flew around and around and around. And after a while I thought, right, well I’d better get back. In the meantime a front had moved in and I was above cloud. And I was flying down towards back in the general direction of Little Rissington and I did not know where I was. And I’ve got, I came up with —I shall either A) I can jump out with my parachute and let my aircraft go and crash in to something. Or B) I can go down through and hit something that I wouldn’t wish to hit like a church tower or something like that. And as I was pondering over it I looked on my port beam and there was an aircraft coming towards me and he passed in front of me and I said to myself, ‘If you know where you’re going I’m going with you.’ And I followed him and he, it was a, it was a radar station where —not radar. Signals and all the rest of it. At a place called Madeley near Hereford. And he landed and I landed after him. And so they just picked up the phone and rang Little Rissington, ‘One of your boys has touched down here.’ So he came over and I took off and followed him home. Went the day well. Having done all that I was then posted to Harwell where we had clapped out Wellingtons who’d done all the necessary they wanted to or at least they were wanted for and were in a clapped-out situation. And as we stood there we crewed up. I did not choose anybody. I just stood there.
AM: I was going to ask you about crewing up. How that went.
NM: I stood there, and they came and joined me. It was as easy as that.
AM: Yeah.
NM: Right.
AM: Together or in ones and twos?
NM: Well, I don’t whether they’d been talking with one lot over there and they looked at me and thought well I like the look of him and so they came over and joined me. So, I’d got everything except the flight engineer and the second gunner at that stage. Well, I didn’t stay at Harwell but I went to one of their satellites. A place we called Hampstead Norreys near Newbury and we were flying out of there. Well, we had been warned, ‘Don’t over shoot.’ Come in and land properly because there was a big pit, gravel pit at the end of the runway and people had gone in. Oh dear. The trouble. Anyway, we flew that and did all the necessaries and then having finished they said, ‘Right off you go home and get some leave and report to a place called Riccall,’ near –
AM: York.
NM: Yes. Selby. There we go, there we were introduced to the Halifax. Four engine bombers.
AM: So, you finish your training, you’ve got your crew and you’ve gone to Riccall. Have you been assigned to a squadron at this point?
NM: No. Not yet.
AM: Right. Ok.
NM: And there at Riccall I picked up a flight engineer and another gunner. And once again in latter years I said to the flight engineer, ‘How did you come to join me?’ He said ‘Well, I saw you standing there and I walked over and stood with you. It’s as easy as that.’ And so the same with the gunner. He came and joined me. And then of course on completion of that but before then the chief flying instructor at Riccall was called Harry Drummond. So, I got used, just used to flying the Halifax. He said, ‘Right, Mottershead take your crew and there’s, one of the planes over there. One of the Halibags. Take that and get a bit of flying hours in with them.’ Fair enough. Thank you very much and off we went. We got in this aircraft. Taxied around to the runway. Ok. Right. Open the throttle. I was belting down the runway and looked at my speedometer. I hadn’t got any. No speed. And it was too late to stop so I took off without it. And I flew without a speedometer around a time or two. And we tried to, what had happened we’d left the cover on the pitot head. Once again checking beforehand. We tried — first of all we opened the hatch in the front and tried to push it off and we couldn’t do anything like that. We couldn’t reach it. And so I switched on the heater and the heater wouldn’t burn it off. I thought, ‘Well, righto. Well, I’ve got you up here. You lads. I’d better get you down again.’ So, I said, ‘Right, we’re going in now.’ And I approached a little too fast because I didn’t want to stall and go in before I reached the runway. And so, I sort of hit the runway and bounced a little bit which wasn’t good for old Halifax bombers and whipped around and parked up where I’d taken it from and the crew got out. The wireless operator stood on the shoulders of the flight engineer, reached up and took the pitot head cover off just before Harry Drummond arrived around the corner. And he gave me a rollicking for landing the way I did but I didn’t tell him what had gone wrong. Went the day well again.
AM: Yeah.
NM: And so the day came that we had to go to Lissett. We were transferred to Lissett. Now, I think I’d probably heard of Lissett but we all went. There was Doug Cameron and his crew and myself and my crew. And of course, we had to get a bit of flying in together before we went on operations. I arrived there. Can you switch off a second, I’ll go and fetch —
[recording paused]
NM: Are you on?
AM: Ok. We’re back on.
NM: Right. I arrived at Lissett on the 15th of June 1943. And after a familiarisation on the 16th and the 17th — on the 21st was my first operation. To Krefeld. Now, all targets, as Bomber Command will tell you, have got searchlights and flak as well as fighters waiting to get hold of you. So, we went, went through the — etcetera. And poor Doug Cameron — a different story. I must tell you about him. Not on my record. And as a result, when we got back — you see a rear gunner never sees what’s ahead of him. He can only see what’s behind and he could see the fires in Krefeld burning thirty miles away. So when we arrived back at Lissett we went to the debriefing room and he said to me, ‘I’m not bloody going again.’ I said, ‘What?’ He said, ‘I am not bloody going again.’ And he was taken out and stripped straightaway of his brevet, sergeants and all the rest of it. What happened to him I don’t know but in, in hindsight he did me a very good turn. For they took my other gunner, mid-upper gunner from me and a couple of gunners had just completed a tour — a Canadian pilot’s tour of operations. But they needed another five runs themselves so, one of them related, the Groupie, said to — ‘Go around and see Mottershead. He’s looking for some gunners.’ And they came around to see me and we were discussing one thing or another. And I said, ‘Right. This is the position. My job is to fly that thing. And if you tell me to dive to port I shall dive to port. Don’t you worry about it. Everything you tell me I shall do.’ They said, ‘We’re in.’ And so they stayed with me for their five ops which cleared them. Then I got my original gunner back. Mid-upper gunner back.
AM: Mid-upper.
NM: Having lost the rear gunner. And then I had nineteen different gunners on my tour of operation which was must be a flaming record with the exception of perhaps a wing commander and that who had to grab a crew where he could get one.
AM: Why did they keep changing, Bluey?
NM: Well, I had to have gunners and they [pause] Smith and Edwards were the names of the two gunners were and we got on a like a mountain on fire and so it went on one after another. I went to Berlin on three occasions. I went to [pause] oh hell. Where’s the cathedral?
AM: Oh.
NM: We went —
AM: Dresden. Not Dresden.
NM: No. Cologne.
AM: Oh Cologne. Yeah.
NM: I went to Cologne on three occasions. I went to Mannheim on three occasions and in between all the other nights that we were bombing etcetera. On the second visit to Mannheim we were, people do not realise this, we were flying in complete darkness and other than the fact we saw markers ahead so the bomb aimer led us, led me to it, and he said, ‘Right. Bombs gone.’ Two or three seconds later there was such a hell of a bang. I said, ‘What the bloody hell was that?’ And what had happened an aircraft above us had dropped his load and hit my port inner engine. It sheared the blades off the engine. Off the propellers. And of course, the engine ran away and with it going like that it shook the plane as though it was really in trouble. Anyway, fortunately I’d got a very good flight engineer. He shut the engine down. Closed it down. Then he pumped all the fuel out of the tank nearest to the port inner across the wing to the tanks on the other side you see. Now, my reaction was, when that happened — stick the nose down let’s get out of here which I did do. Because the explosion had hit the Perspex around me on the port, especially on the port side and did other damage etcetera and so it was, we were down to five thousand feet before we could make headway. Now, everyone in Bomber Command will tell you if you are on your own flying at five thousand feet by heck you’ll soon have somebody on your tail. So, we were crossing and as we flew cross country in the dark I could see the lights of this town or city, whatever it was, I could see all the street lights because being under Nazi control they didn’t have to have a blackout. And so I said, ‘Right, get some Window ready in case the searchlights come up,’ etcetera. And we gave a dose of Window and they didn’t come on and we kept flying and I crossed —
AM: What’s Window?
NM: Window.
AM: What’s that mean?
NM: Slips of paper, silver backed paper.
AM: Oh yes.
NM: And that dropping by the millions fill their, their —
AM: The radar.
NM: The radar.
AM: The signal.
NM: What we call Grass.
AM: Yeah. Yeah.
NM: They couldn’t pick out what was what and [pause] where’d I got to —
AM: So, you’re on your way back.
NM: On our way back –
AM: You’ve seen all the lights.
NM: We crossed the coast and I said to the flight engineer, ‘What’s the fuel like?’ He said, ‘We’ve got enough to get back to Lissett.’ And so, we went back to Lissett. Now, the hydraulics on the Halifax is controlled by the port inner engine. The hydraulic. And I didn’t know whether my undercarriage was locked. So I called in and they said, ‘Right. Fly down the runway as low as you can, and we’ll put the searchlight on you and have a look at you.’ So, having done that they said, ‘Right. We think you’re locked in alright.’ I said, ‘Right.’ So I went around again and landed. Went the day well.
AM: Again.
NM: We were back home. And it went on until the last. My last trip was to Berlin on the 22nd of November 1943 and the Wing Commander Jock Calder was on that night. I feel sure he was on. So when we came, you know, came from our aircraft in to debriefing Jock said to me, ‘That’s it Bluey. No more.’ And that was the end of my tour. The end of my flying altogether. I never did fly anything else.
AM: Ever.
NM: Ever.
AM: DFC.
NM: Yeah. Yeah. Yeah. And I then, they decided they needed controllers for operating Oboe. Now, Oboe was controlling aircraft over Germany from, from either — the main station was in Norfolk. Winterton. Did you happen to see the programme last night on — it was all about the lighthouses turned into houses etcetera. And Winterton was the Cat station. Now there was another station down in Deal in Kent and that was called the Mouse station. And the Cat station was controlled — the Cat station controlled the pilot. The Mouse station was talking to the navigator, bomb aimer. We’re talking about Mosquitos. And so, he would, when he reached the area he wanted to he’d pick up our signal. If he was too near he had dots. If he was too far out he had dashes. He had to have a steady signal and kept flying at a distance from the station in Norfolk at a distance of say two hundred and fifty miles away. And if he kept flying he would complete a two hundred and fifty mile circuit all around us, you see. But [pause] so, I had to go down to Swanage to learn all about this Oboe business at a little place called Tilly Whim. Down there. They seemed to have a station of the same thing. So when we’d finished. Right. I had no say on where I was going and I was sent to Winterton in Norfolk. Not to the one in Kent. The next morning after I arrived there I walked into the signals office and there was a young lady on the teleprinter talking to headquarters for 8 Group. Headquarters at — I forget the name for the moment. On the tele — on the teleprinter. And when she’d finished she looked at me and I said, ‘You’re wearing too much makeup.’ I’d found my wife. So —
AM: What did she say back?
NM: She didn’t. She [laughs] she was, she was a WAAF, you see. Oh dear. Oh dear and then of course that went on until the war had finished and then they didn’t want anybody there then.
AM: So what exactly were you doing there, Bluey?
NM: I was watching the younger part of the air force. That they’d got everything set up alright. The distance and all that sort of thing. What was going on. And I was even taken from there and posted down in to Deal. The Cat station. For a while.
AM: The Cat one.
NM: Anyway, when the war was over we didn’t need either of them. And so of course I had met Kay and there we are, by hangs another tale. So, I was still in the air force and they decided well you’ve done a lot of link trainer flying. The link trainer aircraft in the dark. It’s a statutory thing but you’re all closed in. You can’t see what was going on. You had to fly by instruments. And so, I learned, I learned how to do that and they posted me first of all to Prestwick in Norfolk.
AM: In –
NM: In Ayrshire. To the airfield there well that was then being taken over to become the airfield for Glasgow.
AM: Yes.
NM: The main airfield. So, I was on there a very short time and they said, ‘Right. Well we’ll post you to Marham in Norfolk.’ And I was on the same thing but when I got there and set up everything and ready for pilots they said well the war’s over we don’t need to do this anymore. And so, the rest of my time I was doing all sorts of jobs. Particularly, orderly officer and all that sort of thing and then I reached the stage where I thought, ‘Right. Look. We’ve got to go ahead now. We’ve got civilian life ahead,’ and so my dear wife and I decided —
AM: So, you were married by this time.
NM: We were getting married then.
AM: Ok. Yeah. Sorry.
NM: The war had finished up. We had already arranged the marriage up in Lanarkshire because she was a Lanarkshire girl, for the 18th of August 1945. The war finished in the Far East the 15th of August 1945. And so, we went up there and got married and thereafter settled down and I didn’t quite know what to do. Like a lot of people who had been in the services it was difficult to know exactly what to do. Anyway, there was a company in Liverpool called Silcocks Animal Foods that supplied to farming communities and I’d been a farmer’s son. And the position I was in and a decent sort of looking fellow the Silcocks agent who used to, who went to Shropshire, covered Shropshire said, ‘Well why don’t you join us?’ And so, I made enquiries and I joined Silcocks. I was sent to Nuneaton under an agent who had been there years to help him and I did all the necessary. And then came a vacancy of an area in Derbyshire and so I was sent from there to Derbyshire and landed in Brailsford on the, in August 1952. Something like that. And settled down and I was going around the farms and of course they knew I was a flying type and at that time Brooke Bond had a certain types of cigarette. Not cigarettes but cards in the thing.
AM: Yes.
NM: And that helped me to get familiar with the families etcetera. Swapping and one thing and another. And I reached the stage where one Remembrance Sunday morning at Brailsford, after that Mr Cecil Dalton who ran Silkolene Lubricants at Belper said, ‘Neville, will you come and work for me?’ And I said, ‘Mr Cecil, I will come and work for you.’ And I went and worked for Silkolene Lubricants until I retired.
AM: Right.
NM: Good.
AM: Neville. It sounds funny to hear you called Neville. I always think of you as Bluey.
NM: Yeah. Well I’m still known as Bluey of course. As you know.
AM: Just tell me why you became called Bluey.
NM: Because of my hair. I had ginger red hair. Now, the Australians — those big kangaroos in Australia which have reddy brown hair were called Blues. And so, when the first Australian saw me he said, ‘Well you’re a Bluey.’ And that’s it.
AM: It stuck.
NM: And it’s been with me ever since.
AM: Can I ask you a little bit about the 158 Squadron Association.
NM: Yes.
AM: And you became chairman I think. Tell me a little about that.
NM: Yes. Well I started looking, I started when I came [pause] when I’d finished. Well as soon as I could, I can’t remember exactly, I decided to draw up a register of all those who had been with 158 Squadron and [pause] now I’m looking for something in particular. I think I left it next door. But it’s the book with all the names in. The complete crews. And I kept getting these names of these, of these people and inviting them. And so in 1989 I think it was I got the freedom of entry into this town of Bridlington for the squadron and that’s how it developed from there. And I’m still now president of the squadron until such time as I kick my boots and somebody else will take over.
AM: So, every year you go up to Lissett.
NM: Every time. Yes. Yes. Yes. Now I’ll —
AM: And what about the memorial? Tell me a little bit more about the memorial at Lissett.
NM: Yes.
AM: How did that come about?
NM: Well. After Lissett the old airfield became a farm. Belonged to a farmer. And the powers that be decided it would be the ideal site to put up wind generators. So they put up twelve wind generators on the old airfield. In the meantime, 158 — if you reverse those figure you’ve got 851 and that was the number of young people who were killed on that squadron alone. Eight hundred and fifty one. Eight hundred and fifty males and one female. The one female was a sergeant WAAF in the Met office and she’d never been in an aeroplane and she went on a flight with someone unscheduled just to show her what went on. The damned thing crashed on [pause] that Head that comes out north of Bridlington. Crashed there and killed the lot of them. And she was one of them. So there was eight hundred and fifty airmen, men, who were killed and one WAAF. And so, it was decided by the people who were going to put these generators up that they needed a memorial and of course we were behind it and said yes. And that memorial is still drawing people. Just as the Angel of the North drew people to see it so the one at Lissett. Is that still on? In fact, the other day, one of our members who lives up in the Wakefield area had been up there and gone to have a look at it. He said, ‘It looks awful,’ he said, ‘All we’ve got is stalks left.’ What happened is there are flowers which bloom.
AM: Yeah. There’s poppies there.
NM: And then it’s all left so that the seeds from that drop down to the ground and re –
AM: Yeah.
NM: Come alive again. And he went at the bad time of the year. So, when he rang again I said, ‘Look there’s nothing I can do about it. As much as I appreciate you ringing me and telling me. I know what its like. But,’ I said, ‘We have nobody in that area at all to do anything.’ But the locals do it. Anyway, I understood that they’d even called in the East Midlands, East Yorkshire organisation had called in people to go and have a clean up there.
AM: People.
NM: I hadn’t ordered it. They just went and did it.
AM: Excellent because it’s a lovely memorial isn’t it.
NM: It’s a lovely memorial. A friend of mine from Derbyshire whose funeral I attended this year — he always talked about me and us and I said, ‘Well take a run up there and have a look at the memorial yourself.’ So he, along with another couple and he and his wife went to see it and then I saw him a few days afterwards. I said, ‘What do you think of the memorial?’ And he said, ‘It’s a very very wonderful thing.’ He said, ‘I read every name on that memorial and yours wasn’t on it.’ [laughs] So, I said, ‘Well it won’t be will it? I’m still here.’
AM: Still here. They’re the ones that are not.
NM: He didn’t realise that you see. But it really is. Oh, and let me go and fetch something first.
[recording paused]
AM: So I’m looking at a picture of the first meeting of the Squadron Association.
NM: In 1947.
AM: Ok. Were you there? Are you on it?
NM: Yes. Yes. I’m on the back row. You’ll see me.
AM: Point. Point yourself out to me.
NM: This little chap here, look.
AM: Oh of course you are.
NM: And that was arranged by Scruffy Dale at — I forget the name of the place now. And we all turned up for this and that photograph was taken. And there’s all sorts of people on that photograph and I can — there’s no one left on that photograph as far as I’m concerned. Only me. All the rest are gone. Now, I want to show you this because this is what I’m working on.
AM: Bluey’s showing me the most beautiful tapestry. Is it tapestry or cross stitch?
NM: No. It’s tapestry.
AM: Tapestry of the Halifax and —
NM: The crew.
AM: The crew and it’s beautiful and we’ll take a photograph of it.
NM: It’s not finished yet ‘cause I’ll go and fetch the other bit if I haven’t got it here. This is the other bit.
AM: How long have you been doing this for Bluey?
NM: [laughs] Oh heaven knows.
AM: It’s lovely. I’m going to end the interview now but we’ll take a photograph of this — of the tapestry that Bluey’s been doing.
NM: Now that fits. That will be fitted in there.
AM: Right.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Bluey Mottershead
Creator
An entity primarily responsible for making the resource
Annie Moody
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-19
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AMotterheadN150719
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Format
The file format, physical medium, or dimensions of the resource
00:45:34 audio recording
Description
An account of the resource
Born on a farm in Shropshire, his best friend from his youth joined the Royal Air Force as aircrew and was killed at RAF Honington when a German aircraft bombed the station. A desire for revenge made him enlist for flying duties in January 1941. He was sent to RAF Scampton for basic training where he had a flight in a Hampden which he rated as "not fit for purpose".
Flying training commenced at RAF Booker on Tiger Moths and he was then sent out of England as part of the Empire Training Scheme. Flying training on Stearman aircraft recommenced at Lakeland in Florida followed by multi-engined training at Macon in Georgia and Valdosta for advanced training. In October 1942 he became a pilot under the American Army Air Force System and declined an offer to stay and become an instructor.
Returning to Britain on an unescorted Queen Elizabeth liner, he trained on Oxfords at RAF Little Rissington. Posted to RAF Harwell to fly, in Bluey's terms "clapped out Wellingtons" he describes the system for forming a crew. They were posted to RAF Riccall to fly the Halifax.
The next posting was to an operational squadron at RAF Lissett where he did his first operational flight to Krefeld in June 1943 and trips to Berlin, Cologne and Mannheim. After his trip to Krefeld, his rear gunner refused to fly and was removed. On his second trip to Mannheim, Bluey's aircraft was struck by a bomb from an aircraft flying above. They had to reduce height and so used Window to disguise their location. The final trip was to Berlin in November 1943 and, having completed his tour, was awarded the Distinguished Flying Cross. Bluey never flew again. Sent to Tilly Whim, Bluey was trained to operate Oboe and explains the device. Posted to an Oboe station at RAF Winterton to monitor junior operatives, he met his future wife.
After the war had finished he became an instructor on the Link Trainer and sent to various RAF stations and finally to RAF Marham from where he was demobilised and returned to civilian life. In civilian life, employment in the farm feed industry was followed by time in the lubricant industry until retirement. Bluey compiled a register of all crews that flew with 158 Squadron and formed a Squadron association in 1947, of which he became president, and organised a memorial to the squadron at former RAF Lissett.
Temporal Coverage
Temporal characteristics of the resource.
1943-06
1943-11
Spatial Coverage
Spatial characteristics of the resource.
England--Gloucestershire
England--Norfolk
England--Oxfordshire
England--Suffolk
England--Yorkshire
Canada
United States
Florida
Florida--Lakeland
Georgia
Georgia--Macon
Germany
Germany--Ruhr (Region)
Germany--Berlin
Germany--Cologne
Germany--Krefeld
Germany--Mannheim
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
158 Squadron
aircrew
bomb struck
crewing up
Distinguished Flying Cross
Flying Training School
Halifax
Hampden
Harvard
Initial Training Wing
lack of moral fibre
love and romance
memorial
military ethos
Oboe
Oxford
pilot
RAF Hampstead Norris
RAF Harwell
RAF Heaton Park
RAF Honington
RAF Lissett
RAF Little Rissington
RAF Marham
RAF Riccall
RAF Scampton
recruitment
Tiger Moth
training
Wellington
Window
-
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
Odell, Ken
Kenneth Stephen Odell
K S Odell
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Odell, KS
Description
An account of the resource
An interview with Ken and Diana Odell.
The collection was catalogued by IBCC Digital Archive staff.
This item is available only at the University of Lincoln.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Ken and Diana Odell
Creator
An entity primarily responsible for making the resource
Chris Brockbank
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-26
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AOdellK150826
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Description
An account of the resource
Ken Odell was a schoolboy at the beginning of the war living in Highgate and was evacuated with the school. When he was of age he volunteered for the RAF and was sent to RAF Sywell for Pilot, Navigator, Bomb Aimer evaluation. Accepted as a pilot, he undertook training at 3 basic flight training school in Oklahoma flying PT19 Cornells.
Graduating as top of his course, he was sent back to England and was asked fly as an instructor for one year with the promise of joining an operational fighter squadron. He joined Number 1 elementary flying training school at RAF Panshanger but the war finished before he was made operational and he continued in his training role, at one point training senior royal naval officers to fly. Ken considers himself fortunate as most of his course friends were retrained as glider pilots and took part in Operation Varsity which had a high casualty rate.
Demobbed in 1947 he returned to his civilian banking position but a year later re-enlisted for ten years in the volunteer reserve and continued his training role flying Tiger Moths and Chipmunks. Ken retired with the rank of flight lieutenant in 1968. He joined the 3 BFS Association and had reunions in both England and America.
Diana Odell was also a child at the start of the war and shared her home with various refugees her father brought home while working as a lorry driver. Diana volunteered for the WAAF and trained as a telegraphist with Coastal Command.
This item is available only at the University of Lincoln.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
01:04:16 audio recording
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
CB: Right. My name is Chris Brockbank and I’m here with Mr Ken Odell and Mrs Diana Odell in Edith Weston, in Rutland, and, er, we’re going to talk about both of their experiences but, starting off with Ken, based on what — starting with the beginning of your life Ken, and then going on from there. And if we need to stop in the middle then let me know and we’ll take it from there. So, how did life start with you?
KO: Well, I was born in October 1923, in London, and at the beginning if the war I was still at school, Tollington, Muswell Hill, but the school was evacuated to Buckden so, as I was in my matric year, I went with the school to Buckden for one year. When I left I got a job in a bank, in an Australian bank, in the City of London where I started in October 1940 just in time to work there all through the Blitz and, in 1942, having reached the ripe old age of eighteen, I then had to register for national service, volunteered for the Air Force, had all the normal medical checks and intelligence tests and was accepted for air crew but, I was told there would be a ten months waiting before I could actually join the ranks but I was given a button-hole badge, of the RAFVR, to avoid any rude remarks because I was not then in the Forces. I was eventually called up and [clears throat] went through basic training in, in Newquay and after basic training I started flying, er, in Northampton, at RAF Sywell. This was eight hours under the PNB scheme to decide whether I was going to be a pilot, a navigator or a bomb aimer. I was lucky and was accepted as a pilot. I then waited a few months, mostly in Heaton Park, Manchester, until I was sent to Southern Rhodesia, or Canada or USA. I was a lucky one and I finished up in Miami, Oklahoma, Number 3 British Flying Training School course number 20, where I did my basic training, advanced training and passed out in 1944 as a pilot officer. And returned with my wings of course to England, er, where I went before a selection board, and because I learned later that, that I was given the term ‘creamy’ which meant that I was taken off. I was at the top of the final results of my wings exams and I was asked would I become a flying instructor for one year at the end of which I would then join a squadron and get my Spitfire or Hurricane. Fortunately, or unfortunately, before my year as an instructor was up the war ended. I did not get my Spitfire but I did continue as a flying instructor at Number 1 EFTS which was RAF Panshanger in those days. When the war ended, when a lot of RAF pilots were grounded, sent back to Civvy Street, I was lucky. I continued flying for another two years until I was demobbed in 1947, having completed some seven or eight hundred hours flying. I would like to add at this stage, when I returned from America in 1944, nearly all my friends, colleagues, were transferred to the Army Glider Pilot Regiment and became pilots of Horsa gliders. Some of them joined the, um, Varsity Operation, which was one of the largest airborne inv— battles of the war. One of my friends was killed there. Another one of my friends was lined up on the runway about to take off for Operation Varsity the flight was cancelled and he never flew again. He was given a job in an office as a, a, an accountant, many of my friends became lorry drivers, I believe some of them went to drive trains. This was at the end of the war. So, I was lucky. I was still flying for another two years. I was demobbed in ’44, sorry, I was demobbed in ‘47, I went back to the bank in the City, where I worked for twenty years, but in 1948 I went back into the RAF Volunteer Reserve, flying again at Number 1 RAFS Panshanger, my original, my original, um, place as an instructor. I was in, I was in, I signed on for ten years in the Volunteer Reserves but after five years flying the Government stopped flying in the VR but I continued until 1968, when my time finished, and because of that I was allowed to retain my rank of flight lieutenant. So I am still, at ninety-two, a flight lieutenant in the RAF.
CB: Right. We’ll stop there.
KO: Can I have a rest?
CB: We’ll stop there for a mo. Thank you very much. We’ve just done a summary so for Ken and now we are going to get on now to some specifics Ken, about your situation. So, where did you come from and where was the family and how did you come to do your original career?
KO: My mother and father lived in Highgate, where I was born. I — they moved to Muswell Hill when I was seven and I was at school until the beginning of the war when, as I already said, my school was evacuated to Buckden. I stayed there for one year and I came back and worked in a bank in the City until 1943. I had one brother. We lived in a flat over a shop owned by my uncle.
CB: What did your brother choose to do? What did your brother do? Did he —
KO: Well, he was only three years older than I was so when, when we moved to Muswell Hill from London he was, he was, I was seven and he was ten so I don’t know what he got up to. But what did he do?
CB: Because he then got a job when he left school?
KO: Yes. He was a complete no-hoper at school. He was asked, my parents were asked to withdraw him from school when he was fourteen because [clears throat] he was no use to them and no use to himself. He got several odd jobs of little importance but then he volunteered for the Army and went into the Royal Army Service Corps, where he was of great use in the Western Desert for four and a half years. He, I believe that he used to service ambulance for the American Civilian Ambulance Corps. When he came back in 1945, er, he’d already been engaged for four and a half years to my wife’s sister so they were, they wanted to get married. So, we jumped on the bandwagon because at the end of the war to get married was a very expensive business and by doing that we halved the price.
CB: So you had known Diana, your wife, for a long time? And —
KO: We’d grew up together in a collection of young people so we never really got introduced. It was just one of those things.
CB: Yeah and so when the war came —
KO: But then, as I’ve said, when the war came, um, I was evacuated with my school for a year but when I left I got a job in the banking industry, Commonwealth Bank of Australia, and I just had to register when I was eighteen, volunteered for the RAF. I did my basic training in Newquay, Number 6 Training School, I think it was called and from there, after the basic training, I was transferred to Sywell for a few weeks where we did eight weeks flying on Tiger Moths to decide whether we were going to be pilot, a navigator or bomb aimer. I was lucky. I became a pilot. And from there having waited two or three months in a holding depot in Manchester, Heat— Heaton Park, I then was taken on a boat to Canada where we were sorted out. Some went to training schools in Canada. I was lucky. I went to one of the six British flying training schools in America. I was at Number 3 BFTS, which was in a small town in Miami, spelt Miami but pronounced Miama, in Oklahoma.
CB: And who were the instructors? Who were the instructors?
KO: The instructors were all civilian pilots.
CB: American?
KO: They were given a sort of a uniform but they were not service people. In fact, one of the instructors was a young lady who had only done twelve hours flying herself. We trained — we were there for seven months, basic course, middle course, senior course. The basic course was on Fairchild Cornells, otherwise called PT, PT 17s, PT 19s I beg, I beg their pardon. That was for thirteen weeks. We had flying for one half a day and was at school for various subjects for the other half of the day. The exams at the end of the first basic course. I was lucky. I came out at top of a hundred blokes with the result that I was made a flight leader, a cadet officer in fact. After a week’s leave in New Orleans, we then became the basic course flying Harvards, American Texans, AT6s otherwise known, for another thirteen weeks. At the end of the middle course we had another leave and I had been promoted then to a senior cadet. There was only seven of us out of the hundred. Well, there were three hundred at the school because as one left another one started. I finished, I got my wings and a commission in August 1944 and I then, of course, returned to England. Before, but before I finish the American paragraph I must pay tribute to the wonderful people in Oklahoma who looked after all those boys for four and half years. The school had opened in 1941, some months before Pearl Harbour, and the first one or two courses there had to wear civilian clothes because America was not then in the war. The family that looked after me had a daughter. She was a seventeen-year-old high school girl. She had a friend who was also seventeen. Those two girls are now eighty-eight years old in America and I’m still in touch with them.
CB: Right. We’ll stop there for a moment. Thank you.
KO: I’ll get as much as I can in.
CB: So, what we’re going to do now is to talk a bit more about the American, about the American bit, talk a bit more about the American bit Ken and the — let me just ask you about the initial training. So, you had American instructors, who were all civilians?
KO: Yes.
CB: So, why were they not — because we are now at a situation where, time when the Americans were in the war — why were they civilians and how did they treat that with you as a military man? Thank you.
DO: I was just thinking about that.
KO: They were not Army people or ladies or gentleman because our — I‘ve got a film of all this which you might like.
DO: Television.
KO: I can, I can do you a copy of it. I’ll explain it now, um, a man who was a film producer or television producer in Tulsa, Oklahoma came to England to interview a lot of people. This was well after the war and he took film and he came to — met some of us at the RAF Museum in Hendon. He went back and he produced seven programmes about the RAF in the wartime and he had, like, one ten minutes’ programme each night, well, twice, twice nightly for a week on Tulsa television. This was, this was only what? Twenty-odd years ago, well after the war. I’ll let you have a copy of this.
DO: Longer than that dear. We’ve been here twenty years.
KO: And he had it translated into — from, from the American television he had it, he put it all on a, on a disk and had it transferred to the PAL, P A L system, so that we could see it. I’ve forgot what I was going to say now.
CB: You were talking about the fact this was a film about the RAF but we were talking about how there were —
KO: Yes, about the RAF in Oklahoma.
CB: Yes.
DO: It was amazing.
KO: But I’ve forgotten the point I was going to make but, anyway, it doesn’t matter does it?
CB: What we are trying to do is to focus on is the people who were doing the instruction.
KO: Well, this, this film will give you a good idea because, even today, every year they have a memorial service out at the, at the cemetery where there are fifteen RAF graves. I mean, I can say all this later on. There was one lady who looked after those graves for twenty or thirty years? Every — she used to go up and tidy the graves and put flowers on the graves on, on Veterans Day.
DO: When she died —
KO: When she, when she died the, er, British Graves Commission, the British Graves Commission —
CB: War Graves Commission.
KO: War Graves Commission, they gave her a tablet and she asked to be buried with her boys.
DO: Her boys and she —
KO: There were fifteen graves and now her grave is at the end.
CB: That’s very touching.
DO: And in the film you will see we all, we all went, didn’t we? And they had a gun salute and the people of Oklahoma all turned out and we all stood and they had a celebration.
KO: And every year the local townspeople go out to the cemetery for a cele— they call it a celebration —
DO: To celebrate those boys’ lives, those who got killed while they were training.
KO: A memorial celebration at the RAF graves and they have pipers from Tulsa, and they pull the flags up and they fire rifles and, you know, real, real American stuff, um, but I must see, see if I’ve got a spare one of those films otherwise I’ll have to make one and send it.
DO: If [unclear] that’s the story you haven’t really got time to tell now about the pilot that died and you we’re still in touch with, the son and, you know, the one who had an affair already married —
KO: I don’t really want to talk about that.
DO: Well, you don’t have to talk about that particular —
CB: Well, what we’re doing is covering history that can be edited because you will have the right to edit it. But the point here is that we’re trying to do here to get a feel of what it was like in the war because people of my generation and later really have no concept because when I was in the Air Force it was done quite differently.
DO: Well this is important because in the telegraph Ken put a —
KO: Yes, um, one of the chaps in my flight —
DO: Thank you. I’m coming. Our postman, he always knocks. OK love, I’m coming.
Other: I’ll put it on here.
DO: Thanks a lot.
KO: I was actually his flight leader, was crashed and killed. He was doing aerobatics. He was an ex-policeman from Muswell Hill. There’s a suspicion and I don’t [emphasis] want this — that’s not on is it?
CB: OK, we’re just going to stop for a mo. We’re restarting now, talking about the initial training and the American civilians who trained you.
DO: Can I have a little something here? Would you like sit in a more comfortable chair [unclear]?
KO: No, I’m alright in my chair.
DO: Well, don’t lean forward because of your chest. OK?
CB: So the civilians?
KO: So, when we left Heaton Park we went to Liverpool where we were put on a boat. This was in Feb— this was in January 1944. We had a terrible crossing. The weather was awful. We went up the northern route via Greenland to avoid the U-boats and we finished up in New York, where we transferred to Canada, to a reception centre, where we were sorted out for our various training schools. A good proportion of schools in Canada, some went to the six flying schools that had been set up in America under the Lease Lend before Pearl Harbour, before America came into the war. I was lucky. I went to Number 3 BFTS which was in the town of Miami in Oklahoma. We did thirteen weeks, flying PT19s, Fairchild Cornells, with civilian instructors. So, that was the first seventy-hour training on basic course. At the end of the course, of course, we had ground examinations for the — because ground school was in the morning, flying in the afternoon or vice versa. Exams at the end of the course were held. I was lucky. I came out top and was imm— immediately made a flight leader for the next course.
CB: Who, who were your instructors? Who were these people?
KO: My instructor was a local bank clerk, a civilian. They were all civilians, all presumably private pilots with some experience or very little experience some of them. One, one of our instructors was a young lady who claimed only to have had twelve hours actual flying herself. But, um, they were only civilians but they were given a sort of uniform to make them look official. After thirteen weeks on the basic course, we were then — on, on the elementary course, we then joined the basic course, flying Harvards, AT6s, otherwise known as Texans, in America. We did another seventy hours on those. We were flying half a day, ground school half a day. I was a flight leader, as explained, and I had to take my flight, to do drills and other important duties. I used to pull up the flag in the morning and make everybody stop by blowing my whistle [slight laugh] and once again at the end of that course we had more ground exams and, once again, I’m ashamed to say I came out top out of a hundred blokes. We then had another, we had a weeks’ leave in Kansas City, once again entertained by wonderful American people, and we returned to Oklahoma for the last third, advanced course, still flying Harvards, and towards the end we did another seventy hours on Harvards and towards the end of the course, um, we had our flying tests, which I did reasonably well and, of course, we had more ground exams, which I’m ashamed to say I only came second but, combined with my flying results and my results as a senior cadet I, once again, came out top of the course and was returned back to England, where I was, became — to use an RAF term — a ‘creamy’. I’m almost ashamed to say it but they still use that expression in the RAF to this day, where a person who comes at the top of a particular course, is then asked to become an instructor for a period.
CB: Right we’ll stop there for a mo because that was really useful. Thank you very much.
KO: In Tulsa Oklahoma and in 1941 they built this school for the RAF, under Lease Lend. To make it, to make it clear —
CB: So, it was a civilian base and they were training other people who were civilians?
KO: It was a civilian base and it was built by the, by the Spartan School of Aeronautics especially for us and at the end of the war it was then leased out to a packaging company, um, so you know, it ceased to be a flying school at the end of the war because they were still training American pilots down in Tulsa but all this will become clear on my, on the film, if you get a chance to look at it.
CB: OK, OK. So you finished, you finished your training in the USA, you came back to Britain —
KO: You didn’t want me to mention the chap that was killed? No.
CB: So, can we just go now returned to the USA, to Britain.
KO: Yes.
CB: OK.
KO: So when I, when I got my wings in August 1944 I was lucky. I also got a commission so came home as a pilot officer to Harrogate, the reception centre. I went before a selection board, where I was asked if I would consider, asked very politely, if I would consider to become an instructor, a flying instructor, just for one year after which I would join a squa— an operational squadron. In the event, the war ended so I never did get my Spitfire or my Hurricane but I did keep on flying as an instructor for another two years. But I must say at this point that all those chaps that came back from America with me, nearly all of them were transferred to the Army Glider Pilot Regiments, where they were given two hours flying in Horsa gliders to become glider pilots. Many of them took part in Operation Varsity in March the 23rd 1945. One of my particular friends was killed.
CB: That was the crossing of the Rhine.
KO: That was the crossing, that was crossing the Rhine to allow the American Second Army to get across without opposition, which they did. Another of my friends was lined up on the runway in his Horsa glider attached to a Halifax bomber. Their flight was cancelled and all those pilots never flew again in the RAF. They were transferred to ground jobs, lorry drivers, accounts office people, some even became train drivers I believe. I was the lucky one. I kept flying.
CB: So, we’ll have a rest there just for a mo. OK. Fire away.
KO: So, having agreed to become a flying instructor for a year, I then went to an elementary school near Reading, er, just to get used to flying Tiger Moths once more, happy days. From there I went to Woodley on the outskirts of Reading [clears throat] which was a flying instructors’ school. My course there was interrupted by a weekends leave to get married in March 1945 but shortly after, um, I qualified as a flying instructor, C grade, and I was asked where I would like to go. Well, having lived in North London all my life, I asked if I could go to Number 1 ETFS, Elementary Flying Training School, which was at Panshanger, a small private airfield just outside Welling Garden City. When I arrived, before the end of the war, towards the end of the war, we were training a lot of young army corporals who hoped to become flying, er, glider pilots to replace all those glider pilots who had been lost during the war. I had those for a few months, er, after the war. When the war ended, er, we, the RAF was at rather a loose end so they sent all sorts of people to the training schools to do a fifty hour elementary course. Our first course was a group of senior naval officers from aircraft carriers who having guiding planes in in their own jobs they were then given the opportunity to learn to become the pilots. These were followed by a group of scientists from — stop.
CB: OK.
KO: We then had a course —
CB: We are just restarting again now, er, because we have just talked about the, the naval officers who were being trained and now the scientists.
KO: After the naval officers we had a co— we had a couple of courses of naval, of scientists [emphasis] from Farnborough, um, where they did a lot of, lot of inspections for crashes and all sorts of things. Unfortunately, one of my scientists was a bit of a no-hoper and he managed to land me upside down on a cold, wet afternoon. He was expelled, I beg his pardon. They were followed by two courses of Canadian observers who wanted to become pilots. One of those, unfortunately, was killed in a, in a mid-air collision. His instructor was killed instantly but the pupil, the Canadian, who was doing instrument flying under the hood, he tried to bail out, well in fact he did bail out but he was only five hundred feet above the ground and his parachute did not fully open so he, unfortunately, was killed . What was even more unfortunate he was the one guy whose wife had come over from Canada and was staying in a pub just up the road and our CO had the job of going and telling her that her husband had just been killed.
CB: Right, we’ll stop there for a mo. So we’re, we’re restarting now. Just to clarify the glider pilot training was in ‘45 and ‘46, the naval officers was, were in ’46 and the scientists were in that time and then we had the Canadians.
KO: The Canadians came about October ‘46. They had been, were all trained observers, um, from two-seater aircraft, flying with a pilot but they wished to become pilots so they were sent to us to do an elementary course on Tiger Moths, er, so that they could go back to Canada and proceed from there. I don’t know what happened to them afterwards but, in February 1947, round about the 25th, I came to the end of my duties with the RAF and I was demobbed and returned to the bank in the City, where I completed twenty years’ service. But I left, I left after twenty years for completely different reasons, that my life changed completely, but after I’d been back at the bank for a year, I fancied to go flying again so I joined the Royal Air force Volunteer Reserve and was, because I was living in Kingston at the time, I went and joined the reserve at Fair Oaks in Surrey but I was only there a year and then my family moved out to Enfield so, once again, I transferred to Panshanger where I flew for another five years, starting in Tiger Moths, but in 1950 they took our Tiger Moths away after I’d done about seven hundred hours and gave us Chipmunks just for a couple of years. Flying with the VR finished after only five years. In about 1940, about 1952, I met several of my old American trainee friends in the VR. They’d lost flying time in the RAF, they were grounded towards the end of the war, but many of them went back into the VR after the war so they could do a bit more flying. It was more like joining a flying club quite honestly. But the Government stopped flying after about five years in the VR but we did, I did continue to complete my service of ten years, about 1958, at which time I was allowed, I was allowed to keep, keep my rank of flight lieutenant, which still exists, although being a member of the RAFVR I started as a flight lieutenant I said, ‘Forget it. I’m only a mister.’ But I did finish up with a very high instructor’s rank because in the VR we were given the job of training ATC lads. One of my pupils, his name was Des Richard, and my log book says I flew some eleven hours with him, he had won an RAF scholarship. He couldn’t go solo with me because he was only seventeen but the moment when he was eighteen he went across the airfield and joined the London Aero Club, also at Panshanger, where he immediately went solo, and he had a very distinguished career in the RAF and he retired as an air commodore and, in about 2008 or 9, he took over as chairman of the Air Crew Association and he had the unfortunate job of scrubbing the Air Crew Association. [background noise]
CB: What, what caused the Air Crew Association to be scrubbed? We’re just stopping for a moment.
KO: So where do we start?
CB: Right, we’re restarting now. Ken, we’re going back now when you came — you did your flying in America. You met lots of people there. You came and did a lot of instructing but what happened to all the other people after they returned to Britain and did you keep in touch with them?
KO: Well, I kept in touch with quite a few of them because the 3 BFS Association used to have reunions in this country and we also organised about every third year to go back to Oklahoma for reunions there. I met, in those reunions, I met some of my old colleagues from Number 20 Course but most of them had been transferred on to gliders. Some of them had about two hours further flying before they were grounded and never flew again unless they joined the VR. One chap that I did keep in touch with but I’ve lost contact now, he became, he joined and became a civilian pilot. He joined BOAC, did very well as a, as an officer with BOAC and eventually he was asked to go and test the Concorde for BOAC, which he did, and he finished up as the BOAC Concorde instructor. He was the chief Concorde flyer. I last saw him about five or six years ago but I have not been in touch with him recently. I think he was very ill and so, as far as I know, he may have passed on but at the moment I know of no other of my original colleagues who are still alive, I’m not in touch. Of course, over the years, our Association, the 3BFTS Association did organise four, five, six reunions in America. I didn’t know of them to start with but I have been over there four or five times with the reunion. I’ve also been over there as a private holiday maker to see my friends in O–, in Miami. I, we have also had several reunions in this country and towards the, towards the end, in the — I suppose the late ‘80s, ‘90s I did in fact organise reunions for my course only. Every year we used to go to the Shuttleworth airfield, near Bedford, and, and have a little private compound of our own together with the, um, the Spitfire Association. In fact, the chairman of the Spitfire Association was in fact a member of the Miami group, um, but I’m afraid we all got, we all got passed it and I now, apart from my friend, two friends, who have since died, I am no longer in contact with any of my course. I’ve met one or two chaps who were on other courses who were in the 3BFTS Association but, you know, I think it came to the end when we were ninety.
CB: But when you had your reunions all those years ago that was with the American instructors in the States, was it?
KO: Yes, some of them, yes. Four or five or them, yes. They were wonderful blokes. They were wonderful.
CB: So, can you just describe what the atmosphere like on your training with the Americans? How did they react to your circumstances and the UK’s circumstances?
KO: Although we were there, the, the RAF, were there for the best part, I suppose, of four years 1941 to ’45 the local people were wonderful to us. No boy had no home to go to at weekends. Some people had four or five chaps who used to go there every weekend. Some had, had Christmas parties. My family, who I’m still in touch with, well the daughter, he was one-eighth Cherokee Indian. They had a lovely little house on the outskirts of Miami. I still go to that house on Google Earth street view. It’s still there and the local people still, every year, have a celebration, a rem— a memorial celebration out at the airfield where there are graves of fifteen pilots, RAF pilots, who were killed in flying accidents between 1941 and ‘45. Those fifteen graves, all in a long line, looked after by the War Graves Commission. They were looked after for twenty-one years by a lady who used to go out, tidy up the graves, put flowers on the graves and when she died the British Government, well, before she died the British Government gave her a medal and when she died she asked to be buried with her boys so she has now got the sixteenth gravestone at the end of a long line of fifteen RAF pilots. As I say, I’ve been out, I’ve been back to, I’ve been back to Oklahoma, not only with the reunions but as a private person to go see, you know, my friends over there. The last time we had a reunion my friends up in, up in, Old Dalby [?] and his wife came with us. We all stayed with my daughter in Illinois and we all went down to as a — my, my daughter drove us all down to Oklahoma where we met both, both my, both of our ladies, um, that we met during the war. As I say, they were seventeen-year-old high school girls then. In fact I went to their graduation when they left college. That was in 1945. But as I say, they are now 88, 89 but they are both alive and they are both at the end of a computer.
CB: Marvellous. Now, the accommodation in Britain was not very comfortable in the war. What was in like in training in America?
KO: Very nice, hard concrete floors, double tier bunks. We had a lovely refectory, mess, dining room whatever you like to call it. We went there in 19—, beginning of 1944 from a Britain which had rationing, in which you were allowed one egg a week, or at least my parents were. We went into the restaurant in Miami the first day for breakfast, ‘How many eggs would you like? How do you like them cooked? Sunny side up?’ But, of course, to us it was wonderful. The food, the food was super. We just weren’t used to it. As a senior cadet I used to have to go out and pull up the flags in the morning. The Star Spangled Banner of course would go up top and the RAF up on the side arm, blow your whistle, everybody would come to a halt, pull up the flags, blow your whistle and everybody would carry on. This was just before — this was at breakfast time. But, you know, every, everything about Miami really was wonderful. The people was good, the food was good, our instructors were good, you know, they were all jolly, you know. I mean, we met so many after the war at reunions. And, um, as I say, every year the people looking after the cemetery organised this reunion to which a lot of people attend and it’s quite — and, er, every year they send me a V, CDC of the celebrations.
CB: Great, so we’ve talked about the accommodation and the diet. How was this run? Because if you were raising the flags, the stan— the flags in the morning then this was on a military basis so was there an RAF administration officer there running —
KO: There was a CO, an adjutant —
CB: What was the structure?
KO: There were one or two ground instructors, although some of them were Americans, we had a mixture. I think we had a, an RAF officer who used to do airmanship and —
CB: Who was a pilot?
KO: Ay?
CB: He was a pilot?
KO: He had been, yes. One of them there was a famous BBC announcer actually. I can’t think of his name. We had, um, an English PT instructor [slight laugh] who nobody liked. He was a nice chap really, you know, he used to put us through our paces. So, it was a mixture of both really but we never had any problems being in America being British or anything.
CB: What about sport? What happened?
KO: Oh, we had sport. One day a week we had sports.
CB: Wednesdays?
KO: We used to throw the cricket ball, we had, we had, um, obstacle races. I can’t really remember what we did. I was never any good at sports anyway so I’d steer clear.
CB: Did you ever do anything with the Americans in sport?
KO: No, no they were never involved. We never knew their families, we never — we only ever knew them as individual instructors. Where they went at night, we don’t know. We did have a small group of American medical men who had a little hospital out in the grounds. I never met any of them luckily apart from FFIs, um, free from infections —
CB: You didn’t have any STV problems then—
KO: The only time I met them was, if I was waiting at the gate for a lift into town, they would always stop and pick us up if they were going in that direction. So, you know, really I never met any of them accept at the end of the course, when we had our stag night, I had the job of thanking them for all their efforts looking after all the, all the boys who had sweat rash and all those things, you know, because it was very, very hot. We’d had one or two tornados while we were there in Oklahoma. I can remember one of those occasions the, the basic trainers, the AT— Chip— Cornells were coming in from a base, from a separate airfield, and were caught when they were still ten feet above the ground and were pulled down and tied down because, you know, it was, they came, they sort of beginning or a tornado, I suppose, the wind was so strong it got a bit dicey. But that was, was just another one of those things that happened.
DO: Right, I’m just going to have to go because my birds are banging on the window. Their feeder’s empty. I’ve just got to go and top it up.
KO: Oh, poor birds. Is it still raining?
DO: No.
KO: Oh.
CB: So, that’s really good. Thank you very much. So, we’re now switching, we’re now switching to Mrs Diana Odell, who was a WAAF herself and, er, Diana, perhaps you could start with the early days and right to the end of your service in the RAF?
DO: Well, the early days are interesting because my mother was the eldest of fourteen in little port in Cambridgeshire, a farmer, so she had to look after all the children, do the farm work and read to her blind grandmother every night out of the Bible. When she met my father from Wisbech — I didn’t find out till later in life they got married and more or less ran away to London where he had been a repairer and mender and driver of the lovely old-fashioned, um, not steam roller, what is it I’m saying?
CB: Steam engine?
DO: Yeah, the farmers and, er, so when he came back to London he really was a bit out of touch but he got a job as a lorry driver and my mother — I was the youngest of five children and we grew up in, first in Edmonton and then we moved out to Muswell Hill and, um, I was the youngest of five children. Times were a bit hard. My father was a long distance lorry driver so he used to be driving all over the place during the war and, interestingly, he used to bring home sometimes people that had escaped from Europe in the war and bring people home for my mother to feed and he drive his lorry all over the country. He was in Coventry during the terrible bombing and one night he got up and drove his lorry, which he parked outside our house, down on to the North Circular road and in the morning I said, ‘Dad, why did you do that?’ And he said, ‘Well, actually I was carrying quite a load of ammunition and there was an air raid so I thought I ought to move it in case in blew up.’ [slight laugh] I went to elementary school, got a scholarship to, um, high school, but I couldn’t go because my mother and father had to pay in those days, and all my elderly lot, they passed and they all went to secondary, or whatever you call it, grammar school, but when I passed out my mother couldn’t really afford to send me. It was going to be five guineas a term so I left at fourteen and I had visons of going to be an actress or a singer but my mother was very strict said, ‘You’re going into the post office. It’s a good trade.’ So, I went to work at the Central Telegraph Office in London for three years as a girl probationary. You wore a green overall and you ran up and down the Central Telegraph Office with telegrams. It was a very good job but also you were sent to school at the City of London School twice a week. It was the equivalent I suppose of GCEs. And then I passed out in a group of a hundred and sixty seven, twenty-seventh. The first forty in that exam became counter clerks and telegraphists, the second lot telegraphists, then down to sorters which of course is quite different now in the post office. [background noises] So, I then travelled round post offices in London and Finchley and then one day in — when I was at the northern telegraph office in Islington for some odd reason I went down to Holborn and I enrolled in the WAAF. And from there I went to Gloucester for the usual beginning, then up to Morecambe to train and then to Cranwell, which was bitterly cold in the winter, to train but as I already was a telegraphist that’s what I had to be. So, I was there for about a year I think and, um, came down to Coastal Command because I wanted to be near London, which is still viable, at Northwood, as a telegraphist and I was there for three years. It was quite hard. We worked underground and, um, then we had an audition and I became Cinderella in a pantomime that ran a week because I could sing and that was interesting because Sir Sholto Douglas was head of our group, Coastal Command, and he came to a performance and in the end he actually gave us all nylon stockings, which was wow! It didn’t do me a lot of good because in those days the hierarchy there was very strict and my flying officer — my Buttons was a wing commander, Timber Woods and, um, he was very good when Ken came out to the camp but my flying officer sent for me and told me I was trying to get above my station, which I was only about nineteen. It was very upsetting but I got over it. And then I was demobbed. Well, we got married and had a double wedding and, um, what did I do after that? Oh, of course I had children, didn’t I?
KO: And you survived another seventy years.
DO: And I surv— [slight laugh] yes. And we lived in Kinston on Thames and then when we had our second child we moved to Maida Vale and from there we moved out to Oakwood, which was amazing because we wanted to move out of London and the couple who lived in the house in Enfield, where we lived, they wanted to move to where we lived in Maida Vale because it was a special church. So, we were lucky to buy the house for two thousand three hundred pounds and we moved there and we were there for forty-something years and it was very happy. The whole road of twenty-three houses all got on. We used to organise theatre trips. We left there twenty years ago and moved up here. During that time we had our toy shop and we used to have lunch around the corner with a lady that had a very nice restaurant in Palmers Green and one day I was talking to her, um, about yoga and she overheard, the restaurant lady, and she said to me, ‘Are you interested in yoga?’ And I said, ‘Yeah.’ I’d read a book that somebody gave me called “Teach Yourself Yoga”. It was a terrible book but the next day I thought it was rather good. She said, ‘Well, I’m a yoga teacher. Would you like to come and have some lessons? Which I did and we then had a yoga group and she taught us for two years. Then quite suddenly she upped and said, ‘I’m going to New York and start a yoga class.’ And we said, ‘What about us?’ And she said, ‘You can do it Diana.’ So, I started to teach and then I was asked to go out to all sorts of places and do demonstrations. And then one day when I was teaching at Theobald’s College a woman in the group — I had mostly friends from my classes but I remember her standing up and said, ‘By what right have you to teach me? What qualifications have you got?’ And I said, ‘There aren’t any.’ When I got home I was quite upset but Ken had been reading the local paper and in it said, ‘Do you wish to be a teacher for the British Wheel of Yoga? If so, ring this number.’ It was meant to happen, which I did. And then I did my training for the British Wheel of Yoga and I got my diploma. It didn’t make any difference but it was a qualification and I had a wonderful time, teaching at Theobalds College, which is now changed to a business college, and staying for weeks and weekends and became very friendly. In fact, Ken occasionally was asked to be Principal when they went on holiday [laugh] and it was a wonderful time. And, um, then I started teaching local classes and in fact I was teaching nearly every day and then my friends, one of my students, moved up here and — to South Luffenham and she said, ‘You ought to come and live up here.’ But we were quite happy forty years in where we lived but the Enfield Council were allowing people to move out and the Greeks were on the move and a Greek family moved over the road opposite, couldn’t pay their mortgage, got evicted and the Council — we never did found the answer to it — opened it as a remand home, which was impossible, the kids were running away, the police cars were all coming and I said to him, ‘That’s it.’ So, my friend in South Luffenham said, ‘Why don’t you come up here?’ And we came up here and we looked and we came up several times. In the end I said, ‘That’s enough. I don’t want to come up any more.’ And that night my friend from South Luffenham said, ‘You’ve got to come up to Edith Weston. There’s a place coming on the market and I said, ‘Well you go and look at it.’ She looked at it and phoned us up. She said, ‘Came up on Wednesday.’ Came up Wednesday, walked in here and knew immediately this is where I wanted to live and the young couple who owned it — by Wednesday it was ours and, apparently, another couple were after it, a doctor and his wife. When they found they couldn’t have it she said, ‘She sat in the garden and we had to give her a gin and tonic.’ And the reason we got it was next door lived an elderly couple and she thought we would be the right people to look after them when it was necessary, which happened, and I inherited her, well her husband died and I looked after her until she died. And that’s why I’m here.
CB: Fascinating. Thank you. May I just go back to your WAAF days? You met a lot of people. How many did you keep in touch with over the years?
DO: Only one and then that — because it was very difficult. We all trained. We went to Gloucester and then we went up to Morecambe to do the military stuff and then we were asked what we wanted to do and I said, ‘Well I’d like to go nearer home.’ And so I came down and was stationed at Northwood and, um, made friends, my friend Duchy who was my bridesmaid and I was her matron of honour when we got married. And I was at Northwood about three years, wasn’t it? Then I was demobbed.
CB: Meanwhile Ken’s in America and you here, so how did you keep in contact with Ken?
DO: Well, what were those lovely letters? Airgraph?
KO: Airgraph letters.
DO: Airgraphs, weren’t they called? Funny forms.
KO: Very flimsy, air— airmail paper, you used to write and fold them up and they were very light so they’d be used to get through very cheaply.
DO: So, I used to write to him in America and he’d write to me and then I got — did I get de— we got married, didn’t we? We had our double wedding and then I was demobbed.
CB: So the double wedding was Ken’s brother?
DO: Yeah and the funny thing about that, I’ll be brief, um, we had an aunt, everybody’s got an aunt, and this aunt she phoned the Sunday Pictorial, which was quite a paper in those days, and said, ‘Did you know two sisters are marrying two brothers?’ And they sent a reporter and this reporter, you know, she asked me the story and I said, ‘Well, they were already engaged four years and when Ken came back from America he bought a wedding ring and his mother said, ‘You don’t think you’re going to get married until the other two came back do you?’ Jack came back and we decided on a double wedding.’ I told all this to the newspaper lady and the next morning on our honeymoon, which was in Margate, which was terrible because the war was on. We picked up the Sunday Pictorial. We went into a shop, a store, and a man was reading the paper and we said, ‘Could we see if our picture is in there?’ And when we opened it there was the picture of the double wedding, rather like that, but the story was complete lies. I apparently met Jack on the doorstep when he came back from Tunisia or wherever it was and said, ‘I’ve found the right girl for you.’
KO: And they’d been engaged four years.
DO: They’d been engaged four years. I’ve never believed anything in the paper since.
CB: Amazing.
DO: Yeah, so that’s that.
CB: Very good.
DO: [laugh] Funny story —
CB: So, we’re just on the double wedding so say that again.
DO: Well, the double wedding was quite satirical because Father Cooper would — we were standing in front of him and he would say, ‘Have I done you yet?’ And somehow I think I married the one that became a millionaire but he says, ‘I think I married my sister.’ [slight laugh] But it was — you weren’t nervous about it. It was — I mean, I had a WAAF guard of honour, as you saw, and everybody came and it was quite amazing.
CB: So this is, it says here, for the record, there’s a picture of the double wedding. That’s it. Thank you.
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1968
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Northampton
United States
Oklahoma
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. Coastal Command
Contributor
An entity responsible for making contributions to the resource
Terry Holmes
childhood in wartime
entertainment
evacuation
final resting place
Flying Training School
ground personnel
home front
love and romance
memorial
RAF Panshanger
RAF Sywell
Tiger Moth
training
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/631/8901/PQuineJW1603.2.jpg
d8bf456c899eddf94849e34a0fb71c7b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/631/8901/AQuineJW160805.2.mp3
150ac30c9c6d3baa4f6bacf9b4d9923b
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
Quine, John Wakeford
J W Quine
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Quine, JW
Description
An account of the resource
Seven Items. Collection concerns Pilot officer John Wakeford Quine (b. 1923, 1576065, 185297 Royal Air Force). He flew operations as a pilot with 170 and 582 Squadrons. The collection consists of his logbook, official documents, a course photograph and an oral history interview. also includes a sub-collection of a photograph album of his time training in the United States as well as some target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Quine and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-08-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1945
1946
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is Friday the 5th of August 2016. I’m in Lickey with John Quine who was a pilot and he’s going to tell us all about his life and times particularly in the RAF. So what are your earliest recollections of life, John?
JQ: Well my very earliest recollection in life is living in Wales in Penarth. My father was a civil servant and he was working in Cardiff, if I remember rightly and my grandparents were living in Penarth where [pause] where my grandfather had a printing company which was in Tiger Bay. It was only a small company but apparently quite successful. In those days I remember seeing the odd aircraft go across the sky and everybody looked at it because there weren’t many there and they were little bigger than the average light aircraft of these days. Usually with two wings but sometimes one would say, ‘Look, there’s a monoplane.’ And then I remember seeing an airship on a couple of times. It would either be the R100 or the 101, I can’t remember now. Or it could have been both. And they looked absolutely huge in the sky. They weren’t, obviously but seeing a lump like that in the sky was most unusual. At an early age my father interested me in the Schneider Trophy. I missed the first one but the second one I got sort of got interested, and I listened to the commentary on the radio where of course history tells us that we, we won and on the third year we won again and we had won the first one so that gave us the Schneider Trophy permanently and the Schneider Trophy being a race for seaplanes which we won it was a sort of a basis for the Spitfire when Mitchell came to design it. So at that early age I was interested in flying and I used to have model planes which I used to fly around in my hand making the appropriate noises and whatnot as a kid of about five and later on I went on to the extremely technical one of a rubber band being used as a propellant. So that’s how my interest in planes started. And so it went on. I was, remained interested in planes. I used to see Alan Cobham and his air circus. By now we’d moved to Lickey near Birmingham and Alan Cobham used to come once a year to the aerodrome which was at the Austin motor works. The aerodrome now has gone and so has the Austin motor works for that matter but I used to be able to see them doing all the stunts from the house where we lived at the time. I did, on one occasion, go and actually view the circus on, on the aerodrome itself but I didn’t have a flight because in those days it was, if I remember rightly, five shillings for a quick trip and five shillings was quite a lot of money in those days. I well remember one trick which, wing walking and this really was wing walking because they got an aeroplane, something like a Tiger Moth, might have been a Tiger Moth and the chap got out of the seat that he was in, two in the aircraft of course, he got out of the seat and walked around the outside of the aircraft, got on to the wing and walked up and down a bit and waved to the crowd and then he got underneath the underneath wing and sat on the axle that held the landing wheels and they landed the aircraft with him sitting there and I think an extremely dangerous thing to do and certainly wouldn’t be allowed today. So later on when the war started I did a short period in the, in the Home Guard and then I volunteered for, to join the air force. Having decided to volunteer I was walking down a road in Nottingham, my father now having been moved to Nottingham because of the war and I went in and saw the recruiting sergeant and he said, ‘Well what do you want to do in the air force?’ And I said, ‘Well, I think I’d like to be a mechanic.’ I had thought at that time that it, when I came out of the air force it could be useful. Never dreaming that we might of course, lose the war at the time but he said well you, you wouldn’t, you wouldn’t, now I’m overrunning the story a bit. Yeah. I said, ‘Right. Well I’ll go away and think about it. I’ll come back next week,’ which I did. During the week I thought well if I’m going into the air force I might as well be a pilot. So I went back and I said, ‘I’ve changed my mind. I’d like to be a pilot.’ And the recruiting sergeant said, ‘You wouldn’t be any good as a pilot.’ And I said, ‘Why not?’ And he said, ‘You didn’t have a secondary school education.’ Secondary schools in those days were, you know almost equal to a grammar school and I said, ‘Well, what makes you think I haven’t had a secondary school education?’ He said, ‘Well have you.’ And I said, ‘Yes. I have. I went to Bromsgrove County High School.’ So he said, ‘Oh,’ he said, ‘. Well, alright, well I’ll put you forward.’ So I didn’t hear anything for three weeks or so as far as I remember and then I was called again and I had to go for an RAF interview and a test which I found extremely easy at the time and went away again and the next thing I knew was I had my discharge papers so I queried this why I’d been discharged when I hadn’t even been in and they said, ‘You’re in a reserved occupation,’ which was quite ridiculous because it wasn’t so very long since I left school but I was working at the Brush Electrical Company in Loughborough and so, anyway they didn’t have any objection to my going. Probably, probably glad I did [laughs] So in the end the matter was resolved and I was taken back into the air force with a different number and so I got in. Now, the sequel to that story is that after I’d been in the air force and got trained and had pilot’s wings and was an officer I was walking down the same road in Nottingham and I thought, I wonder if that recruiting sergeant is still in the recruiting office so I went in and he was. So he still being a sergeant and me an officer he of course jumped to his feet and saluted and I kept him going for about five minutes and then, then I told him and we both had a laugh together.
[machine paused]
CB: Ok.
JQ: Yeah.
CB: Right.
JQ: So having joined the RAF I went to St Johns Wood and the first place I went to was Lord’s Cricket Ground where we had an FFI and I’ve, I’ve had many a laugh with people telling them that I, I’ve been in the famous long room in the pavilion with my trousers down and they say, ‘How on earth did you manage that?’ But that was the reason. Then I went to ITW at Scarborough for a bit. I was quite amazed at the fact that there was quite a few people there that couldn’t swim because that was one of the things that happened there that if you couldn’t swim they taught you to swim there in the local baths and then from there we went out to Carlisle for ten hours attitude training on Tiger Moths and the instructor made a big mistake with me because after I’d been flying for about five hours he said, ‘Oh you’re quite a natural. If you go on like this, in another couple of hours you’ll solo.’ And we weren’t really required to solo there. It was just an attitude test. Well of course having told me that of course I went right off but I did actually solo after nine hours and so that was quite, quite a boost for me and then after a short time in Manchester at Heaton Park we were sent off to Canada in the Andes ship that had been a cruise liner which had been taken over as a troop ship and when we got to Canada we went to Moncton. It was Christmas Day I remember. We got there. We didn’t actually have our Christmas dinner and whatnot until a fortnight later. But then they had us all in a hangar and separated us out and about ninety percent of the people went to Canada but some of us were sent to America. To various places in America but we went to Oklahoma. When we got there they kitted us out with American uniforms which was a sort of summery uniform because it was quite hot at the time but we were, we had our own hats which we wore and our own insignia on the arm but apart from that it was more or less like a summer dress, and we were there for about six months doing ordinary, learning to fly and aerobatics and all that sort of thing and it was on one of these flights that was in a Harvard at the time which was the more advanced trainer that we used and I met, I had, I made a pal of a chap who lived in Redditch which wasn’t very from where I lived at home and we went on a cross country. We were sent on a cross country and we got lost or partly lost. Anyway, we weren’t quite sure where we were and I spotted this town so I thought, and there was a railway there and I thought I wonder if they’ve got the station name written up so I thought I’d go down and have a look and I went down. They hadn’t got the name on the station but they had got it written around a water tower so we knew exactly where we were then. Now the sequel to that story is that when the war had finished with Germany we were sent out to do what we called Cooks Tours over the, over the Germany, over Germany and we took ground crew with us and showed them what they had helped to do and coming back on, from one of these things on a very hot day and flying at about two hundred feet which we were allowed to do everybody was, it was, it was a bit boring and we were, and I think the bomb aimer was getting a bit bored with his life so he, and so was, so was the navigator and so the navigator said, ‘Would you mind skip if I come out and have a look around?’ And I said, ‘No you can’t do that because we shan’t know where we are if you,’ And the bomb aimer said, ‘Well, I’ll map read.’ So I said, ‘Alright then. Well the navigator can come out.’ So he came out and we flew happily along for about another half hour and it was all quiet and so forth apart from the noise of the engines of course and I said to, ‘Where are we Jimmy?’ Jimmy being the bomb aimer. No reply. And so I asked him again. Still no reply. So I said to the engineer, ‘Have a look down and see what’s happened to Jimmy,’ and Jimmy was fast asleep. So we then didn’t know where we were so I thought, right. So I saw this town. I thought I wonder whether they’ve got the name written around a water tower and they had so we were able to use that. So that was fine.
[pause]
CB: I’ll just stop for a mo.
[machine paused]
CB: So when you were in the States were they military or civilian instructors?
JQ: Oh civilians.
CB: Ok. What sort of people?
JQ: Young, youngish chaps. Quite good flyers they were but some of the seniors were, you know, sort, sort of bosses over them but none of them were that old.
CB: And they hadn’t been called up for the American military and were flying training you.
JQ: Yeah.
CB: And still civilians.
JQ: Yeah. I don’t know how old they were.
CB: Well that’s ok.
JQ: Yeah. Just let me find myself again.
CB: Ok. The intriguing thing here John is that you’re being trained in America by civilians with the war having started and you’re not being trained in Canada so how did they treat you and what were the conditions like?
JQ: Well, we were, we were extremely surprised actually because if you take the food for instance. Here we were coming from a very strictly rationed country to one who although they said they were rationed was not really rationed by our standards at all and the bread was white for a start. Our bread was anything but white and there was plenty of this and plenty of that and the natives were extremely friendly, you did find the odd one but what used to annoy us although I can’t think now why it did annoy us but they used to call us limeys, the people that annoyed us. But we called them yanks so, you know, tit for tat really but most people didn’t call us limeys and they were extremely friendly, extremely hospitable and the girls were very hospitable and I remember on the first night we were a bit staggered because we’d hardly arrived and we were invited to, to a roller skating party which was quite something really. Fortunately, I could roller skate so I wasn’t too bad at that and many of the students, us that is, formed relationships with the girls that lasted for years. Sometimes some married them but I’m not sure how many but certainly there were, friendships were made and I couldn’t praise them too highly really. People would say, ‘How did you find them?’ And I’ve always said they were absolutely magnificent to us. They couldn’t have been better, Hospitable to the point of being over generous.
CB: How many of you were there on each course?
JQ: Oh now that’s difficult. I would have guessed at about fifty but I am guessing now and from memory so -
CB: And so you were in American uniform but with British insignia.
JQ: That’s right.
CB: And you had a structure with some, there was an officer, an RAF officer running it was there or what?
JQ: Yes the RAF officer was the chief of the whole lot. The CO and the ground instructors were RAF and British but the flying was done because we were at the Spartan School of Aeronautics in America and other schools were similar and I presumed that they were instructors who were instructing at the school before we arrived. Of course nobody else was there of course at the time other than RAF people except a sprinkling and I do mean a sprinkling of about six, something like that, of Americans. One of the things that did slightly annoy us, not too much really but the Americans went through exactly the same training as we did and they were awarded with the American flying badge and the RAF flying badge and we were not awarded the American flying badge. We just got the RAF one and we expected to get them both but we didn’t get them. I think on one of the things that I’ve got they do say that certain courses did get them both but whether that’s true or they just said it I don’t, I’ve no idea.
CB: So how many hours would you have done when you finished there after six months, to get your wings?
JQ: Now that’s, I shall have to have notice of that.
CB: Yeah. Well it doesn’t matter. So you’ve got your wings -
JQ: Yeah.
CB: And then -
JQ: Well we got our wings. Well in getting those wings we, at one point we’d done advanced training and we were halfway through that and they split us in to two then. They assessed people as being fighter pilots or bomber pilots and fighter pilots went on to air to ground gunnery and the bomber pilots did something else. I’m not sure what they did but presumably bombing but I’m not sure. I was put on the fighter pilots lot.
CB: Oh.
JQ: But when I got back to England they didn’t want any fighter pilots so I automatically went on to bombers.
CB: Right.
JQ: We had an aside on this one is that we had, we did have reunions after the war and I went on one and it involved us doing an internal flight. We went into Dallas, flew into Dallas from Britain and then from there we’d got to go fly to Tulsa. I think I’m right and from there we got a ground thing to Oklahoma. I think that’s the way it worked. Anyway, you had to do this internal flight, wherever it was and I noticed while we were waiting to board the aircraft, a civilian aircraft, I noticed the pilot go around the back of the desk and disappear and I thought, I wondered why has he gone around there? So I sort of wandered around while we were waiting for boarding and he was there coming out of a little sort of cubby hole thing and I said, ‘What are you doing around here?’ And he said, ‘Oh I’m just checking up on the weather,’ he said, ‘We’ve got a computer in here, comes out on the weather,’ he said. ‘I don’t know why I’m doing it here actually,’ he said, ‘We get it out on the aircraft anyway but,’ he said, ‘I thought I’d just have a look.’ I said, ‘Well you’d better do a good landing when you get,’ and he said, ‘Why?’ And I said, ‘You’ve got forty five pilots in the back.’ And he said, ‘We haven’t have we?’ He said, ‘I’ll give it to the second pilot. He lands it better than I do’ [laughs] So off we went and during the course of the flight he wandered back and he was saying hello and whatnot and, and when we’d landed and it was quite a reasonable landing he was there waiting and he saw me and he said, ‘Well? What did you think of the landing?’ And I said, ‘Nine out of ten.’ [laughs]. So anyway he laughed too. So that was that.
CB: Yeah. When. when you were in the States doing your training to what extent was the, how rigorous was the training? They examined you, tested you all the way did they?
JQ: All the way through.
CB: Or did you lose quite a few people because they didn’t pass.
JQ: Didn’t lose many people, no. And of course while up to that point sixteen people had been killed.
CB: Of the fifty or -
JQ: No. I mean -
CB: No. In general.
JQ: Since the thing started.
CB: Oh right. Ok.
JQ: And certainly one of my friends doing this air to ground gunnery had not pulled up early enough and had tipped his wing on the target which was a fairly a big target, half the size of this room and landed, well not landed but crashed about two fields away and of course he didn’t do himself any good so he disappeared. I don’t think he died or anything like that but so people, people left for one reason or another. Either they, very few fortunately got killed. Some, some just couldn’t complete the course because they were injured or their health wasn’t good or they had to stay there in hospital and whatnot and wait until they got better and then complete the course and presumably did something else so -
CB: I ask the question because over a course of training, period of training for RAF pilots there’s a continuous chop going on and I just wondered how the chop rate was there.
JQ: No. Well I would have said it was quite good actually.
CB: And then when you’d finished the training did they run a party for you or what did they do?
JQ: I remember the party very painfully actually.
CB: Oh. She was as nice as that was she?
JQ: Well we had, they told us they were going to give us this party at the end. Either they told us or we assumed it from somebody else who had it for us and we knew we were going to get one. In the, in the restaurant, what do they call it? What do they call the PA.
CB: The PX.
JQ: And so what we decided to do was to pay every week while we were training. We put in so many dollars. I can’t remember how much it was now each and then that would give us a free night. The night came and it was due to start say at 8 o’clock. I don’t remember quite now but all I’d got to do was walk from my billet, across about a hundred yards to the restaurant, PA or whatever and there I was so at five to eight I went across and there was a lot of blokes there and one bloke came up and said, ‘Hello John what are you having?’ That was only, I mean he wasn’t paying anyway but you know I said, ‘Oh I’ll have a beer, yes.’ Well he brought me this beer back and he said, ‘Cheers.’ ‘Cheers.’ And it was neat Scotch he’d got in this thing.
CB: Jeez.
JQ: I’d got, it wasn’t half a pint but it was I didn’t query it because we were in America not England. I’d have queried it if it was a beer in England because you should be up the top you see but it was three quarters of a glass, half a pint glass of this thing and it was neat Scotch so I thought well I’ll stick on this. I gently got a way through this. It was in, blokes were coming in and so forth and so I finished this thing and we still hadn’t started dinner so I don’t want to drink a pint of beer on the top of this half a pint, I don’t think they had pint glasses, I can’t remember now so I thought I’d have another of these so I had another of these Scotches. Big one. And we settled down to the dinner which, if I remember rightly was very nice and I finished this thing and all around me blokes were getting tight, you know, really really tight and I thought I’m blinking well doing well here on this Scotch. I’d better have another. So I had another. And I was still alright when I finished it and I thought, I don’t know how I managed this you see. So I thought well that’s over, finished, so I went outside you see and well the cold air hit me so I thought I’d better get off to bed so I started to walk this hundred yards to my bed and I got as far as the flagpole in the middle of this lawn where they ran up the RAF flag ceremoniously at 7 o’clock every morning. And I thought, oh I do feel tight. So I sat down and I don’t remember another thing until I woke up at half past five in the morning with the dew on me and I thought blimey I’d better get out of here or I’m going to be in trouble if they come to ceremoniously put [pause] so I staggered, I staggered to my bed, got into bed and of course I’d got to get up about an hour later or something like that and I felt like death for about three days, you know. So I won’t do that again. I don’t know how I managed it to be quite honest.
CB: So what was the accommodation like? Were you in individual -
JQ: Well the accom -
CB: Rooms or dormitories?
JQ: Well the set up was a, was a hotel. It had been a hotel. It was a chain. A bit, a bit like Premier Inn or something like that and they’d got a chain all around America of these things and they’d taken one of these over as the administrative building and it had got a fair amount of land around it or they’d, either that or they’d cornered it and they’d built these wooden huts you see which wasn’t terribly out of the ordinary ‘cause of course, particularly in Oklahoma a lot of their, or most of their houses are wooden anyway and they were very comfortable and of course being in the RAF the lino was polished, sort of thing, by us and all the beds were all tidy and done up officially when not being slept in and all this sort of thing and it was all very nice. When we went back on the thing, the, I forget what had happened to the administrative building. It wasn’t RAF. Whether it had gone back to being a hotel I don’t know but they let us go into the huts that we were in which had been taken over by Wrangler’s Jeans and they looked a right shambles. They really did. Absolute dump. And so that was it but while we were there it was very good.
CB: Yeah.
JQ: I was a bit bothered about the fact that they’d built some, for the junior people, you know, the new intake they, I think they were stepping it up or something but they’d built another set of dormitories in wood and they also put some loos with them and the loos were just a series of WC’s about a yard apart all the way down. No, no shielding around them -
CB: No.
JQ: At all. I didn’t, I thought I couldn’t do that but fortunately I didn’t have to use those because I was a senior by that time.
CB: So what rank were you under training?
JQ: Under training I was an AC2 and as soon as we got our wings they made us sergeants and then from then on it was up to them how you got on and what you did and all that sort of thing.
CB: So you got your wings. You’re a sergeant. What happened to come back? How did you come back?
JQ: We came back on the Queen Mary, no Queen Elizabeth the first which I think was made to carry about three thousand. It was a cruise ship but it hadn’t been finished. It had been started before the war and it, and it was a ship which would go but it hadn’t got, the cabins were all inside but that was about it you know. Well, as a troop ship you don’t need all the comforts and what not so in a room which was supposed to be for two there would be six blokes and they could only sleep in it one night and the next night they’d have to sleep wherever and somebody else moved in and then the next night you were back in it and so you alternated but I mean the crossing was only about four days anyway so, but they’d got, on a ship that was supposed to take three thousand they’d got about ten thousand on it and it went at full speed and zigzagged all the way and if you didn’t lie down on the floor, if it wasn’t your turn to be in bed, in a bunk if you didn’t lie down on the floor somewhere by about half past six, at night you didn’t lie down because there were so many bodies all over the corridors and what not it was just practically impossible to find enough room to lie down so everybody was sort of certainly sitting down and marking their space very early on in the time. Nobody shaved, or very few people shaved. You couldn’t in actual fact have a decent shave because they didn’t, didn’t, if you turned a the tap on sea water came out which, which is alright for having a swill around but if you try and make a lather with, in salt water you’re struggling. You just don’t get one. So a lot of people thought blow it, you know, they just four days and just began to look -
JB: Stubby.
JQ: More unkempt every day.
CB: Where did that go in to?
JQ: That went in to, it went in to, Greenock.
CB: And from there where did you go?
JQ: From there we went to Heaton Park in, in Manchester. And from there, after we were at Heaton Park for a while, [pause] No I’m telling you wrong I’m sorry. We went in to Harrogate. Yes. That’s where we went. We went into Harrogate and then we were allocated places from there. I went to Oxford. To, up a little field and I mean a field at a place called Windrush.
CB: I know it.
JQ: And there we learned to fly on Oxfords.
CB: That’s at Witney.
JQ: Pardon?
CB: Windrush is at Witney.
JQ: Is it?
[Pause].
JQ: And -
[pause]
CB: So this was for your twin engine training.
JQ: That’s right and I remember going off, they sent us, they sent us off on a cross country. A solo cross country it was and I started off on this solo cross country and I ran into cloud which didn’t bother me because we could fly on instruments but unfortunately I came out of this cloud after I was supposed to have turned because I thought I would and I did come out but I couldn’t find myself and we got a system going, Darkie. I don’t know whether you’ve come across that.
CB: Yeah.
JQ: It was an emergency system and I thought well I’ll call up Darkie. So I said, ‘Hello Darkie. Hello Darkie.’ And the nearest aerodrome was supposed to reply. This is whoever. And then you knew where you were. Well one did reply and Snitterfield it was I was supposed to get to. I was now supposed to have landed at Snitterfield and so I said, ‘Hello Darkie. Hello Darkie. And they came back, they said, ‘Hello Darkie. This is Snitterfield.’ And I thought well I must be here and I was looking around and I thought well I can’t see Snitterfield here. You’d see an aerodrome. It was right underneath me. That’s why I couldn’t see it. [laughs]. Anyway I eventually spotted that and landed there and that was fine. And then another time I was doing something in this Oxford and I was flying low, minding my own business as it were and I smelled roast beef. At least I thought it was roast beef and it didn’t strike me for a bit and then I thought what am I doing smelling roast beef up here? So I thought what is it and I looked down and the batteries are there in an Oxford.
CB: Right next to you.
JQ: And it was sort of boiling over, this battery so I got, got down a bit sharpish after that but anyway it was alright. From there I was sent to Peplow which is, is up near Wellington in Shropshire and there we flew Wellingtons which I thought was quite a nice aircraft actually because of course by that time it was getting a but outdated and I think it was there that they put us all in a room and said pick yourself a crew.
CB: So this was an OTU.
JQ: Now, wait a minute.
CB: Based where did you say?
JQ: Yeah. Yes. Peplow. A place called Peplow.
CB: Yeah. Ok.
JQ: And put us all in this room and I finished up without a crew. Couldn’t make up my mind or they couldn’t make up, because everybody was supposed to have a go, you know. So they said, ‘You’ll have to wait ‘til next week.’ Anyway, I didn’t wait for next week ‘cause they got in touch with me in in the afternoon. I think we did the thing in the morning and they got in touch with me would I report somewhere which I did and oh by this time I was a flight sergeant and I reported and they said, ‘One of the pilots has gone missing,’ not missing, ‘sick. So we’re not holding the crew up,’ he said, ‘We’ve got two pilots and one crew so what we’re going to do is we’re going to let you meet the crew and the crew’s going to pick the pilot.’ So we met them and they picked me which was a bit fortunate for them because while we were still there the other pilot, the one that wasn’t picked, got a crew and he was flying this Wellington around still doing his training with the crew and the wing fell off and they all got killed. The initial finding was that it was pilot error but they did actually prove in the end that it wasn’t. That apparently, so I was told at that time, that the wing on a Wellington is only held on by two, albeit heavy bolts, one of which had rusted through or something [pause] and, and that that brings me to another tale of the same thing because a ground crew member when we were on ops, after we’d finished on operations, a ground crew member told me that one of the faults with the Lancaster was that they tended to get cracks in the main spar right near the fuselage and what what they used to do to cure it was to drop a piece of channel over the top of the main spar underneath the outer skin and pop rivet it on and put the main skin on and that was it and he said, ‘If you’d known that’s what we were doing you would never have flown it.’ I don’t think that’s quite right because we wouldn’t have had any, any say in the matter but how true that is I don’t know but that’s what a ground crew member told me.
CB: So you finished your OTU.
JQ: Yeah.
CB: With the crew who picked you.
JQ: That’s right.
CB: And how, where did you go after that?
JQ: Went to Lindholme.
CB: Right.
JQ: Which is now a prison I think up at Yorkshire and then we -
CB: And what happened at Lindholme? What was that?
JQ: Well Lindholme was four engines. Getting on to four, training on to four engines.
CB: So you got extra crew members there. Was this the HCU?
JQ: Yeah.
CB: Heavy Conversion Unit.
JQ: Yes. I think that’s what it was called. I just got one, one crew member there, the engineer.
CB: Yeah.
JQ: I can’t. I flew a Halifax but I can’t remember whether it was, yeah, it must have been before we went on to the Wellingtons. I had some time on a Halifax and I remember learning all about the complicated fuel system on a Halifax because you’ve got to be careful because if you do it in the wrong order it can cut petrol off to all engines.
CB: Right.
JQ: But I’ve [pause] and I went on to Lancasters. Now I hadn’t got an engineer at the time and I was flying a Lancaster around without an engineer.
CB: At the HCU.
JQ: Yeah, but it wasn’t long before they gave me one and he was, he was an ex lorry driver. Nice chap. Anyway, he, he turned out to be a first class engineer in actual fact but at this time the, if you’re putting the flaps down on a Lancaster the lever is just there and you -
CB: On your right side.
JQ: Yes and you push, you push it down and wait for the flaps indicator to go around to whatever flaps you want and then you pull it back up again to the right position, to the sort of neutral position but its hydraulically done and if it, if it doesn’t work the trick is you push it down and if nothing works so you pull it up and push it down again and nine times out of ten it works ok. So we were practicing circuits and bumps with the engineer and I called for fifteen degrees of flap on the downwind legs so he gives me fifteen degrees of flap having slowed the aircraft so that it would take it. Now I’ve then got to slow the aircraft down a bit more so I can put thirty degrees of flap on and I’m now coming in on the final approach so I call for thirty degrees of flap and he pushes it down and nothing happens so he obviously does the right thing he pulls it back up again but he didn’t push it down again so, what fifteen degrees of flap or whatever how much he’s got down comes up rather smartly and we went down extremely smartly because we’d slowed down, half stalling really. So I rammed the, all the throttles wide open and we missed a tree by about a foot and everybody swore like the clappers and the engineer never did it again [laughs].
CB: Ok. We’ll stop there a mo.
[machine paused]
CB: So on the question of the engineer and the use of flaps and throttles who would normally run the flaps?
JQ: Normally the engineer would do the flaps.
CB: On your command.
JQ: On my command.
CB: Right.
JQ: That’s right and as I said before he made a mistake the first time but -
CB: Yeah.
JQ: He never made it again.
CB: No.
JQ: On, with regard to the throttles he followed me up. I always did the throttles.
CB: On take-off.
JQ: On take-off.
CB: Yeah.
JQ: In every way but he was there just in case something happened, I took my hand off for some reason or whatever, his hand was always there so that he could just push, push them up. He also looked after the petrol of course and switched all the tanks and so forth and after an initial period of time I trusted him enough to not even tell him to do it. He just did it. And there was a point where that came extremely useful because getting back to the war and why we were there and so forth we were hit by anti-aircraft fire on occasion and I never noticed to be quite honest because I was still on the bombing run and on a bombing you’ve got to fly extremely accurately straight and level and keeping the height and the speed and the attitude of the aircraft absolutely [thing?] There’s only way of doing that particularly at night is on instruments, so you’d be there on instruments trying to be as accurate as you can and the engineer er the bomb aimer would be saying, ‘Left. Left. Right. Right,’ and so forth and you’d be following his instructions and so I was doing that when the upper mid, mid-upper gunner said, ‘Skip, we’re on fire,’ and I looked and the port tank was on fire and going quite, quite well but it hadn’t exploded.
CB: Which tank is this? Is this number one on the in board?
JQ: I don’t, no it’s -
CB: Close to the fuselage
JQ: It was, I can’t remember. I think it was between the two engines I thought.
CB: Right.
JQ: Anyway. I can’t remember to be exact. Anyway, I was still on the bombing run because I thought well we’ve got to finish this bombing run so keeping a quick eye on that or trying to and doing the bombing run at the same time. I was trying to decide what to do and I thought well the thing to do is we’ve probably got to bale out but I was determined to finish this bombing run because we were so near so I said, ‘Prepare to abandon the aircraft,’ but I still continued the bombing run and the bomb aimer still continued to give me instruction and then when we’d finished, when he said, ‘Bombs gone,’ we’d still got to carry on that little bit longer for the photograph you see and by this time I’d come to the conclusion that if we were going to bale out, over the target was not a good idea, because apart from the fact that you’d be getting into a whole lot of anti- aircraft fire because the Germans weren’t aiming at any particular aircraft they were just pumping as much stuff up there as they could possibly get and so and if you managed to avoid all that the natives below wouldn’t be very pleased to see you and indeed they had been known to be extremely annoyed. So I thought well we’ve got a short dog leg to do which is going to take us about five minutes I wonder if we could, we shall have to risk it so as soon as, soon as the time was up I’d turned and it was then I said, ‘Prepare to abandon ship,’ which they all did. Before we got to the end of the thing, the end of this dog leg the fire went out, much to everybody’s amazement including me and we, I’d then got another problem. Have we got enough petrol to get back? Now, quite by chance, the engineer hadn’t got much petrol in that tank which is why it went out but how much was in it we’ll never know because, I’ll tell you in a minute. So I said, ‘Well have we got enough petrol to get home?’ And he sort of calculated up what we’d got in the other tanks and so forth. Fortunately it was a Ruhr thing so it was a short trip. He said, ‘If we’re careful we’ve got enough to get home.’ So he was able to give me an assurance so we were careful and we had to come back at a slow rate and you know, not too use much petrol and that sort of thing. When we got back we found, oh, on the way back the mid-upper gunner said, ‘Skip, I can’t move my turret.’ So I said, ‘Oh. Do you know the reason?’ He said, ‘No. I’ve no idea.’ He said, ‘Could I come down then?’ You know, because he was a bit cold up there and it was a bit warmer in the cockpit and I said, ‘No, you can’t. You stop up there and keep a good lookout,’ So he stopped up there. Anyway, when we got back and down and safe we found that the jettison tube which, I don’t know whether you know, a bit about that diameter and if you want to jettison petrol you pull a lever or push a button, or pull a lever I think it was and this thing drops down and all the petrol goes whoosh down and what had happened was that where we were hit it it had set the thing on fire but at the same time it had dropped this petrol jettison tank down and all the petrol went down very quickly out of the aircraft and what was burning but quite fiercely, instead of exploding it was sort of burning and there wasn’t a lot of it so it didn’t last more than about five minutes or something like that. Well the sequel to that is that it must have been about forty, forty five years later my rear gunner had a sixty fifth birthday party, a surprise party given to him by his wife and she invited all the crew and we all went up and of course he was very surprised and we all got chatting and what not and it was then that he told us this tale. He said, oh no I’m over running the thing, I’m sorry. I’ll go back again. When I’d said, ‘Prepare to abandon ship.’
CB: Yeah.
JQ: He opened his doors, got his parachute out of the thing and clipped it on himself or got it ready to clip on himself, I don’t know whether he’d got room, yes he did. And he sat there waiting for the instruction to bail out in which case he would have probably turned this thing and gone out backwards.
CB: Rolled out backwards. Yeah.
JQ: Now, me in the front there when everything had, when the fire had gone out and I decided that we weren’t going to abandon ship after all I I gave the order not to abandon ship you see and I called everybody in turn and said, ‘Are you alright?’ And one by one they answered and said, ‘yes,’ they are but I didn’t get any reply from the rear gunner so I sent the engineer back to see if he was alright and after a minute or two he came back and he said. ‘Oh, he’s alright. He’s ok,’ he said. I said, ‘Well why didn’t he reply?’ And he said, ‘Well when he got his parachute pack out,’ he said, ‘He inadvertently pulled his plug out of his thing.’ He said, ‘he never got the message not to abandon ship,’ you see. So at this party forty five years later he told, he said he was sitting there waiting for the abandon ship thing and it never came so he thought we’d all gone and he was in there on his own and he was there for ages. Well until the engineer went back. What a thing for a chap to sit in there thinking he’s flying in an aircraft which is flying on its own which of course it could well have been.
CB: Yeah. Yeah.
JQ: And I think that’s absolutely amazing.
[pause]
CB: Right. So we’ve got to the stage earlier where the engineer pulled up, didn’t use the flaps right.
JQ: Right.
CB: And we’re getting to the end of being at the HCU and then we went on to the operational flight.
JQ: Yeah. That of course was -
CB: That you were talking about.
JQ: That of course was an operational flight.
CB: Exactly. Yeah. But we haven’t finished the earlier bit which was when you were at the HCU. So how did you finish at the HCU?
JQ: Well the thing I remember about that is that, also was that I was at the HCU I’d fixed to get married and they sent a message through saying would I attend a commissioning interview, on my wedding day. Not that they knew it was my wedding day.
CB: Right.
JQ: So I thought I can’t put my wedding off you see so I went to the CO and said would it be possible for me to, thing, and he said, ‘No.’ He said, ‘No,’ he said, ‘You can’t do that,’ he said. ‘Well,’ he said, ‘You can,’ he said. ‘But,’ he said, ‘The chances are you won’t get a commission if you don’t.’ And so I thought, ‘Well I won’t then,’ you see. Anyway, my crew, crew persuaded me that that wasn’t a very good idea so I requested another interview with the CO and he gave me one and he said, ‘Well Quine,’ he said, ‘It’s not my decision,’ he said, ‘It comes from group this has.’ And there was a sergeant in the room at the time and the sergeant said, ‘What’s the problem sir?’ So he told him. He said, ‘Would you excuse me a moment,’ and off he went and he came back again and he said, ‘It’s alright sir. I’ve fixed it quite good.’ He said, ‘If he could get there for 2 o’clock in the afternoon instead of 9 o’clock in the morning it’ll be ok.’ And I thought the CO couldn’t do it and that sergeant had done it. Well it appeared that the sergeant worked in the office and he was in touch with with his counterpart at group and he got through and this chap had said it would be alright, you know.
CB: So what time was the wedding?
JQ: Well the wedding was supposed to be at some reasonable sort of time but you know 9 o’clock in the morning there’s no reasonable time you can get married about 6 o’clock in the morning or something like so I would have had to have cancelled it but what I did do was to got married at half past nine in the morning and then I’d got to get from here, well not this house, but, you know, a similar one.
CB: Lickey.
JQ: Lickey. Well it wasn’t Lickey actually. It was a place called [Linkbery?]
CB: Oh yes I know.
JQ: Where we’d gone to live by that time. No. It wasn’t. No. I beg your pardon it was here. It was here, Lickey. And I had to get, get there without any public transport or cars. Well public transport but certainly no cars so I managed to get myself on a train. It must have been about 11 o’clock or something like that ‘cause I got married. Had a quick wedding breakfast. Got on a train, went, that’s right it was a train. I went into Birmingham, and then I had to change trains in Birmingham and get up to Derby, Burton on Trent, get off at Burton on Trent and there was a taxi outside. There weren’t many taxis but I went up to this taxi and I can remember I said, ‘Could you take me to Eckington Hall?’ I remember the name of the place. It had been taken over by the RAF and I said to him, ‘Could you take me to Eckington Hall?’ He said, ‘I’m engaged.’ So I said, ‘I’ve just been married.’ And he said, ‘Oh. Well I’ll take you then.’ [laughs] Not only that. He not only took me but he also took my wife and we were going on honeymoon. You couldn’t go out of the country of course, you couldn’t even go to the seaside in those days. Not within ten miles of the coast so we had to go to Shrewsbury and so when we got to Eckington Hall in this taxi I went up to the guardroom at the, which was at a lodge at the front of this big hall and saw the thing in the guardroom and the chap said, I said I’ve got my wife outside. We just got married. Could she come in as well? He said, ‘Oh no you can’t bring her in.’ You see. So I had to say, ‘You’ll have to stop out here,’ you see, so leaving a rather a large case and what not with my wife I said, ‘Well which way do I go?’ and they said, ‘It’s that nissen hut over there,’ ‘cause they’d put some huts in the thing. So leaving my wife there I went and it’s now about 2 o’clock in the afternoon or something like that and I went to this nissen hut and I opened the door to find myself immediately in the interview room with an interview going on and a sergeant rushed over and he said, ‘You must be Quine.’ And I said, ‘Yes I am.’ He said, ‘Go around the other side.’ So I went around the other side and the place was full of people.
CB: Yeah.
JQ: All waiting for commissioning interviews so somebody I knew there, and I said, ‘How, how long is it?’ They said, ‘Well we’ve been here since 9 o’clock this morning,’ And I said, ‘Well what’s the order?’ And they said, ‘Well, you know, did they take your name on the way in?’ I said, ‘Yes.’ ‘Well that’s it. You have to wait for it.’ He said, ‘You’re in the back of the queue.’ I thought, blimey, what’s my wife going to do out there? So there wasn’t anything I could do about it. So took my hat off and sat down talking to these chaps and I hadn’t been there two or three minutes and they shouted out, ‘Quine.’ And so I got up and they said, ‘Your hat. Put your hat on,’ you see [laughs] so put my hat on. I went in and they knew all about it and they said, ‘You got married.’ ‘Yes.’ ‘Well we hope you have a nice honeymoon and good luck,’ and so forth and off I went to find my wife and she’d been standing outside there and of course all the guards were looking at her all the time so she thought she couldn’t stop. So she wandered off down the road and got herself in the telephone box and she was sitting on her case in the telephone box.
CB: Now which date was this?
JQ: Pardon?
CB: What date was this?
JQ: It was September the 28th 1944.
CB: Right. So when did you know that you’d got your commission?
JQ: It wasn’t long. It wasn’t long. It was quite quick actually because I was still at Lindholme and I knew I’d got it and they gave me some leave, a few days leave so I could go and get myself kitted out and I came to Birmingham. I got kitted, kitted out in a shop that knew all about what they were doing and they’d done it so many times before.
CB: So you’ve got married, you got the interview, you went on honeymoon to, where did you say?
JQ: We went to -
CB: Shrewsbury.
JQ: Well it was near Shrewsbury.
CB: Right.
JQ: It wasn’t in Shrewsbury.
CB: Ok.
JQ: I can’t remember now.
CB: Ok. So you’re at the HCU at that stage at Lindholme.
JQ: Yeah.
CB: When did you finish there and where did you go?
JQ: I think I went straight from there to the, to Hemswell I think. I can’t remember now.
CB: Yeah.
JQ: Yeah.
[machine paused]
JQ: So you’re finished at Eckington Hall. What did you do then? You’ve got your wife there waiting for you.
CB: Yeah. So we’d got to go on honeymoon from there.
JQ: Yeah. So we’d got to go back to Birmingham and then catch a train to Shrewsbury so we got back to Birmingham along with three friends that I knew that, who had also been at the interview and we were standing on the station at Snow Hill and my wife decided that, you know, it was men’s talk and what not so she’d gone and sat in the train that was there and one of the other chaps, a chap with red hair so we called him Ginger quite obviously, he’d gone to keep my wife company and have a chat to her and so forth when the train started moving with Ginger and my wife in the thing and me on the platform so there was quite a scramble to change over but we managed it.
CB: Crikey. Where did you meet your wife?
JQ: I used to go to school with her at Bromsgrove High School and we went on the same school bus and in the end we were married for sixty three years.
CB: Brilliant.
JQ: Yeah.
CB: Fantastic.
JQ: She died in 2006.
CB: Right.
JQ: So -
CB: Ok.
[machine paused]
CB: So you left the, at the HCU. You had Lancasters, you had Halifax to begin with. Then what happened?
JQ: We went on, got converted onto Lancasters.
CB: Right. And so you left there and went to which -
JQ: We left there on the29th of the 11th
CB: Yeah.
JQ: ’46. No.
CB: ‘45. ‘44
JQ: ’44.
CB: Yeah.
JQ: And -
CB: And went, went to your squadron.
JQ: I went to the squadron on December the 2nd.
CB: Yeah. Which was -
JQ: 1944.
CB: Which squadron?
JQ: 170.
CB: Right. At -
JQ: Hemswell.
CB: At Hemswell. Ok.
JQ: And then I went on my first operation on December the 4th
CB: Yes.
JQ: But it was only me that went on that. My crew didn’t. They just, they had the thing of sending you as second pilot for your first time to give you the idea.
CB: Where did you go?
JQ: Karlsruhe.
[pause]
CB: So then you picked up your crew for the next ones. What was the next raid?
JQ: The next one was Koblenz. December the 22nd
CB: Ok. What were the most notable ops? Do you remember?
JQ: Well I remember, well obviously we went on fire was the one -
CB: Yeah.
JQ: I remember most.
CB: When was that [pause] ‘cause that was caused by flak.
JQ: That was caused by flak. Yeah.
[pause]
CB: I’ll stop for a mo. while you look.
[machine pause]
CB: So one of your notable events was when you got hit. So what was that?
JQ: That was on Feb -
CB: And when was that?
JQ: That was on February the 3rd 1945.
CB: Ok. What happened there?
JQ: Well we were flying at Bottrop. There was intense searchlight activity with a heavy and light barrage and predicted flak and we were hit by flak and the port wing caught fire.
CB: And how did you know that you’d been hit?
JQ: Well the mid-upper gunner spotted it and -
CB: So if you’re hit in the fuel tank what normally happens?
JQ: Well it normally explodes.
CB: Right. What did the crew do?
JQ: The mid-upper gunner spotted it because I was flying on instruments at the time, on the bombing run and I had to make up my mind what to do and I decided to finish the bombing run which was only a short time afterwards and then decide whether to abandon the aircraft or what to do and I decided that baling out over the target with all that flak and everything else wasn’t a very good idea and so I decided we’d do a short dog leg which we had to do and then bale out so I warned the crew to get ready to bale out but the short dog leg, which was going to take about five minutes, after a couple of minutes the fire went out. For what reason we didn’t know at the time and our biggest problem was would we have enough fuel to get back again. We did in actual fact find out that when we got back to the aircraft, to the aerodrome at home that the discharge tube from the tank for quickly discharging petrol had been hit, it had set what petrol there was in the tank, not a lot fortunately, on fire and the rest had gone straight out of the dumping, discharge tube and, which had then wound itself around the mid-upper turret stopping it from movement.
CB: Blimey. Yes. So the gunner was lucky not to be dowsed in fuel.
JQ: Well he was. Yes. Yes.
CB: Oh he was dowsed in fuel.
JQ: No he wasn’t. He was lucky.
CB: He was lucky yeah. In the circumstance of a tank being ruptured what would the flight engineer normally do?
JQ: Well there wasn’t a lot he could do. There was a, there was a lever to pull which, if I remember rightly, it was nitrogen which would go in and dowse the flames but I can’t remember where it was now but that was, that was the procedure but it all happened so quickly and what with everything going on one -
CB: Sure.
JQ: One wonders.
CB: I’m just wondering whether they would, the flight engineer would normally try to pump fuel out.
JQ: No. he wouldn’t do.
CB: Or was that a dangerous thing to do?
JQ: Well he wouldn’t do it fast enough. I mean fuel normally ignited, explodes doesn’t it? I mean why it didn’t explode, my own theory is that it was so fast coming out of this discharge tube because it was about a foot in diameter this thing.
CB: Oh.
JQ: And so it would really go out and what was left was just burning plus the fact that there was a fair airstream coming over the top of the wing which would keep it from sort of flaming upwards. It was all flaming backwards. It was flaming quite a lot but, enough to be quite frightening.
CB: What speed would you be flying -
JQ: Oh we’d be doing -
CB: On your run in to the bombing?
JQ: We’d be doing roughly two hundred and twenty five miles an hour, er knots, knots or miles and hour I can’t remember now.
CB: Did the gauges read in knots, or miles an hour?
JQ: Do you know I can’t remember?
CB: It doesn’t matter. I’m just curious.
JQ: I pretty sure it’s knots but -
CB: Yeah.
JQ: I wouldn’t put my shirt on it now to be honest although I’ve got a thing here which, cruising speed two hundred and ten.
CB: Right.
JQ: Miles per hour that is.
CB: Yeah.
JQ: Yeah.
CB: A hundred and ninety knots.
JQ: And on today’s thing you’d think this was low but the service ceiling of a Lancaster is twenty four thousand five hundred and I took one up to twenty four thousand on one occasion and it was getting extremely slow to get any higher and you know you, you couldn’t get any -
CB: Staggering.
JQ: Headway at all really.
CB: What, what height were you on that day you had the flak fire?
JQ: No. I haven’t -
CB: Would your engines be running at normal cruise all the same all the time then? It didn’t, the fire didn’t affect the engine, either of the engines on that side.
JQ: No. No it didn’t. No. I did actually, when we got back into safer areas I did actually slow the aircraft right down. At night, it’s a bit, it all seems to be a bit hairy sort of doing odd manoeuvres at night but I thought I thought I’d better do it and I warned the crew I was going to do it and I slowed right down to almost a stall. In fact it was beginning to judder and I thought well that’s alright. So -
CB: So your stall clean, that’s with the flaps up, would be what? Roughly. A hundred and forty. A hundred and thirty miles an hour.
JQ: Something like that. I’m just wondering if I’ve got it here. Some people could remember these things straight off and I’m blowed if I can.
CB: Anyway -
JQ: Maximum speed is two hundred and eighty seven at fifteen thousand feet.
CB: For the Lancaster yeah.
JQ: For the Lancaster.
CB: So the other part of your tour you did how many, how many ops did you do in total in that tour with 170?
[machine pause]
CB: So with 170 squadron then how many ops did you do for, it wasn’t a tour but before you moved? You did how many ops? You did eight did you?
JQ: Eight.
CB: Right. Then why did you only do eight?
JQ: Because we moved. We volunteered for, a notice came up they wanted volunteers for, the thing, now there’s a little story about that because we decided that we’d have a go at this.
CB: At what? Volunteering for what?
JQ: Volunteered for -
CB: For Pathfinder.
JQ: Pathfinders.
CB: Right.
JQ: Yeah. And this was something from our point of view I suppose was a little bit new in actual fact because most Pathfinders were Mosquitos but they decided, I don’t know whether they decided then or it just happened to come up but anyway they had this thing and on the 170 squadron we had A crews and B crews and A crews were judged by the practice bombing that we did as to how accurate they were. We had to do, if I remember rightly, drop smoke bombs, we only dropped smoke bombs for practice within about ten yards of the target and it, it might have been a bit more than that but I’m not quite sure and we got, dropped ten within that thing. Well we were a B crew so we decided to try and prove we were an A crew so we did actually, and they said well you know prove to us that we, you can do it so we went up in Lancaster and we went down to the bombing range near Southampton to do this and if I remember rightly it was from about fifteen thousand feet we were dropping eleven pound smoke bombs. The first one we dropped alright as far as I remember. The next one coming up and of course I’m trying to fly very accurately and the bomb aimer says, ‘Overshoot.’ So we overshot and went around again and do a sort of circuit you see and sometimes we dropped them and sometimes we overshot and in the end we dropped them all and the bomb aimer said, ‘I think we’ve done it.’ So in exuberance of the fact that I’d been flying very accurately and you know really trying hard with this thing I decided that I’d [?] like this knowing exactly what would happen of course by pushing the control columns but I was a bit too exuberant about it so the rear gunner had the ride of his life and the navigator lost a pair of compasses down the side of the aircraft never to be found again. So anyway we had a good laugh about that.
CB: So you put the nose down. How long did you run it with the nose down?
JQ: Oh only just down and then back again.
CB: Oh right.
JQ: But of course the tail comes up you see.
CB: Yeah.
JQ: The nose goes down, the bomb aimer was wondering, I should think, where he was going.
CB: Bumped his nose. Yeah.
JQ: Anyway, that was alright. We had a good laugh about it. I said, ‘I’m sorry blokes I didn’t mean to do it quite that hard,’ you know. They said, ‘Oh that’s alright.’ That’s when I learned the navigator had lost his compasses or his dividers or whatever they were so we go back to the squadron and and land and the pilot is usually the last one out because you know, the rear gunners usually get out pretty smartly and then the wireless operator. The navigator has got to put his maps away in his bag and he’s got to get himself out and then the pilot’s got to see that the controls are locked and the petrol’s switched off and all this and the engineer might beat him by a short head sort of thing and so I’m just switched everything off and seen everything’s alright and walking down this thing and I could hear this row going on. I said, ‘What’s the row about?’ You see. And I looked and I thought I know what the row’s about. It was this high tech bit of equipment that we’d got in the back of the Lancaster namely an elsan toilet. You see, I wasn’t to know that the elastic band over the top had broken so of course as we, as I’d pushed the stick forward all the contents had come out of this toilet and of course it’s blue. I could see. I mean it’s not a thing you can wipe down just like that because the inside of a military aircraft is full of struts and wires and all sorts of things.
CB: Christ.
JQ: And this, this flight sergeant was going on to my crew despite of the fact that two of them were officers and going on about, ‘bloody mess’ so I thought that’s a bit much. I shall have to apologise so I get to the top of the steps and he’s down there and I said, ‘I’m sorry chiefy,’ I said, ‘It’s, it’s my fault. I was a bit too enthusiastic.’ ‘That’s alright sir. We’ll soon get it cleaned up.’ [laughs] So that was a tale.
CB: Brilliant. What, who were the other officers, what, in the aircraft?
JQ: Well there was Mike Seaton who was navigator. And I’ll tell you a tale about him in a minute and then there was Alf Thompson, rear gunner. Eddie Howell, mid-upper gunner.
CB: All officers.
JQ: Oh no. Beg your pardon. You only wanted officers didn’t you? No.
CB: I want to know all the others but -
JQ: Yeah. Well they were -
CB: I’m just curious about the officers.
JQ: Yeah. Well the navigator was an officer.
CB: Yeah.
JQ: Jimmy Green, I haven’t told you. He was an officer.
CB: This is the bomb aimer was he?
JQ: He was the bomb aimer. And then there was Jack Bassington. He wasn’t an officer. How many have you got?
CB: Wait a minute. Yeah. Sorry. So Jimmy Green. Mike Seaton, Ralph Thompson was the rear gunner.
JQ: No. Alf.
CB: Alf Thompson. Sorry. Ok, who was the mid-upper?
JQ: No. No. He was the rear -
CB: Yeah, but who was the mid-upper?
JQ: Eddie Howell. How many have you got?
CB: Wireless operator?
JQ: Jack Bressington. Bressington.
CB: Yeah.
JQ: And me. That should be seven.
[pause]
CB: Engineer?
JQ: Engineer.
[machine paused]
CB: Just ask you the question. So John just going back to the time the plane’s on fire the mid-upper tells you that the plane’s on fire. What’s your immediate reaction? How do you feel about that?
JQ: Well it’s difficult to, difficult to say really. If you’re one of these people who can make an instant reaction and it happens to be the right reaction then that’s what you must do but the average person it takes a second or two to sink in and I was doing a job on a bombing run and so I knew that I’d got to do something and the thing I was doing was the nearest thing to do. Having done that I was able to think that getting out of a plane over a target in an area full of anti-aircraft fire with a lot of hostile natives below wasn’t a very good idea. The chances of, of the petrol tank blowing up were diminished slightly, I realised quite quickly because if it was going to blow up it would have been blown up before then and so I thought with a bit of luck I could get to the end of a dogleg which was going to take me about five minutes and then bale out and that was my intention and fortunately the fire went out for whatever reason. We didn’t know at the time but we found out when we got back what had happened.
CB: So you said already you slowed the aircraft down but when you landed, how did you feel?
JQ: Relieved [laughs] yes because I was relieved because it was a fact that we, the fire went out was a relief to start with but we were then faced by the fact that we might not have enough petrol to get back so we might still have to bale out at some stage but at least we might be able to get to somewhere where it was a little bit more friendly then there. So when I slowed the aircraft down and let it almost stall and put the wheels down and I got the indication that they were down and then pulled them back up again of course then I was more relieved at that but we still couldn’t be quite sure whether the aircraft wheels would stay locked down when we got there so I tried to put it down as gently as I could but we were quite relieved to get back.
CB: So your concern there was whether the hydraulics had been damaged. Was it?
JQ: Yes it was. Or anything, any other reason.
CB: Yeah. So what I’m thinking is you taxi to dispersal.
JQ: I wasn’t bothered about taxi.
CB: Then what do you do?
JQ: Yeah. I think we, I don’t think we whooped with joy or anything like that you know I think we just sort of accepted it as being jolly good fortune and next stop the -
CB: The fry up.
JQ: The coffee. Coffee.
CB: Yeah.
JQ: Coffee and rum.
CB: Yeah.
JQ: And the interrogation as to what had happened.
CB: Yeah.
JQ: And, and then eventually to get to bed because we were usually pretty tired by that time.
CB: But you were a bit more tired with that one.
JQ: Yeah.
[machine paused]
JQ: To the dispersal that you know we’d be, we’d be briefed in the briefing room as to what we’d got to do, where we were going and get all our maps, or the navigator would get all his maps together and you’d put all your kit on and you’d get in the wagon and they had to take you out to dispersal and dump you there and you wouldn’t get in the aircraft because you were going to be in there long enough so you’d stop outside the aircraft and chat or do whatever and the CO used to come around, always came around and said, ‘Good luck everybody,’ and then off he’d go again in his car and you’d laugh and joke and whatnot and I’ve often wondered why we did it and everybody did it you know. And I think, thinking back, I think it was bravado. You know. We all, we all knew why we were going and we all knew the chances that we, but nobody said it and I think you just joked. The Americans used to play baseball or something or other.
CB: Antidote to the stress.
JQ: Yeah. I think so. I think that’s what it must have been.
CB: So you’ve got, you’ve got out of the wagon. You’ve peed against the rear wheel. You -
JQ: No. I never did that.
CB: Oh. You didn’t. Right.
JQ: No. Some of them did.
CB: But when you, as soon as, the joking is outside, but as soon as you get in the aircraft.
JQ: No. There wasn’t any joking there.
CB: Right [pause]. How did the crew get on?
JQ: Oh fine. We never had any, any bother about anything. Yes. We were ok.
[machine pause]
JQ: Bomb aimer had been in the air force a little bit longer so he tended to be the one that knew about things. We didn’t get on with him to start with and tried to get rid of him but the CO wasn’t having it. I think if we’d pressed him really hard I think he would have done it.
CB: Was it because -
JQ: Because you were supposed to be able to do it.
CB: Was it his second tour?
JQ: No. No. No. I think he’d been on the ground. He was always a bit, could never quite understand him really. A bit of a line shoot you know. But you know having got over the initial thing we all understood him and you know, he used to joke about the fact, because we had batwomen you know and he always used to say, ‘No batwoman has ever, ever beaten me to the door,’ sort of thing and things like that he used to say. Nobody believed him of course.
CB: This is because you had a mixed crew in terms of rank so you had officers and he was one and you had NCOs so -
JQ: There was one, one on somewhere. I think it was one of the heavy conversion units we were on, he was a wing commander and he used to make his crew line up and salute him as they got in.
CB: And he was serious.
JQ: Oh yes. He was dead serious.
CB: And he was the squadron commander was he?
JQ: No. No. He was just one of us really but his rank was wing commander. Quite how he got there, he was probably re-mustered from some other thing.
CB: Just on that topic did you ever get people who came on an ad hoc basis from OTUs? So they would just come to a station because there was always a shortage of somebody sometime and would just fly with a crew. Did you get any of those?
JQ: Never had that.
CB: In term, we’ve talked about a number of aspects but in terms of your gunners you have a mid-upper and a tail gunner.
JQ: Yeah.
CB: To what extent -
JQ: And of course the bomb aimer had guns up front.
CB: And a bomb aimer at the front. So how often did they, did you get attacked and fire the guns?
JQ: Well never is the answer to that. They did fire the guns but not in anger only to, you know see where we were going and we had to do something to fire at something for some reason or other in the sea. I can’t remember quite why it was now but we never, and I’ve often wondered why we never got attacked and I have a feeling that it may be you read these stories about blokes going on the raids, I’ve read one or two actually and they seem to choose their own height. They might, might attack the target at the right height but in between they’ve gone down low or whatnot. They always used to give us a height to fly and I always flew it and the reason I always flew it is was that I reckoned the higher you go the less petrol you used because the air’s thinner so you don’t need quite so much so that’s what I did. I did what I was told really.
CB: What heights would they be?
JQ: Well it varied. I mean, it, I think the lowest in anger would be about fifteen thousand and the highest would be about twenty and of course the Germans knew this and that’s why they put their thing, they had a box and, but I think what some people must have done is to say right, ‘We’ve done that, dropped the bombs, right, stick the nose down and get home boys,’ you see and you can get that bit faster sticking their nose down and what not. Well you’d use more petrol doing it that way but you’d obviously have enough to get back but you know if you, if you were in trouble then perhaps you’d might miss that bit that you’ve got. But look at it from a fighter’s point of view. Chap’s there in a fighter and he’s churning around at night and there’s one nice and down low where he is and other than that he’s got to climb up to twenty thousand feet or something or other and do up there so he thinks I’ll stop down here and probably gets the pickings down there which wasn’t not the reason I stopped up there in actual fact. I stopped up there because that’s what they said so that’s what I did so -
CB: And when you’re in the bomber stream you need to be on some pre-agreed level don’t you?
JQ: Yes but I’ve read quite a few stories about people who didn’t and of course there must be a lot who didn’t or don’t admit it or didn’t admit it at the time and but I mean I had one time, is that on?
CB: Ahum.
JQ: One time we were told to get together, I can’t remember, rendezvous, that’s the word I was trying to think of, rendezvous at fifteen thousand feet above our airfield along with a lot of others and so we started off and we’d got I think three quarters of an hour, or an hour or something like that to do it and it took us more than that to get to fifteen thousand feet by which time everybody else had gone and it, I mean it was a night raid but it started off in daylight and I knew the reason that we, everybody else had gone was because we weren’t getting the power and I was looking around for a reason. Checked everything through. Checked everything I could think of. I couldn’t find the reason and they said, we did actually set course at the time we should have done but we set course at a lower level. We were still climbing, trying to get to this fifteen thousand feet. By the time we get, we got to the coast the darkness was closing in and we could see the Dutch coast and we could see flak coming up like mad there so we knew that that’s where the bomber stream was and we were on our own and so I thought we were in for it when we, you know, they’ll get us good and proper but anyway so on we went straight through Holland. Nothing. Every now and again on the way we could see these, this flak coming up and every time we got to somewhere near there, nothing. And then we get near the target, near it, it’s going to take us another quarter of an hour or so to get there but I could see over there at about two o’clock to my thing was this beautiful sight, it was amazing really and I thought what on earth is that? And I very quickly realised it was our raid going on and you got the fires that had been lit with the bombing, you’d got Window, do you know what I mean by Window?
CB: Absolutely. Yes.
JQ: Yeah. Trickling down, well you couldn’t actually see the Window but you could see the sparkles coming down. You could see the searchlights going up in to a cone over the top. You could see the markers green and red and what not there and the anti-aircraft fire and it was really was a beautiful sight and it took me a second or two to realise what the devil it was because I knew we’d got to go there, there and bomb on the way back. So I thought blimey. They were really going to be waiting for us when we get there so we did that, we came and we turned around and we were on the run in now. So this time I thought right I’m going to get out of here as quickly as we can so I put the throttles right up, and we went in and we did the bombing run, we went out, not a searchlight came up. Nothing. No ackack fire. Nothing. And it was only on the way out as one searchlight popped up and it wasn’t terribly near us and we got back and we never had a blind thing really and we were all on our own.
CB: Amazing. What height did you manage to achieve in the end?
JQ: Oh I think we, I think we -
CB: It doesn’t matter but I was just curious.
JQ: I can’t remember now. I’ll just see if I can spot it.
CB: Because in practical terms if you were low on power it would be pretty difficult loaded to get high wouldn’t it?
JQ: Yeah. Oh that wasn’t the reason. No, I found, we found out the reason afterwards when we got back because I went around the next morning and said to the mechanics, ‘What did you find?’ And it was stuck in hot air and there was a lever, hot and cold air and I checked that but the answer I got was when they loaded the bombs they, they’d bent a control rod. Now, why a control rod for hot air should go through a bomb bay I’ve no idea but that’s the answer I got so. But I did check, check that. That was the first thing I checked because I -
[pause]
CB: Well let’s pick up that up a bit later. Can we move to when you became a Pathfinder? So you moved from 170 because you did your practice bombing.
JQ: Yeah.
CB: You were so elated with that you put the nose down and –
JQ: Yes.
CB: The elsan -
JQ: Yeah.
CB: Decided to -
JQ: Yeah.
CB: Fly.
JQ: Yeah.
CB: But presumably you were re-graded on that.
JQ: We were. Yes. We were.
CB: So -
JQ: They made us an A crew.
CB: That made you an A crew so what happened then?
JQ: So then they posted us to -
CB: So 582 squadron.
JQ: 582 squadron.
CB: Little Staughton
JQ: Little Staughton. That’s right.
CB: Now this was a demanding experience was it?
JQ: Well they, yes, they didn’t put us straight onto ops because they don’t operate quite the same. They don’t operate the Lancasters quite the same either. They fly them a little bit faster and various other things I can’t quite remember them all now but it wasn’t that much different but they had their own way of doing things. We were expected to, if I remember rightly, we were expected to get to the target plus or minus. I can’t think whether it was a minute or four minutes plus or minus but whereas main force they give you each hour and you started off when you should get there at the time and when you arrived you bombed but you, with Pathfinders you started in good time and then the navigator worked out, he kept working out the eta and if you wanted to lose some time then he’d say, ‘Lose a couple of minutes Skip,’ you see, so I’d turn forty five degrees to the, to the route for two minutes. I’d turn ninety degrees back for two minutes and that puts you back on where you were but two minutes later and then you kept doing that and doing that and you could actually get there more or less smack on time doing that but of course it means that you’re there longer and then what you do then is you have, you have to drop Window which protects the people behind you. It doesn’t do anything for you. It just accentuates the view of you because they can see a line of Win, on the radar they could see a line of Window coming from you but nothing in front so they know that’s you. So we had a special radio which we switched on just before we got anywhere near the target and that sort of blurred everything in front so it gave us the protection that we were giving everybody behind. Having done that we’d go in and if you were new to the, to the Pathfinders you would go in as a supporter. They wouldn’t let you drop a flare or a marker or anything like that but you would go in with those blokes who were going to do that and the fact you were dropping Window and using your radio and all that sort of thing you were supporting them in that, in that respect. You would then, having supported them in that way you then did a circuit around, came back into the bomber stream again and came up to the target again.
CB: In the bomber stream.
JQ: In the bomber stream. And then drop bombs or whatever they’d put in, in the bomb bay. I always thought that was the most dangerous time to be quite honest because it was like doing a u-turn on the M1 at night, you know, without any lights because you didn’t know whether there was some of your own bombers.
CB: Yeah.
JQ: Would come and wipe you up you know. I mean I know they worked it all out so that you should all be separated but it doesn’t work like that you know.
CB: No.
JQ: Anyway we never did come to any harm. And then after you’ve done some of those then then they started giving you flares and markers to drop.
CB: How many sorties, ops, would you have to do before qualifying for that? Normally.
JQ: I, I think it was five.
CB: Ok.
JQ: No. No. Wait a minute. It could have been more than that.
CB: So after five you would then join the others straight in.
JQ: Straight in. Yeah.
CB: With flares.
JQ: Except the master, master bomber of course. He was floating around all the time.
CB: Right. So the master bomber would be there and then he would be, what height would he be at?
JQ: Oh he would go -
CB: Watching what was going on?
JQ: Anywhere. Usually quite low.
CB: Oh was he?
JQ: Yeah. And usually in a Mosquito.
CB: Ah.
JQ: In fact I would think probably always in a Mosquito.
CB: And would the master bomber be a pilot or would he be a navigator in a Mosquito?
JQ: Do you know I don’t know? We had, you see, on our squadron, on our thing at Little Staughton we had 582 which was Lancasters and 109 which was Mosquitos and it used to annoy us because we’d go in and we’d take off say at half past six and they’d take off about half past seven. We’d be back about twelve or whatever. They’d be back at ten.
CB: Yeah.
JQ: And in bed.
CB: Yeah. Really narking, yeah.
JQ: Yes.
CB: And they’d eaten all the fry up.
JQ: They didn’t do that.
CB: They didn’t get a fry up because it was before midnight.
JQ: What was the question you were asking?
CB: The question was how many ops you had to do before you qualified to go in on the main operation?
JQ: I’m not sure that there was, there was a particular time but -
CB: Because they monitored your progress did they, in the early stages, more than they would otherwise.
JQ: I don’t know.
[pause]
CB: We’re just looking at the logbook.
[pause]
CB: Let’s pick that up, that one up later John.
JQ: Yes. Ok.
CB: So how many, you joined the Pathfinders? They said after, say five that you would then go in on the main operations. So these were all at night were they?
JQ: Yeah. Yeah they were mainly.
CB: And a wide variety of -
JQ: No. No they weren’t, they weren’t all at night. There was the odd one or two as the war went on.
CB: Yes. And then so you did eight ops with 170. How many ops did you do with 582? That was more wasn’t it?
JQ: Yes it was.
CB: But while you’re looking that up when you joined 170 you had the first op was as second pilot.
JQ: Yeah.
CB: With Pathfinders did they do the same thing?
JQ: No. Straight in.
CB: Right. So when your Pathfinder activity came to an end, why was that?
JQ: The war finished.
CB: Right.
JQ: Yeah.
CB: And how did you feel at that point because it wasn’t the end of a complete tour of thirty ops was it?
JQ: No. It wasn’t. No.
CB: So did you feel short changed or what did you feel?
JQ: Glad the war was over. No. Didn’t worry too much really but, no. You’d got other things to think about and you’d come through. No. Sort of mixed feelings I suppose really. We were glad the war was won.
CB: Were there any major raids you went on as a Pathfinder?
JQ: Well it depends what you call a major raid.
CB: Well -
JQ: And I don’t know which one we could -
CB: On the really large cities. Berlin.
JQ: Oh I didn’t go to Berlin.
CB: Right.
JQ: The reason for that was they did actually try it before we joined Pathfinders and it wasn’t a success because they lost a lot of planes doing it because the fighters, their fighters were so much faster than the thing and you got all that time to get to Berlin.
CB: Yeah.
JQ: And back again.
CB: No.
JQ: And Berlin was really Mosquitoes all the time.
CB: Right.
JQ: Towards the end when I -
CB: For Pathfinding.
JQ: Well for anything really.
CB: Right.
JQ: I think they did the odd one or two to Birmingham but er to Berlin but I went to the major cities. Hanover. I think that, when we were on our own, was Hanover.
CB: And the Ruhr.
JQ: Ruhr all the time because that’s near, that was near that was an easy one.
CB: Yeah.
JQ: I think the longest one I ever went on was a nine hour trip but I can’t remember where that was too. Somewhere in the north of Italy somewhere.
CB: Ah right. So it was Turin was it? The raids in Italy.
JQ: If I could spot it I would know.
CB: In the Lancaster you could fly over the Alps could you? Or did you have to fly around them?
JQ: I don’t think, I don’t think we flew anything direct. We usually went around things you know because if you were direct they knew you were coming.
CB: Yeah.
JQ: Yeah. I’ve got one there. Seven and a half. That was Dessau, wherever that is. [pause] Mannheim. [pause] Essen of course [pause] Bremen. Dahlen. Hanover [?] Lutzendorf, wherever that is.
[pause]
CB: Oh a bit of variety. So now the war is finished. It’s the 8th of May 1945. What happened to the squadron and your flying?
JQ: Now wait a minute. Did you say the 8th of May 1945?
CB: The Europe, the war in Europe is finished.
[long pause]
JQ: Yes. That’s right. Well -
[long pause]
JQ: On the 4th of April we did an op to Lutzendorf.
CB: And you did some raids, some ops after that for the month because May, we’re talking about 8th of May and what you did after that?
JQ: Well on May the 3rd
CB: Yeah.
JQ: Much to our surprise because the war hadn’t finished they said, ‘You’re going food dropping.’
CB: Oh yes. Right. So you did Operation Manna in Holland.
JQ: Yeah.
CB: Ok.
JQ: Nobody’d done it. Certainly not to our knowledge anyway. Two hundred feet. Which is low.
CB: Yeah.
JQ: To drop food at Rotterdam.
CB: Is this over the city or in the countryside?
JQ: In the countryside. Well near enough Rotterdam you know and -
CB: Is that in the bomb bay or was it chucking it out of the door?
JQ: No. No. What they, they sprung it on us really. We’d. I think the negotiations had begun before that but we didn’t know anything about it and we were still in in a bombing mode.
CB: Right.
JQ: You know, and we were still practicing for it as we always did and they said, ‘Right, you’re food dropping at two hundred feet and the Germans have promised not to fire.’ And we thought a likely story. So we set off on this thing. What they did was they had done a few tests and they’d found that it wasn’t really a practical proposition to sort of take a load of parachutes and have it dropping down by parachute. What they’d do would stick it in paper bags like a concrete bag that you’d have concrete powder in and stick stuff like powdered egg and grain and that sort of stuff you know. Flour and, in this bag and drop it from two hundred feet. Well of course the bag burst immediately so then they had a bright idea and they thought what if we put another paper bag around it what would happen and it didn’t. I presume if it went on top of a pole or something it would do.
CB: Yeah. Yeah.
JQ: You know. So then they got something like a football net behind a goal and they attached that to the bomb hooks or some of the bomb hooks in the bomb bay and then that gave something they could put all these bags in and then and we were able to close the bomb doors and then from then on it’s a bombing raid.
CB: Right.
JQ: You see, so it was done exactly the same. It was marked.
CB: Yeah.
JQ: And from two hundred feet so we went over and did this and I was careful to put my altimeter, to put pressure on my altimeter highly correctly and off we went. When we got there, obviously being daylight, we could see all the aircraft and I was here and there was two or three aircraft in front of me, you know, only about a hundred yards away. There was one there and one there, one there, one there but slightly higher than me and I remember looking at my altimeter and thinking well they’re a bit high. I’m at two hundred feet. But of course your instruments vary a bit you know so I didn’t bother because I thought well I’m within twenty five, thirty feet of two hundred feet or they’re too high. One or the other you know. We’d come up to, up to the point and they released their bags. Well I had a hundred weight bags of this, that and the other flying past me like, you know I thought, God, you know I thought if one of those hits us we’re in for trouble.
CB: Yeah. Yeah.
JQ: You know there was nothing I could do about it.
CB: Yeah. You had to pull it back did you?
JQ: No. I didn’t. I just, we just kept going. I thought well even if I’d pulled back I couldn’t have missed one.
CB: Yeah. Yeah.
JQ: So anyway it all went down and it was, the Germans didn’t fire and it was highly interesting to see what the Dutch had done because there were Union Jacks all over the place.
CB: Oh were there?
JQ: Where they got them I’ve no idea. You’d see kids in a school, what looked like a school playground and on the ground in the playground there’d be this flat on the floor and they were all waving like the clappers and all out in the, a right reception they gave us.
CB: Yeah. Fantastic.
JQ: But all the time we wondered whether the Germans would fire but they didn’t so so that was that and I think there were one or two. We only did one but there were one or two like that.
CB: So you only had one sortie. You didn’t have to fly at low level to get there did you? You just had to let down -
JQ: Yeah.
CB: At the last minute.
JQ: If I remember rightly. Yes. In fact I’m sure that’s right. My common sense tells me that. Not my memory.
CB: Yeah. And for the drop you don’t want too much speed so what did you haul back to?
JQ: I can’t remember.
CB: But you did, you did throttle back.
JQ: A thousand probably because I mean we were so used to flying up, up high.
CB: No. I didn’t mean that I meant the speed. So you don’t want to be going at two hundred miles an hour dropping bags do you? You -
JQ: Oh yeah we did.
CB: Did you pull it back?
JQ: Yeah. We did.
CB: And just keep it at -
JQ: No we well -
CB: A hundred and fifty or something.
JQ: No. I didn’t pull it back.
CB: Right.
JQ: In fact we got, I don’t remember any instructions to pull it back. I don’t think it would make any difference anyway.
CB: I was thinking about the impact.
JQ: Well, they got from two hundred feet anyway so -
CB: Yeah.
JQ: It would have slowed a bit by then wouldn’t they?
CB: Yeah.
JQ: It seemed to work anyway.
CB: So after that the war ends.
JQ: After that we got sent, I got sent to Dunkeswell.
CB: Oh yes.
JQ: Which is in Devon.
CB: Yeah.
JQ: And, oh I did do some, on May 15th I fetched some prisoners of war back from Juvincourt. Then I got sent to Dunkeswell.
CB: How many times, how many trips did you do? That was Operation Exodus wasn’t it? Bringing back POWs.
JQ: Yes it was. I’d forgotten that. Yes.
CB: How many trips of that did you do?
JQ: Only one.
CB: That was from Holland. Was it from Holland?
JQ: No. Well, Juvincourt. I can’t remember where Juvincourt is.
CB: Belgium.
JQ: Either France or Belgium I think.
CB: So you did one of those. So you went to Dunkeswell. What happened there?
JQ: Well we were supposed to be transferring on to Lincolns for the Japanese war.
CB: Yeah.
JQ: But it never happened. I did a bit of test flying there of Lancasters where I flew the Lancaster completely on my own. Usually with a couple of ground engineers or even one ground engineer because -
CB: What were you testing then?
JQ: The pilots had reported faults with -
CB: Ah.
JQ: With the thing and -
CB: Yeah.
JQ: It was either before they’d been put right or after or both, you know. I remember taking off in one thing and I checked all around outside and as soon, as soon as I took off one of the wings dropped so I immediately corrected it and I found instead of being like that, straight and level, I was flying like that and it worked perfectly well. The only thing about it was that I couldn’t get any farther that way I’d really got to go this way and go all the way around and -
CB: What did that turn out to be?
JQ: Well –
CB: A spanner left in the plane?
JQ: No. A trimming tab on the aileron.
CB: Right.
JQ: Was bent up too much or down too much. I can’t remember which way now. Something quite simple really but I mean you know unless you knew quite what, what you were doing.
CB: Right.
JQ: And if you panicked and tried turning even faster you might get yourself into trouble. I realised you couldn’t get that way anymore so I went this way.
CB: Yeah.
JQ: But of course when you’re coming in to land it doesn’t help you know you’re coming in to land -
CB: Of course.
JQ: Like this. Well if I want to go that way I’m going to use my rudders or something.
CB: I’ve had an elevator trimmer go myself and run out of stick movement.
JQ: Yes.
CB: When you don’t know what it is it’s disconcerting.
JQ: Yes.
CB: So after Dunkeswell then what? Did you have to, how long did you stay in the RAF before you were demobbed.
JQ: No longer than I could help after that, you know. Having made -
CB: Right. Was that the end of flying? Dunkeswell.
JQ: Decided that was it. That wasn’t the end of flying for me but -
CB: No. No. But in the RAF.
JQ: In the RAF.
CB: When was your last sortie with the RAF?
[long pause, turning pages]
JQ: It appears to be January the 18th 1946.
CB: Ok.
JQ: And I was actually, what happened then, after that, I was taken off flying. I got sent back to my old Little Staughton.
CB: Oh.
JQ: Which rather surprised me and I had an even, even bigger surprise when I got there because when I’d left it it was a thriving bomber station and when I came back there were about no more than a dozen people in the sergeant’s mess and about three of us in the officer’s mess and two of them had been there quite a while and wanted to go on leave and so one of them said, ‘Well, here’s the key to the bar. You’re in charge. Goodbye.’ [laughs]. So although I never had the title I was virtually CO. Only for a short time. Only about a fortnight, something like that and then, then I was demobbed.
CB: From Little Staughton.
JQ: Yeah.
CB: What did you do after that? Because you’d done engineering before you joined the RAF. So what did you do when you left the RAF?
JQ: Well I thought I didn’t want to go back to the job I was in because I’d started wrong anyway because I went into the drawing office and although I did alright in it and understood what I was doing I’d really started wrong because to go in to a drawing office you really ought to start on the floor, not in the drawing office, on the floor doing engineering stuff and I realised that that was the way I ought to have done it so I thought, no, I didn’t want to go back there. So I cast around for a bit and the Ministry of Labour, as it was in those days, wanted, they ran, ran a course. They realised there were a lot of people in the services, particularly officers who had gone in at a young age as I had and hadn’t got any experience of business. So they thought well if we give them some experience of business perhaps we can slot them in to the employment lot and they’ll know what they’re doing you see and they’ll have caught up a bit so I thought well that’s a good idea so I applied. They didn’t take everybody but I applied and they accepted me and I went down to Worcester and it was a three week course if I remember rightly. They taught us, well, quite a lot of stuff. Accountancy. You know, a bit of this and a bit of that and a bit of the other and quite good. And then if you wanted to you could apply then for a speciality course which was another three weeks and that you could be put out with a firm and they could teach you about what went on at their firm and if they liked you or wanted you and what not they could take you on and possibly would take you on. So I thought I’ll have a go at that so I had a go at that and went through all that and, and then said, ‘I’d like to,’ oh apart from the people who you were with for the speciality, no wait a minute, yes, apart from the people you were with on the speciality course the ministry, if they didn’t want you the Ministry of Labour would find you a thing. And the chap, chaps that I was with didn’t, didn’t want me so I applied to the Ministry of Labour for them to find me. So they said, ‘Oh yes. We’ll find you somewhere.’ Nothing happened. And then I queried it a bit and they sent me to someplace that, you know, I thought blimey if I come here I’m really going down you know. You know. Real Dickensian stuff you know.
CB: Oh. Sweatshop.
JQ: So I thought well this is a right thing so I said, I had a bright idea and I went around and I said, ‘Can you give me a pile of your leaflets?’ And they said, ‘What do you want a pile of leaflets for?’ And I said, ‘I’ll find my own.’ Well they thought that was a jolly good idea. Saved them a lot of bother you see. So they gave me a pile of these leaflets and I went around to people I thought might be likely and asked to see somebody and most of the time they didn’t because they didn’t, you know didn’t know what I was about so I’d leave a leaflet and what not and one of them turned up. It was in printing and my grandfather as I told you was in printing.
CB: Yeah.
JQ: So I I went there and I did quite well.
CB: Locally.
JQ: I did, I went into the office, I didn’t go to the actual printing. I went into the office and I took up, doing a night course on costing which I did. Printers had a costing system so I did that and the people who were running this who were the British Master Printers Federation they, when I’d finished they said, ‘Well we’re short of a teacher in Birmingham. You wouldn’t like to do it would you?’ Because I’d, it was three certificates you got and I’d got all three so I said yes. So I taught that for three years until I got tired of it. And then one day I called on, oh I got on to the sales side of that, for that thing then and they gave me a car, a small car and then I called on a customer one day and it was a woman customer and she said, ‘My managing director wants to know if you know anybody that’s interested in a job in printing.’ So I said, ‘Well I’m in printing.’ She said. ‘Yes. That’s why I said it.’ So I said, ‘Who is it?’ And she said, ‘I don’t know he hasn’t told me.’ So I applied for it and got it and it was for a big printing company Sir Joseph Causton.
CB: Oh right.
JQ: And so I applied for that and I got that and the rest is history. I did, did quite well and they gave me a car, and then a bigger car, and a bigger car and then I thought well I’m driving a lot around in this car I could fly around. So I said, I said to the sales director, ‘What about it?’ He said, ‘Good idea. Yeah. Why not.’ So I did that a bit and then, and I’d got my own aeroplane by then.
CB: Oh had you?
JQ: So I thought well if I did use it for business they paid the expenses. I thought well they might as well own it why don’t I sell it to them? So I sold it to them the aeroplane.
CB: Oh did you?
JQ: And used it on the proviso I could use it for private means if necessary provided I paid the costs so they agreed to that and then we were taken over and I ran into trouble then because we were, we got in to a sort of recession and they said, ‘Well we’ll have to cut the aeroplane down,’ So I bought it back off them and used it privately and in the end I found that I wasn’t using it as much as I was paying. It was costing me in those days three thousand pounds a year if I never moved it out of the hangar.
CB: Really. Crikey.
JQ: So if I moved it out the hangar but I did quite a lot of things like I found that flying for business was a lot more demanding than flying for the RAF apart, you know, in the war of course.
CB: Yeah.
JQ: Because the RAF I mean they’re sensible. I mean I can remember being up in the, being up in my aircraft over Norfolk way on one occasion flying on business and I looked down and there was all these highly specialised aircraft and I can’t think what they were now.
CB: RAF ones.
JQ: RAF ones. Lightnings.
CB: Oh yes.
JQ: I don’t mean the old Lightning that they had.
CB: Right.
JQ: I mean the new ones.
CB: P1 yeah.
JQ: And they were all on the ground. I was up in the blinking air tossing around like mad and things like that you know and I found that you had to be, you had to be a lot more smart as well because in the RAF you got things like defrosting and that sort of thing and you can’t afford to buy that sort of thing in the light aircraft. Apart from the weight. So in the end I found that I wasn’t using it as much as I’d think so I thought I’d better give it up so I did. And in a sense, in a sense I’m still a pilot because although I haven’t got a licence -
CB: Yeah.
JQ: You know in all this post that comes through your door, all these catalogues I get, I get it all the time or when it comes to the door I pile it here and I pile it there.
CB: Nice one. Nice one. Nicely said. So when did you retire eventually from the printing world?
JQ: I think I was about oh I did, I have left a bit out which I forgot for a minute because I went, this Sir Joseph Causton and the aeroplane whatnot I retired from Sir Joseph Causton, buying my car off them as I, as I went, at a cheap rate.
CB: Right.
JQ: And I hadn’t been retired that long and a chap rang me and he said, ‘John,’ he said, ‘I’ve got somebody who wants me as, as a salesman,’ he said, ‘But I don’t want it. I wondered if you’d like to start up again,’ you see. So I thought I’d investigate this. So I did and I thought I don’t want to be employed any more. I’ve had my time but anyway I went to see them. They were in [pause] what’s that new town down south? Down your way.
CB: What, Milton Keynes.
JQ: Milton Keynes. They were in Milton Keynes or near it. Yeah. It was Milton Keynes. I went down and I said, ‘Well,’ you know, ‘I am interested but I don’t really want to be employed by you. I’ll employ myself and you can pay me a –
CB: They could pay you a fee.
JQ: A fee for it.
CB: Yeah.
JQ: So that’s what I did for some years and did alright at that too. So that’s it really.
CB: When did you eventually -
JQ: So I must have been about –
CB: Retire?
[pause]
JQ: Seventy, seventy, seventy two. Something like that.
CB: I’ve just got two extra questions that you prompted me with earlier.
JQ: Oh yes. Yes.
CB: One was to do with baked bean tins.
JQ: Baked bean tins. Yes. Yes. We had a thing apart from the elsan toilet that we’d got in the back like every other Lancaster.
CB: In the Lancaster. Yes.
JQ: We didn’t actually use it to be quite honest. But then we never had the same Lancaster anyway. You could get one or the other or whatnot. But, but people did use it but we we had that the engineer organised this. He always used to have a baked bean tin and where he got them from or why we could get baked beans during the war I’ve no idea, but this used to be passed around. You know, anyone who wanted a pee you didn’t have to get up. He’d come along with the baked bean tin you see but of course it gets full so he had to, and so if possible it was kept until we were over the target and then tipped down the window chute.
CB: Just as a bonus for the target. Yeah.
JQ: Yeah.
CB: And the other was the cracked -
JQ: Oh well that was, that was -
CB: Bomb.
JQ: After the war while everything was still going but even though the war had finished, you know, this was at Little Staughton and we still did, you know, practicing because we, I mean the war with Japan was still going and we were sort of getting ready for that but you know everybody was still flying and that sort of thing but not in anger and the CO called me to see him one day so I went and saw him and he said, ‘Quine,’ he said, ‘We have a bomb in our bomb dump which has got a crack in it,’ he said, ‘And when the,’ he said, ‘It’s got a crack in it and the explosive is seeping out through the crack and crystallising,’ he said, ‘And when it gets into a crystallised state it gets a bit unstable and the bomb’s liable to go off,’ he said, ‘And we’d rather not a bomb go off in our bomb dump if you don’t mind,’ he said. ‘So what we’re going to do is we’re doing to load it into a Lancaster and ask you to fly it and drop it in the sea in the appropriate place,’ because there was an appropriate place for everybody to drop stuff if they had to so you know wondering why he’d picked on me for this job you know so I went around and I think it was something like a Sunday morning and there wasn’t a fat lot going on, I went around to see the crew half of whom were still in bed cause they didn’t want to do much on a Sunday and they they were highly delighted to get out of bed for this thing you see. So for some reason or other which I can’t remember I had to go up to the guardroom so I went up to the guardroom and the military policeman there who everybody loves as you know said, ‘Morning sir. Lovely morning.’ So I said, ‘Yes it is a nice morning.’ He said, ‘Nice night, nice day for a flight. Are you going for a flight sir?’ I said, ‘Yes, I am as a matter of fact.’ ‘I’d love to come with you.’ So without telling him why we were going I said, ‘Yes certainly. You can come with me if you want to.’ And he said, ‘Well I shall have to ask my superior.’ I said, ‘Well go and ask him then.’ So he disappeared in the back and he came back about a minute later and he said, ‘Yes that’s alright. He said I can come.’ I said, ‘Right 2 o’clock at dispersal.’ I told him where. So off we go and just before two the bomb’s been duly loaded. We could see that because the bomb doors were still open. You didn’t close them until, until you were about to taxi off. I didn’t tell him why and he didn’t ask why either or where we were going. I told the crew not to tell him and we took off and as soon as we’d taken off we told him and he went white. And so we flew out and dropped it without any trouble at all really. Quite gently we did it, I flew it out ‘cause I didn’t -
CB: I bet. ‘Cause none of you wanted to join your maker did you?
JQ: And of course I hadn’t inspected it and in any case I wouldn’t have known what sort of state it was in by looking at it, not being an expert on these things. So anyway, we dropped it and of course then he got his own back.
CB: Oh.
JQ: ‘Cause he’s a hero now you see. So, I mean, ‘I’ve been in an aircraft with a wonky bomb,’ you see.
CB: Amazing. Final question really and that is after the war a lot of people, air crew were sent on tours of Germany they called the Cooks Tours.
JQ: Cooks Tours.
CB: Did you do any Cooks Tours?
JQ: Yes. Did those.
CB: So who were the people who went? What was a Cook’s Tour and who went on it?
JQ: We flew out to the Ruhr as a rule. In fact it might have been all the time to the Krupp’s works at Essen which was a right sight. You should have seen it. It was a tangled mass. We really clobbered it. No doubt about that. And we were cleared to fly at two hundred feet and we’d get there and usually what I did was do steep turns around it because when you do a steep turn you can look down and got a really good view of it and most people seemed to enjoy that and having done that we just came back again.
CB: Yeah. But who were the people you took?
JQ: Now, the people we took were in the main were ground crew and they enjoyed it but we ran out of ordinary ground crew. I don’t know how many I did. I didn’t do that many but I did do some so we took some WAAFs. They decided they’d let the WAAFs come. We didn’t organise it so they were provided with sick bags and we did exactly the same as we always did. We went around, steep turns, around, out comes the sick bags whoo [laughs] and then we came back again and I think, I think if I remember rightly I think I think it was one of those, this business I’ve told you of the bomb aimer going to sleep when he was supposed to be map reading I think that was why we were at -
CB: Right.
JQ: Two hundred feet.
CB: Did you, how many did you take at a time and how did they actually get the experience of looking?
JQ: I think they enjoyed it and they all -
CB: But how many would you take at a time?
JQ: Oh it wouldn’t be, it wasn’t many. Four or five. And they’d be up, standing beside me and I’ve got a feeling some of them went down.
CB: And behind you. Yeah.
JQ: You’d get two at the side I think, to watch. To watch. I think you might get two in the bomb aimer’s position. I can’t remember exactly but I know we had some at the side and I think that’s where the others must have gone but we never had more than four or five.
CB: And they just sat on the floor.
JQ: Oh they sat on the floor on the way to and from.
CB: But your full crew was there was it?
JQ: Oh yeah.
CB: Yeah.
JQ: We had a full crew.
CB: Right. Ok. What was the most memorable part of your career in the RAF?
JQ: Blimey what a question [pause]. I can’t tell you. It’s all pretty memorable actually.
CB: Well you’ve done really well. So, John Quine thank you.
[machine paused]
JQ: The war. They didn’t look out we just -
JB: You just packed them in did you?
CB: How many could you carry in a -
JQ: They just sat on the floor in the back.
JB: Yeah.
JQ: And we gave them blankets.
JB: Right.
JQ: Which we took with us. I think it was about thirty or something like that.
JB: Really.
JQ: Because we hadn’t got, we hadn’t got any bombs on of course.
JB: No. No.
JQ: That’s why we were able to take a weight like that but I think, I don’t think they were in much comfort.
JB: No.
CB: But they just wanted to get back.
JQ: Yeah.
JB: So why were they special that they got -
JQ: Oh we never found out why.
JB: No.
JQ: Never heard.
CB: No. If you take the Buckingham, the airfields at Westcott and Oakley received fifty seven thousand POWs.
JQ: That’s amazing isn’t it?
CB: Yeah. In that operation.
JQ: Yeah.
CB: Operation Exodus.
JQ: Yes. I remember the name Exodus.
CB: Yeah. Normally a Lancaster could take twenty five but that was really pushing it.
JQ: Well it could have been twenty five. It could have been. I said thirty but, you know I’m guessing a bit but I thought of something just now that I hadn’t told you. What question did you ask John?
JB: How many prisoners of war could you get -
JQ: Oh that’s right, you did.
JB: In a Lancaster.
JQ: Yeah. Now, I can’t just think. If I think in the next few moments I’ll -
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with John Wakeford Quine
Creator
An entity primarily responsible for making the resource
Chris Brockbank
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-08-05
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AQuineJW160805, PQuineJW1603
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
02:48:07 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
John volunteered for the Royal Air Force as a pilot. He went to Lord’s cricket ground, followed by the Initial Training Wing at Scarborough. He spent 10 hours on Tiger Moths in Carlisle. After a short time at RAF Heaton Park in Manchester, John went to Moncton in Canada, subsequently training for six months in various places in America. He returned to RAF Harrogate, followed by RAF Windrush where John learnt to fly on Oxfords. At RAF Peplow, he flew Wellingtons and was picked by a crew to be their pilot. RAF Lindholme followed, where John spent some time on Halifaxes, Wellingtons, and then Lancasters.
John had his commissioning interview on the same day as his wedding and joined 170 Squadron at RAF Hemswell in December 1944 where he carried out eight operations. He describes one of the eight operations to Bottrop when they were hit by anti-aircraft fire but managed to return safely.
John volunteered for the Pathfinders and was posted to 582 Squadron at RAF Little Staughton, flying Lancasters. He explains how they initially acted in a supporter role before progressing to dropping flares and markers.
John took part in Operation Manna in Rotterdam and fetched some prisoners of war from Juvincourt in France. He then went to RAF Dunkeswell where he test flew some Lancasters before returning to RAF Little Staughton from where he was demobbed. He describes the Cook’s tours he did for groundcrew and WAAFs.
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Devon
England--Gloucestershire
England--Lincolnshire
England--Manchester
England--Scarborough
England--Shropshire
England--Yorkshire
Canada
United States
New Brunswick
New Brunswick--Moncton
Germany
Germany--Ruhr (Region)
Germany--Bottrop
Netherlands
Netherlands--Rotterdam
170 Squadron
582 Squadron
anti-aircraft fire
bomb dump
bombing
Cook’s tour
coping mechanism
crewing up
Halifax
Harvard
Heavy Conversion Unit
Lancaster
love and romance
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
RAF Dunkeswell
RAF Harrogate
RAF Hemswell
RAF Lindholme
RAF Little Staughton
RAF Peplow
sanitation
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/639/8909/AShepherdFH150525.1.mp3
031fe9ea01628bf8d20dbf0d41146e6a
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
Shepherd, Frederick Harold
F H Shepherd
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Shepherd, FH
Description
An account of the resource
An oral history interview with Frederick Harold Shepherd (b. 1921, 152660 Royal Air Force). He flew operations as a bomb aimer with 2018 and 15 Squadrons.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
This interview is being conducted for the International Bomber Command Centre the interviewer is Claire Bennett the interviewee is Mr. Frederick Shepherd, the interview is taking place at Mr. Shepherd’s home near Kings Lynn on 25th May 2015.
CB: Good Morning Frederick
AS: Good Morning
CB: Perhaps you could start by saying your date and place of birth please
FS: The date of my birth was 8th March 1921 and I was born at Saint Mary’s Hospital in Manchester
CB: Do you remember very much of your early life
FS: That’s either very detailed or very shallow, I was, put it this way, I was the first child of my mother and father, and my next brother, Douglas, was born in 1926, and my second brother, Ronald was born in 1934, at the moment all my family have departed this world so I am the only one left in the Shepherd family.
CB: And your early life until you joined the air
FS: I was schooled in Manchester and on leaving school I joined the company of South American Shipping Association and stayed with them until I went to the Air Force when I was twenty years of age.
CB: What made you join the Air Force
FS: Er, basic inclination was to fly and in that connection I applied to join the Royal Navy Fleet Air Arm but I was assured that entry into the Fleet Air Arm was via the Royal Marines, and no one would give me any indication of the gap period between joining and possibly being transferred to the Naval Airforce so I immediately applied to join the Royal Airforce.
CB: And this would have been 1941 something like that
FS: 1941 yes
CB: So where was your first posting to
FS: Ah, I need to qualify that a little bit, I was accepted by the Royal Air Force, er, took physical and mental examinations at Cardington, er, was sent home on deferred entry and I went to Manchester and Salford University for extra schooling on mathematics, geometry, Royal Air Force Law and the Morse Code technique, and that covered the period of time ‘twixt me being accepted and actually being invited to join in London at my, at um er, for the entrance into the Royal Air Force proper.
CB: How long would that have taken about
FS: Twelve months, the training took twelve months
CB: Right, and then
FS: I went into London for initial training, and then to Newquay for what they called ITW that was the initial training wing, before being selected to go into flying which I did immediately I left Newquay I went into basic flying at place called Clyffe Pypard which is in Wiltshire. I’m curious by the by are we being recorded now?
CB: Yes we are
FS: That happened to be the initial training school for flying happened to be a private training school and one or two of the previous employers at the school were still there until young ex flyers that’s not Bomber Command but Fighter Command came to do the training and they were young men of nineteen, twenty, twenty one, and the next part I would not like recorded its purely of interest but not I don’t think it is for the record, I mean these sorry
CB: Would you like me to pause it
FS: Yes, just for your [pause]. So I was taken under the wing metaphorically of a young man who was nineteen/twenty years of age who obviously shown how good he was a flyer and then been sent on to this training base and I found him excellent as a flyer but virtually useless as a trainer because he had no tolerance of my ineptitude for flying [slight laugh] at all and he got all these various flying techniques slow rolls, shuffles, turns and all the rest of them and I was just clinging to the side of the aircraft hoping I wouldn’t fall out [laughs].
CB: What aircraft were you in
FS: Tiger Moths [laughs]
CB: Tiger Moths I see
FS: You’d sit there next to him doing slow rolls and you’d catch everything that was coming out the cigarette ends and everything else that was in there would hit you in the face you know and you weren’t supposed to hold the sides of the aircraft you were supposed to have your hand on the joystick and I didn’t, that’s all part of the fun [laughs], er um, from then what happened next, er yes, I had um, I was taken off all training because playing rugby I had a scratch on my right eye across the pupil and there was a danger that I might not be able to fly at all, so I was admitted to the hospital at Swindon and I was there for a while and finally I was released unconditionally the repair had been affected as far as my eyes but meanwhile I was taken off the training for weeks on end and I wondered whether I was going to go back again but I did, but of course I lost all the people I was with they were well on their way to Canada, shall we go on now?
CB: Yes yes please
FS: From then we were all posted, all prepared for despatch to Canada because they had set up this empire [?] air training scheme which was part in Canada and the other part in Port Elizabeth in South Africa where all this training for all all aspects of flying all duties were going to be covered and we were sent up to a waiting station in Manchester a placed called Heaton Park where the maximum holding of manpower was for two odd thousand and it built up to ten thousand and we had individuals who actually were finding homes to stay in in proximity to Heaton Park this was all because of the big problems in the Atlantic we were going to be sent off by the Queen Elizabeth first boat and because of the submarines and so forth they were diverted they were slowing everything down for obvious reasons and it came to a point there was a terrific overflow from Manchester and they sent a company of us down to the south coast just to deposit us for a while we had only been there for four days and the Germans had obviously been advised and they sent across a fleet and we had a lot of casualties because they caught one flight coming back from training exercise and we had suspected that when we heard the roar of these aircraft that they were English aircraft when in actual fact they were German aircraft who were attacking us and from there that we had only been there for three days and that night or following morning at about two o’clock in the morning we all paraded we went right along the full length of the promenade on both sides of the promenade to the railway station onto a train and we didn’t get off the train until we got off at Harrogate, and from then on we were there for a short period of time despatched to Scotland and for one night only and then onto the Elizabeth the following day and away to Canada.
CB: How long did it take to get to Canada
FS: Four and a half days.
CB: What were the conditions like on board
FS: What with twenty thousand, we ate twice a day and we heard about when we were going to eat and whatever when we got on the boat by having these tickets and mine said two o’clock in the afternoon and two o’clock in the morning and from two o’clock until six o’clock afternoon and evening I was on special guard duty for the whole trip and we were allotted that sort of guard duty from two until six two until six.
CB: And what did that involve
FS: Parading all round the ship like in the daytime, not so much from two am in the morning until six am in the morning round the decks and that was the job its not everybody who had that sort of assignment but when I got on board I was given that ticket which advised me that I was one of twenty one in the bridal suite and that I had these duties from two until six two until six [laughs].
CB: Were you on your own in this bridal suite
FS: No [emphasis] twenty one I was one of twenty one in the bridal suite.
CB: In the bridal suite
FS: Oh yes, seven three tier bunks.
CB: Oh I see
FS: Great fun [laughs].
CB: So you got to Canada docked at Canada
FS: No no we went into New York, we went into New York and then a train travel [?] the likes of which I had never experienced before on the train for about three days off to Canada and we ate and slept we slept on the luggage racks which you could pull down for luggage but we had to sleep on them we couldn’t sleep at all we went up to Canada a place called Moncton which was the assembly point at the beginning of our trip to Canada we went to several stations in Canada for different aspects of training of course.
CB: So from Moncton you went to
FS: Er, one two three four different stations and then the last station was a place called Ancienne Lorette which was outside Quebec City and from there the majority of them were six of us were commissioned out of the thirty six on the flight six of us all went to Prince Andrews Island for this GR training and the rest of them either went straight away into operations in the Far East, as one or two of my friends and colleagues did and the rest of us went to Prince Edward Island for six weeks and then came home and that was it, we were there for about fifteen months all told.
CB: And you were being trained on
FS: All aspects
CB: And you settled for and you ended up where
FS: I had nothing to do with it you were directed I came back here one of the after that they differentiated with you between your badges I got an observer badge fully qualified afterwards that changed to either air gunner or BA which is bomb aimer or N for navigator they split it.
CB: Just to go back to Canada a minute what was the accommodation and the food like from what you had been used to in the UK
FS: No comparison vastly superior because they had no restrictions there in actual fact and that meant either in the camp or going out into the town for dinner I mean the prices were very realistic and the food was superb because it was free choice so when we went into Quebec City itself in actual fact you could dine for silly prices and you had fantastic meals and that’s what it was.
CB: What aircraft did you learn on
FS: Mainly Ansons, mainly Ansons and we had one or two gunnery [?] trips on Beaufighters which I haven’t mentioned before Ansons and Beaufighter
CB: What did you feel about your time in Canada was it happy memories
FS: Oh it was superb long time we had we worked eight days and then had a day off that was the standard eight days and one day off until we arrived in Prince Edward Island surprise surprise there was a weekend we finished work and we had Friday and Sunday off we used to go oyster fishing off Prince Edward Island [laughs].
CB: What were your other recreations apart from oyster fishing
FS: Gymnasium and squash that was about it and walking of course did a tremendous walking lovely particularly from Quebec one amusing incident we a bunch of us went into Quebec to the cinema and when we came out at the end of the show there had been a five foot fall of snow which meant we couldn’t even get out of the entrance of the theatre there so we ultimately got out and one of us went into the the hotel there which I have got a photograpgh of and booked a room and twelve of us occupied the room for the night then we got back to camp the following day the camp was about fourteen miles so I mean it was either snow shoes or horse drawn sleds took us back the following day but that was one of the amusing incidents.
CB: So happy times in Canada
FS: Oh absolutely in the main yes great fun and then coincidence I suppose we came back on the Elizabeth again
CB: Same sort of routines
FS: Yes not quite as cramped [laughs]
CB: How did you feel going across the Atlantic I mean were you frightened you were going to be torpedoed
FS: I don’t think it entered any of our minds at all we changed course getting slightly technical we changed course every seven minutes on that boat which you could realise in actual fact if you were up on the bridge because you could see this in the water purely as a safeguard and we diverted as well south and then turned back again up into New York.
CB: You were you part of a convoy
FS: Oh no, oh no nothing could keep up with that boat that’s why it was superior to the submarines they ain’t got that speed so we got away with it just changing course every seven minutes which is standard procedure and it can be set up by equipment in those days so every day of courseyou can see it so later on in the day you can see where you are crossing because you had left a stream there purely to indicate you changing course and that was entirely automatic until we got into New York and we were only there for a short time but there again talk about hospitality when we got off the boat we were given a little bunch of cards with names and addresses on and [?] please give us a telephone call and it would be an automatic invite to their houses if they were in proximity to where you were and we used to go out while we were there until everything was ready or the onto the train and up into Canada but that was a very nice experience went to big shows called Sons of Fun at the gardens there and they made fun of us course but it was all lighthearted stuff yes but we were one of the early contingents obviously across there into the states and they made a fuss of us while we were there which we accommodated very well and they did it in Canada in Canada the same arrangement the first Christmas we were there two of us David and I went to stay at a family they called them Driscolls and they lived in Montreal they had three children and we were invited there to stay there as long as we want over Christmas they took us up in the mountains up to the top and had Christmas dinner up in the Laurentian Mountains as part of there hospitality suite it was really good.
CB: Wonderful
FS: Oh yes it was no it was and they were also wonderful they used to send parcels to my family in Manchester the Driscoll’s Mr and Mrs Driscoll used to send parcels to my family in Manchester and saying jumping ahead a lot now on our way back from South America when we landed in Washington on VJ Day imagine what that was like and then we flew on to Montreal and when in Montreal I phoned the Driscolls you’ll never guess within ten minutes they said you’re not staying at the Windsor Hotel they picked me up and took me home I had to have five [unclear] with them of course and that was an indication of the hospitality I phoned them and within minutes they were there with the car and I renewed acquaintance with them after several years in Montreal.
CB: How wonderful
FS: More about that later
CB: So you arrived back in Liverpool
FS: Um, no we arrived back in Scotland.
CB: And then what was the next stage of your
FS: Down to down to Harrogate and then on to – down to Harrogate posting to Dumfries where I did an extensive course of specialised bombing for Pathfinders not that was any indication that we were going to [unclear] but that was specialised in training in Dumfries with a Polish pilot by the by very good we used to do specialised bomb dropping as required in these aircraft which I suppose was a Wellington and then down to, er um, down to pick up my crew, yes that’s where I met Mcfarlane and the rest of my crew before we went into mess halls.
CB: And where did you do your crewing up
FS: At um – Chipping Warden near Banbury.
CB: Right
FS: Yes because then in actual fact we were [unclear] break of through Wellington so before that in actual fact we crewed up at this place called Chipping Warden that was Banbury that was a sub station for Banbury we did our crewing up and then went to Chipping Warden and then started flying on Wellingtons purely training didn’t do any operational flying from there I tell a lie we did one operational flight that was on VJ night we flew over France dropping thousands of leaflets.
CB: Would you like to explain the crewing up
FS: Yes certainly we would assemble there was no assembly you just went into a huge hangar and you just wondered around I suppose so that was in the main the captain of the aircraft and in my case that was Squadron Leader McFarlane and he had met one person of the crew at the railway station at Littleport and on the railway station before they got there the two of them had decided that Captain McFarlane would have this other fella and then we got into this hangar and we wondered around and picked up and are you crewed up would you like to join us and we gathered up the crew the two gunners, and then wireless operator the bomb aimers as was then the navigator and the captain and that’s how we formed up and from there we went on to Wellingtons and then Stirlings and then on to Lancasters.
CB: So you first OTU operational training unit
FS: That was at Chipping Warden yes
CB: And your first training your did you know your first training was it leaflets
FS: First training or first flight the first operational flight
CB: Yes
FS: Was on VJ night and on landing night when we dropped thousands leaflets over France
CB: Right
FS: Then from then onwards we went on to Methwold and then Mildenhall ah I am telling lies we went to – Chedburgh that was on to Stirlings no we did no that’s right we went onto Stirlings but before we did any operational flights on Stirlings we transferred to Lancasters so went to Lancaster Finishing School LFS which was at a place called Feltwell just down the road from here.
CB: What date would this have been
FS: I’ll have to check with my
CB: Roughly
FS: Forty end Forty Three beginning Forty Four as near as makes no difference.
CB: So you went from flying on Wellingtons
FS: Yes only the one trip
CB: Only one trip on Wellingtons
FS: Then we went on flying Stirlings but we never did operational flying then we went on to Lancaster Finishing School at Feltwell and then on to operations at Methwold.
CB: What did you make of flying in the Stirling
FS: We didn’t but we had no choice I mean as far as we were concerned when we went training on Stirlings that was the aircraft we were going to fly in operations it so happened coincidentally happily that the Lancaster was coming in and replacing the Stirlings and whateverother aircraft we got and that was going to be the aircraft in this part of the country as opposed to Halifaxes in the Lincolnshire area which was a different group as you realise here we were 3 Group Lincolnshire were that’s what 4 Group glorious place.
CB: So we are now on to now in Lancasters
FS: Right operational flying the usual now what details would you like then I would have to refer to my flying log book.
CB: Certainly lets know some of the targets you went to.
FS: Shall I get my book
CB: Yes that’s fine, Frederick if we could talk about your start the start of your Bomber Command experiences in the Lancaster, so could you tell us about well your first operation.
FS: Yes now lets just have a look and be precise that’s Lancaster Finishing School 208 Squadron Methwold operation was destination was Boulogne can’t imagine what that was about um daylight visit to Boulogne doesn’t mention anything about bombing at all, um then there was a four and a half flight to Dusseldorf that was a straightforward bombing exercise now that would be the one [unclear] Calais [unclear] Duisburg bomb target so it must have been that trip to Dusseldorf when we came back the following morning that we noticed several technical people were busy standing underneath our aircraft gazing up underneath the right the starboard wing of which there was a hole between the second and third petrol tanks [laughs].
CB: And that had been caused by
FS: That had been caused by a bomb being dropped from one of our aircraft above which had gone straight away through between the two tanks without exploding which it should have done on impact.
CB: Incredible
FS: Absolutely absolutely incredible and then we did several trips and – that’s [unclear] that transfer date [pause] ah there we are yes the transfer date to Mildenhall see how many trips we did there, Stuttgart Essen Volks[?]
CB: So you are bombing the major cities now
FS: Yes that’s up to about October forty four
CB: Were you involved in any of the Berlin raids
FS: No not one no scheduled for but cancelled what had happened in actual fact, [coughs] pardon me oh sorry lets go back please to Methwold again because that was I had been talking about our first bombing raid when we actually arrived at Methwold as a crew the previous night they had sent out twelve Lancaster aircraft and five came back which is a heavy loss for one station and we became part of the quite pathetic exercise of moving into accommodation which had previously been occupied by friends of ours and you know when anybody is lost they have a special committee set up particularly with officers and these officers were doing all their duty work and we were moving in the following day so it wasn’t a very good start as far as we were concerned but still we obviously we accommodated it but that was a heavy loss they sustained that night and then the this was the first operational operational job we came back and found that incident the following morning in our aircraft yes so going on now what more
CB: So you went from Methwold to
FS: So we went from Methwold to Mildenhall I’ll tell you about why there had been a loss at Mildenhall there was a vacancy for a new squadron commander and they appointed my captain Squadron Leader McFarlane and they agreed which was unusual they agreed for him to take his full crew so we all went so we were all transferred our affections to Mildenhall and then onwards
CB: And this was with 218 Squadron
FS: From 218 to 15
CB: Right [unclear]
FS: And here we are 15 Squadron at Mildenhall and when there was a loss our captain was a squadron leader so when there was a loss of a senior officer the group captain no it wasn’t a wing commander over they appointed our captain McFarlane to take over from him as a wing commander so he lost his crew for obvious reasons and that crew was taken over by a Squadron Leader Percy and at that point I was appointed I was taken out of the crew and appointed as bombing leader for 15 Squadron and I also I became squadron adjutant at the same time reporting again to my previous captain McFarlane so I was taken out of my crew at that time.
CB: What does being adjutant involve at that time
FS: All the clerical work on top of which I was the leader of the bombing section so I was actually the bombing leader which you had to have in every squadron he’s the guy who goes to all the early meetings to take advice for onward transmission to the people of what was going to happen that night so that was so I had those two jobs I had still when I was so I was then whipped out of my crew and another individual appointed to the crew which was then being handled by Squadron Leader Percy who had taken over from McFarlane so I lost my crew because of my other involvements and I stayed in that situation until surprise surprise I was advised that I had been selected to accompany Harris now the reason how they did that they obviously they wanted an aircraft and I will show the aircraft that had been modified afterwards they wanted what was I going to say, how they chose who was going to do what they chose 15 Squadron because it was the oldest squadron in the air force to do these flights for Harris and having chosen the aircraft from 15 Squadron they took out the leaders from each department bombing section navigation section [unclear] section and those leaders all were part of the crew that’s the crew I have got in the photograph next door so from that point onwards I was involved in away to Africa America Canada and everything and left the crew behind.
CB: So your operational life stopped
FS: It stopped
CB: How did you feel about seeing your crew going off and having been given these new duties
FS: Well I was immensely proud because I mean it was quite an assignment we were going to go on we had no idea at that time we’d only got the shadow of what was going on we knew he’d been invited I’m talking about Harris because he’d been in Africa before he came to England he was been in South Africa he’d been invited to various places and the South er the Brazilian Government had invited somebody out there to commemorate the arrival of the Brazilian Expeditionary Force which had gone to Italy and not fired a shot and got back home again and they declared a national holiday [laughs] and coincidentally we were due to be arriving in Rio de Janeiro before they arrived back and that was what that was all about.
CB: There must have been a terrific sense of comradery on you know when you were flying with your crew that you had been with such a long time.
FS: [laughs] of course yes but it had to be severed the initial severance was when I was appointed the bombing leader which immediately took me out because only on rare occasions I had one or two rare occasions when a particular crew would be short of a bomber for one reason or another and I stepped right into their jobs that was quite harrowing to be a foreigner so to speak with a crew because you get used to your crew their attitude their application and even their reaction to situations but to go with another crew I found that quite tough going yes I flew with a Canadian crew on one occasion and they’d had several very rough experiences with I’ll mention one a decapitated bomb aimer came back in the aircraft and there were others now the crew in relation to my crew which were far more disciplined but with respect they hadn’t gone through the sort of operation now that crew with whom I flew on their twenty second operation were very little discipline there at all I think they were very concerned about what had happened on their previous operations they bailed out and they had done lots of other things and I flew with them as the air bomber for them and I found that the disciplines were very sadly lacking which was reflected on the chattering that goes on over the telephone the intercom which was fairly evident but still that is by the by and you ride that situation which I did.
CB: Did you just fly the one operation with them
FS: Yes yes yes just the one
CB: And did your crew your original crew did they survive the war
FS: Yes they did yes yes yes they did, no they did yes in spite of all the losses yes yes
CB: So you are now given these new duties and the next thing you hear is that you are going to be flying with Harris
FS: Right
CB: And when did you first see him when did you first meet him
FS: At the first place before we were going to, let’s get the dates – where I finished up [flicking through pages of flying log] – it all started in July Forty Five.
CB: Oh so
FS: Yes July Forty Five it started that’s when I met up with Wing Commander Calder a scots ex dambuster and he came down and I started flying with him as a co-navigator and then that was just before the trip started now the actual trip do you want to go on to when the trip started.
CB: Well if we can go back to Calder what would had been your you know your trip tours after the war in July Forty Five what were you doing with Calder.
FS: He was the captain of the aircraft taking Harris around the world.
CB: I see
FS: Yes.
CB: Right so
FS: Calder was ex bomber no ex Dambuster Squadron yes that’s Wing Commander Calder double DSO double DSC no seriously he was only twenty one brilliant.
CB: Yes so he was the pilot
FS: Yes he was the pilot
CB: So you would be the
FS: I flew with two navigators on this
CB: So you were the navigator on this because obviously we weren’t this wasn’t any hostile flying involved.
FS: None at all
CB: It was just
FS: Hardly, hardly
CB: It was just taking Harris around
FS: Yes quite literally and all that went with it.
CB: So what did you make of Bomber Harris
FS: I found him most of all to if I used the term a gentle person obviously a very strict disciplinarian but in actual fact on a personal basis on the occasion when I was talking to him he was much a very relaxed bearing in mind with what he had to contend as I mentioned before it wasn’t an easy life for him at all he had to virtually fight for possession for his own force and he had the big people in government who were contesting him in many instances I could name names but there is no point until he finally bearing in mind as I mentioned before the junior service the first being the navy the second being the army were very much the junior service and he didn’t find he’d get his own way at all in spite of the plans he had laid and the proposal view put before the big people like Portal and others who didn’t entirely agree with him that getting behind the German war machine by tackling in reducing to ruins their equipment factories that were providing the aircraft and all the aircraft parts was what he wanted to get at he didn’t find it easy until apparently he did get his own way and that’s when the war then moved to the German armoured factories which was part of the beginning of the end so to speak so the rest of that in actual fact is devoted to flying we did the whole of Africa and then started off we should have gone we went to a little aerodrome in the South of France for refuelling then we should have gone to Crete but we got to Crete and they said on no condition that you land because we have got a fever that is sweeping through Crete which could be dangerous so we didn’t drop off at Crete at all our next port of call was Egypt and then we went right the way down Africa staying at various places until we got to Cape Town.
CB: What was the purpose of Harris’ travels
FS: There was really no purpose these were just invitations from these people overseas to express their appreciation of what he’d done for Bomber Command and in the longer term what he had done in the country in terms of accelerating the close of the war and I suppose a thank you for the fifty five thousand who died during the war because this came out in all his little addresses that he gave in actual fact he was conscious of that fifty five thousand he dropped it in quite loosely everywhere so that was the trip and we came back only for a short period of time and then went on to the South American trip flying down the west coast of Africa to a place called Bathurst and then flying across from Bathurst to North Brazil and down to Rio de Janeiro and then all the way back calling in at various places British Guyana etcetera etcetera etcetera up over Florida and landing on VJ Day in Washington for the big celebrations which we joined in and at that time met big people like General Arnold and General Eaker with whom he Harris had been negotiating years before for the Americans to come into the European war instead of devoting their care and attention to the Japanese which was arguably their main drive force in actual fact he was one of the individuals we had dispatched to America to talk it over and in fact these two individuals were present when we landed in Washington so it was quite a gathering quite a gathering yes.
CB: Do you know if Harris knew that they were going to drop the atomic bomb in August
FS: Oh yes
CB: He knew so was it timed that he would be in Washington at that
FS: No
CB: No
FS: He didn’t we did our trip across South America Rio de Janeiro Sao Paulo addressed the British community in Sao Paulo this is where the fifty five thousand came up again and purely by coincidence I met a young man there an Englishman who had completed his course at [unclear] university when I went there and he had transferred his affections to the equivalent of our administration organisation and he had joined that in Sao Paulo and as he mentioned he said if you ever thinking about coming over here do get in contact with me and we will see what we could do this was in Sao Paulo South America and we had that closeness in that part of our education of being in the same place at slightly different times we got round to discussion this and he said well wait a minute I was there too when were you there and I realised I had gone there when he’d left in Manchester quite astounding yes quite astounding [laugh] we kept in a bit of correspondence for a while but I had no intention of going to South America in actual fact at that time well by that time I had left [unclear] and was working in Mareham I had met the lady who was going to be my future wife who’d had a little girl whose husband had died and any thoughts of going out of England had gone she came from Kings Lynn in actual fact.
CB: So how long was this flight with Harris
FS: Oh right –
CB: Right Frederick so you have started with going around Africa and so on in July Forty Five and you actually came back in August Forty Five so do you look on that time as a pleasurable month did you enjoy doing what you did with Harris
FS: Oh fantastic I mean these places I had never visited before I’d never been to Africa before and we I say we just went to these various places in Africa stopping for two or three days and at each place from Cairo to Cayga [?] I mean as far as I was concerned that was fantastic we did all these wonderful things in the Sahara into the jungle at night time you name it we did it of all the places to stay in Nairobi we stayed at the Norfolk Hotel in that location and to things like seeing all the African workers sitting on the steps making things like I’ve got those forks knives and forks actually making them and selling them to us in actual that was a new experience going out on night time safaris going out on night time sing songs in the jungle and all that sort of thing we did going to moth and butterfly museums quite absolutely incredible.
CB: Did Harris join you for any recreations
FS: No, for some but mostly he was at a much higher level than we were and were concerned with our I mean we went to Mombasa we went down we did the big things like going down a gold mine for instance going down a gold mine and you go down a gold mine instead of going straight down there you go about seventy five degrees and six of you go down at a time two two two and you go down at a fantastic speed at about that angle that was the Wanderer Gold Mine and I’ve still got specimens I joke not I’ve got specimens of gold that they gave us at the gold mine fifty sixty years ago I’ve still got them I don’t know what they are worth but these are specimens inside that you see petrite [?] it’s called inside the petrite[?] is pure gold.
CB: Gold that would be worth now these days
FS: Oh bound to I might take it to see that fellow who does gold in Lynn he’d say oh thank you I’ll have this bit its worth a couple of pounds couple of pounds sorry I joke but no it showed I had a fantastic experience in those places we went to a place in Bathurst on the West Coast of Africa from which we flew to South America and we went they took us down to a cellar where the native bunch were all sitting on the floor making filigree and we could buy it and we could buy it for ridiculous prices I mean low low prices and we all bought our specimen as few of but actually to sit there and watch it being made that was a fantastic experience that followed not quite such a fantastic experience when we were landing in Bathurst a place called Halfdie [?] which has taken its name from the fact that they had a plague which wiped out fifty percent of it and thereafter named it Halfdie [?] and the last few hundred yards in we encountered a terrific sandstorm and we couldn’t see a thing out of the aircraft it was kind of landing by instinct and we got out of the aircraft and it was torrenting down and we were absolutely saturated and they persuaded us to strip off and put clothes on and they put all our clothes on to fast heaters so we went in there was a crisp uniform standing up in the corner which you had to break to get it on [laughs] like this crack crack crack it was quite ridiculous and we had a function an important function that night and there was our stuff we had to wear everything shirt vest and pants was rock hard [laughs].
CB: I assume Harris’ stuff wasn’t
FS: No he had six spare uniforms in his luggage that was incredible we had that photo they had just taken all our clothes away and woosh we’ll dry these for you [laughs]
CB: Now after the war if we can just conclude with Harris he didn’t wasn’t treated very well
FS: No no he wasn’t
CB: Nor was Bomber Command for that matter
FS: No no no
CB: Did you have sympathy with Harris at this time about how he was treated
FS: Oh yes I think we all did I yes I suppose even then the realisation of what sort of if I can put the wording in the battering he had to get his own way and the fact and even the fact that it was proven beyond any doubt that what that the plans he had put forward and etcetera which had met so much opposition at one time and then finally he got his own way and got the power behind his throne that he wanted to do what he wanted to do with Germany in spite of [unclear] and all that I suppose we all had a tremendous amount of sympathy and a tremendous amount of respect for his dogmatic approach in actual fact to get not his own way for words sake for getting his own way for the benefit which would be derived in him getting permission to do what he wanted to do and the result was the war came to an end so I suppose at that time we thought a great deal of him.
CB: And did you all think you know a great deal of him during the war when he was he had this programme
FS: Yes that was the general the general sentiment yes he didn’t mean admire he wouldn’t expect to meet any opposition at that it was patently obviously what we had to do and one was certainly not send the trained crews to handle the Atlantic war in spite of how vital that was I mean we talking about hundreds of thousands and when you look at the figures of what was going down ‘twixt and ‘tween American and where they were delivering the goods to place like Archangel and Murmansk North of Russia and then there was all those goods coming through Russia into the European war in spite of all that and the tremendous demands which were made upon him by as I say the Navy to send to have some trained forces so they could handle the Atlantic war well of course that wasn’t realistic in anyway there was nothing that we were doing in Germany to identify with anything to do with the Atlantic war that was something quite different admittedly they wanted the aircraft and unless they could have the aircraft and they could have the armaments to be able to drop bombs on submarines which was a bit wild gesture anyway that might have been might have made a contribution towards the more positive influence of all the shipping that was coming across the Atlantic than it did because we wouldn’t I remember the speeches in parliament by Churchill ex hundreds and thousands and thousands of tons of zinc had gone down and then the humanitarian aspect of how many they had lost at sea I don’t suppose any of us could identify that with sending trained Royal Air Force crews into the Navy to do what you know one of the things you were supposed to do to have a fleet of aircraft over the Atlantic dropping bombs on U-boats bearing in mind we had U-boats out there trying to blow the air out of the Germans anyway but that was I suppose that could have taken a different more important role entirely had that shipping gone down a more I mean with these vital elements that were arriving from America in Russia well it was a contributory factor obviously and hundreds of thousand tons going down in the Atlantic meant nothing at all to that building up that war coming down from Russia through Germany etcetera so we had a great deal of respect for him and he was a person who you had a great deal of respect for anyway not because of his position and his number of stripes in actual fact his dogged determination to get his own way for the benefit of not he for the benefit of the war.
CB: Well
FS: Sorry to interrupt but this came out in his speeches that he gave overseas in South America and the particular one we all attended in in Rio to the British contingent he was quite emotional about [unclear] the losses that had been sustained doing what he wanted to do.
CB: Of course Churchill after the war distanced himself from Harris.
FS: Oh yes yes
CB: His strategy and Bomber Command what do you feel about that
FS: We had a very strong feeling extremely strong feelings the war was over then we could say but wait a minute we succeeded but it wasn’t that easy in actual feel there was a tremendous amount of ‘oppo’ of course a lot was caused by the Dresden business that manifested itself too I remember that we haven’t touched on it yet Joy and I were specially invited to the memorial service the unveiling service for the house you’ve got all the details for that
CB: Yes
FS: Because I’ve got all the details just digressing for a moment only because of my association close association for a short period of time I had special dispensation to attend the church we had seats you had to pay for them but we had seats reserved at the church for the unveiling ceremony which was the Queen Mother of course.
CB: Yes
FS: And that was sorry to be digressing just for a moment and when we got the invitation it was a question of where it was so forth how you get there so forth and I said ‘oh there’s no point taking a car there’s thousands going there’ having a contact at The Savoy I phoned my contact and got a reservation in their garage for my car and again realised you come out The Savoy turn right and there’s the church so Joy and I went up there I was in full regalia medals and all chat chat chat[?] and went in there and had breakfast in The Savoy [laughs] there were people coming up and whats going on oh yes we’ve got something special going on down the road and then walked out the front and walked out and there was the church and we had reserved seats that was packed to capacity as of course the Queen Mother was there of course she performed the unveiling ceremony and again there was a terrific uproar in the background on her lefthandside at the back it was subdued but in actual fact it started off being very very rowdy and she continued on with her little citation for the opening and it came very interesting from Joy and I point of view my group captain from Mildenhall was then the chairman of the Bomber Command Association and his duty on that particular day was to escort the Queen Mother round and into the law courts where we were having [unclear] or teas coffee whatever I mean so he took and upside in his wheelchair was Cheshire so we could shake hands with Cheshire that’s purely by the by and we got inside and we wondering how difficult this is you’ve got two hands a cup in one hand a plate in the other one said help yourself and we were in this sort of situation and a voice boomed out it was my group captain ‘Shepherd would you bring your good lady over’ and we were introduced to the Queen Mother as spontaneous as that no preparation at all so Joy went across and was presented on the spot that was a lovely instance and that was my group captain.
CB: Yes
FS: From Mildenhall so where have we got to as far as your concerned
CB: I know that you were involved even on a slight degree with Operation Manna
FS: Oh yes on experimentation that’s right
CB: So how did you come to be involved in that
FS: There wasn’t much and I signed on for an extra six months no I’m getting things out of timing I came back to Mildenhall and everybody had gone all the bodies had gone all disappeared and there was [unclear] bombing leader who would need a bombing leader after the war [?]
CB: This is April Forty Five Right
FS: That’s absolutely right and I had come back I had finished full of my trips overseas America and everything else and that was excitement at the tail end of when we arrived in Washington of course it was madness and from there we flew up to Duval which is Montreal in the Lancaster of course in preparatory for coming home and we flew off from there and landed in Newfoundland and took off for the trip back to Prestwick which the navigator and I the two of us that was going to be an entirely star navigation back home as an experiment two three thousand miles so we dropped all the mechanics we concentrated on star shooting with our cameras and moon charts and we got a freak tuning from Prestwick two thousand three hundred miles from Prestwick so that pointer came there and we had a beam it up so that we could tell exactly where we were coming over the county it was fine we had a fire on the outboard engine on the starboard side of the aircraft a fire no problem just press the button to extinguish it, press the button to extinguish it, nothing happened so we had a fire in the starboard engine so the only think that Calder could do we were probably about twelve fourteen thousand feet high was to put the aircraft into a very steep dive and it worked it blew the fire out the engine so on investigation we found that when we dropped into Duval for final check up they had not put the fuses back into the system so [sighs] it was a toss up shall we turn back into Newfoundland rather than risk anything and that’s where they confirmed there were no fuses in the fire system whatsoever so we thought we’d choose this got airborne and came back to Prestwick [laughs heartily] but these things what happen we could have gone down there and had no well they wouldn’t know well they would have had a rough idea of where we’d gone down but fat lot of good that does [laughs] well yes that was the spot yes you can see it no can’t see any bubbles a simple thing like that happen yes and that was on the return flight. So back now Manna
CB: Right Manna
FS: So when I came back to Mildenhall there was no job for yours truly but they had a vacancy up the road in Mareham in the experimental unit for Manna and not much alternative I had my service to do and I wanted a job so I was posted in actual fact to take over this Manna thing now that involved researched into a sort of canister that we were handling that had to go on board laden with goods and lifted up into the bomb bay and writing up a report and making recommendations and so forth and on one could be tragic as far as I was concerned we got everything ready we got a pannier fixed inbetween these two containers with whatever to make weight and upstairs one of the armament people was controlling the hoist and halfway up the hoist gives way and I am standing with my hands on the edge of the thing and I took my hand and the whole of the thing crashed down into the pannier it would have just taken it off at the wrist and we looked at the hoisting gear it was clearly marked ‘US’ and they had used it oh there was a terrific stink because the person actually totally responsible was the person doing the mechanical winding upstairs was clearly marked anyway but that’s the time I could have easily lost my two wrists so I continued on my balance on my extra six months writing up reports and so forth and then I left the Air Force.
CB: So for Operation Manna the supplies couldn’t be dropped by parachute so they were in these cannisters.
FS: Yes they were an oblong framework and supported with release gear [unclear] by the pound in actual fact these are the continued developments experiments if you like that we were conducting and it was changing fairly rapidly what was being called for because we were getting reports back from Holland and Belgium on how things were landing and what sort of degree of damage occurred etcetera and what was the ideal height for dropping and they were putting up these tremendous haystacks I suppose you could call in actual fact them to cushion the thing and they worked then I came away from the operation so they built these fields with twenty foot haystacks totally soft so they cushioned everything so the percentage of damage incurred by the contents was minimalised and that was when I came away came out.
CB: So you really finished with the war with Operation Manna and taking Harris out two positive ways to finish the war.
FS: Oh very much no question about that I assure you
CB: Rather than finishing it off on a bombing mission
FS: Yes yes absolutely
CB: And how did you feel when you you know
FS: Well tail end of course the humanitarian thing came in and it was the most simple thing in the world in Kings Lynn at the Dukes Head throughout the war every weekend every Saturday evening throughout the war they had an officers invitation dance at the Dukes Head Hotel and they meant officers and it was at one of these occasions at the officers dance I went along there and surprise surprise I met Joy who was on about her second time out having lost her husband who was a bomber pilot university bomber pilot straight from university straight in.
CB: They had their own squadrons didn’t they
FS: Absolutely yes he did complete his first tour of thirty trips came out unscathed was sent to train pilots who were going to be involved in the dropping of a bridge too far sort of thing he did all his training and he was called back to do his second tour of operation and on his second trip on his second tour went down coming back from Cologne and left Joy with a little girl she was then three and I met her and got married.
CB: What did you do after the war
FS: I worked for a company called Nestle on the sales side and I became responsible for recruitment and training and development for the whole organisation I was with them for thirty years wonderful company international of course head office in a lovely place called Vevay in Switzerland on the banks of the lake and I was with them for
CB: Did you live out there
FS: No went but no lived in England moved about England when Nestle moved their head office into Croydon and had this twenty two storey block the first one they had seen in Croydon and they occupied the whole of the building because they brought in all the associated companies into one building the associated companies being the likes of Kieler, Crosse & Blackwell, Toblerone, Findus all the associated companies which were dotted around that all came into the head office twenty two storey block in Croydon so I was there until I retired and then I started work.
CB: How would you sum up your time in the Second World War and Bomber Command
FS: Well it’s tough I mean apart from being revolutionary of course which it is to my mind I don’t know what would have happened if I had stayed with the South American Shipping Association which was involved obviously in shipping goods to South America and that came to an[unclear] end at the start of the war because you couldn’t expect boats to go out there so there was no job so that’s a bypass so answering your question because it’s obviously so revolutionary and so different to what it would have been and I couldn’t imagine what I would have done had I not gone into the Air Force well I suppose life would have been fairly steady progressing with an organisation and at some stage deciding I wasn’t going far enough fast enough and getting out but I mean that was wiped off by going into the Royal Air Force.
CB: So you obviously had to volunteer so did you
FS: Ah you can’t go into the Air Force Royal Air Force without being a volunteer.
CB: No
FS: As you know
CB: Yes
FS: So I had to volunteer I had to go into the Air Force after I had tried to go into the Navy fortunately the Air Force they said yes please thank you rather than the Navy did no no no [laughs].
CB: So well a time really of excitement danger new experiences
FS: A mixture of all of those I mean the new experiences were embodied in the African trips and so forth and at the end when we were coming home from Africa we spent some time in Greece in Italy on the way back so it was really a very comprehensive trip and whilst we down in particularly Rio de Janeiro that was absolutely fantastic I mean you have seen pictures of it Copacabana Beach but we went out to place called Quichaninnia [?] about seventy miles out we had never ever I had never in my life seen a hotel like that out there it had its own everything I mean I mentioned things seventy pianos for a concert seventy pianos indoor and outdoor ballroom indoor and outdoor swimming pools and it was situated actually on the banks of a river so you could get out at night time and go right the way up the river which were all lit from this Quichaninnia [?] Hotel all lit right up into the hills fantastic place.
CB: So these are all experiences that you wouldn’t have had.
FS: I could have afforded it we were honorary members of everything when we arrived there golfing club swimming club the lot they’d opened everything and across the bay from the statue you know it’s the English quarter and that was fantastic a bit of England on the opposite shores of Rio de Janeiro.
CB: Wonderful it’s been fantastic and interesting to hear all your experiences so thank you very much Frederick.
FS: It has if it identifies with what you are looking for fine yes.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Frederick Harold Shepherd
Creator
An entity primarily responsible for making the resource
Clare Bennett
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-25
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AShepherdFH150525
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
01:11:50 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Frederick joined the Royal Air Forcein 1941. After going to Cardington, he was given deferred entry and studied for a year at university. He was invited to London for initial training, followed by the Initial Training Wing at RAF Newquay. He did basic flying in Tiger Moths at RAF Clyffe Pypard before going for 15 months to different stations in Canada. He trained mainly on Ansons.
On his return, he went to Harrogate and was then posted to RAF Dumfries where he did a specialised bomb dropping course for Pathfinders. Frederick crewed up at RAF Chipping Warden and trained on Wellingtons. He did one operation, dropping leaflets over France.
Frederick then went onto Stirlings at RAF Chedburgh before Lancasters at the Lancaster Finishing School at RAF Feltwell. He carried out several operations with 218 Squadron at RAF Methwold. Frederick then moved with his captain to RAF Mildenhall when the latter was promoted. He carried out several operations on major cities. Frederick was appointed as bombing leader for 15 Squadron as well as the squadron adjutant.
Frederick was chosen to accompany Arthur Harris, flying with Charles Calder as a co-navigator. The crew were all section leaders. Frederick describes Harris’s personality and the leadership challenges he faced, expressing his sympathy and respect. Having refuelled in the south of France, they went through Africa and on to South America and the United States, arriving in Washington on VJ Day.
Frederick signed on for another six months and went to RAF Marham in the experimental unit for Manna before leaving the RAF.
Contributor
An entity responsible for making contributions to the resource
Sally Coulter
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cornwall (County)
England--Manchester
England--Norfolk
England--Northamptonshire
England--Suffolk
England--Wiltshire
Scotland--Dumfries and Galloway
United States
Washington (D.C.)
Canada
France
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1945-08-14
15 Squadron
218 Squadron
aircrew
Anson
bomb aimer
bomb struck
Flying Training School
Harris, Arthur Travers (1892-1984)
Initial Training Wing
Lancaster
Lancaster Finishing School
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Pathfinders
perception of bombing war
propaganda
RAF Chipping Warden
RAF Clyffe Pypard
RAF Dumfries
RAF Feltwell
RAF Heaton Park
RAF Marham
RAF Methwold
RAF Mildenhall
Stirling
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/678/9226/PAsshetonJJ1701.2.jpg
c3d238893eeb38ea9b88a618d2c5124b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/678/9226/AAsshetonJJ170510.2.mp3
5cf1e2f8b43c6c23f973dbf74b34085e
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
Assheton, Jacqueline
J Assheton
Description
An account of the resource
Four items. An oral history interview with Jacqueline Assheton (b.1939) and three photographs. She is the daughter of Air Chief Marshall Arthur Harris.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jacqueline Assheton 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
2017-05-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Assheton, JJ
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: I think it must have done.
Other: Can you rewind it?
CB: I did it just then and it because that’s why I looked at the counter which I should have done earlier. Right.
JA: What do you want to do now?
CB: Do you mind if we restart?
JA: Yes, do —
CB: Can we do that?
JA: Yeah.
CB: So, my name is Chris Brockbank and today is 10th of May 2017 and I’m in London with Jackie Assheton to talk about her life and times as the daughter of Bomber Harris. So, what are the earliest recollections you have of your life Jackie?
JA: Well, my earliest recollections really are, which was the Bomber Command house in Buckinghamshire near High Wycombe where my pa was stationed and working for the last three years of the war. And that was just a lovely childhood in a big garden with nice friends next door and I wasn’t involved really in what was going on except, ‘Please be quiet your father is working.’ Or thinking [laughs] And everybody in uniform. And that’s really, I don’t really have there was nothing particularly special about it. Occasionally there was some Americans. Rather nice Americans. In uniform again. Who would bring the odd bottle of bourbon, I think. Not for me but for my pa and dolls for me which I didn’t like. I stripped them of their clothes and dressed my teddy bear as far as I remember. Nice things like chocolates. Hershey bars. They appeared. And that was really it.
CB: What didn’t you like about your clothes of the children? The —
JA: What? The dolls?
CB: The dolls.
JA: I didn’t like dolls.
CB: Only teddy bears.
JA: I only liked teddy bears. Yes. So they got dressed up.
CB: And —
JA: The dolls were given away at the local fete, I think.
CB: And your friend next door.
JA: Oh, Posy Johns was a great friend next door. Yes. So, we’ve now been friends for seventy five years having met through the hedge and so that was, we had great fun together. And I don’t think I went to school. No. I don’t think we had, I don’t think there was a nursery school. I imagine possibly my mother was trying to teach me to read.
CB: There probably weren’t schools —
JA: No. I think I was a slow reader.
CB: For under-fives in those days. So, father was CnC Bomber Command.
JA: Yes.
CB: At that time.
JA: Yeah.
CB: Where had you been before then? He’d been, and you?
JA: Oh, in Washington for about eight months I think when he was, before America joined up and I think it was to do with the lease lend. Sorting out the aeroplanes and the people, whatever was coming over. I think that was, he was busy sorting it out and came back after Pearl Harbour.
CB: Right.
JA: And took on Bomber Command.
CB: Right.
JA: So, I was what? Two when I come back. I don’t really remember anything about Washington.
CB: No. So a lot of it is second hand but in the family.
JA: Right.
CB: You know about, there were things going on. So, to what extent did father engage with you in conversations?
JA: Well, never about the war but just what was going on at the time, you know. He was great with young and the children and [pause] but I just didn’t discuss the war. I think particularly by the end of the war he really didn’t talk about it. I think he’d had enough of it. He took to ships. Africa, where we ended up. And life went on from there.
CB: Yes.
JA: So I wasn’t really at all involved in the war.
CB: Just taking a step back when you went out to Washington.
JA: Yeah.
CB: How did you travel?
JA: Oh, we went out on HMS Rodney which I think was a bit of a shock to the captain and —
CB: Which was a battleship.
JA: It was a battleship. Yeah. My poor mother was very seasick. Suffered from claustrophobia so I think she was probably very frightened and I was running around which can’t have been easy. I’ve still got my little life jacket.
CB: Have you really?
JA: Was it called the Mae West?
CB: Yes.
JA: It’s upstairs on my teddy bear and I think it was stuffed with kapok. I think it’s the sort of thing that when it gets wet you actually sink rather than float but luckily I didn’t have to try it out. And then we came back on a, I believe it was an armed merchant cruiser which must have been another slightly frightening journey. But I don’t remember that. I just remember Springfield.
CB: What were your father’s activities as relaxation?
JA: Oh, cooking was his main thing. Probably to the annoyance of the cook during the war because he’d come straight back and interfere in the kitchen and, no he loved cooking and carried on cooking until the end of his life. Loved it.
CB: What sort of speciality did he have?
JA: Well, he was a very good meat cook in that stews and things were his speciality really and roasts. Wonderful gravy. But he did exotic things. Not always appreciated. I do remember squid cooked in their own ink sitting around in South Africa. Nobody would eat them. He was quite cross. Did look awful in the glass jar I must say. And Boston baked beans. We had rows of pots of Boston baked beans in America. Nobody was very keen on those either I don’t think. But no. He was an adventurous cook. He loved it. Is it working now?
CB: It is. Yes. And your father was running Bomber Command until the end of the war.
JA: Yeah.
CB: What do you know about his feeling about the end of the war and the treatment of himself and bomber crews?
JA: Well, he was only really concerned about the treatment and the recognition of the crews and I think he was very upset that they weren’t given more recognition at the time for the crews that survived and for the families of the ones that didn’t. I think that annoyed him a lot. I think he was very relieved to leave the whole situation behind and take to ships. Cargo shipping instead of aeroplanes. I think he’d had enough of it.
CB: Yes.
JA: Not surprisingly, by then.
CB: Because —
JA: But he did mind very much about the boys. As did his last boss. The Queen Mum.
CB: Right. And that prompted him did it not to refuse a peerage?
JA: Yes. And I think I only heard him once saying that he considered it was a job that he’d have to do as he was going to end up living in South Africa. It wasn’t something he was prepared to take on and, no. He wasn’t keen to do that at all.
CB: So, before the First World War he’d been in Southern Rhodesia.
JA: Yeah.
CB: At the end of the Second World War why did he go to South Africa and not Southern Rhodesia?
JA: Well, because he’d been offered this job in cargo shipping by his American friend Henry Mercer who was running States Marine which was a cargo shipping company and they wanted to set up an end in Africa. So, South Africa Marine known as Safmarine was now going strong still in the Cape. So he got back as far as Cape Town. Not as far as Rhodesia which probably quite lucky. I think he would have been very upset to see what’s happened to it now. He was a bugle boy in the Rhodesian Regiment at the beginning of the First World War and then he wanted to, a very long march across South West Africa, he decided then he wanted to finish the war sitting down and so that’s how he ended up in the Royal Flying Corps.
CB: And then had his whole career —
JA: In the Air Force.
CB: In the RAF.
JA: Yeah.
CB: Yes. Well, first of all Royal Flying Corps.
JA: Yes.
CB: And then RAF.
JA: Yeah.
CB: Yeah.
JA: So Janny Smuts was quite a friend of his because he was a great supporter of the Air Force being an independent service, I believe.
CB: Yeah.
JA: I remember him staying with us during the war. I do remember that.
CB: South African general.
JA: Yes.
CB: Yes.
JA: Yeah. And prime minister.
CB: Yes. And what do you remember about being in South Africa as a child?
JA: Oh, well that was lovely because that was pure heaven for a child with the sea and the dogs and the country. The wildness of it. Lovely. I loved that.
CB: And whereabouts was that?
JA: Behind Table Mountain. Wynberg was one of the, near Constantia. And one of those lovely old Cape Dutch houses which was heaven.
CB: And that was, that area was the headquarters of Safmarine was it?
JA: Well, Cape Town was.
CB: Cape town. Right.
JA: Yeah. And the three original ships were [pause] get it right, they were Liberty ships.
CB: Right.
JA: Which I think, I think my pa got that organised in America through Averell Harriman. And they were done up and went out to the Cape and that was the beginning of Safmarine.
CB: So, Henry Mercer was in the States.
JA: Yeah.
CB: What did that, how did that affect your family life?
JA: Well, they were great family friends. We lived in New York but we used to go and spend weekends with them when we were out there and, no so that, that was wonderful because the end of the war my pa was looking for a job and so that all fitted in very neatly.
CB: And did you travel between South Africa and America quite a lot?
JA: Yes. On and off on the cargo ships. I missed out on a bit of schooling here and there. Yeah. And that was very few passengers and quite long journeys in those days. I think it was a couple of weeks to get from New York to Cape Town. No. I enjoyed that too.
CB: When did you return to Britain?
JA: In ’53 and we spent some time living in Cornwall looking for a house and then ended up at Goring nearer London which was probably lucky because it was, my father’s American friends always had itineraries with very little time on them. They got to Goring. They wouldn’t have got to Cornwall. So —
CB: What was he doing when he returned to the UK?
JA: He didn’t have a job. Cooking. Building bridges in the garden. Doing anything practical like that. Oh, and driving a coach and four horses for his old friend who had a collection of old carriages and large Dutch horses and we used to go around the countryside in those exercising them. I think we showed them once at Windsor. He was very keen on that. Then he got rather a bad back and decided it was unsafe sitting up on top of the carriage so he stopped doing that.
CB: And when he returned —
JA: Yeah.
CB: Then he had a baronetcy conferred on him. What was the origin of that?
JA: Well, he’d refused the peerage and the baronetcy. I think actually it was early. I can’t remember the date. Early ’50. Yeah.
CB: Oh right.
JA: Yeah.
CB: Ok. And you’re, on your own side as you got older then what did you do?
JA: Well, after school we went out to South Africa again and then I went to Winkfield. Did my cordon bleu. Following along in the long cooking line [laughs] And, and then I got married rather early and after that I was with my family and children.
CB: So, you had three children.
JA: Grandchildren.
CB: Yes.
JA: And now great granddaughter.
CB: And what did your husband do? Nicholas.
JA: He was a stockbroker and then a banker and then worked for the Queen Mother for a few years.
CB: And did he manage to sort out a lot of things for the Queen Mother?
JA: Well, I think he said it was very well organised already. He didn’t really have to do much sorting out but he very much enjoyed working at Clarence House for nearly five years. She was great and she was a great supporter of my pa. She unveiled his statue.
CB: Excellent and when —
JA: At St Clement Danes.
CB: Yes. And when the children had grown up then did you find yourself involved more with your husband’s activities?
JA: Not his work particularly, no but just running his life. Running our life. A few charitable things like Riding for the Disabled. Doing the church flowers. Nothing stunning at all.
CB: How did you —
JA: It just kept me very busy.
CB: How did the Riding for the Disabled originate?
JA: Oh, well a great friend who was my son’s mother in law was running it at Knightsbridge Barracks and very efficiently she ran it [unclear] and so I used to go help with that. Not with the army horses. With ponies. That was very interesting and that was great.
CB: So, looking back over the years being the daughter of a very famous person who for some people was controversial created a good deal of attention in certain ways. How did you feel about that?
JA: Well, I’ve got nothing to compare it with really and I think my family were very good at protecting me when I was small from it and I kept very much out of controversy since then and very pleased to see the Memorial at Green Park. That’s the one thing that did come in to my life.
CB: The Bomber Command Memorial.
JA: The Bomber Command Memorial. Yes.
CB: Yes.
JA: Yeah.
CB: Yeah.
JA: So, I’ve been really very uninvolved with Bomber Command and so it’s very difficult to fill in the background for you.
CB: Sure. What would you say was the most memorable point about your father’s involvement in the RAF?
JA: Goodness. Well, I suppose the Bomber Command years. That was probably the most traumatic for him and probably for my mother and, but it’s always very nice to meet what he called the old lags. Why they were called the old lags I don’t know. He loved his reunion dinner parties at Grosvenor House and talking to the old boys. And I think that was a great encouragement and support for him. I never heard a word of criticism from them.
CB: But he was always well supported by your mother. How did she feel about the strain? Stresses and strains of her husband’s activities.
JA: Well, again, I mean, she didn’t talk about it. I think it’s a modern thing isn’t it to talk about things and dash off for counselling. Nobody really talked about it.
CB: No.
JA: It would be mentioned but not of any great sort of concern or worry. Again, for the details just go back to Henry Probert’s book.
CB: Yes. Absolutely.
JA: And my life just carried on really without being influenced by the Bomber Command years.
CB: Yes.
JA: And so I haven’t really got any exciting stories for you on that line.
CB: But do you get requests occasionally to attend —
JA: No.
CB: Certain events.
JA: No, only your lovely invitation through, well Posy —
CB: Yes.
JA: Organised that.
CB: Did she?
JA: So, that was great. Yes. That was great.
CB: The Aircrew Association.
JA: Yeah.
CB: Yes.
JA: But, no. No. It’s all a long time ago, isn’t it?
CB: Yes. It is.
JA: Yeah.
CB: But it needs recording.
JA: Yeah.
CB: Accurately. Yeah.
JA: Well, you can shorten that down.
CB: Ok.
JA: To about five minutes.
CB: Thank you very much indeed.
[recording paused]
JA: My pa was a brilliant speaker and it didn’t worry him at all making speeches to any number of people. I think the last Bomber Command reunion dinner there was something like, could it have been nine hundred people in Grosvenor House?
CB: Possibly.
JA: It was something massive.
CB: Yeah.
JA: Yeah. And he got given a little gavel by the, oh my goodness the guys in the red suits who always take charge of ceremonies and dinners for the best speaker of the year.
CB: Right.
JA: I’ve still got it in the safe.
CB: Have you really?
JA: Yes.
CB: Excellent. Yes.
JA: No. He was a great storyteller. Animal stories and things for the children and more serious things. No. He was always very interesting to listen to.
CB: That’s an interesting point. I wonder what the topic would have been for his military dinners. In other words, Air Force dinners but they weren’t just Air Force.
JA: Oh, well I mean his support and his thoughts about Bomber Command and his great admiration for the crews and everything they did was always I know deep in his thoughts and heart.
CB: Because after VE day then the government changed and what did that do for his association would you say?
JA: I think we’d gone to America by then so I don’t think it affected, affected him at all.
CB: No.
JA: No. But that really, again I have a badge that said, “I like Ike.” [laughs] So we were probably more in to American politics than —
CB: Eisenhower.
JA: English ones by then.
CB: Yes.
JA: Yes.
CB: Yeah. Dwight D Eisenhower.
JA: Yeah. Went to see him in the White House when we had tea with him. And so that was rather exciting for me.
CB: Cookies and Hershey bars.
JA: Do you know when we got to America the Hershey bars didn’t taste the same. I didn’t like them any longer. All I wanted was steak and chips with butter on both. I do remember that. That was heaven.
CB: So, by this time we’re talking about —
JA: Oh, the steak and the chips. That was when I was five or six and we were in New York setting up Safmarine and I couldn’t believe that I could actually get a hold of butter. That was the big treat. Didn’t want the ice cream. Wanted the butter.
CB: Who do you remember about rationing in Britain?
JA: I remember sitting in the back of the official car eating a whole lot of cold butter off the block of butter and it was a disaster apparently. I think it was the whole week’s butter ration [laughs] for everybody. I didn’t like eating in those days apart from butter so it didn’t worry me.
CB: And chips.
JA: Didn’t get chips during the war. No. I think the rationing was still going when we came back in the 50s. Meat. Petrol. Yeah.
CB: Till ’54. Yeah.
JA: Til ’54 yeah. No. I’m more interested in food now then I was then.
CB: Do you enjoy cooking now still?
JA: Oh yes. Luckily. I had to do quite a lot of it. Yeah.
CB: And did you induct your children in correct cooking?
JA: Oh, they’re all, particularly my son is a very good cook and very good at his, running his coffee shop and his café.
CB: Inspired by his grandfather.
JA: Probably, yes. Very keen on his grandfather. They all were.
CB: So, there was a good relationship there.
JA: Oh, very much so. Yeah. And we went down there at weekends and holidays to Goring and he cooked for them. Complained he was nothing but a short order chef because they all wanted different things. He kept going until he was nearly ninety cooking.
CB: Did he really?
JA: Yeah.
CB: Yeah. Ninety.
JA: Ignored everything the doctors told him and cooked happily away. Lots of butter and meat and delicious things.
CB: Yes. All the things that are really good for you.
JA: He did quit smoking sixty Camels a day which he smoked during the war when we got to New York. He was told by a heart specialist that he’d better stop so he did. Being strong minded he stopped dead. Never smoked again.
CB: American doctor.
JA: Yes. We were in New York.
CB: Yes.
JA: I think he took a turn for the worse and was told to stop smoking so he did. My mum couldn’t.
CB: Did she —
JA: I think he had one [unclear] on Christmas day after that as a sort of celebration. I think they came out of the same packet so eventually he pronounced them disgusting.
CB: [unclear]
JA: And threw away the pocket. Yes. No. No. He was great.
CB: Thank you.
[recording paused]
CB: I see on the mantel piece there’s a V&A card. What do you do with the V&A?
JA: Oh, I’m in the V&A on Mondays. I do, I’m on the Information Desk and it’s a great museum. We’ve got a great new director and I enjoy that very much.
CB: How often do the exhibitions, well how often do the exhibits change?
JA: Oh, that varies. There’s usually one or two main ones on at a time. At the moment we’ve got Pink Floyd coming on.
CB: Just right.
JA: Yeah. Balenciaga is the next one, I think.
CB: Right.
JA: No. It’s, it’s a great place and Tristram Hunt was the Labour MP in Stoke.
CB: Yes.
JA: And he’s fantastic.
CB: Is he?
JA: Yeah. Yeah.
CB: Good with people.
JA: They all feel he’s really part of the team. And —
CB: That’s his real interest.
JA: Yeah.
[recording paused]
JA: That’s why I —
CB: Rightly or wrongly your father is well known in the context of Dresden and the bombing of it.
JA: Yes.
CB: How did you appreciate that?
JA: Well, I do remember him saying that I think he didn’t want to bomb it at all. It was too far away was one of the main things. But what people don’t realise is he did what he was told to do. Depending on the weather and what was on the list he had to send the boys off to go and do it and it wasn’t the final choice of where, I suppose but it was on the list, you know. I don’t suppose he enjoyed it any more than anybody else.
CB: It's, it’s a —
JA: He did what he was told.
CB: Yes. It’s a bone of contention in many ways from all sorts of aspects but to what extent do you rub against that, up against that with the V&A?
JA: Not at all. Never mentioned. And I didn’t mention it to the last director either.
CB: Right.
JA: You’d best not.
CB: The reason I ask is because there is a Dresden Society which is active in a variety of ways and is to do with the rebuilding of Dresden.
JA: Probably is.
CB: In an, an architectural context.
JA: Yeah.
CB: Apart from other things, and I just wondered whether you got involved in that in any way.
JA: No. No. I mean, I really haven’t been involved in anything to do with war. Bomber Command since the war. I think I was protected from it during the war and it continued from there
CB: Sure.
JA: And so I can’t fill you in on any more. But I know the V&A there’s a few holes in the wall that the Germans left. They’re still in Exhibition Road. I notice they’re still there although they’ve redone that wall. No, the V&A doesn’t.
CB: There isn’t enough money to cover all repairs in these things.
JA: Probably not. No. There’s a great new extension that’s up there about to open. Do you know the V&A?
CB: Haven’t been for ages.
JA: Sorry, that’s the one. No, it’s great.
CB: And —
JA: It’s a delightful museum.
CB: They run a special briefing for you on the desk beforehand, do they? So, that everyone is singing from the same hymn sheet at the V&A.
JA: Oh yes. We have so many emails. So many that we don’t really get around to reading them all. No. I think there are big changes now. It’s getting more and more efficient in that way. My only worry is that it’s more and more based on the computer which I’m not very speedy at operating and so they probably have younger people taking over from us old folk quite soon.
CB: What sort of age range do you have of the public coming in?
JA: Oh, everything. Every age. And I, they are encouraging a lot of children to come in. There are lots of activities at the weekends and holidays which is great.
CB: Yeah.
JA: No, it’s a great museum.
CB: Thank you.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Jacqueline Assheton
Creator
An entity primarily responsible for making the resource
Chris Brockbank
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AAsshetonJJ170510, PAsshetonJJ1701
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
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
Civilian
Second generation
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
South Africa
United States
Germany--Dresden
New York (State)--New York
South Africa--Cape Town
Washington (D.C.)
New York (State)
Description
An account of the resource
Jacqueline Assheton discusses her father's career in the Royal Flying Corps and Royal Air Force and his post war work establishing Safmarine shipping line and his friendship with Jan Christiaan Smuts. Her father did not talk about his wartime career, but enjoyed cooking. He enjoyed talking to Bomber Command veterans and wanted them to have more recognition for their role during the war. She discusses her role as a volunteer with the Victoria and Albert Museum.
Language
A language of the resource
eng
Format
The file format, physical medium, or dimensions of the resource
00:28:13 audio recording
Contributor
An entity responsible for making contributions to the resource
Julie Williams
bombing of Dresden (13 - 15 February 1945)
Harris, Arthur Travers (1892-1984)
memorial
perception of bombing war
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/773/9293/PWatkinsJ1801.2.jpg
23a737b72e514fe88268be4fdbef9f76
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/773/9293/AWatkinsJ180802.2.mp3
7707459bd57b1cac29e841380e02be32
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
Watkins, Snogger
John Watkins
J Watkins
Description
An account of the resource
An oral history interview with John Watkins (b. 1924, 1624229 Royal Air Force). Initially a ground personnel wireless operator he volunteered and flew operations as a wireless operator with 230, 240 and 205 Squadrons.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-02
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
Watkins, J
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
SP: So, this is Susanne Pescott, and I’m interviewing Warrant Officer John Watkins who was a wireless op and air gunner for Bomber Command and Coastal Command. I’m interviewing today for the International Bomber Command Centre’s Digital Archive. We’re at John’s home, who was referred to as Jack during the war and it’s today, the 2nd of August 2018. So, first of all, thank you John for agreeing to be interviewed today.
JW: Quite happy to do so.
SP: So, John do you want to tell me about what you did before you joined up? Before the war.
JW: Yes. Well, before I was in retail. Men’s retail in Rotherham. In 1938 or ’9, the Air Training Corps was formed in Rotherham, 218 Squadron with librarian, Chief Librarian Broadhead I think they called him who was made CO. And there was about eighteen of us with a little Air Training Corps badge and so that’s when the 218 Air Training Corps Squadron was formed. Just after that we all got uniforms. Now, that was a very proud moment because we had the Church Parade and I’ve still got a photograph of that where there’s the commanding officer is first and I, being tall was just behind him. We were really proud to be the beginning of 218 Cadet force, RAF Cadet force in Rotherham. From, at that particular time it was 19’, 19’, oh ‘39, ’38, ’38, ’39. It was when the Rotherham and Sheffield Blitz was on. That means when the Germans were really flattening big buildings and well, all that went through in the Blitz and I at that time was only seventeen or eighteen but I was a fire watcher. So, if any of the, any of the fire bombs dropped we had a bucket of sand. We had to put it on it and shovel them away. It was scary to do that. Very, very scary. But I joined this Air Training Corps and that’s where I, because before this I used to be making model aeroplanes and I was very interested in flying right from the beginning. And so, when they said, ‘Do you want to join?’ I thought, ‘Right. I’ll go for interview.’ And that would be 1940, I would think I joined in I had to wait a while after they consider everything but I wanted to be in aircrew and very pleased to learn Morse and arms drill, marching and all the rest of it. So I was quite experienced by the time I did get, joined in in the RAF in 1942. Do you want any more now? So, I’ll cut it from there.
[recording paused]
I suppose I’d better, just a minute I’d better start off with, they called all the aircrew up to Blackpool to do their initial training. Blackpool saw all the, all the boarding houses were filled with trainee aircrew. So that’s where I first did the marching and the learning of, well, I’d already started learning Morse because I knew I wanted to be a wireless operator air gunner. Anyhow, so I first went to Recruitment Centre at Cardington, February 26th 1942. And then from there I went to Padgate at Blackpool. That would be August. We had to wait. They didn’t call me straight away. My father, I used to say, ‘Has my papers come yet? Has my papers?’ But I went to Padgate in August the 14th 1942. Then I went to the Signals School at Yatesbury in Wiltshire. That was in December 1942. That’s where I first started. It was quite easy there because as I say I could read Morse before I went there but then from there this is when I first went to Number 5 Group, Grantham, Lincolnshire which was Bomber Command, and it was the Headquarters of 617. Number 5 Group. This was in June the 24th 1943. That’s when the, that’s when the raid was on and that’s when I first met 617 Squadron and I said, ‘Well, what is, what’s the first job?’ And the first, as near as I can remember the first job was with two senior wireless operators that had been in the Force some time and regarding the raid, the Dambuster raid. And that was April, in May 1943. Now then, I asked what my first job was at number 5 Group, Grantham and they said, well when, on this raid they will be flying with, you know the Dambusters raid. But number 5 Group they don’t want the aircraft to contact 5 Group at Grantham, because if they did, if they were attacked while they were on this raid and they contacted 5 Group they’d send some bomber and just flatten the Headquarters of 5 Group. So, they said we want you to, three of us all together. Two senior ones and me as a junior, and you had to take radio receivers. The crews had been instructed to contact us which was in the middle of a field between, between Scampton and Grantham, and we had this, we had these receivers and if they got into trouble, any of these bombers, they had to contact us. We’d got special, special sign, call sign. Then we would contact Grantham, 5 Group by telephone. So that was one way of preventing them stopping the raid by clearing the head Group at Grantham. That was, as I say I was in Scampton 617, April 26th ’43. Funny thing, I was in, I was actually at Scampton about four or five months and it was the exact time when the raid was on. I’ve got that on my official papers which said I was there but I was a very minor, a very minor helper but I was very proud to be there. Now then, after that we had to go to Number 4 Radio School at Madley near Hereford to complete the flying. The flying part of the signal, of the radio and that was in July and August 1943. So, from, from 617 Squadron I went over to Madley near Hereford and so then after that I’d done all the wireless and flying part. I went to Number 10 Gunnery School at Barrow in Furness in September 25, ‘43 to do the gunnery course. And on January ’44, that’s when I’d done all the gunnery and got my, got my [pause] I think I’d got the gunnery course finished. I went to the Personnel Disposal Centre in January the 16th 1944. And then to Dispersal Unit because we were sent there from, from there to Canada. Now, we went and I’ve got the draught number, draught 867, Royal Mail Ship Andes. And we were sent over to Canada and the USA. Now, this ship was built for the Mediterranean. A flat-bottomed thing which was built for, I think it was six hundred chaps and there was four thousand of us in it going across the Atlantic in January 1944. I think it should be ’43 that. No, it isn’t. It says —
SP: Yeah.
JW: But anyhow, I can’t quite read that. So —
SP: That’s January ‘44 that. Yeah.
JW: Yes. Right. So, from there, when we get over to Canada we went up to, went up to Montreal, just as a transit camp. And then from there they sent us down to New York. From New York by train. New York, Boston, Baltimore, right the way down Maryland. Right to the bottom, to Miami. Miami in Florida. And that was quite an experience because they took ten days to get down and we were dressed in Royal Air Force blue, and we used to, we were stopping at every other station and meeting all the Americans. Anyhow, from there, from, from Miami they sent us over to Number 111 Operational Training Unit at Nassau in the Bahamas. Now, that’s where I went training on Liberator bombers and Mitchell bombers. We did our training there but this was with Coastal Command. I was four months all together training with the depth charges and gunnery and all that in Nassau. That was quite an experience because in those days nobody had been to Nassau. Only the very wealthy people. Now then, that was in? What date have I got down here? I think ’44. Somewhere, near. Anyhow, I was there for four months. Then I came back and went to reception at Harrogate on June, June ’44. So I was four months, I think in, in training in the Bahamas. And from there I went to the Heavy Conversion Unit at Killadeas. That’s, that’s Northern Ireland. This was August the 8th ’44. So, it was on 131 Operational Training Unit. You see VE Day was the 8th of May ’45. Anyhow, this was ’44. August 9th ’44 and when, this was in Ireland on Lough Erne where we were trained on Catalina Flying Boats, and later on to Sunderlands but I had a very lucky experience there. On this Lough Erne the course to convert on to flying boats from, from ground Liberators and Mitchells. It was about eight weeks the course. Now, I went on this course, enjoying it too and then halfway through whether or not it was the good food in America I don’t know but I got boils on my bottom and I couldn’t sit still to send my Morse on the keys. So, I had to come off and go into dock to have these boils treated. Nurses chasing me around with kaolin poultices, red hot to put on your bottom. Didn’t like that bit. Anyhow, I went in to, in to this dock and I was in there for two or three weeks and they cleared them. Came out and looked for my crew, and this was lucky part on my part, very sad on the other part. They set of from Enniskillen, North Ireland, Lough Erne. They set off to India across the Bay of [pause] Is it Gibraltar? Bay of Biscay. Bay of Biscay. Set off from there. Got across the Bay of Biscay. Went to Gibraltar. From Gibraltar they went to Sicily and that’s as far as they got because they crashed in to Mount Etna in Sicily and they all got killed. All my mates got it. So, boils in some respects saved my life. But it was a very sad occasion because I’d just got used to them. Anyhow, I found a new crew. Got a new crew and did what they did by training fully and getting, leaving Northern Ireland across the Bay of Biscay, Gibraltar, and then to Sicily, only we didn’t hit Mount Etna. We went straight on and down. Down to Habbaniya, I think. I can’t remember the names but we ended up at Karachi in Northern India, and that’s where we did a bit of supply business flying from, from there. I was with 240 Squadron this. Well, it would be one of two squadrons 240 and 205, and then 230 Squadron. They’re all, they were all Coastal Command [pause] Have a little finish and then I’ll probably —
[recording paused]
JW: 205 Squadron at Redhills Lake, Madras. From Karachi we went down. This was 1945. We went down. That was from, from Karachi, 205 Squadron at Redhills Lake, Madras comes next. That’s the south of India, and we were stationed there in March ’46, I think it is. Anyhow, then we were doing supply from Koggola. We got sent from Madras which is, that’s interesting too because Madras, there was Redhills Lake there. I had an operation, and I said to a chap, he was an Indian surgeon. I said, ‘I’ve been to Madras. Redhills Lake.’ He said, ‘Oh, they’ve built a big either hospital or something similar at that place near Madras. Oh, I could go in to, I could go in to details about being there in Redhills Lake. We went on leave to the only gold field in India. They called it Kolar Gold Fields, and I even got a chance to handle some of the nuggets. The big chunks of gold. They wouldn’t give me one but I went down there and they said, ‘Do you want to go down here.’ I said, ‘Oh, I’ll risk anything.’ So we, two of three of us said, so but they said, ‘Before you go down, and if you want to get out for a big cave down there you can get out and go around if you want. But we’ve got to warn you as soon as you go out and go into this cave if you don’t get into the middle where the water is coming up in the spring where the oxygen comes you’ll pass out.’ So, we did it anyway. We went and rushed to, rushed to this spring and sped over it just to say we’d been in. That’s why. Little daredevils. So that was, that was from Redhills Lake. Now then, they sent us from Redhills Lake at Madras over to, to Ceylon as it was. That’s Sri Lanka now. Koggola. Now, Koggola was stuck on to, stuck on to, [pause] What’s the capital of Ceylon? Galle. The capital of Ceylon used to be Galle. Well, Koggola Airfield [pause] Lake or whatever it was at Koggala was next to Galle in Ceylon. That was June in 1946. We slipped, we’ve missed a lot out, but anyhow and then that, that is what upset me most of all partly because from Koggala we did a lot of supply taking nurses and supplies over to Singapore. Seletar was the airfield on the station. Seletar. And we used to take these supplies but the thing that upset me terrifically was to see some of the lads that had been prisoners. Terrible to look at and to see them suffering. Some of them didn’t make it. They died before. But we, we took them back to Ceylon. That’s right. And that was the run that I did quite a lot. Between, between [pause] Seletar, which is Singapore back to Koggala in Ceylon. I’m just trying to think when we changed over to Sunderland Flying Boats. I think we did. I can’t remember the exact date but we did because I remember taking, they were a much bigger plane, the Sunderland than the Catalina because we were in a Sunderland Flying Boat when they said, ‘Right. You’ve got to take these supplies to Hong Kong.’ And so, we’d never been to Hong Kong before so we set off with these. I don’t know if we’d got nurses with us or just supplies, but we set off to go to Hong Kong and it was quite, I’ve got all the distances and times that it took us. I’ve got them in another book. But this time was the first time we went to Hong Kong. I shall never forget it because we’d not been there, well we hadn’t been on Sunderlands very long, but we gets going to Hong Kong and I remember the, it was in between mountains. There’s mountains on either side, and the wireless reception was terrible but we managed to get. I didn’t think we’d get there because Bob said, ‘Well, we’ve very little fuel so it looks like I’m going to have to put it down.’ And the thing that I can remember I was in the wireless operator’s unit just next to him, and I looked out of the window at the front and there was a big pier. A big pier stretching out right, as it got near the water. A big pier. I thought well, this is it. We’re going to crash into that. But somehow, he twisted it and missed the pier but we ended up on the beach. All the floats went through the wing, and the propeller got bent and all the rest of it but we were, we didn’t get killed. And I remember that, and thinking, well why did it happen? And I found out why it happened. Firstly, we hadn’t got enough fuel to turn round and land going out to sea because that’s where you were going. You’d got plenty of water to land. But we hadn’t, and that’s why we ended up in the beach. But I had to leave him. I had to leave Bob. We, we went with another aircraft back to Ceylon and Bob stayed there to give an account of why and that’s the last time I saw him. In 1946. And so I was very sorry. But two or three years ago I’m reading the Indian Ocean Flying Boat Association newspaper and it says, “Bob Cole is now living in Clacton on Sea.” So, I thought, marvellous. I’ll ring up. So, I rang him up, I said, ‘Bob, what are you doing?’ He says, ‘Who’s that?’ I said, ‘It’s Jack Watkins, your wireless op.’ He said, ‘Never. After all these years.’ As I say, it was only four or five years ago from now. He said, ‘What are you doing?’ I said, ‘I’m coming down to see you.’ So, I went out to see him and we were nice slim young chaps when I left him and now he’s got a big fat paunch and I’ve got a little belly. But anyhow, we had a lovely chat together and oh it was great that and now, even now when I told him that, I rang him up, I said, ‘Bob, guess what I’ve been flying in a little Tiger Moth that you used to train in before you got — ’ ‘Oh, no.’ He says, ‘I’ve not been in one of them for years.’ I said, ‘Well, I met a person that’s got one and he’s took me around, and I went right around with him right, very, very near to Scampton where the Red Arrows were,’ I said. ‘And the chap, the pilot said, ‘I’d better not get too near or the Red Arrows are there and they’ll chase us off. But it was a really good experience, and so I just had that but I thought you’d like to know about that. Anyhow, I’ll be seeing you before long, if I can get my mates to bring me down. I’ll come down and see you again.’ That’s it. So, it was lovely that. So that’s as near as I can go for a minute. Yeah.
[recording paused]
So, it was in August 1946 when I went for home enlistment. A Transit Centre was August. August 1946, and then I went to 10 Personnel Dispersal Centre on September the 12th ’46 and that was where I first started off from. From Blackpool on the, I’ve forgotten the name of the place now. Blackpool. Padgate. Started off at Padgate, ended up at Padgate and glad to get home then. Of course, I was BBC Sheffield, Rony Robinson, he goes on from there, said, ‘Oh, what did you do then?’ Well, I’d, this Rony Robinson started the, I said, ‘Well, when I got home,’ I said, ‘I remember coming to Rotherham Station and I’d got two kit bags. One with my flying kit in and one with my ordinary kit in, and —' I said, ‘I felt a bit miserable because the other pal that I’d been, met in Ceylon came, and he’d got, all his family met him. Well, I’d finished with my girlfriend so there were nobody to meet me but I carried these up to Wortley Road where I used to be living, and so I thought thank goodness I’m home.’ But, one of the first things that I thought of straight away, I’m finishing with marching and I’m going to buy myself a motorbike. So, I thought. So, I bought this little motorbike and I thought I’d never had one before, and I thought let’s see how this darned thing works. So, I sit on it, and it was slightly uphill. Kicks it up, and twist the, and twist the throttle and it started moving. Now, I was on it and it was going and I thought this is marvellous. I’m not pedalling and I’m going uphill. And I’m going on like this and I kept on going, and the chap was walking alongside me and said, ‘Why don’t you change gear?’ I’d never thought about that. But it was good to, to have something different. But then of course Rony went on, ‘So what happened then about your marriage business?’ I said, ‘Oh, that. That fell through. I was married for ten years and then I had to throw in the sponge, and I was ten years on my own then.
SP: So John, that was great to run through your sequence of events.
JW: Yeah.
SP: All the time within the RAF.
JW: Yeah.
SP: So, after you joined up and you’d done all your training —
JW: Yeah.
SP: You talked about sometimes, you were, the time you were at Scampton and it was the time when the Dambusters raid was on.
JW: That’s right.
SP: Did you know something special was happening there? Was it —
JW: Well, I knew it was. I didn’t know exactly what was happening but I was used to bombers having been on Liberator bombers which are very similar to the Lancaster and I knew there was something going off and I knew, but we didn’t know. They kept it very hush hush. I remember seeing Guy Gibson and N***** nearby but, because we were right in the middle of it when they were, before they put the big bombs for the Dambusters they used to be, they used to be loading these big bombs up with chains, and we were in a billet only a few hundred yards from it. And I thought crikey if that’s breaks. But no. As for the raid itself, apart from when they told us they didn’t give a lot of detail. They just gave us the call signs and if you heard from this one pass it on straight to 5 Group at Grantham. And, oh no, it was exciting really but scary for a young man. As I say if anybody said they weren’t scared they must have been tougher than me because you never know what’s going to happen. You’re on edge most of the time. But no. I enjoyed, I can’t say I enjoyed it but I remember little things that’s nothing to do with this. My mother came to see me while I was on there. No. I’m, I’m skipping a bit. This was in Blackpool. She came to see me in Blackpool there and of course there was, it was full of aircrew training and she was a very delicate little woman, my [laughs] So, she said, ‘Right. Are we going for lunch?’ Well, the only place you could go to lunch was Old Mother Riley’s Tuck Shop, and they’d even got the knives and forks chained to the table because the lads used to [waltz ] them. But no. To get back to Scampton. We did it. It was very hush hush. We didn’t know a lot. I knew that I had to do a certain job, and that was listen for messages and pass them on to, they was all in different call signs, but you’d pass them on to 5 Group. And as I say after that I seemed to be taken up with being posted as I say to different places.
[recording paused]
Yes. The hut that they told us to go to was to, was in the middle of a field out in nowhere really between Lincoln and 5 Group, or Scampton and 5 Group. I can’t remember. It’s in a similar, similar area. But instead of, the reason they sent us out there was because they’d been told to contact us in this little hut. They give us different call signs, and then we’d pass the message by telephone to 5 Group in Grantham. What the main thing was, they didn’t want any of the bombers to contact 5 Group because that was headquarters, and if they’d have gone straight away, they’d have sent a bomber and just cleared the lot. So, as I say it was exciting for, for a young chap and baffling and all this, but we got, we got through it all right.
SP: An important part to play during that time.
JW: It really was. It seems, it seems trivial now but at that time it must have been important for them to tell us to go there and send us in between Scampton and, and Grantham. Between them two. We were there so they would be contacting us there. And then if they wanted to bomb where, where they could hear where our call sign, one we, we’d have got it then. Yeah. But no. No, it’s, it’s a long, long time ago.
SP: And what was life like at Scampton air base at that time? So obviously we know —
JW: Well —
SP: The Dambusters. What was life like on the base?
JW: The base was, well, it’s hard to say because everything was in short supply. I mean food and things like that. We got served, I remember queuing up a meal once. K rations they called it. K rations. They were just like these Ryvita biscuits. Two or three of those and that was it. But even in Blackpool before we went to Scampton the food was poor and we used to send it home. We all had a biscuit tin with bits of cake and things like that. There were more mice in them boarding houses. They used to be running on the top of the bed. We used to knock them off. In your greatcoat there would be mice because we used to keep food in the bedroom. But things were a bit tight there. But there are certain things that that I remember that I wish we’d got. Dried egg. It was powdered egg. I loved it. I don’t know if you can get it or not now. We’ve gone off the subject now so you’d better get back to —
SP: That’s fine. It’s the really interesting stuff. It’s all those bits of information.
JW: Well, you see things that, that are, different altogether and especially when I’ve just skipped over the Blitzes of Rotherham and Sheffield there. That was really frightening because I remember being in the Tivoli, Tivoli was a little cinema in Rotherham and this was the night when the Blitz was on too, and I’m sat there with a young lady of course, one of the neighbours, and we were watching this film. All of a sudden boom, boom, and the seats were shaking like mad so I said, ‘Well, we’d better get out of here.’ I said, ‘Because it looks as though it’s getting nearer and nearer.’ So, we gets out, and there was a little passage down the side of the Tivoli cinema so, I said, ‘Come on, let’s get in this passage.’ We just stood in this passage and whoof it shot us right to the other end of the passage. And I said, ‘We’d better get home now.’ And there again when you get home, some had these Anderson shelters which were like corrugated steel in the garden. But otherwise, you could have what they called, I forget what they called them but it was a great big steel plate the size of the dining table, a big dining table with all wire meshes. Meshing underneath and that was your air raid shelter indoors, and you could put blankets and things on and creep in there every time the siren went. You know, you can’t realise that. Kids wouldn’t realise that if the sirens were whoo whoo whoo. You’d know that that’s the time that they were coming. The German bombers were coming. And when they had done with their business and they’d gone you could hear them hmmmm, then the all clear would come. It would be one solitary note [humming] That means you could come out and put the fires out, or see to what wanted doing outside. You don’t realise that. People don’t, don’t realise that can’t remember the Blitz. But there was some, I’ve forgotten most of it but I remember in the middle of Sheffield was a massive big pub come hotel called the Marples and it was filled, the bottom was filled with all spirits, whisky, wine and you mention it and that went up, and that. Oh, it was, it was terrible. All broken down and on fire. I remember my wife worked in, in the Co -op’s stitching sewing business in West Street and she said, ‘Well, we just got ready and went to work from Tinsley,’ where she was living. And when they got to work the policeman said, ‘What are you doing? Get back home.’ You know. So, they sent them back home then. But you forget. It’s a good job you do forget really. But not altogether. Same as this that I’m coming back to when they’re going to close Scampton down. I don’t like it because I think they should, they should leave it open for British heritage because it’s such a, well it was such an important thing. It was just from the Dam raid to, it saved England anyhow, I think. And I mean they asked me before what, what do you think about it? I said, well I don’t know that much about it because, but I do know that if, If I said to the government, to whoever in charge, ‘We’re going to shift Nelson’s Column. We’re going to move it.’ There would be an uproar. Or if we said we’re not going to bother with Flanders Field with all the poppies. It’s only a field with poppies in so why should we worry? So, enough said.
SP: Ok.
JW: Right. Rest now.
SP: Ok John, so we’ve covered about Scampton and, and the air raids.
JW: Yeah.
SP: At Sheffield and Rotherham.
JW: Yeah.
SP: Do you want to tell me a little time about you time when you’d done your training in Canada and you were travelling through America? You said you were in your RAF uniform.
JW: Blue yes. Yeah.
SP: How were you treated by the Americans? What was that journey like?
JW: Well, really from, from New York that was an experience and all because remember we were only eighteen, or, nineteen, year old. You’ve heard about New York but then you come and you have a short period, just a short period in New York. I remember going around Broadway. Well, everybody’s heard of Broadway, and you look up and the buildings are so high that they seemed to join at the top. Of course, you’d nothing like that in England. So, it’s all busy busy. I can’t remember much about it but it wasn’t, there was no black out. No blackout in America. And when I left England there was rationing. You daren’t strike a match in the dark because, ‘Put that light out there.’ Because it was the ruling there. The bread was brown and it was dark. You don’t get white bread, and you couldn’t get sugar and I remember the rationing was butter, sugar, lard, marg, bacon, eggs, cheese. All those were rationed to nearly nothing. But then to get from that to America. I told Rony, I said I’m going to start a book about. “From Hell to Paradise and Back.” And I said, I said, he said, ‘Well, why don’t you write it?’ I said, ‘Because it’s all the past and nobody’s interested.’ And I keep thinking now about Scampton. It’ll be all in the past and will be forgotten like the poppy fields. We don’t want it to be forgotten. Not for the kid’s sake. And anyhow, coming back to America I looked at New York and Broadway. I’d seen that, and quickly just going past and then we set off down and I should have to look at the map to find out which places we stopped at because it was a ten day journey from New York down to Miami in Florida because we kept stopping and he used to say, ‘Right. You’ve got a half day here.’ So, we would go out and we’d meet the people of America and they were marvellous. Lovely. Because they knew what we were suffering in England and oh all the food, The stuff like that. Everything was really like paradise at the time of England. That was why I thought I’ll write a book, “From Hell to Paradise,” and come back. But anyhow, when it gets to the bottom the thing is that you remember about the train there in, in America and you go to the back compartment the first thing I said, ‘I’ll have a tea please.’ So, what did they bring me? An iced tea. I’d never had iced tea in my life. So, I had that but go back to the compartment and look down the line from where you’re coming, and you can’t see the end. It goes, goes on and on and on. Miles and miles. But every time you stopped and went to see, you learned something about the people. In young men. I mean, I got on a bike there once and I said, ‘Where’s are the, there’s no brakes, where are —’ ‘Oh, you just back pedal for the brakes.’ And things like that stick in your mind and they were lovely people, and they really looked after us. And of course, when I got to Miami, I must tell you this, being a shy and bashful RAF aircrew chap, I met a girl down there and she was a WAVE. What’s a WAVE? A WAVE is an American Wren. They call them WAVES there. So, I met this girl called Peggy and I were very gentlemanly, no messing about and she took us all around to nightclubs where all the names like Bing Crosby. I don’t know who they were but they were right up there. Took us round there, took us round a race, a dog racing track. Never been to one of those. Everything was bigger and, and elaborate. Anyhow, she was a nice lass and I’d, I’d split with my girl, because I’d heard that she’d been playing away and confirmed that that was true. So I said, ‘Right. Well, that’s it now. We’re finished.’ I said, ‘You can be my girlfriend.’ ‘Oh, that would be lovely.’ So that’s what I met when I’m was going down to Miami. Then I had to leave them. Had to leave them behind. You get on a little boat to go to Nassau in the Bahamas, and that was a lovely trip because the waters there were pure and clean, and you could see all the little fishes like humbugs, all different colours. I remember I dropped a pair of sunglasses down there. Right down to the bottom. Down and down and down. Oh, ever so far. Oh, that’s that then. That’ll cost me a fiver for some new ones. Anyhow, this young lad says, ‘I’ll get them boss. I’ll get them.’ And he starts swimming down and I looked at him. Well, I could swim a lot having been on Catalinas and, and he got them back for me. ‘Right. Thank you.’ So, I gave him a penny and he was quite happy. Anyhow, we go from there with these flying fish at the side of the boat going from, from Miami to Nassau in the Bahamas. Now, Nassau at that time was when the Duke of Windsor, he’d finished with, he didn’t want to be king and he threw in his hand and went with Mrs Simpson and they went to Windsor House in the Bahamas. In Nassau. We didn’t see much of him but he was there at the same time. And anyhow, we got there after seeing, oh I’d better tell you this but it’s, it’s a bit frightening, and it’s a bit rude and it’s a bit all sorts. But I’ll tell it you and I hope you’re, nobody’s offended but it’s true. We gets there and just before we pulls up in to Nassau the MO came out and he said, ‘Now, look here lads, just sit down there and look at this — ’ video. Not a video. A film. And he says, ‘It’s a bit horrible but you’re going, going to watch it because I’m going to force you in to it.’ He says, ‘Now, there’s some beautiful young ladies on this island here. Well, I’m going to tell you now, after you’ve seen this film, if you carry on with what you think you’re going to be doing good luck to you, but don’t come to me complaining later.’ And he showed me this film of VD, and I’m not kidding I thought right that’s me finished with females forever. It was disgusting. They got a little umbrella and stuffed it up your willy and brought, ooh I thought. Well, it put me off, and it put quite a, most of the chaps off but one or two did. They did succumb to these wishes of the, but partly the females because they were asking you, well I’ll not go in to more detail because it’s rude that. But anyhow, that was one other thing but everything was lovely there. That’s why I think when I came home, and I got these boils on my bottom I had such wonderful food there. And that, I think it upset completely but anyhow the other thing I’ll tell you, one little instance because really it would be uninteresting to anybody else but in these big Lanc [pause] in the American —
SP: Liberator.
JW: Liberator bombers, we were. There was all sorts of different, everything different on the radio and the guns. The guns were .5 cannon, and there was blister, blister turrets underneath so when you landed you were in between the two wheels, big wheels and it nearly set on fire. But I remember one instance during training. We used to be, we used to be armed with depth charges and all the rest, because there was some sort of submarines and things in the, in the area. I didn’t know about but we used to go on to training trips and if we didn’t see anything on the way back there was a wreck, and the idea was to, for practice reasons the navigator used to have to drop one depth charge near this wreck and the air gunner, wireless op/air gunner used to have to lift up the Perspex on the back turret, lean over with a big camera and take a film of exactly how near we were to this wreck. And the one that I remember was I had got this turn. ‘It’s your turn to go take the photo.’ So, I gets this dirty great big camera, leans out on the back and says, ‘Right. Ok. I’m ready at the back.’ He goes, ‘Right. We’re taking the run. Right. Bombs gone,’ and I expected to take a film of the, how near to the wreck it was, and all of a sudden the water splashed up. We were only about a hundred foot up but the water came right up and I never got a film because the navigator had pressed the wrong button and instead of pressing it for one, he pressed the whole lot. So there were about six or eight depth charges went and we got splashed. But we just said that it must have been an electrical fault. It couldn’t have been our fault because — but that’s just an instance that sticks in your mind. You see when I’m talking like this, one thing leads to another. We talk about sea planes, Liberators, Catalinas and Sunderlands. Now, you think when you land a Lancaster or you land a Liberator you come down gently and it’s either a good landed, a bumpy one, or straight but you’re down and that’s it. You open up and you get out and go for a coffee or something. When you land a seaplane you land on water which little, few people know that water is as hard as concrete when you land and you can feel it under your foot, because it’s only like the thickness of the hull. But you land there and you look for a buoy floating. It might be rough, but you look for it and there’s always got to be two of you in the front turret to get that buoy because you have to have a big boat hook. And then you see this buoy with a loop on top and you’ve to grab the loop and pull it. The engines are still going. Pull this towards you, and then get a big thick rope and stuff it through this loop on the buoy, bring it back and wrap it around a bollard and hold it tight and then give the thumbs up to the pilot to cut the engines. And it’s quite an ordeal that to do that especially when it’s wobbling about. I nearly lost one of my best mates. We were both in the front doing that, and he was doing the boat hook and I was getting the rope to wrap around this bollard, and all of a sudden he slipped and he went down there. So, he’s hanging on, he’s gone under the water hanging on to this arm and I’m hanging onto the bollard with the rope there and he nearly, he nearly got killed really. But anyhow he gradually pulled himself up there. Anyway, we never spoke. We never spoke either of us just put my thumb up to the pilot to cut the engines. And that was that and we never mentioned it again but in two minutes he could have gone. That’s it.
[recording paused]
SP: So, we talked about the different planes that you flew in, in Coastal Command. The Catalinas and the Sunderlands.
JW: Yeah.
SP: Do you want to tell me a little bit about the role of Coastal Command? What, what you did on a day to day basis?
JW: Well, it depends which squadron you were with and where but generally speaking the, the role of Coastal Command was to escort the convoys that in my opinion from America to England because we depended on America for food and for lots of things, early days. And it was a known fact that the Germans had got terrific patrols and submarines that were just up and down, and just pinching all the trade and sinking all the troops. We were losing a terrific lot of ships and things, but we also saved a lot because we, we managed to depth charge a lot of the submarines. I don’t know how many. I can’t tell. I did know but I’ve forgotten now. And apart from that Coastal Command was on, what’s the name [pause] for any Bomber Command or anybody got brought down in the sea they would land and pick them up which was, we did quite a lot of that. And it was important to know that, that they were there. But my main job was on the South East Asia Command. That’s from Madras at first. Redhills Lake, Madras to Singapore. Seletar at Singapore. And it was supplying, in fact they called the squadron 240 SPUI Supply at first, to supply nurses and equipment, food etcetera to, to Seletar at Singapore. And then we did that for quite a while and then they transferred us to Galle or Koggala which was in Ceylon. We were doing the same, same trips from, from there, from Ceylon over to Seletar, Singapore. Down the Malacca Straits, and searching for Japanese submarines.
I don’t know if we escorted any ships across there but mainly it was supply. And as I say it’s hard to remember now, but from there how it finished up was we got, we went on to Sunderlands from, from Catalinas. They were carrying more things, but there’s also different things to learn about them. We were still, though we were experienced we were still training. Every time you changed from a Catalina to a Sunderland you’ve all the different radios, different guns, and different procedures. Mind you the Sunderland’s a lot bigger because there was a galley there where we could cook. There was a big, big difference altogether. In fact, the Japanese and Germans used to call it a flying porcupine there were that many guns in it. But as I say when you think about different planes you’d to learn about different, the Catalina has got a blister on the side with guns. We’d to learn the different guns and the different radios. Apart from knowing the, there was one, one thing that I do remember. We were coming back from, from Singapore to [pause] I think it might have been Redhills or it might have been Koggala, in there, and the navigator, the navigator had given Bob the course, and somehow, mind you the navigator was mostly always drunk. He liked brandy. And Bob says, ‘Jack, will, will you just check your directional finding aerial.’ It’s like a round aerial that you twist around to find out where the beacons were sending messages from and it’s tells you where to go. Well, the navigator had given us a course to go so far, and if we’d have kept to that, if we’d kept to that course, we should have missed Ceylon and we should have been in the middle of the Indian Ocean. But we used this, this direction finding aerial, put it right and landed. But just a little thing like that could have, we could have ended up in the middle of the Indian Ocean and wondered why. But these are things that’s apart from searching your eyes, it’s no wonder my eyes are bad because you go from, from Ceylon to Singapore you don’t just sit down and listen to the radio you’re searching all the time for submarines and anything that is abnormal that’s going to attack our shipping and —
SP: Would that all be by sight or was there any equipment that would highlight if there were submarines as well?
JW: Well, it was really, it depended on when. I think there was certain, certain equipment there but I can’t remember much about it. Mainly by sight. That’s what I say, my eyes used to, we used to have to had to scan, scan the horizon. Scan the sea. I’ve spent hours and hours looking at that for periscopes and things like that, but that’s a long time ago. I forget about it. But I was pleased when it was all over and they said, ‘Right, you’re going. You’re going to, you’re going back to England.’ You couldn’t believe it at first. Little things come to mind then. The actual week when I was demobbed there was a lot of snakes and things out there, you know and we used to [pause] I remember this time when it was near going home time. We went, we’d been to the mess, we’d been drinking a lot, and we always carried a revolver and always live ammunition, and we get back to the mess and they were all like palm trees, you know. They weren’t wooden things. Palm they used to, the huts and billets were. And I remember going in and seeing this snake on the top and it was only about, it might have been a couple of yards long. Maybe a yard and a half, and it was a silver one and we’d been drinking and we were just happily shooting at it to knock it off like. So, you know, as we shot it down when we did shoot it down I always thought snakes went slow like that but this one was brmmm and it was out of the door. So, the following day I’m going around getting all my things stamped for going home and I came to this office of the hut where they had to stamp my forms and just as I get there, I was on a bike at the time and a dirty great snake, a whacking big thick thing going across the road just as I can see today. I thought crumbs. I nearly fell of the bike. I might have done. I jumped off anyhow. Gets into the hut where I’d gone to have this thing stamped. I said, ‘Crikey, I’ve just had an experience. There was a snake. I think it must have been twenty foot long as that thing.’ ‘Oh, you don’t want to worry about that,’ he says. ‘That’s, that, that were only a rat snake. They only eat rats.’ I said, ‘I don’t care what it was,’ I said, ‘Because just a few days ago we found a little snake on the top and it were all silver coloured. Silver coloured and we were shooting at it. We knocked it down. It shot off like.’ He said, ‘It’s a good job it didn’t come to you. They call them silver krait, and It’s the most poisonous snake in the country, so just these little things that stick in a small mind.
SP: Yeah.
JW: Now then —
SP: Did you have the same crew while you were out there?
JW: I did.
SP: Did you? Yeah.
JW: Until that last time when we crashed the Sunderland in Hong Kong and then we split up. But on odd occasions we used to fly with different, if they were short of a chap we’d —
SP: Yeah.
JW: If there was a wireless op.
SP: Who was your crew then? Who was your main crew?
JW: My main crew was Bob Cole. I’ve got pictures of us here. And —
SP: So —
JW: With the crew who they were.
SP: Yeah.
JW: Well, these were wireless operators.
SP: Just tell me who your crew were.
JW: This is all my crew.
SP: Yeah. What were their names?
JW: Bob [Vinton] there. Frankie [Burke]. Jock, I forget his name. I’ve got it written down somewhere. And he was the skipper. Hawkey, Flight Lieutenant Hawkey. Pete [Dakus] and I forget him now. He was, he was from down south. I’ve got them written down. It might be on the back of these. And I think he was an Aussie and that’s me. I don’t know where —
SP: So that’s your pilot.
JW: That’s Flight Lieutenant Hawkey and, well, I’ve got them written down somewhere. It might be on the back.
SP: So, John, obviously the crew called you Jack but everyone else had nicknames on crews. What was your nickname?
JW: Oh, yes. Well, as I say, well when I was on the crew it was still Jack but when I came home here and joined the RAF Association well that’s when at one of the meetings we’d been on parade and marching for some Armed Forces Day I think it was. But when we came back, we get to outside the Town Hall and the mayor came out and about she said, ‘Now, chaps if you’d like to pop upstairs for a coffee or a brandy.’ Well, you know who was first upstairs. I was up there like a shot and the girl serving the coffee she was really lovely and I looked at her. I said, ‘You are really lovely you are, aren’t you?’ She said, well, she didn’t mind, and I gave her a little kiss on the cheek. Now then, the mayor was just at my side. I didn’t know she was there so I thought I’m on a charge here. I’m going to get in trouble. So, I turned to her and I said, ‘I wonder, is it appropriate that I kiss the mayor?’ And she said, ‘I don’t see why not.’ So, I thought how lovely. So, I got out of that, and I thought that was the end of it but it wasn’t really because the lads, some got on to that and I admitted I might have kissed one or two other ladies that were expecting to be kissed, or well I was liking to be kissing t them but anyhow that was that side. And then we come to a, a service in the local Minster and it was where the armed, there were the Military Wives Choir and brass band, and some other thing., some other group all in church. Full congregation. Also, before the service starts the mayor stands up and said, ‘Jack will you please stand. John will you please stand up and I want to present you with something.’ So, she presented me with this Scotch plaid carrier bag and I thought what’s all this about? So, I opened it and there was a, a lovely tie with a Sunderland Flying Boat printed on it and there was a gold watch that fits in your top pocket with a Sunderland Flying Boat on it, and then there was this mug. A lovely coloured mug with a Sunderland printed on it and they’d put, “To Snogger John Watkins,” just because I’d happened to kiss the mayor. But I thanked them very much for it and since that of course they all put my name on that as Snogger. And at first, I thought well I don’t know if I like this or not. It makes you feel a bit common and the rest of it. But then they printed a “Snogger” number plate for the back of my scooter. I said, ‘I’m not putting that on. You can just go and put my, do another one and put RAF 240 squadron and I’ll put that on.’ So, I filed the “Snogger” one away but since all this talk about different places and where you’ve been and what you’ve done, I’m afraid Snogger’s come to the front again so we’d better keep Snogger in, but I suppose I shall be getting somebody’s fist in my, in my face one of these days and saying, ‘Well, that’s my young lady so keep off.’ I’ll take it anyhow. Will that do?
SP: That is brilliant. So, John, I just want to thank you on behalf of the International Bomber Command Centre’s Digital Archives for sharing your stories with us today.
JW: Good. Thank you very much. I have enjoyed it.
SP: It really has been a real honour to meet you. Thank you.
JW: Yes. It’s nice to see you darling and you’ll get a kiss before we go so come here. Yes. Thank you. Lovely. Thank you darling.
SP: Ok. Thanks.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with John 'Snogger' Watkins
Creator
An entity primarily responsible for making the resource
Susanne Pescott
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
2018-08-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AWatkinsJ180802, PWatkinsJ1801
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
01:02:00 audio recording
Spatial Coverage
Spatial characteristics of the resource.
Bahamas
Canada
Great Britain
India
Sri Lanka
Singapore
United States
England--Bedfordshire
England--Lincolnshire
England--Wiltshire
Bahamas--Nassau
Bahamas
Italy
Italy--Mount Etna
India--Chennai
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. Coastal Command
Language
A language of the resource
eng
Description
An account of the resource
John Watkins was working in retail in Rotherham and in 1939 he joined 218 Squadron ATC. He joined the RAF in February 1942 at RAF Cardington, and did his initial training at Blackpool. In December 1942 he did his wireless training at RAF Yatesbury. His first role was as a ground personnel wireless operator at RAF Scampton in 1943. He next went to RAF Madeley to complete his aircrew training and then to 10 Gunnery School in Barrow in Furness. In early 1944 he went to the USA, via Canada. He was posted to 111 OTU in Nassau in the Bahamas to train on Liberator and Mitchell aircraft. On his return to the UK he converted to the Catalina and later the Sunderland flying boats. His original crew set off from Northern Ireland to fly to India, but due to a medical issue he didn’t fly with them and his crew were killed enroute. He finished his career flying on operations for Coastal Command in India and the Far East. He was personally upset by the condition of the ex-prisoners of war of the Japanese he and his crew ferried from bases.
Temporal Coverage
Temporal characteristics of the resource.
1940
1942-02-26
1943-06-24
1944-01-16
1945
1946
Contributor
An entity responsible for making contributions to the resource
Julie Williams
205 Squadron
5 Group
617 Squadron
Air Gunnery School
aircrew
B-24
Catalina
Eder Möhne and Sorpe operation (16–17 May 1943)
ground personnel
prisoner of war
RAF Barrow in Furness
RAF Cardington
RAF Madley
RAF Scampton
RAF Yatesbury
Sunderland
training
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/769/9367/YDexterKI127249v1.2.pdf
eaf09649af90b3a0b45e75742d497557
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
Dexter, Keith Inger
Dexter, Dec
K I Dexter
Description
An account of the resource
33 items. The collection concerns Flying Officer Keith Dexter (1911 - 1943, 127249, 1387607 Royal Air Force ), a policeman before the war, he flew as a pilot with 103 Squadron at RAF Elsham Wolds. He was shot down and killed with all his crew on 16/17 June 1943 on operations against Cologne. Collection contains a dozen letters from 'Dec' Dexter to Phyllis Dexter,There is an extract from the 103 Squadron Operational Record Book on the loss of his aircraft and crew, maps of where his aircraft crashed, official Royal Air Force personnel records, Netherlands official documents, document about his aircraft as well as a photograph of a Lancaster over Lincoln and a crew. There are photographs of his grave as well as a group of people, including Keith Dexter being interviewed as a pilot trainee by the BBC at RAF Hatfield. There are two detailed daily diaries covering his time in the Royal Air Force from from 3 April 1941 to June 1943 which relate activities while training and on operations. There are some memorabilia, a photograph of a Lancaster over Lincoln, a painting, and an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/770">album</a>. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Lieutenant Colonel Monty Dexter-Banks and catalogued by Nigel Huckins.<br /><br />Additional information on Keith Inger Dexter is available via the <a href="https://internationalbcc.co.uk/losses/106139/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-30
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
Dexter, KI
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[book front cover]
[inserted] Engagements [/inserted]
[page break]
DEXTER.
DIARY FROM JOINING R.A.F.
[indecipherable]
[inserted] Engagements [/inserted]
[page break]
Memoranda
Th. 3 4/41. Attested Euston House.
S. 1 6/41. Holiday. Bolton Abbey with Con.
M. 16 6/41. Con to Stradishall.
M. 28 7/41 joined R.A.F. A.C.R.C. ST. [indecipherable]
28 7/41 – 9 8/41 A.C.R.C.
9 8/41 – To No.1 I.T.W. Babbacombe. Got [underlined] fit [/underlined]. Fairly hard work – interesting.
30 8/41 M.K. Gibbon’s –
12 9/41 Party K.
22 9/41 – 26 9/41 Final exams.
26 9/41 – 29 9/41 leave [deleted] A [/deleted] Party – Stradishall
30 9/41. Travel overnight to No1 E.F.T.S. Hatfield.
1 10/41 Arrive Hatfield. Good grub. Neat [indecipherable]. First sight Tiger on nose in middle of aerodrome.
3 10/41. 1st. trip with instructor. Rather strange at first. Planes seem to go crab fashion below you Ground very hard to read. No ill effects except for bumps. Glad to get back to ground though. Think I’ll like it. Off to Cons. Hitch to Cambs.
4 10/41. Leave - Stradishall.
11 10/41 [indecipherable].
12 10/41 Cons by car with Phyl. Pick up Mary. Chicken lunch – lovely.
[page break]
For Week of Monday [deleted] 12th Oct. 1941 [/deleted]
[deleted] MONDAY [/deleted][underlined] F. 17 10/41. [/underlined] wonderful hitch to Cambs. 3/4 hour. Got soaked from Haverhill.
[underlined] Th. 23 10/41. [/underlined] Went solo.
[deleted] TUESDAY [/deleted] [underlined] F. 24 10/41. [/underlined] could’nt do anything right. Reaction after solo? [deleted] A [/deleted] Party – S. Palace.
[underlined] S. 25 10/41. [/underlined] up & doing.
[underlined] Sun. 26 10/41. [/underlined] B.B.C. broadcast from
[deleted] WEDNESDAY [/deleted] Hatfield. After to see Phyl [indecipherable] & Dora.
[underlined] M. 27 10/41. [/underlined] 1 hour’s solo. Everything O.K. must have been re-action.
[deleted] THURSDAY [/deleted]
[underlined] T. 28 10/41. [/underlined] Rumour we’re leaving. F.F.I.
[underlined] Th. 30 10/41. [/underlined] Regret left Hatfield. C.O.
[deleted] FRIDAY [/deleted] very interested and decent. Very sorry to go. On leave to 5 11/41 repeat A.C.D.C. [indecipherable]. [deleted] A [/deleted] Party.
F. 31 10/41. To Cons.
[deleted] SATURDAY [/deleted]
Sun. 2 11/41 Party W.A.A.F officers mess and Off. Mess Stradishall.
[underlined] Mon. 3 11/41. [/underlined] Flip Wellington. ‘F’ Freddie.
[deleted] SUNDAY [/deleted]
[underlined] Tues. 4 11/41. [/underlined] Left Cons en route A.C.D.C. Saw Phyl & [indecipherable]. Party [deleted] A [/deleted]
[page break]
Memoranda
W. 5 11/41. Arrive A.C.D.C. Manchester. Good homely digs at Wyatts. Fail [indecipherable] Manchester.
F. 14 11/41. Spur of moment party – good.
S. 15 11/41. 7pm. Air. “Fantasia”
Sun. 16 11/41. [indecipherable] lunch (white sauce). [indecipherable] supper.
Th. 20 11/41 – 21 11/41 Overnight to Greenock. Embark H.M.T. [indecipherable] at [indecipherable] bound for Halifax Nova Scotia en route for U.S.A. Grounded rather. Sleep hammocks comfortable. Good grub. Harbour interesting.
Sat. 22 11/41. Weigh anchor. Depart harbour to Sea. 10.30/am through [indecipherable] to off Scottish Coast. Howard Marshall & Julian Huxley aboard. Also [indecipherable] with Fleet Air Arm [indecipherable].
Sun. 23 11/41. 0830. joined by two freight ships and one destroyer. Set sail in earnest 0930. [indecipherable] Pork lunch. Heaps of people sick. Bit queasy – eat good tea then O.K. Grand on deck - [indecipherable] forward. Green faces. Felt rather homesick. Cautious beer flat – queue for dry [indecipherable] Cigs etc. Very cheap.
[page break]
For Week of Monday 24th. Nov 1941
[deleted] MONDAY [/deleted] [underlined] MONDAY [/underlined] 24 11/41.
Green faces – sick everywhere Sea getting rough. Continue O.K. Good grub – now plenty of it.
TUESDAY 25 11/41. O.K. Eating well. Gale terrific pitching and huge seas. Grand fun. Man overboard destroyer – poor devil’s had it. Hove to during night.
WEDNESDAY 26 11/41. 3 days out. Sea still high and boat pitching. Took over Mess orderly to dodge guards etc! Green faces. Freighters left us. Grand fun.
THURSDAY 27 11/41. 4 days out. Lectures in Officer’s lounge – interesting. People recovering – not so much grub – still good. Big seas. Getting colder.
FRIDAY 28 11/41. 5 days out. Snow & sleet. Rumour not far off land – false. Ploughing steadily on. Most people recovered. Food still good. Fully lit ship passes in evening. Destroyer investigates.
SATURDAY 29 11/41. Rumours rife – but all false. Still going ahead. No sign of Jerry yet. Saw “Convey” – good. Played Bridge. Man-o-War crosses bows well ahead – exchanges signals with destroyer.
SUNDAY 30 11/41. Rumours but no Landor Jerry. V.Cold & uninviting. Handed in £10. Enjoyed trip so far. Moving well now.
[page break]
Memoranda
[underlined] Tuesday 2 11/41 [/underlined]
Docked Halifax 8 am. Ashore 1.15pm. Cables sent. Entrained for Moncton for A.C.D.C. 6 hour journey. Arr. 7pm. marched up to barracks. Brand new. Very warm. Most comfortable bed after hammock in tiers of two. Fleet Air Arm still with us. On way here passed through wonderful country. Pines and lakes with shacks seen through trees. Small towns & villages composed of a church always – and houses al in wood. No brick or stone to be seen. Halifax harbour inland a wonderful sight. Good meal served on train and another on arrival. Kitchens on train and A.C.D.C. very open. Strange to see lights again. track single for the most part with passing points. Block of one engine-in-section at a time prevails. [indecipherable] from [indecipherable] to Moncton. [indecipherable] at [indecipherable] dished out apples to troops. Several troop trains going towards Halifax. The [indecipherable] return cargo? Sleep – oh marvellous.
[underlined] N.B. RAILWAYS. [/underlined] Not so safe as in England. Queer system of single line working no tables. Track have double line [underlined] holts [/underlined] used either way. Track circuitry no apparent signalling. Centralised control. Points had worked on [underlined] MAIN [/underlined] line. No tank
[page break]
For Week of Monday 1st. Dec. 1941
MONDAY 1 12/41. Rumour – no land. Not far away now. Cold. Saw shoal of porpoises in afternoon – wonderful. D.R.O says docking tomorrow. Land sighted 10.30pm.
TUESDAY 2 12/41. Can sight land & lights distinctly – marvellous sight. Going well ahead now. Destroyer now left us. Docked 8am. Ashore 1.15pm. see opp. Saw Wallace.
WEDNESDAY 3 12/41. No work as yet. Posted mail & had look round town. People very decent. Good for shops & repair as you wait [indecipherable]. English tobacco – stacks. Disturbing rumours about U.S.A.
THURSDAY 4 12/41. Excellent hygiene here. Drink through straws – paper tissues. Excellent and varied grub at reasonable prices. Restaurants or Grills like “Quality Inns”. People grand though seemingly slow. Evening dinner Town.
FRIDAY 5 12/41. Man found to have hanged himself in drill hall. Bridge. 1250 Photos then down Town. Wonderful mixed grill. Had a look at Railway. We’re in the heart of moose country. Told excellent shooting & fishing. Bridge then bed.
SATURDAY 6 12/41. Paraded us work. Bridge. Thought we’d hitch to St. John – but decided against. Dave & I 5 mile walk. Scenery very same everywhere. Supper at Bennetts – bed. Wet.
SUNDAY 7 12/41. Up late nearly missed breakfast. Nothing to do. Wrote home & cards. Mind everywhere. Snow afternoon. Thick in evening. Drier snow than England. Bridge – bed. JAPAN DECLARES WAR – BOMBS HONOLULU, SINGAPORE ETC.
[page break]
Memoranda
engines. Shunters called “Switchers” and shunting “Switching”. All [indecipherable] carry huge head lights and wonderful drive whistles. Crossings usually not protected by gates. Train uses its whistle continuously to give warning of approach. At crossing a load single gong bell is started when train is 300 feet away and an arm with red lamp swings from a post across the road. All worked by track circuit. All main line engines appear to be 4-8-4 and switchers 0.6.0 or 2.6.0 tender engines. All engines kick up large amount of smoke. All vehicles whether goods or not are bogie. The [indecipherable] have 6 wheeled bogies.
[underlined] R.C.M.P. [/underlined]
A state controlled body – can operate anywhere. Each province I/C of [indecipherable] & sub-divided into Sub-Divisions I/C of [indecipherable]. Organisation very similar to M.P. Better system of forms. Those required in [indecipherable] already stacked up in the required No. with carbon in between – only require to be put in typewriter. Accident reports are completed by ticking off items which apply on a special form – no long winded typing. Far less forms than in the M.P. to cover a larger field of work.
[page break]
For Week of Monday 8th. Dec. 1941
MONDAY Heavy fall of snow overnight. More pleasant than wind. Snow seems more powdery & does not wet so much an English variety. Plenty of snowballing. U.S.A at war.
TUESDAY 9 12/41 no more snow but plenty about. Paid a visit to R.C.M.P. pleasant welcome invitation to go and drink there. See opposite page.
WEDNESDAY 10 12/41 Dodged fatigue’s in morning and in afternoon set out for majestic Hill – found snow too deep. Wonderful scenery. Reports that P of Wales and Repulse sunk by Japs.
THURSDAY 11 12/41. Had a hot shower & grub with Solomon’s [indecipherable]. Met Dennis Moyar on way here from U.S.A. passes O.K. being hit [indecipherable] at 200 mph at 5000’ in cloud! After to town & supper at “Windsor Grill”.
FRIDAY 12 12/41. After pay parade to town to get silk stockings for everyone and no lipstick. Sent home via [indecipherable] in time for Christmas I hope. After exchanged shoes for 3$ in town. Bridge then bed. Saw G. Wilkinson this morning.
SATURDAY 13 12/41. Short parade. Bridge before and after lunch. Too lazy to go out but eventually met Solomon, Charles & Wilkinson. Grub - [indecipherable] – dance – bed. George has failed on landings.
SUNDAY 14 12/41. Told we’re supposed to be moving South on Tuesday. Dodged fatigues – Snow turned to rain and a spot of thaw. Bridge all day.
[page break]
Memoranda
no crime Book – just loose leaf binder to hold one copy of crime Report prepared in quadruplicate. Finger prints taken on similar form to ours. System of working – local towns have their own Police and local bye-laws are practically left to them as a matter of courtesy. Mounties deal with State offences – liquor, game, big crime involving districts, travelling criminals etc. Start work 9 am. Patrol according to what is happening – usually 9 am to 6 pm. but are “on tap” for 24 hours. Uniforms – Scarlet full dress worn at Police Court, special & ceremonial parades, otherwise the un-dress of a bluish khaki is worn with the blue breeches (yellow stripe) and brown knee boots – very smart cut & fit. All recruits receive 6 – 9 months training at Regina which appears to be a 1st. class Training School & well appointed. Certainly the saying seems true that “There are only two Police Forces, the M.P & R.C.M.P.”
[underlined] SNOW [/underlined] Finer & more powdery than in England. Does’nt wet your clothing. Sun shines quite warmly during
[page break]
For Week of Monday 15th. Dec 1941
MONDAY 15 12/41. Moving at 6am tomorrow. Changed all [indecipherable] to American currency. Bath and then down Town for an evening meal. Packing. Frost during night – everything frozen hard – dangerous walking.
TUESDAY 16 12/41. Up 4.30am. parade 6am march station move 7.55am. Grand trip glorious scenery. ST. John, McAdam, Brownsville (Maine U.S.A.) Montreal 2.30am. Stopped [indecipherable] – beer 1st for 3 weeks!
WEDNESDAY 17 12/41. Slept indifferently on seats let back on a slide. Toronto, Ayr 10.30 am, 1/2 hour route march to stretch. Winded through tunnel to Detroit – dirty – Toledo, Cincinnati new [indecipherable] march [indecipherable]. C.P.R. right thro’.
THURSDAY 18 12/41. We are to keep the C.P.R. Coaches right thro’. Awoke at Chattanooga Tennessee. Atlanta – Montgomery then Maxwell Field. Scenery all day like the New Forest only more of it.
FRIDAY 19 12/41. Reveille 5.45 am. Parade 6 am. Heaps of B/S. We are to be drilled U.S. fashion – also U.S. arms drill. Address by R.A.F. senior officer in hanger in the evening. Very tired.
SATURDAY 20 12/41. Up at 6am. more arms drill and U.S.A. foot drill. Told we are to do a ceremonial Sunday parade in public – hence the drill etc. Quite enjoying all this. Grub excellent for climate.
SUNDAY 21 12/41. Up 6am. short church parade after breakfast. Early lunch then a complete rehearsal. 3.30pm. parade proper with band spectators etc. We put up a good show. Union Jack carried.
[page break]
Memoranda
the day and slight top thaw occurred. At night as soon as sun goes down it freezes hard & possibly snows also. Makes everything look marvellous. All the local people are at once prepared for it. Cars have chains and the bodies of hand carts etc. are taken off the chassis and put on a chassis equipped with runners – all [indecipherable] a land of snow. In spite of warm days local people wrap up well – they know. During day often an icy wind which makes your ears literally freeze – and ache. When sun is out the snow looks a wonderful colour of blue – reflecting the blue of the sky. Real need to wear tinted glasses if out for any length of time – Snow falls a lot End of November to December and lasts until end of March to April. Never seems to get slushy like good old England. No hills round here for winter Sports – pity.
All sleighs or for that matter horse drawn carts have small bells attached to the traces. Snow ploughs used on roads & footpaths as well as railways. Whether it is reflection or what I don’t know but when the sun is shining the sky is a glorious greeny-blue
[page break]
For Week of Monday 22nd. Dec. 1941
MONDAY 22 12/41. Up 6am. as usual! P.T & drill in the morning. Lecture after lunch – fell asleep. Treated myself to a new pen! Spot of bridge. Wrote K.
TUESDAY 23 12/41. A heavy tropical type of thunder storm overnight. Sheets of rain. No outside parades. Re-shuffle of quarters. Still with Dave & Thomas. An evening Christmas sing-song in hanger – R.A.F excelled. Good fun.
WEDNESDAY 24 12/41. Open post cancelled – rumour Japs A/C Carrier in Mexican Gulf. Troops fed up. someone sent telegram to Churchill in Washington! Later allowed open post of camp. Bored. Had walk round. [indecipherable]
THURSDAY 25 12/41. Allowed open post from 9am to 4.30pm. on guard at 4.30pm. To Town beer, turkey at Morrisons – more beer then guard. Fraternised with U.S. Cadets good fellars. Few drinks.
FRIDAY 26 12/41. Guard to 4.30pm – tiring job glad when over. Last tour of duty very hot and heavy on the feet. According to U.S. Regs not allowed to stand – must keep moving! Obviously not complied with.
SATURDAY 27 12/41. Parade thro’ Town in Blue-Grey Festival. 10am. Hard work but good show. After beer & grub at Morrisons Then to ball game at Gampton Bowl – disappointing. Later Blue-Grey Ball – lovely. Tommy Trinder’s band.
SUNDAY 28 12/41. Returned 1.30am. straight to bed tired. Stayed in bed to 9am. Leisurely shave etc. lunch 11.30. Usual Sunday Parade. R.A.F. colours presented. Bridge wrote home. & bed.
[page break]
Memoranda
and when sun sets the whole sky is a blaze of colour. Snow and roads etc. soon settles down & becomes frozen hard. There is no slush.
[underlined] FOOD. [/underlined] Not so unlike English dishes as at first one imagined. Different cuts of meat such as ‘T’ bone steak etc. food generally much cheaper. A whole supper @ 45c the same price as one ice cream sundae or fancy effort at the Soda fountain. Method of ordering is to choose the main dish which are priced on the menu and usually grouped together in price order. Menus all in English! Then you choose the soup or tomato juice etc. course, the sweet also the vegetables, for the main dish & last coffee, tea or milk. Having fixed the price of the meal by the main dish the rest is thrown in by the management! Usually lashings of all the kinds of vegetables on the menu and an extra cup of coffee if required. All restaurants are usually “Bennett’s Grill” or “Alison’s Grill” with “Art Bennett. Prop” under the name! some are called restaurants but usually grills. The interior is much the same. Always a soda fountain then snack bar with tall seats, and the rest
[page break]
For Week of Monday 29th. Dec 1941
MONDAY 29 12/41. Usual day – parade in the afternoon. At 7.30pm. O.C. Capt. Luper lectured on the U.S.A. “Honor” System in hanger. Troops got and enlightened him on the British code of honour. He was shot down in flames! Cable K.
TUESDAY 30 12/41. Usual day. Rumour that we’re going on the 11th. Shan’t be sorry. [underlined] Japs take Manila. [/underlined] Damned [indecipherable] lectures up to now ore History & Geography (U.S.A) & Aircraft Rec. bridge – bed.
WEDNESDAY 31 12/41. Usual day. We won the Sqdn. Competition! After parade into Town. Drinks – eats – flicks (“Yank in R.A.F. – good) drinks. Got bored at 11pm & returned 11.30pm. Went to bed. Heard New Year come in. Cable from Con.
THURSDAY 1 1/42. Reveille same time. Period of P.T. excused drill owing to winning Competition. Raining. Open post after lunch to 7.30pm. did’nt go out. Rumour we’re going on 6th. Spot of trouble over the [indecipherable] damage. Honour at stake.
FRIDAY 2 1/42. Received five letters & one parcel (Con) all via Heaton Park & [indecipherable]! makes things look a bit rosier. Bridge – prepared room for inspection next day.
SATURDAY 3 1/42. Presentation of American Wings to Advanced Class – lucky devils – address by Gov. Weaver O.C. U.S. Air Corps. Open post 12.15pm – 12.15am. Town. Meal – Tommy Horsfall. Dance Intro. Saxons. Invite next Saturday.
SUNDAY 4 1/42. Reveille usual time. [underlined] Wrote home [/underlined], A.W.Smith, Rly. Mag. Macs. Gilletts, Phyl. Went into Town – just had a look round museum at Capitol – tea & home.
[page break]
Memoranda
divided into knife board partitions to hold four – similar to the Quality Inns. Iced water and a plate containing rolls, biscuits or cookies as they are called, with butter are always provided with a meal. To choose a complete meal is cheaper by far than to order a la carte. Incidentally Bennett started in Moncton 5 yrs ago with 50$!
[underlined] HEATING. [/underlined] all houses large or small are “steam heated”. Indoors in Moncton is stifling far too hot. They do not seem able to strike a happy medium. Even the buses are heated by hot pipes. Probably accounts for the T.B. going from humid atmosphere to the freezing cold outside. Still – in each house however small there is a boiler in the cellar. Then according to the wealth of the owners there is a proper radiator system or just pipes lead off to all the rooms blowing in hot air. The wooden houses are much hotter than the brick variety – also wood is cheap and easy to get. The Canadians do not seem to have frost difficulties as in England. They don’t seem to take any special precautions but expect the “steam heating does the trick.
[page break]
For Week of Monday 5th. JAN 1942
MONDAY 5 1/42. Received a parcel from Rice with tobacco and one from Con with long letter all via Manchester & Moncton – very nice.
TUESDAY 6 1/42. Find we’re on the move on Saturday. Ring Saxons and re-date for Wednesday. Spot of bridge. No B/S parade.
WEDNESDAY 7 1/42. Definitely going Saturday think its Tuscaloosa. Make date with Saxons – have a good evening. Nice large house with big log grate & logs! First home I’ve been into – for 2 months!
THURSDAY 8 1/42. List definitely up for Tuscaloosa. Leave Saturday 13.15hours. Get out kit bags etc. Glad we’re going. Practice B/S parade for visitation tomorrow.
FRIDAY 9 1/42. Up 5.30am. B/S parade at 9 am for Air Chief Marshall Sir Charles Portal who arrived by a Douglas. Packed kit etc. Open post to 10pm after lunch went down Town.
SATURDAY 10 1/42. Left at 1.30pm for Tuscaloosa by motor coach. Good journey 147m in 3 1/2 hrs. Tuscaloosa a change from Maxwell. Good billets, grub fair, less B/S.
SUNDAY 11 1/42. A day of ‘Pep’ talks & lectures from 6am to 8pm! Settled down in rooms. I rather like the place Similar to Hatfield not so good.
[page break]
Memoranda
[underlined] THE JOURNEY SOUTH [/underlined] 16 12/41 – 18 12/41.
C.P.R Coaches with adjustable seats which also swivel so that you can face the window or turn right round for cards, etc. Told we get America state at Detroit. Start at 7.55am. Usual scenery to ST. JOHN. Diners attached and we climb & climb. Scenery very grand and glorious along St. John river. Climbing hard with occasional easy. Changed our Canadian national 4.8.4 for a C.P.R. 2.8.4 at St. John with smaller wheels. [indecipherable] different toned whistle. Stock rides well and silently but terrific jolts on starting. Arrive [deleted] Ma [/deleted] QADAM short 2.30pm and change engines for another of same type. Climbed onto cab but driver said it was against law to give footplate trips – pity. Away again – soon cross a small river by bridge and we are in the U.S.A. – we cross the state of Maine to reach Montreal. Stop at Brownsville – get cigs & chocolate. Playing bridge scenery now rather flatter and covered with small farms. American cottages although of wood do not seem to be so well built as the Canadian version. Coaches are very warm – too hot really although there is plenty of snow about. Continue to climb to majestic
[page break]
For Week of Monday 12th. JAN 1942
MONDAY 12 1/42. Lectures to lunch. Flying at 12.30pm. M. [indecipherable]. Power off & P. on Stalls. S & L 40 mins. Stearsman P.T.17’s heavy & clumsier than moths. Decent Instructor. [indecipherable] – does’nt [indecipherable]. 40 mins. Wrote home
TUESDAY 13 1/42. Lectures. Flying at 12.30pm 35 mins. Not good can’t do anything right. P.T.17 heavier to handle than Tiger. Rudder and bank to be put on together! Fair landing. Feel a bit fed up.
WEDNESDAY 14 1/42. Lectures – flying 12.30pm. made a much better job of it. Getting used to the P.T.17. good take off & landing. Felt better and more confident. K.
THURSDAY 15 1/42. Flying 12.30pm. 1 1/2 hours. Made a fair job of it. Did circuits and bumps at faster [indecipherable] of solo. Flick show at the station – quite good. Wrote G.H.W.
FRIDAY 16 1/42. Flying 12.30pm. Only did 2 circuits & bumps – to make up for yesterday. Fair. Wrote to Wilkinson. Open post – did’nt go out. Wrote Sal.
SATURDAY 17 1/42. Flying 12.30pm. [indecipherable] then circuits & bumps Fair [indecipherable] of solo. Open post went down town to Methodist Hall – poor. Snack then beer at Ellis Club.
SUNDAY 18 1/42. Actually allowed to sleep on to 9.30am. what a treat. Wrote home, Sheila, Cyril & Nora, Charlie. Rested rest of day. Did not fly today.
[page break]
Memoranda
Stop here for 20 mins. We’re now in the Province of Quebec therefore we dash to an hotel conveniently near the station and grab three bottles of beer each. Had to ask for cigs in French! Beer not bad rather light in colour & on the palate. Was double headed and away we go – through the Town. We now move in two C.P.R. diners with kitchens end to end in relays. Grub excellent and plenty of it. Waiters very obliging. Scenery now much grander and the two engines are working hard to lift us over the hills. No tunnels – just heavy gradients. Engines not suited for double heading and we are going slowly with jerks. Don’t like these central buck-eye couplers. We have crossed the top of the U.S.A. province of Maine to reach Majestic. Darkness falls with glorious colours among the pines, hills, frozen lakes and general splendour. We play bridge until bed time then make ourselves as comfortable as possible for the night on our slide back seats - 3 men to 4 seats sandwich fashion. 17 12/41. Wake up to find a [indecipherable] cold [indecipherable]. The heat is full on and the doors which we opened have been closed. Still better after a
[page break]
For Week of Monday JAN 19th 1942
MONDAY 19 1/42. Flying 7.A.M. SOLO 4 [deleted] 3 [/deleted] Circuits & fair landings. Very glad – performed at Tuscaloosa.
TUESDAY 20 1/42. Flying 8.30 am. 2nd SOLO at Rice. 3 circuits & fair landings one wheels first. Feel quite happy on my own. Rice very small “cabbage patch“ – good fun.
WEDNESDAY 21 1/42. Flying 7.30am. 3rd SOLO at Tuscaloosa. 4 circuits & 3 fair one bump landing. Seem to have lost the knack of holding-off. Hope it will come back.
THURSDAY 22 1/42. Flying 7am. Over to Rice to shoot 1st stage. 6 circuits 3 fair landings 3 W.F. Think I must be getting a little stale. Still not too bad. Satisfactory “Stage”. Flick – Alexanders Rag Time Band.
FRIDAY 23 1/42. Flying 8.30am. Bad visibility – no solo. Up to 3000 and stalls etc. Instructor did two slow rolls. Hanging in straps – could’nt stop laughing. Open Post – flicks. Beer in Town.
SATURDAY 24 1/42. Open post after the B/S inspection. Went into Town after lunch. Met Mrs Jones – car ride round & met Foster. Nice people. More beer & bed.
SUNDAY 25 1/42. Up 5.30am. Flying 9.15 am. Bad visibility earlier. Over to Rice shot a “Satisfactory” stage. 7 Circuits. 5 landings O.K. 2 W.F. wrote home & to W/C. Pyke.
[page break]
Memoranda
wash and a breath of fresh air on the platform. The coaches – called cars – are heated as usual from pipes running from a boiler and the end. The windows which are as usual [indecipherable] do not open. The coach really gets too hot and everyone is in shirt sleeves. Well we seem to have left the grand woods & lakes for the flat farm country south of Montreal which we passed at 2.30 am. I am told. We are now on the western bank of Lake Ontario which looks just like the sea, with a horizon complete. From the map one does’nt realise the real size of the lakes. Via Brownsville to Toronto where we all pile out. We exchange our 4.6.4 for a C.P.R. 4.6.2 No. 8256 of the same class as No. 8250 which headed the Royal Train. Snow now definitely left us and it seems warmer. Now move to Ayr and stop for a half hour’s route march to get some fresh air and stretch the old legs. Surprised to find some snow all slushy on the road.
On again and we have lunch. Country very flat here – all farming, except for the farm buildings it might be England except the ground has that queer brown colour. We are travelling along the western bank of Lake Erie though we cannot
[page break]
For Week of Monday 26th. JAN 1942
MONDAY 26 1/42. Flying afternoon 1hr. dual. Usual exercises. Not to brilliant still a little progress. Good flying weather.
TUESDAY 27 1/42. Flying afternoon – if any. Low cloud 10/10 strong variable wind. Collins had one hour but instructor said it was no good. Gripe committee.
WEDNESDAY 28 1/42. Flying afternoon. Still 10/10 at 3000’. Had 52 mins dual and went above cloud. Glorious at 5,500’. Did some Slow Rolls, Roll off loop, chandelles or rather instructor did. Flick – good. Two letters K.
THURSDAY 29 1/42. Flying afternoon. Good vis. 40 mins dual – pylon eights. 45 mins solo out of traffic. Got used to spins etc on my own. Enjoyed it. [indecipherable]
FRIDAY 30 1/42. [indecipherable] & Ford ([indecipherable]) crashed on Birmingham Road. [indecipherable] died at 8.59pm – poor devil – badly smashed up. Ford two broken legs & crushed foot. Cause not known. Bad luck. Did’nt fly. Open post.
SATURDAY 31 1/42. Usual B/S Inspection. One jig. Believe Ford will lose his foot. No flying – too rough. Open post. Flick then to St. John’s Hall after to Ellis. Thomas & his medal – damn funny.
SUNDAY 1 2/42. Stayed in bed to 9.30 am. oh joy. Wrote home & to Stella, Saxons. Went for a walk with Jack round the hills & woods – quite enjoyable.
[page break]
Memoranda
see any of it as we’re too far inland. We pass thro’ stations with names like London, Chatham etc. We reach Windsor, C.P.R. the end of the Canadian part of our journey. The New York Central R.R now hook on two electric locos to take us under the Detroit River – joining to Hudson and L. Eire – by tunnel into Detroit Station. We are still in C.P.R coaches though we lost our Pacific at Windsor. We apparently change coaches at Cincinnati to U.S.A. Stock. A N.Y.C 4.6.4 hooks on and away we go. Different toned whistle again. Detroit is a dirty hole and is in the heart of the industrial area. Country very flat and somewhat uninteresting. We play bridge until tea time.
We’ve collected a N.Y.C. diner at Detroit and find we’ve waited on by coloured servants immaculate in white [indecipherable] set off by their black faces. I’m impressed by their silent service. They never speak unless spoken to or ask if you want this or that – and when doing nothing stand to attention waiting to do the next job as it presents itself. The diner is in charge of an American white head waiter who just supervised. Grub is excellent. The decoration of the diner soft and pleasing. Sitting 4 and 2. You are expected to eat American fashion and have only
[page break]
For Week of Monday 2nd. FEB 1942
MONDAY 2 2/42. Met new instructor. Seemed decent chap & satisfied with my 50 mins flying except for rudder fanning! PARCEL OF SOCKS & LETTER FROM Con –great. On the air 7.45 in R.A.F. Cadets broadcast – O.K.
TUESDAY 3 2/42. No flying – bad visibility. Seniors beat juniors at Volley ball. No gripe committee. Wrote letter – thunder a lot we all felt heavy.
K.
WEDNESDAY 4 2/42. Gusty day but went up with Instructor – fair. Stn. flicks in evening – Alice Faye in a most boring picture.
THURSDAY 5 2/42. Fair weather. 30 mins with instr. then out of traffic again for 45. Good fun though a trifle bumpy – good landings.
FRIDAY 6 2/42. Only 15 mins dual. Very gusty & sudden squall. 3 blokes out solo caught in it – all landed O.K. Wind so strong it nearly lifted the plane over. Open post – got roped into rotten party. PARCEL FROM CON. CYCLONE.
SATURDAY 7 2/42. Open post after inspection. Went to see Ford – getting along O.K. though knocked about. Flicks then grub & beer. Tommy quite merry – damned funny.
SUNDAY 8 2/42. Flying this morning. did 6 circuits & bumps solo – Could’nt get a really decent landing – safe. Seem to lose height on glide turn. Wrote to Con.
[page break]
Memoranda
a knife, folk and small spoon. Main [indecipherable], potato, carrots, with specially prepared lettuce, hot roll, butter & marmalade. Also fresh fruit salad & cream. Damn good. More bridge then we’re told we’re to change at Cincinnati and to be ready at 10.15pm. after supper – Americans only have three meals a day – I thanked the head waiter who was very decent and told me to come back later for some coffee if I wanted it. I did and one of the waiters very cautiously asked me how we made our tea in England and when I answered him in a normal manner they all seemed relieved that I’d talk to them and became quite chatty. The one with the tea query said he’d seen the film Mr. Chipps and when Chipps makes his tea he seemed to have too many pots round him. Those n***** were interesting.
We arrive at Cincinnati and prepare to change train only to be told that we were to have the C.P.R all the way. We fell out and marched up to the main Hall of the station which is supposed to be best looking station in U.S.A. Certainly a huge arched roof of vast proportions with booking windows on one side and shops round the other. Markey floor and [indecipherable] splendour everywhere. We marched
[page break]
For Week of Monday 9th. FEB 1942
MONDAY 9 2/42. Two letters CON. 1 SHEILA. 55 Dual 30 solo. Landings etc. fair. Learnt chandelles – good fun – nice feel I’m progressing a little.
TUESDAY 10 2/42 2 Letters CON. 1 Syd. 1.00 Solo. Stalls, spins, chandelles, etc. eights etc. quite enjoyed it. Fair progress.
WEDNESDAY 11 2/42. No flying – low cloud & bad visibility. Lousy film in the evening
THURSDAY 12 2/42. 40 Solo. 35 Dual. practice for 900 stage. Landings only fair. Made a mess of two at Rice when dual. gripe committee.
FRIDAY 13 2/42. Letter G.W. he sounds fed up – poor devil. Failed 900 stage at Rice. 18 A/C going round at once – hard to pick a spot in which to land. Open post – Town Seniors beat juniors at Soccer.
SATURDAY 14 2/42. 2K. Satisfactory 900 stage at Rice. Just caught 4.30 bus for B’ham Good time. Met Jones, Smith, Mann who took us to Road House. Good fun. Stayed at Bankhead Hotel.
SUNDAY 15 2/42. Slept well – had hot bath – great treat. After breakfast bought tobacco & caught 1.30 bus back. Rather tired but well worth it as a change.
[page break]
Memoranda
round in Flights and halted in the main Hall to the admiration of the American people there who clapped their hands in applause when we marched away - they genuinely meant it. We re-embark and a Southern engine hooks on and away we go. We've changed our diner for a Southern one. Getting much hotter and after a spot of bridge turned in again - left all the doors open got nice thro’ draught.
18 12/41. Awoke at Chattanooga in Tennessee where we changed engines. Went along to breakfast in the Southern diner - very similar to N.Y.C. but waiters did’nt seem so efficient. Excellent breakfast. Appears to be some early morning fog but when it cleared we found ourselves in beautiful scenery. Reminiscent of the New Forest undulating country with plenty of timber - fir, spruce, etc. Amazing colours in the brown - red grass and red soil to the dark green of trees and bushes etc. Strange to see leafless trees with an English summer sun and equivalent temperature. Small farms with plenty of cotton fields which are ploughed in S’s. Also some apple orchards. Plenty of darkies and still the houses seem to be rather ramshackle. Getting hotter and we leave off a sweater!
[page break]
For Week of Monday 16th. FEB 1942
MONDAY 16 2/42. No flying - bad visibility. Went to ALA University. Morgan Hale and heard Rev. Michael Coleman on “There’ll always be an England”. Very fine speaker. Vicar of All Hallows in the City. Informed I was next G.C.
TUESDAY 17 2/42. Cloudy day but got in 1.15 dual, weather cleared a bit & then 40 solo. Fair.
WEDNESDAY 18 2/42. No flying – bad visibility. Bridge in evening.
THURSDAY 19 2/42. Damned cold. Flying 9 am. 1.35 Solo. Fair – nearly frozen. 25 dual – Satisfactory progress check. Film “Honeymoon in Bali” Madeleine Carroll – good.
FRIDAY 20 2/42. Warmer. 1.45 solo. Unsatisfactory 1800 side stage. W.F. landings – blast. Down Town open post. Beer at Elks – Senior term dance at University – lousy.
SATURDAY 21 2/42 Satisfactory stage (1800 side) at Moody. Also enjoyed lazy eights & pylon eights afterwards. Open post – beer & bowls – good fun.
SUNDAY 22 2/42. Making arrangements for intake of new cadets. Think everything will be O.K. No flying today. wrote Con. New crowd arrived 7 pm. rather rush but K O.K.
[page break]
Memoranda
We arrive at Atlanta in Georgia at 10.50am. – put watches back one hour last night. Loose [sic] our Southern 4.6.2 with it’s [indecipherable] crew for a 4.6.2 painted black no [indecipherable]. We cleaned the outside of our windows which had become dirty with the morning fog. A 15 minute wait and away we go. Since the [indecipherable] speed has been good – round the 60 mark. Track with exceptions round the bigger cities is single throughout.
We have an excellent lunch in the well equipped diner same arrangement as before but of course different crew and not quite so quick as the N.Y.C. We rattle along and it gets hotter. We are then told that if we cannot pack our greatcoats we are to wear them! Good old R.A.F same old B/S.
Scenery has’nt changed a great deal since this morning except to get a little more open and this afternoon we went slowly thro’ a station which evidently had a war weapons week. Flags everywhere and at least two brass bands in the most brilliant of Scarlet uniforms!
We arrive in Montgomery and after a pause in the station proceed to some track beside
[page break]
For Week of Monday 23 FEB 1942
MONDAY 23 2/42. A day of hard going looking after the Junior Term & getting them to about half a dozen lectures! Everything now O.K. Had a letter from Cherry. No flying bad weather – rain.
TUESDAY 24 2/42. Kept on the go all day – no time for lectures. Everyone wanted me all at once – what a life. No flying – bad weather. B/S parade not bad. I forgot to give Order Arms!
WEDNESDAY 25 2/42. Things getting more normal now. Practice 3600 overhead & liked it. Had “Adventures of Sherlock Holmes” in evening – much better than of late.
THURSDAY 26 2/42. 2.40 hr. solo. good practice – fair progress. Cold & bumpy. Gripe committee in evening. Junior term seem to be settling down O.K. Good B/S parade.
FRIDAY 27 2/42. Unsuccessful 3600 stage (32). Very bumpy & higher wind made judgement difficult. Afterwards solo practice. Slow snap rolls – good fun. After open post. University – for records good & after to Elks.
SATURDAY 28 2/42. Good (considering) B/S inspection & parade. After open post. Bridge in afternoon then to supper & saw “They lived dangerously” – good. To Elks & home. Ran out of beer!
SUNDAY 1 3/42. Satisfactory stage at Foster (24!) one line. Better day & not so bumpy. Stayed in bed to 10.30 am – lovely! Wrote CON.
[page break]
Memoranda
Maxwell Field. We disembark overcoats and full webbing – whew! and are met by U.S. Air Corps Officers who lead us to our new quarters.
Forgot to mention that I had a chat with the “Conductor” on the N.Y.C portion of the journey. He corresponds with our “Guard” but has one or two “brakemen” to assist with various duties, such as uncoupling a car, changing points or “Switches”. He said that we were matey compared with the last lot he’d taken along towards Montgomery. They were very quiet and would’nt talk at all. Quite a decent fellow. Also being that one does’nt converse with negros which accounts for the interest of the waiters when they saw I would talk.
[underlined] MAXWELL FIELD, MONTGOMERY. [/underlined]
This is the Cranwell of the U.S. Army Air Corps. A well laid out place with the usual one storey long barracks six to a room with a locker each and wash basin in each room. Comfortable beds. A veranda or “stoop” runs the whole length of one side. Plenty of B/S but I find it rather amusing. Can’t think that in any detail the U.S. armed forces are smarter or a patch on the average British Regiment. think
[page break]
For Week of Monday 2nd. MARCH 1942
MONDAY 2 3/42. No flying – rained solidly. Pity because we’re to get 58 hrs in by 14 3/42 – practically 2 hrs a day. No retreat parade. Played bridge. No letters?
TUESDAY 3 3/42. Better day but cold. Got in 2.25 mins solo. When I got back found that the beacon had been on for over an hour! High wing – good sport. Still no letters.
WEDNESDAY 4 3/42. No rain but low mist. No solo. 30 mins dual. leant loops. Polished up hazy lifts. Pass in evening, saw Dumbo – good.
THURSDAY 5 3/42. Raining again – looks [inserted] K [/inserted] like no flying. TWO LETTERS FROM CON. Played bridge in morning as there is no flying. Worried about getting time in.
FRIDAY 6 3/42. Fog & mist all morning no flying for morning class. Cleared away in afternoon. Open post – went into Town, flicks & a beer. Pay day.
SATURDAY 7 3/42. Coiling about 2,500 got in 1.40 solo 50 dual. satisfactory stage 1800 overhead the base! Getting smoother with my air work. Open post saw “Hellsapoppin” very funny.
SUNDAY 8 3/42. Stayed in bed to 11 am – marvellous wrote Con. Went to concert at University. Played Tchaikovsky’s Bb Concerto – good. Saw “Suspicion”.
[page break]
Memoranda
arms drill does not help smartness. Many sloppy movements carried out too fast. Same with their fast drill – the executive work of command is the wrong type of word, such as “face” or “Post”, “at ease”, “rest” etc. instead of “take – post”, “stand at – ease” etc. to which we’ve been used. Their dress of the usual tailored shirt and belted trousers does’nt look too smart though must admit that the R.A.F tropical drill we have been issued with is far from well fitting.
The “Field” or aerodrome in English is well laid out. All personnel apparently live on the station and are allocated separate houses which vary in size and design with the rank of the occupier. Each has a yellow metal notice outside giving the No. and rank & name of the occupier. The design of the houses favour the red tiled roof with white walls and a balcony with iron railings. Also includes a veranda. All verandas and windows have fine gauge gauze over them to keep away flies etc.
The standard of flying here which is an advanced school is high. One sees R.A.F. pupils pulling down Howards in prefect 3 pointers. Also some good formation flying.
[page break]
For Week of Monday MARCH 9th 1942
MONDAY 9 3/42. Good flying – 2.15 hrs Solo & dual – starting aerobatics good fun but hard work on the stick. A bit awe inspiring upside down hanging in the straps.
TUESDAY 10 3/42. Army & Civilian checks [inserted] K [/inserted] both in the same afternoon! Rather a poor effort on my part for the Civilian one but made up for it on the Army which was good – bumpy. Letter from CON.
WEDNESDAY 11 3/42. More aerobatics – getting used to it now & quite like it. Makes ordinary flying seem a bit tame! Bing Crosby film in evening.
THURSDAY 12 3/42. Still more aerobatics & polishing up my flying generally. Don’t think I’ll have any more checks. Meeting of the troops who decided to have a dinner farewell party. Asked to speak at rally
FRIDAY 13 3/42. No flying owing to rain & bad conditions. Went into Town to fix up dinner at Country Club. O.K. Pusay stood me a lunch. Open post – spot of flick & beer. Prepared speech.
SATURDAY 14 3/42. Good S.M.I. submitted speech but not now required – Col. From Atlanta instead. [indecipherable] & [indecipherable] annoyed – seems rather silly on their parts. Speech will do for Monday night. Date of dinner fixed
SUNDAY 15 3/42. Stayed in bed to 9 am read some Kipling. ([indecipherable]) Did’nt fly – not good weather too much time in. wrote to CON, PHYL, SHEILA, JACKO, B.M.
[page break]
Memoranda
We are termed “United Kingdom cadets” and the rank is “Aviation Cadet”. Time off is limited and we are not allowed out of camp except Saturday afternoon and Sunday to 3 p.m. each Sunday there is a drill parade with band to which the public is admitted. Quite a palatial show colours are carried including the Union Jack as well as Squadron guidons. A march past is carried out in “mass” formation – i.e. 12 deep. Mass formation is formed by bringing three squadrons in fours in column alongside each other. Good system of repeating the [deleted] Squadron [/deleted] C.O’s cautionary command by the Squadron C.O. to avoid mistake. The band is not so smart or slick as the British equivalent. No swinging or stick display with exception of the drum major who carries his mace upside down with the other hand on his hip & kind of beats time with it. He also carries a whistle permanently in his mouth with which he signals to the band. Marches mostly [indecipherable]
[page break]
For Week of Monday 16th. MARCH 1942
MONDAY 16 3/42. Cross country flight low ceiling. Fixed up for Country Club for our dinner on Thursday. Spoke to A.R.P meeting.
TUESDAY 17 3/42. Solo & dual – good spot mostly aerobatics. Invited everyone to dinner. Arranged menu. Practice blackout.
WEDNESDAY 18 3/42. Went up in front cockpit & “instructed” my instructor – good spot. Went over to Eutaw with him. Simonds for a car load of beer. Supper with Pusay. 500 bottles of beer.
THURSDAY 19 3/42. More front cockpit circuits. To Eutaw with McKindey for whiskey. Dinner a great success – everyone merry. All enjoyed it hugely.
FRIDAY 20 3/42. Somewhat thick headed still finished off my flying. After borrowed Simonds car & return beer bottles paid bills etc. Concert by Cincinnati Symphony Orch. – excellent.
SATURDAY 21 3/42 S.M.I. after on leave to Thursday. Hitched to Birmingham. Jones, O’Neill & I. went to see Elizabeth & Elanise & had drinks. Met Sutcliffe. Colonel – [indecipherable]. Roped in to ladies convention – dreadful. Poor hotel.
SUNDAY 22 3/42 Up at 11 am. lunch. 2 pm. hitched to Bessemer via Steel hills. Then to Demopolis. Then to Livingstone. Pick up with Judge Alexander to Jackson who put us up. marvellous old Southern house.
[page break]
Memoranda
[underlined] Blue – Grey Football Game. [/underlined]
Saturday 27th. December 1941. On the whole somewhat disappointing. The game is slow compared with British Rugby on account of its closed play. Only the two ends the centre and the four backs are allowed to handle the ball. Then after each “down” lasting approximately 10-15 seconds there is a pause while the players go into a huddle. There is no scrummaging after a player is tackled the ball then becomes dead and is placed at that spot on the grid for the next down. We rarely saw any real constructive play and short passing is ruled out on account of a rule which prohibits a player who receives the ball from a down passing the ball if he has run more than five yards.
The side consists of 11 players. 7 linesmen – Left-End, Left tackle, Left Guard, Centre, Right Guard, Right tackle and Right End – all heavyweights. A quarter back, two half backs and a full back – usually faster men.
The object of the game is to confuse the opposite side so they do not know who has the ball. The strategy is worked out beforehand and controlled by numbers – a certain number being the executer. The captain
[page break]
For Week of Monday 23th MARCH 1942
MONDAY 23 3/42. Hitched to the [deleted] College [/deleted] Camp. Then to [indecipherable] – Kentwood. Via Clinton to Baton Rouge, thence to New Orleans. Met Geo. Taylor & Paul Lansing good booze up. they got us rooms in Roosevelt Hotel. Excellent party all round – street car!
TUESDAY 24 3/42. Up 10.30 am. pick me up – lunch. More drinks then to “Red’s” office – made dictaphone record. Then French Quarter. Grub in French Restaurant – more drinks - [indecipherable] – night club & floor show. Bed 4.30 am!
WEDNESDAY 25 3/42. Up 11 am. feel quite fresh! Had lunch. Found Paul had gone to work. Hitched to Hattiesburg. Had grub then same beer. Took pity on Eugene Plake. All three slept in one double room at Divine Tourist Cabins! Good fun.
THURSDAY 26 3/42. Up 9.30 am. and on at 11.30 to [indecipherable]. From there all the way to Tuscaloosa with bloke towing another car at 50-60 m.p.h. Good leave. Wrote [inserted] K [/inserted] CON.
FRIDAY 27 3/42. Spent the day messing about and waiting, getting packed up etc. somewhat tired after our spot of leave. Had letters from London, CON, & parcel from Phy [sic] containing socks.
SATURDAY 28 3/42. Finished packing & handing in flying kit etc. Last S.M.I. & P.I. – quite good. In afternoon went into Town, had a meal, saw a flick & then bed.
SUNDAY 29 3/42. Up early, checked baggage then at 8.40 left by coach for Gunter Ann 12.45. Looks like Maxwell & is under Army discipline. Don’t seem too bad expect we’ll settle down all right.
[page break]
Memoranda
decided on which strategy to use in the huddle. The players then line up. 7 on the line with the centre’s hands on the ball and the backers in formation behind. The numbers are then called out and on the execution the ball is flicked back to one of the backs. All the linemen then “block” which means obstructing the opposite side as much as possible to give the man with the ball as much scope as possible. He can’t pass if he has run more than 5 yards but runs in the direction determined in the strategy performed. For instance to fool the opposition as soon as the ball is out another player may run across just behind him and appear to take the ball from him and continue to run with his arm crooked as though he has the ball. He may draw some of the defence while the bloke with the ball crashes straight on. The defending side are allowed to tackle with their arms but the attackers can only block with their bodies by falling in front of an opponent and bringing him down. [underlined] Note [/underlined]:- the person blocked does not have to have the ball. The object is to keep as many of the opposition out of the play as possible.
The rule for offside appears to
[page break]
For Week of Monday 30th MARCH 1942
MONDAY 30 3/42 up 5.30 am – missed Reveille parade. Mostly drill & P.T. B/S seems a bit hectic. Second lot of P.T. & drill in the evening. American Executive Officer a [indecipherable] apparently.
TUESDAY 31 3/42. Up 5.30 – missed Reveille Parade again! Rather same sort of rush as at Maxwell. Flying. American instructor – quite good fun – like the planes especially closed cockpits.
WEDNESDAY 1 4/42 got on Reveille parade at last. Went thro’ the 10 types of stall. Find landing rather strange – expect we’ll get used to it. Meeting of cadet officers. WROTE ALEXANDER, SYD,SOLOMON, WELLS.
THURSDAY 2 4/42. Getting good at getting up! More stalls – fair. Weather excellent but a bit hazy. Find the glare rather trying must get some sun glasses. Meeting of cadet officers with Flt/Lt. Philips – good bloke. [inserted] CNG K. [/inserted]
FRIDAY 3 4/42. STALLS – flying on Maxwell been good fun but did’nt quite get the hang of it. Useful to get you home if you’re lost. Link trainer tonight. LETTER FROM CON, PIKE, MOKE.
SATURDAY 4 4/42. Elementary eights, spin and forced landings. Wish I could get the sequence of the gadgets. But expect it will come. [indecipherable] of solo. open post in Montgomery – bought some glasses.
SUNDAY 5 4/42. Stayed in bed to 10 am – blissful sleep. Wrote to CON & CHARLIE. Went for walk in afternoon – lift to town then stn. flicks.
[page break]
Memoranda
be that no player on either side may cross the line of the “line up” until the ball is in play i.e flicked back by the centre. There are also other infringements to do with blocking, “tipping” which is falling across the back of a man’s legs when he is running. The penalty usually is loss of territory by the offending side.
The field is 100yrs. long x 70 yds wide and divided into 5 yd lines – called the grid. The goal posts are 20 yds to the rear of the “goal” line – rather similar to being placed on our dead ball line. A gain of 10 yds in one down is considered good and the game slowly moves towards one end or another. One side kicks off and then commences a series of 4 downs for each side one after another – unless the opposing side recover the ball which has been dropped when the immediately commence the next series of [deleted] touch [/deleted] downs. If a side gains more than 10 yds in 4 downs it continues with the next 4 and so on. The time is divided into 4 quarters – 2 in each half – of 15 minutes each, making the game 60 minutes in all.
At half time players leave the
[page break]
For Week of Monday 6th APRIL 1942
MONDAY 6 4/42 WENT SOLO much to my surprise & had 45 minutes out of traffic. Good spot – fly better without instructor nattering. Fell foul of Lieblich for not wearing tunic – a most unpleasant individual.
TUESDAY 7 4/42. Another three circuits & bumps solo then back. Instructor hard to satisfy – says I’m getting sloppy in my work! especially after he made me put the nose down so that she bounced. Shotbolt died after crash last night.
WEDNESDAY 8 4/42. No flying owing to a low ceiling. Instructor seems to be in a better temper however. Very hot & sultry – think there’s thunder about. Shotbolt’s funeral – did’nt have to go. [inserted] W.K. [/inserted]
THURSDAY 9 4/42. Lieblich stopped W/E leave this week – troops a bit livid. Don’t blame them. Rained like nothing on earth but cooler. Wrote to TOM. letter from Phyl.
FRIDAY 10 4/42. Had an hour’s solo then dual. kept Davis waiting for 5-10 mins so he made me walk round the field with a parachute. He was very sarcastic & snotty eventually took me off un-supervised solo. I told him if he did’nt think I could fly to wash me out so that I could fly in Canada. He shut up.
SATURDAY 11 4/42. Two killed yesterday, 1 last night. Davis very sweet & gentle today the hypocrite – still he put me on solo again! Glad I did’nt answer him back yesterday. Think this engine failure is Sabotage. 4 killed in 14 days & [indecipherable]
SUNDAY 12 4/42. Had a wonderful sleep up 10.30 am. Met Kelly in Drill Room last night got some gin re Advanced. In afternoon went to Kings & dosed in sun – very pleasant. Parcel to Con yesterday.
[page break]
Memoranda
field and on this occasion a High School band containing both girls & boys with very “gorgeous” uniforms all bobbles & things came on the field. They did perform some extraordinary manoeuvres for a band marching at double quick time and forming themselves into letters such as “DIXIE”, “BLUE”, “GREY” and “U.S.” when they played the “Star Spangled Banner” – U.S. national anthem. Other school bands were stationed in the stands mostly at the corners – including the U.S. Air Corps Band – and throughout the match struck up stirring [indecipherable] marches in turn.
The ball is similar to a rugger ball in shape but smaller and can be thrown long distances. Some of the interesting parts of the game occurred with these passing movements. The ball shot back to a Quarter back who paused a few seconds – being protected by efficient blocking by the linemen – until the Ends or other backs ran up to the opposing goal line. The ball was then thrown to one of them who tried to catch it and touch down, amidst a general scramble.
[underlined] N.B. [/underlined] Only the Ends & backs can handle the ball.
Kicking or [indecipherable] as it is
[page break]
For Week of Monday 13th. APRIL 1942
MONDAY 13 4/42. Stalls & spirals this morning [inserted] L.K. [/inserted] – Instructor pleased! Had a letter from Con, Nora.
TUESDAY 14 4/42. Shot a 900 stage – O.K. Spot more instrument flying – fair. Letter from Charlie & Barbara – funny as usual. Can’t keep awake in lectures after P.T – dreadful. Heard about new Budget at home.
WEDNESDAY 15 4/42. Shot another 900 stage. Seniors finish on Friday so should get some time in. Had a plane which kept running into high pitch & would’nt climb – not very pleasant. Saw “Captains of the Clouds” – good.
THURSDAY 16 4/42. Did some stalls and spirals. Good day – Davis quite pleased – must go & spoil it by winding down flaps too soon on base leg! Scorching hot.
FRIDAY 17 4/42. Instrument flying – all went well until I tried to straighten out after glide. Davis bawled – only to be expected. Hoping Sgt. Ridley will be next G.C. – too much of a strain quite willing to assist.
SATURDAY 18 4/42. Got in 3.15 hrs today the Seniors are on leave more planes. Stage – instr – solo. good day all round especially instruments. Open post – in town for a drink. [inserted] PAR K [/inserted]
SUNDAY 19 4/42. Got up at 10 am. Lovely sleep wrote to Con. Went to see some baseball – quite good fun – just like rounders.
[page break]
Memoranda
called is long but owing to the handling rules one saw the ball bouncing on the ground with three or four opposing linemen standing round it waiting for someone to come and pick it up – The defence of course blocking the Ends & Backs to prevent them doing so. There is no foot play equivalent to our forward rush.
Each team or “Squad” as it is called is in charge of three coaches who more or less control the players, send out reserves to rest tired men and also give advice as to weaknesses in the opposing side. It is permitted to bring on a kicker to kick goals. A touch down gains 5 points & the goal kick 1 point. A goal kick in play is 3 points. To kick a goal the goal kicker gets ready with another back on one knee ready to receive the ball. The ball is flicked back from the down to the back who places it on the ground almost simultaneously with the kickers foot. The linemen block to stop the opponents charging it down. It is all very quick and in this match was carried out in play. Same procedure after a touch down.
The game is controlled by a
[page break]
For Week of Monday 20th.APRIL 1942
MONDAY 20 4/42. Tried a spot of formation flying – not too good. Find it a lot harder than it looks. Still I’ll get the hang of it. Also an hour’s solo. been made Group Adj – hard work – damn. [inserted] L.K> [/inserted]
TUESDAY 21 4/42. One hour’s instrument [inserted] W.K. [/inserted] today – not too bad. Told we’re to have 20 hours instrument at basic – Lordy, Lordy, what a bind. Rumours flying as to change in instruction programme. Don’t believe them.
WEDNESDAY 22 4/42. No solo today. Instructor O.D. so no flying – 1 hr link. Heard of the Saxons thro’ Addington must get in touch.
THURSDAY 23 4/42. 900 stage at Taylor Field. fair got balled at for nearly landing alongside control plane – windy lot these Yanks. Letter from STELLA.
FRIDAY 24 4/42. Cross-country to Columbus & back 73 miles. No difficulty just kept going on course & bobs your Uncle. Letter from Stella Open post into town.
SATURDAY 25 4/42. Open post – rang up Saxons – met them in Town and after a spot of beer went back to their place. Grand in daylight. Letter from CON. [inserted] Seed for Cheeky. [/inserted]
SUNDAY 26 4/42. Flying this morning had a pre-check flight. Instructor balled as usual – think I’ll put in for a change after this 20 hr check. Wrote to CON, BILLY, WELLERS. Night flying. OK
[page break]
Memoranda
referee and three assistants each apparently watching a section of the play each.
The players are dressed in the usual jersey with breeches reaching to the knee, similar boots to ours and a crash helmet, painted different colours to show what position he plays in. the shoulders, thighs & back round the kidneys are padded with sorbo rubber for protection. In spite of all this they move quite fast and certainly play hard. It seems to be the rules that are at fault and the restricted play which makes it not half the game to watch as our good old English Rugby.
[underlined] N.B. [/underlined] to illustrate time wasted there is a large clock over the score board showing the exact amount of playing time taken up to one quarter of 15 minutes. This clock is stopped if the ball is dead. The game of 60 minutes playing took 2 hours 15 minutes.
The referees use a system of tick-tack with their hands to indicate what the whistle has been blown for.
[page break]
For Week of Monday 27th. APRIL 1942
MONDAY 27 4/42. Spot more instrument flying. Started the system of two cadets taking each other for an instrument ride – one as observer. Good sport.
TUESDAY 28 4/42. Spot of solo – tried stalls & chandelles and lazy eights. Not night flying tonight. Think I got the hang of it on Sunday. Instructors sight from above.
WEDNESDAY 29 4/42. Cross country to Clanton & Atlanta – good sport and managed to find my way correctly. Seniors left for Selma & Maxwell. Went to rehearsal at Huntingdon College
THURSDAY 30 4/42. Observing – formation and spot of team instrument with Fallows. I think I’ll get the hang of formation. Hellish busy afternoon & evening organising the Juniors. Practice Blackout.
FRIDAY 1 5/42. Nothing but instrument with Galer observing – bumpy. Met Saxons in the evening. Woman upset beer over my trousers – had to borrow a car to go back to change. Spent night (Jones & I) with Saxons.
SATURDAY 2 5/42. Up a bit too early went into Town with Saxons. After lunch to Huntingdon College – good show. Evening to dance at the Whitley – we invited the Saxons. Good fun. Parcel to CON.
SUNDAY Did’nt feel much like flying spot of instruments. Spent day with Saxons – grand lunch – such a treat in a house. Watched young Elizabeth ride – nice people. [deleted] WE [/deleted] Mention Socks – Baseball game – letter to Con
[page break]
Memoranda
[underlined] Montgomery – Alabama U.S.A. [/underlined]
Can quite imagine the place springing up as at [sic] town of shacks, later consolidated into buildings. Streets – wide and of course laid out in squares. Quite good shops – some of decent size. The ordinary things such as cigarettes, handkerchiefs etc not expensive. Not a big town but of medium size – like Maidstone – with two fair sized hotels, four picture houses and one theatre.
Food is good – definitely. We patronised a cafeteria called “Morrisons”. You wait your turn in a queue along one side collect a tray and then pass along in front of lashings of good food all labelled as to type and price. You help yourself ending up with hot things such as meat etc. The whole is then added up and a slip is placed on your tray. You then go on ahead & select your table while a darkie waiter bring along your tray and puts the things down for you. You are issued with a knife fork &spoon rolled up in a table napkin. You should eat American fashion as your meat is on one plate and all your vegetables are on little round dishes placed round it. The method is to cut a portion of
[page break]
For Week of Monday MAY 4th. 1942
MONDAY 4 5/42 did’nt fly – bad weather. B.24 in R.A.F Colours landed overnight – apparently amazed the town who thought a B.T. was coming in. Pilot an interesting man who flew in last war. On way to England – be here tomorrow evening – lucky devil. WROTE CON.
TUESDAY 5 5/42 Only a team ride this morning [inserted] WK [/inserted] bad weather earlier. Passed final morse sending & receiving so now excused from morse class – bags of sleeping hours.
WEDNESDAY 6 5/42 Gave Davis bad instrument ride and he threatened a failing grade! He does’nt know how to settle a student down on a bad day. MacDonald (RAF) & P/O Bolter killed night flying. L.L. [indecipherable].
THURSDAY 7 5/42 Instrument team rides and 900 stage – complimented on landings – not by Davis of course. Got the hang of stalls under the hood. Hear Paddick who was fooling around with Butler is under arrest pending C/N.
FRIDAY 8 5/42 Gave Davis a good ride under the hood today – but he waited after each turn to find something to bind about. Night flying last period – 1.30 am – 3 am. Tired but went up to Control Tower – interesting.
SATURDAY 9 5/42. Did’nt get up until 10.30 am then breakfast. Went to see baseball game which was good and on the way back met the Saxons. Had a drink, meal then to flick to see “The little foxes” – excellent acting.
SUNDAY 10 5/42. Just got up in time to go to flying. Tired but did 2 hours formation & an instrument ride. WROTE CON. Sleep in afternoon – then to town saw “Shadow of the Thin Man”.
[page break]
Memoranda
meat with your knife, lay your knife at right angles to you on the further edge of the plate, pick up your fork and eat away, taking forkfuls of vegetables as required. The process is repeated when more meat is required. The same fork or knife or spoon is used throughout the meal. For instance you eat your sweet & stir your coffee with the same spoon & butter your bread and cut your meat with the same knife. The quality & quantity of the food is good. One can have as many varieties of vegetables as desired.
The British Cadets have a club in the Whitley Hotel and the American Cadets ditto in the Jefferson Davis Hotel, where one can drink eat and otherwise make merry.
There are no drinking hours in Montgomery. The only stipulation is that you must drink sitting down. The bars close down when everyone has had enough apparently. One misses the homely atmosphere of an English pub. A bar here being used to supply waiters. You can buy over the bar, but they don’t like it and you have to take it to a pew afterwards. Police quite freely walk into the bars to detect any offence – or to have a quick one.
[page break]
For Week of Monday 11th. MAY 1942
MONDAY 11 5/42. Instrument & team rides all morning. Instructors now have every other morning off! Wrote to SHEILA, PHYL & CHERRY. Lecture by S/L. cancelled in favour of accidents talk by C.O.
TUESDAY 12 5/42. No flying – low cloud. Spent morning chatting to the instructors. WROTE TO MACKS ([indecipherable]) Steve. No night flying – bad weather.
WEDNESDAY 13 5/42 No flying again owing to weather – no night flying for same reason. Damned nuisance may cut down leave. Torrential rain & thunder in evening. Wrote to W/Cmdr Pike.
THURSDAY 14 5/42. Still bad flying weather but managed to get in 1 1/2 hours dual instruments – mucked up flying [indecipherable]! A lot of thunder about & cloud.
FRIDAY 15 5/42. Raining when we woke so did not go to flight line until later. No flying. Cleared up during day. Down for night flying. Waited till 1.30 am the did’nt get any – should have been open post – livid.
SATURDAY 16 5/42. Rang up Saxons in the morning met them for lunch & went out for the afternoon with Edwards. Had supper then a few beers – became a Cardinal! Good evening. Weather seems to have picked up. parcel Con.
SUNDAY 17 5/42. Actually got some team instrument in. Night flying tonight. Wrote to CON. Quite enjoyed night flying black out landings not so hard as I thought.
[page break]
Memoranda
Transport is provided by single decker buses with pneumatic doors fore and aft and the engine at the back or taxis ranging from the “Dive” taxi to more expensive but better kept taxis. Dive taxis take you anywhere in the city for a dime. Others like the “Black & White” advertise 25c for two miles and [deleted] of [/deleted] are fitted with a meter.
There are three or four “Night Clubs” which are not so good as the English variety – there being no point in going there except to dance. Also there are a fair number of brothels – I’m told Prostitution is more or less legal here and certain parts or streets of the city contain these places. One is not bothered by [indecipherable] in the street – its just there if you ask the policeman the way. Rather sordid and quite naturally the decent blokes don’t interest themselves.
General procedure on “open post” is to amble in to town – hoping to be invited home by some family. If unsuccessful one goes to a flick has some grub then some serious drinking and totter back to camp in a cab, to sleep until lunch time on Sunday. 1st: parade on Sunday is 3.30 pm
N.B. The beer here is light like lager
[page break]
For Week of Monday 18th. MAY 1942
MONDAY 18 5/. Had my 40 hour check – seemed to be satisfactory rest of the time on instrument flying.
TUESDAY 19 5/ Supposed to be on a cross country but cancelled owing to bad weather coming up. Did some team & finished off night flying – plane would’nt go into high pitch!
WEDNESDAY 20 5/. More instrument – put Davis right through [indecipherable] of silence twice! He was quite pleased. Changed over to afternoon flying permanently. Weather getting worse.
THURSDAY 21 5/. 3 dead (Lear, Overton & Randall) crashed on night part of cross country. Out of 35 planes only 5 got back 2 baled out & several forced landings including O’Neill. Letter from CON. Given Open Post.
FRIDAY 22 5/ Helped pack up dead mens clothing all yesterday – rotten job. Now 6 dead (Peachell Peattie & Maddick) Love still missing. Got in dual instrument.
SATURDAY 23 5/. No flying this morning – low cloud. Funeral of the six poor lads – everyone attended and large crowd of people light formation flying – good fun. Flew with Wagner – nice chap new here.
SUNDAY 24 5/. Open post at last. Rang up Saxons went out with Edwards for lunch. Motor round in afternoon – made tea for them. Spot of shooting practice in garden Good day.
[page break]
Memoranda
and sold in tins mostly or bottles. One cannot get draught beer in any form from a barrel. Its a bit gassy but safer to drink than Rum or Whiskey which is very potent. The whiskey is rye mostly though Scotch such as Johnnie Walker, Black & White, Vat 69 is obtainable, sold in small bottles. The Americans seem to drink either whiskey or mixtures which are iced. They also have a kind of cream drink called an “Egg Nog” which consists of whipped cream & white of egg flavoured with spirits.
[underlined] TUSCALOOSA, ALABAMA. [/UNDERLINED]
About 145 miles N.W of Montgomery in the heart of the cotton country. Fair sized town consisting of one main street & fair shops. University town of Alabama. Lacking in entertainment & not so big as Montgomery. One decent hotel, 3 picture houses, a number of café’s and drug stores. Served by three railways, two passenger carrying and one goods only.
In a “dry” county but we can get beer at the Elks Club and there is a rather sordid club called the “Riverview” – not to be recommended.
People fairly hospitable and the
[page break]
For Week of Monday 25th. May 1942
MONDAY 25 5/. They’re still searching for Love. A. poor devil. Went to flight line all day – got in 50min. dual instrument this afternoon. Went to Stn flicks – quite good “Rio Rita”. Wrote to CON.
TUESDAY 26 5/. Had final instrument check this morning & third cross country this afternoon. Night flying cancelled – only that to do. LT. Patterson found Also Love – dead – in swamp poor devil. [inserted] L.K. [/inserted]
WEDNESDAY 27 5/. No flying all day but did night cross country tonight. [indecipherable] – 4 lights each way nothing in it. Made good landing – complimented from the Tower. Flying over – thank god.
THURSDAY 28 5/. Messed about all day hoping in vain for open post. The organisation here is foul! Went to Doris’s house for supper & a few beers afterwards to [indecipherable] Room.
FRIDAY 29 5/. No official notice has yet been posted re leave but got a pass to Monday midday. Met Saxons in evening – could’nt fix fishing party so we’re to go out there tomorrow. Slept at Camp. All IN [indecipherable].
SATURDAY 30 5/. Got up late went into Town met the Saxons went out to Elmore lazed around in the sun and thoroughly relaxed. Saxons made us very welcome. We bought a present for [indecipherable]. PARCEL TO CON. [inserted] LK. [/inserted]
SUNDAY 31 5/. Got up at 9.30 am. lazed in the sun – shot a lizard. Young Elizabeth came over in afternoon. We all went into Town & had grub. Played solo to 1 am.
[page break]
Memoranda
various churches run entertainments in their church halls or a few post nights dancing, games etc. As in other places in America the girls seem to be either 16-18 or elderly married women & therefore of no interest except the married women who generally can talk sense but are full of how wonderful the Americans are or what they did in the last war & what they’re going to do in this. About time they got going, I think.
The Alabama Institute of Aeronautics or A.I.A for short at Van de Graaf Field is the local airport where we do our training under the auspices of the U.S. Army Air Corps. The C.O. & the [indecipherable] officers are U.S. Army Officers who look after the administration & do “Army” checks. The instructors & the C.F.I. are civilians and are a fair crowd on the whole. Some find others are more persuasive in their methods but they seem to want to get you through. The exercises are different to England though the basic principles are much the same. Took some time to get used to their [indecipherable] technique – not to keep it on in the [indecipherable] – but otherwise seemed to adapt quite well.
The planes are the Steadman P.T.17 heavier & clumsier than the redoutable [sic] Tiger Moth, and need rather harsher
[page break]
For Week of Monday 1st: JUNE 1942
MONDAY 1 6/42. Came into Town with Mrs. Saxon, then to camp. Packing – not sorry to leave this badly run camp – still no official notice about leave (Harley won’t cross us the food list so we get no subsistence allowance). Letter CON.
TUESDAY 2 6/42. Had a few beers last night – open post. Up early – got cleared left for Tunisfield. Phillips remarked – “Damn good Adjutant” & shook hands – nice bloke. One of the coaches [indecipherable] & can [indecipherable] otherwise uneventful. Arrived 10.30pm.
WEDNESDAY 3 6/42. Does’nt seem too bad a place rather more B/S and sound worthy. Definitely twin engine stuff. Told we’re not starting flying until Saturday – R.A.F. instructors not ready! Wrote to CON.
THURSDAY 4 6/42. Did’nt get up for Reveille! Medical exam all morning & afternoon. Damn blunt needle for blood test. Very hot & sticky here – seem to sweat glue. Bridge in evening.
FRIDAY 5 6/42. No Reveille again! Lounged all morning & read “Escape”. Paraded for flight line after lunch – usual lectures detailed to instructors – mine R.A.F P/O thank goodness. Sq/Ldr Rothwell keeping eye on things.
SATURDAY 6 6/42. Did’nt get up for Reveille Start flying this afternoon. Went up in twin engine [indecipherable] excellent fun. Found taxiying [sic] difficult on the engines! Saw “Ships with Wings” – poor in station flicks. W.K.
SUNDAY 7 6/42. Flying this morning. Weather good – hot. Went up in Harvard with LT. LOGAN. Not much faster than B.T.13 but narrower undercarriage. Plane would’nt start 2nd period so could’nt do any landings myself.
[page break]
Memoranda
use of controls. Good trainers.
The circuit consists of patterns each one being either right or left hand according to whether its away from the hangers. Circuits or patterns are numbered 1-8 and controlled by a moveable Tee, which should point into the wind. You must take off & land into tee which makes it sometimes cross wind. There are also definite methods of entering traffic – 450 downwind leg or straight onto base leg. Supposed to be safer than the Circuit at home – doubtful but you soon get used to it.
B/S not so bad as at Maxwell. Rooms have to be just so & beds correctly made but you soon get used to it. Three nights a week there is a Retreat Parade but that only lasts 10 minutes. Otherwise only marching is to & from lectures.
Cadets do one broadcast a week from local station called “In Camp Tonight”. Usual collection of persons of same interest – George Medallists, Policemen, Soldiers etc.
Open post is good. One night mid-week to 10pm if flying in afternoon & each alternate Saturday of Sunday together with Friday to 10pm or 2 am according to whether you’re flying Saturday morning etc.
Quite a good spot & I think we’re enjoying it here.
[page break]
For Week of Monday 8th. JUNE 1942
MONDAY 8 6/42. Flew the 17 this morning. Instr. said fit to go solo. Did circuits & bumps – think I’ll manage all right. Played bridge in evening – wet afternoon.
TUESDAY 9 6/42 Still raining. No flying this morning. O’Neill turned sick. Had to take the poor lad to Hosp. Temp 102! Pulse 108. – said to be flu. Got him some [indecipherable] etc.
WEDNESDAY 10 6/42. No flying – low cloud & thunderstorms. Solo in evening. – not much good. Letter from CON.
THURSDAY 11 6/42. No flying – low cloud until about 11 am. So instructors took up Duncan. Went to see O’Neill – looks a lot better. Usual solo in evening – did’nt do much good.
FRIDAY 12 6/42. 50 mins Circuits & bumps in A.T.17 to make up 5 hours. Now can go solo. got a touch of “Athletes foot” got treatment. Saw O’Neill – much better. Pay day. Solo improved in [indecipherable]. Rain.
SATURDAY 13 6/42. Went up in A.T.6 in front cockpit – made a muck of traffic pattern – let myself get pushed out too much. Saw O’Neill much better. Fed up – no open post. Letter from Mr Wells dated 7/1/42
SUNDAY 14 6/42. Been in A.T. 17 quite good above cloud. Wrote to CON. Lazed about.
[page break]
Memoranda
[underlined] LEAVE [/underlined] – 21 3/42 – 26 3/42.
We set out for a hitch party. O’Neill, Jones & I (the Three Musqueteers). First to Birmingham then to New Orleans if we could get that far.
I had 35 dollars, O’Neill 25, & Jones 12 so we could’nt afford to pay much.
We were delayed by official [indecipherable] and got away at 12 Noon on Saturday 21 3/42. Jones & I went to see the “Target for Tonight” once again, met Pat at 3.30 walked a mile out of town on the B’ham road & thumbed. At 4.30 a decent old [indecipherable] of [indecipherable] picked us up in his huge Oldsmobile & took us right into B’ham. He owned a kind of cattle ranch in [indecipherable] and said he might be going to Mobile next day & would give us a lift. This, however, fell through.
In B’ham we had a drink in the [indecipherable] & Pat rang up his friends Elizabeth & Louise. We were promptly invited up for a drink & there met an Englishman, Bill Sutcliffe, from Liverpool, who had been in America for some time. The party was going quite well when [indecipherable] arrived with a pompous American Colonel & fat little man who was his “Yes” man. Colonel, who really suffered from an American inferiority complex, proceeded to take the floor and we were not
[page break]
For Week of Monday 15th. JUNE 1942
MONDAY 15 6/42. Visit by Balfour & Air V. Marshall did’nt see them myself. Did a spot of formation in the 17. Quite good [indecipherable] time. 1st. effort a bit rough landing. Feel more like flying. Hope killed – engine on fire! [inserted] L.K. [/inserted]
TUESDAY 16 6/42. No flying owing to rain. Got open post and had 1st. day in town. Went to “Fred’s Office” good spot. S/L Rothwell & F/LT. Judge there & had a chat. Fears of O.T.U confirmed by Rothwell. To be ready by August – damn!
WEDNESDAY 17 6/42. Wet morning but cleared [inserted] L.K. [/inserted] up at lunch. Hope’s funeral – did’nt go – hate [inserted] W.K. [/inserted] funerals. Cross country Eufaula, Butler. Not bad but have’nt got the hang of the approach yet. Letter from CON.
THURSDAY 18 6/42. Spot of inst. Under the cloud fair though you don’t get any feel on the stick Approach still a bit shaky – must show some improvement.
FRIDAY 19 6/42. Got dates wrong. Wednesday was link only. Thurs. cross country & Friday [indecipherable]
SATURDAY 20 6/42. Open post - [indecipherable] managed to get out of it. To Radium Springs had a good swim. After grub in Town and some beer at Freddie’s office. Chat to Rothwell.
SUNDAY 21 6/42. No work this morning Slept to 10 am.! Longest day of year. Spot of instrument flying in A.T.6A. Through care of silence twice! Wrote to CON.
[page break]
Memoranda
sorry when the party broke up & they went to feed. We did likewise and went into the [indecipherable] for another drink. There we were pounced upon by a woman in evening dress who made us come upstairs to a kind of women’s convention meeting which had broken up & wanted dancing partners. We soon excused ourselves & made tracks for a bed – picked the wrong hotel and paid through the nose for a mediocre room.
Sunday 22nd. Got up at 11 am. had brunch & at 2 pm started to thumb for New Orleans. First lift was to Bessemer, 12 miles away, but our drive took us via the Steel mills – most interesting. Second was in a big Oldsmobile via Tuscaloosa to Demopolis reached at 6 pm. Grub at a roadside café then short lift of 5 miles & we started to walk in the dark. Several cars passed us but at last one stopped & we reached Livingstone. Here we saw a car with “Mississippi” plates & boldly asked him to take us to Meridian if of course he was going that way. He was. He told us he was Judge Alexander & wife who had been visiting their son in the U.S. Army Air Corps at Maxwell. They were going to their home at Jackson and asked us to go on with them & spend the night there – gladly accepted. The house turned out to be a wonderful old “Southern” home with some lovely old furniture. We
[page break]
For Week of Monday 22nd. JUNE 1942
MONDAY 22 6/42. No flying owing to bad weather so Ted went in & we got Open Post. Went in town for a drink ran into S/L Rothwell in Freddie’s Office with P/O [indecipherable] had a good cheery evening. Told we might get back home for O.T.U – good.
TUESDAY 23 6/42 No mail from home thunder heads about so no flying again today. Did’nt ask for open post. Read book called “Mrs Miniver” – jolly well written.
WEDNESDAY 24 6/42 Ted & Duncan off on Cross country as pilot & navigator. I got a spot of link trainer – did good beam work. Started to read “For whom the bell tolls” – about Spanish Civil War queer book.
THURSDAY 25 6/42. Ted & I scheduled for Cross country but when we got out to plane it was cancelled owing to the thunder & we had a bad storm in evening. Played bridge.
FRIDAY 26 6/42. Spot of instrument flying beam – better approach & landing than normal. Should possibly have gone on cross country but weather not too good.
SATURDAY 27 6/42. Ted & I got our cross country at last. Made quite a fair show of landings at the auxiliary dromes. Ted good navigator. Open Post not given so Gabbie & I had a “friend” down from [indecipherable] & had evening in Town.
SUNDAY 28 6/42. Open Post given from 11 am to 2pm ridiculous everyone fed up with B/S & tripe Gabbie & I went into town still to see our friend but we had to get back for [indecipherable] at 4.30pm. What a bind.
[page break]
Memoranda
All were given separate rooms with our own bathroom and the most comfortable box spring beds in America. Did we sleep. We had travelled 258 miles!
Monday 23 3/42. Much refreshed, nice real bath, and breakfast at 8.30 am. Judge Alexander was a perfect host & most charming in manner, also Mrs [deleted] Jackson [/deleted] Alexander and made us most welcome – even to making tea English fashion which was excellent. Eggs & bacon toast etc – good breakfast. Hardly had she dropped us on our road when another huge car stopped & a lady & gentleman hauled us in for a lift to McComb, half way to New Orleans.
The country to Demopolis had been similar to our surroundings here but when we saw Jackson in daylight the weather was warmer and the gardens were full of azalias [sic], camellias & magnolia bushes the size of small trees a riot of colour. The country was more green & good farm land and spring seemed to have arrived much earlier. It looked grand with crops beginning to show green & trees in bud & some in leaf.
From McComb where we had lunch we got a short lift to Magnolia and another across into Louisiana to Kentwood. After a short wait we picked up by a Mr D.H. Langins, of Silver Creek, Miss! a traveller who took us via Clinton to Baton Rouge where we cross the Mississippi over a magnificent rail & road bridge
[page break]
For Week of Monday 29th. JUNE 1942
WROTE CON
MONDAY 29 6/42. Trouble about that parade yesterday apparently someone was outspoken about the U.S.A. their parades etc. and Air Corps in particular! Duly reported to the Yanks under the honour system. F/L Judge in a rotten position – had to make apology. Inst. Flying. [inserted] LK. [/inserted] Letter from Con dated 26th. Feb!
TUESDAY 30 6/42. Saw Rothwell re O.T.U in England. No one came forward re yesterday’s affair enquiry [indecipherable] remark made outside Post Theatre 4 days ago – informant cannot identify. Yanks obviously jumped too soon. Saw Judge & told him so. Transition on the A.T.9.
WEDNESDAY 1 7/42. Went before the Commissioning board today – they were quite decent – think I’ve got one. I’m to see Rothwell about other matter tomorrow. Spot of transition on the A.T.9.
THURSDAY 2 7/42. No flying today low cloud & [inserted] W.K. [/inserted] thunder – though we were supposed to start night flying. Saw S/LDR and heard that more of us are to stay here for O.T.U. – cheers. Think I’ll get out of Instructor. No open post – this W/E – LIVID.
FRIDAY 3 7/42. CON’S BIRTHDAY – BLESS HER. Wish I could give her a good hug. Started real transition on the 9. Usual talk of lack of judgment – think Instr. must be wrong or have a queer sense of judgement himself.
SATURDAY 4 7/42. More transition and one exam on [deleted] pre [/deleted] flight at 6.45 a.m! Damn fine lecture on ops by S/LDR in afternoon. Wangled Open post if no night flying left us hanging around till 12 midnight!
SUNDAY 5 7/42. Good lay in until 10 am much enjoyed the rest. Wrote to CON Transition with Sandison – no talk of bad judgement. Went up later with Dale & made some car hops!
[page break]
Memoranda
with clover leaf crossovers at either end. The river here was about 1/2 mile wide. We were also taken to see the Louisiana State Capital building – a magnificent structure surrounding [sic] by gardens full of azalias [sic] in bloom. From here we picked up a lift into New Orleans down the straightest road I have ever seen. It was straight as far as the eye could see. The scenery was now flatter and produced market produced [sic] (Truck country) – ratter different from the wooded country further North and the farming country around Baton Rouge.
We arrived in New Orleans at 8.30 p.m. having travelled 259 miles. We strolled up the main street of many lights, called Canal Street. The street cars run down the centre of the road and on the outskirts this is grassed over with azalia [sic] & magnolia bushes. The road is lined with palm trees. In the centre there are some large Hotels & bank buildings and masses of lights, near signs etc.
We were tired but intent on seeing if we could get hold of some Southern hospitality so we entered the bar at the JUNG Hotel – no good. We strolled down the street a bit further & ran into some more of the lads, who seemed to be having a good time. So we went into the bar of the largest hotel – the Roosevelt – and bought a drink, stared
[page break]
For Week of Monday 6th. JULY 1942
MONDAY 6 7/42. Cross country to Crestview – Pike lost us we nearly reached the Gulf – looked wizard. Found ourselves then on way back P lost his may! So we came back on beam. No night flying – weather.
TUESDAY 7 7/42. Spot of link today. Raised [inserted] 4L.K. [/inserted] subject of Open Post with F/LT. Judge – he could’nt get any satisfaction. We could’nt get passes signed so had a beer in camp. F/LT going to see Col.
WEDNESDAY 8 7/42. F/LT. Judge saw Col re Open Post with S/L. Blank refusal! He’s very fed up. Too bad – guess they were not well received. Link again – spot of night flying in the 9 – fair. Spot of skeet shooting.
THURSDAY 9 7/42. Did’nt fly today. in the evening Gabbie & I pitched a story about buying stuff to take home & wangled two passes! Met S/L & F/LT in Freddie’s Office they were delighted and invited us out to lunch at the Gables – excellent evening. [inserted] L.K [/inserted]
FRIDAY 10 7/42. Somewhat heady today! Did a T & D problem back in formation. Spot of night flying at Liesberg in the 17 – fair.
SATURDAY 11 7/42. Link only today. Open post granted – blow me down! Went into Town – ran into S/L & F/LT – to the Gables again – good evening. Bought some more silk stockings.
SUNDAY 12 7/42. Two Letters from CON – so glad. Spot of team with Edwards & formation later in 9. Spot of night flying at 1.40 a.m. Hellish tired made rotten landings in the 9
[page break]
Memoranda
round the bar and stood talking – in hopes. On the way in I was stopped by an American who asked who we were.
We were almost giving up hope when a quiet voice said at O’Neill’s elbow “Drink that one up & have one with me”. From then on we never looked back. He was a bloke named George Taylor & his friend Paul Lansing who had stopped me as we came in. when they heard what we were doing & that we’d made no arrangements to sleep, George disappeared to return later and blandly announce he had got us all a room in the hotel, the best in Town! We went on drinking until about 12 o’clock then we thought of food and went over to a restaurant in the French Quarter for some bacon & eggs. We were hailed over to speak to a Norwegian sailor & when we returned to our table we found our companions had paid the bill & gone! Could’nt find them anywhere until we discovered they had staggered on to Canal Street & in their cheerful condition had tried to drive a street car full of negroes. Very tired – to bed. Marvellous room – two single & a truckle bed with bathroom complete. Wonderful beds – slept like nothing on earth.
Tuesday 24 3/42. Awoke 9.30 – bit of a head. Rang up George & Paul & we all got up & met in the bar over some “O hair” pick-me-ups – quite good. Then we had
[page break]
For Week of Monday 13th. JULY 1942
MONDAY 13 7/42. Had the whole morning to sleep – excellent – now flying day & night one day and having the next day as regards flying off. Felt hellish tired went to bed early – saw Stn. flick Chas Ruggles – good. Wrote to CON.
TUESDAY 14 7/42 Cross country then a spot of team formation. Had trouble with a gusty cross wind on landing – rt. Wing stalled about 10’ from ground came in heavy. Night flying in A.T17 – all good landings.
WEDNESDAY 15 7/42. Another morning in bed – very good too. Gabbie & I tried to get out to “do some shopping” but were told we’ll probably get Open Post on Friday – hope so.
THURSDAY 16 7/42 Spot of team T & D – O.K. day [inserted] WK. [/inserted] for All flight though I’ve never soloed in a 6 – cancelled when we returned. Letter from TOM. quite cheery though think the old boy is getting old. Night flying.
FRIDAY 17 7/42 Stayed in bed all morning! Spot of ground school then Open Post. Bought some more stockings & had a good party in Freddie’s Office with S/L & F/LT. Asked to arrange farewell party.
SATURDAY 18 7/42 Flying in the morning and then ground school. Saw F/LT re party arrangements. Info that we’re finishing on 5th. August. Night cross country – 1st. off – in bed by 12.30.
SUNDAY 19 7/42. Up 10 am & Open Post! Went into Radium Springs & lazed all day with a sandwich lunch. Afterwards saw [indecipherable] – excellent acting by Leslie Howard.
[page break]
Memoranda
brunch & returned to the bar where we were joined by some more Americans. We drank Gin & tonic – good for us. George left on the 1pm train for the north but Paul announced that our room was ours for as long as we could stay & the party for the day was on him. They would’nt let us pay for a thing the night before.
So we ambled over to the offices of the “Mississippi Valley Barge Line” for whom he worked but found “Red” Rutgar, the boss was not in. So we set about making a rude Dictaphone message for him when in he walked so we finished it off for George & mailed it to him!
In the afternoon Paul got us some tickets for a motor tour round the old French Quarter. We visited the old Cathedral, rather like St. Marks, [indecipherable]. Saw the old [deleted] fre [/deleted] French houses with the patios, containing lovely flowers, behind the French Market, the ruins of a Spanish house and generally got sober. It was most interesting especially as New Orleans was the centre of pirating in the 18th. Century when Pierre Lafitte & his [indecipherable] used to come in there.
Met [deleted] Gales & [indecipherable] & later [/deleted] Paul who had a dinner date but insisted on taking us to a French Restaurant where he at last let us pay for our dinners. We arrived there in a horse drawn [indecipherable] complete with negro coachman
[page break]
For Week of Monday 20th. JULY 1942
MONDAY 20 7/42. Flying this morning did a Cross country under the hood – not brilliant. Rumour we’re to finish on 26th. – leave? Night cross country – team. Got 60 hrs in & over 210 total. Sent for Schick bead. WROTE TO CON.
TUESDAY 21 7/42. Mosely killed at Liesberg last night. Reynolds – two cracked knee caps & bruises. Apparently ran into a riggers hut at end of runway – did’nt have enough flying speed to take off – bad luck. Ted, [indecipherable], Gab & I went into [indecipherable] for beer party.
WEDNESDAY 22 7/42. Spot of formation. Mosely’s funeral. Some of the lads got into hot water for missing & being late for Retreat last night. 20 & 10 tars respectively! No night flying – weather not suitable for XC.
THURSDAY 23 7/42 Good nights [sic] rest – got up fairly early. Went with O’Neill to see F/LT re [inserted] 2LK. 1C [/inserted] tars (Americans only given 3 [indecipherable] for same thing). Rained this afternoon – no P.T. or Retreat horay [sic]!) Saw “Take a letter darling” – excellent – Rosalind Russell.
FRIDAY 24 7/42 No flying this morning – low cloud. Had letters from Con (2) Phyl, Syd, Mr. Wells, Billy last night excellent! No night XC tonight storms about so early to bed. Rumour that 11 instructors are to be kept back. seems [indecipherable].
SATURDAY 25 7/42. Edwards & I saw S/L. [indecipherable]. Had a chat that I’ll get back O.K. – they’d rather have volunteers. Went into Radium Springs – to 3.30pm. Rain threatening so returned to town, flick, supper beer – bed.
SUNDAY 26 7/42. We all over slept a bit this morning! Did 4.45 hrs flying excellent – fair effort tho’ formation seriously criticized! Nearly finished my time – got 60.40 in. wrote to CON. Got new razor head – better than old one.
[page break]
Memoranda
in a silk hat. At every crossroads the horse shied & had to be led across. An Army Colonel who had hired the affair before us described it as a “Stubborn horse & a stupid n*****”. However Paul kept us in fits of laughter the whole time.
The meal consisted of a seven course dinner for a dollar – excellent. We strolled through the French Market smoking cigars & then returned to the hotel where we met Gales & [indecipherable] & later Paul, who whisked us off with his friend Mac & another bloke to a Bowling match where we drank beer.
Then we came back to a night club for a floor show including a spot of strip tease – extraordinary performance. We also visited the old Absinthe House (before going to Bowling) and tried some absinthe. Queer muck – rather like peppermint and milky white in colour. There was also a fat n***** who had a wonderful touch on the piano. A most interesting relic of pirate days. After a visit to a few more night life spots we went to bed at 4.30 am & soundly slept.
Wednesday 25 3/42. Up at 10.30 found Lansing had got up early! & gone to his office. Went out & had brunch & ran into Paul & thanked him for the whole show. Took cab to road 11 & started to thumb, intent on getting to Mobile. However Bob Southrey stopped in a huge Hudson & picked us up bond for
[page break]
For Week of Monday 27th. JULY 1942
MONDAY 27 7/42 Got up fairly late went into see F/LT. re party. Instructors required now 15 – S/L saw everyone, accepted my excuse, also Ted Gabbie & Dai to stay, O’Neill? Rotten luck but thank God I’m going back.
TUESDAY 28 7/42. Spot of instr & formation. O’Neill going home good! Also finished off night flying now have 74 hours in here only inst. to do. Party fixed for Sat. night.
WEDNESDAY 29 7/42 Did’nt get to bed till 4.30 am so not up till 11.30. Gabbie unable to get out of it. Trouble over P.T – due to bad instructions from Ridley – exhibition by him in F/L’s office! Saw rotten flick in Stn. Flicks. Party altered to Sunday.
THURSDAY 30 7/42 Finished inst with fairly good check. Rumour now that we’re to do 10 more landings in the 9! Finish & got wings on Wed. & straight off to Canada – good egg!!! Shall be delighted to go. Night flying
FRIDAY 31 7/42 Party arranged for Sunday night. Assessment in log book – below average – rather disappointed – but S/L said no need to worry – just to indicate to next instructor what I’m weak in. Record O.K. Open post – few beers with Gabbie.
SATURDAY 1 8/42 Finished off my flying. Went in on Open Post met S/L & F/LT went out to Gables – good party. Had chat about assessment – nothing to worry about – he’s had dozens of B.A’s. all get though all right.
SUNDAY 2 8/42. Got up to go to flight line not required so back to bed! Trouble over night flying – can’t put party off! Party fixed. good effort No night flying. Good time was had by all. Barbeque rather disappointing though grub good.
[page break]
Memoranda
Hattiesburg so we altered our plans. We had a good run across the edge of the Gulf of Mexico and so north. Country became flat, then wooded and slightly hilly arrived at Hattiesburg at 6 pm. Put up at Dixie Tourist Cabins – three in a double bed[deleted] s [/deleted] three musqueteers with a vengeance and somewhat warm. Had a spot of beer in a bar & supper in town. Sorry to find a girl of 18 working in a bar which is full of soldiers. Found they had to get a job in that particular County or go to jail to keep the women out of mischief. Nice kid named Eugene Plaka who was saving up to get out of it & jet home so took pity on the poor wench. 121 miles.
Thursday 26 3/42. Up at 9.30 then breakfast. Southrey met us at 11 am and on. Stopped for lunch at roadside cabin – good. I drove to Meridian – terrific car nearly hit a wandering car & some line engineers dropped a cable across our wireless aerial. From Meridian we got a lift right to Tuscaloosa by a bloke who was towing a car – they just couple the cars together & let the wheel swing! But travel at any speed. 187 miles.
So home to Camp again. Total distance 879 miles – all hitched!
[page break]
For Week of Monday 3rd AUGUST 1942
MONDAY 3 8/42 Open post all day. Went in town. 4 parcels to CON. 3 food 1 cheeky seed. Missed John Bliss who is an Instr. at [indecipherable] – pity. Went out to R/H with S/L. Rothwell – back to Freddie’s for a spot & had party in S/L Hirst’s room. Tried to get arrested by gate guard – no luck!
TUESDAY 4 8/42 Open post till 6pm. Packing. Open post extended to 12 night. Went into town. Saw S/L Hirst & F/L. – to 43B’s B.B.Q. with S/L Rothwell. Then back to Freddie’s with S/L who took me up to his room and gave me a pair of R.A.F. Wings! Best present yet. More fun with Gate Guard – no clink.
WEDNESDAY 5 8/42 Up early – getting squad up. WINGS PARADE. Caught 1.20 train. Said reluctant good bye to S/L & F/L they were sorry too. Route via Atlanta Chatt. Cincinnati where we join rest of party. Rather dirty uncomfortable coaches. Cold at night.
THURSDAY 6 8/42 Did’nt sleep much. Up 6 am. Arr. [indecipherable] 8.30 am. 5hr wait. Into town to Schicks – beer look round station – photos. Dep. 3.10 complete party Arr Detroit 11.30 pm. change to C.N.R. switched coaches. Fiddled sleeper – sheets – comfort!!! Cost $1.50.
FRIDAY 7 8/42 Slept fair – well worth it – a bit cold & stiff – 5 in compartment 6’ x 8’. In Canada passed Toronto at 5 am. (Dai & Co [indecipherable]). Wizard scenery. Stopped Montreal beer good – St. Lawrence – homesteads – all the gang crowded in our cabin – good fun. Slept well.
SATURDAY 8 8/42 Woke at Campbellton – top route all R. St. Lawrence then S.E to Moncton arr. 12.30. Train taken into 31P.D. found we’re potential officers – kind of officers mess. In town to Ellis (beer) – Bunnetts – Ellis. [indecipherable] three fruit machines!
SUNDAY 9 8/42 Did’nt get up till 10.30. After lunch we hitched to Point de Chene [Pointe du Chêne] 20 miles away for a spot of sun bathing – grand. Met the Jones family who very kindly waited to bring us back. wizard scenery – good day.
[page break]
Memoranda
[underlined] BASEBALL. [/underlined]
Much the same as rounders though the rules are tightened up to make it harder.
Each team consists of nine players. One team fields the other strikes and goes on until 3 members are out then they change round nine times i.e 9 innings each.
The pitcher bowls, the catcher is the wicket keeper, there is a baseman for each of the three bases and the remaining men field either deep or at short stop. The plate is the home base shaped [inserted sketch] and for a fair ball it must be pitched at a height between the knees and the shoulders & pass over the plate. It is called a “strike” if a foul it is a “ball”. The hitter can have three ‘strikes’ but if he does’nt hit the 3rd he’s out. The pitcher is allowed 3 ‘balls’ on the fourth the hitter gets a free run. The ball must be hit into the field ie between the lines of Home – 1st. base & Home 3rd base. He can never be caught out on a foul strike behind the wicket.
To be out the ball may be caught or thrown to a baseman who has one foot on the base before
[page break]
For Week of Monday 10th. August 1942
MONDAY 10 8/. Drew a [indecipherable]! Good sign? Rumour [inserted] L [/inserted] life as usual. Went into town after supper. Wet day – to Ellis – poor luck on machines – foolish but good fun. O’Neill got Jackpot! – after we’d gone.
TUESDAY 11 8/. Went out in the afternoon after cashing cheque for £5 with Wild. Bought powder & some underclothes for myself. Went to a flick met Charlie & Co & stooged back to Camp. More trained personnel in today.
WEDNESDAY 12 8/. Saw [indecipherable] today with wing up on way back. Played bridge in evening – nothing to but! Pay parade for everyone but us on Friday.
THURSDAY 13 8/. Went out to Point de Chene with O’Neill this afternoon. Got a good lift both there & back. good fresh air – excellent. Slept like a log. Saw “The Reluctant Dragon” – jolly good.
FRIDAY 14 8/. Stuck around all day with absolutely nothing to do. Bored with all the hanging around. Played bridge in evening – then drink in the mess.
SATURDAY 15 8/ Sat around reading all day – did nothing. So fed up went for a walk in evening with Edwards then back for drink in the mess.
SUNDAY16 8/. After lunch hitched out to Point de Chene with Bailey & Edwards. Good hitch out – walked down [indecipherable] track. Rather a job hitching back – walked a lot 3-4 miles. Got going just before dark. Pleasantly tired.
[page break]
Memoranda
the hitter reaches it, or a runner can be touched by an opponent with the ball between bases.
A hitter who strikes the ball into play must run to 1st. base wherever the ball goes to. If there’s a man on 1st base he must run to second & so on. So that by smart fielding the ball can be thrown to 2nd base and get that man between 1st & 2nd & thrown to the 1st. baseman to catch the hitter who had not yet reached 1st. base. Indeed it is possible to get 3 men or even 4 by quick & hard throwing.
Each man goes in to hit in turn. A home run is one where the ball is hit so far that the hitter gets round in one run. If a baseman (men) runs from one base to another or a ball which is caught he must return to his original base and is often thrown out.
The game as a whole is faster than cricket though totally different and not so [indecipherable]. It is however good fun and quite a good afternoons entertainment especially when runners dive for their bases to beat the throw.
The game is run by an umpire standing behind the catcher and a Referee who looks after the problem of close shaves or getting home to a base before the ball is caught.
[page break]
For Week of Monday 17th. August 1942
MONDAY 17 8/. Stuck around as usual. Went down town with Bailey & made enquiries about thicker stockings for Con. Decided to sell two pairs & buy two more here. A few beers in mess. Letter CON.
TUESDAY 18 8/. Hitched out to Point de Chene with Bailey followed by Reas & Gabbie. Got a lift on a sand lorry & had great sport in the water mostly duck fighting. Got an invite on lift back for next week. Met Conner – rumours.
WEDNESDAY 19 8/. Rumour correct draft going [inserted] 2L. [/inserted] tomorrow & Friday – bailey only one of our Crowd going lucky devil – all very broke & disappointed. Have to stay in till Friday – do hope they give us time to get things
THURSDAY 20 8/. Went down with [deleted] Bailey [/deleted] Ted to have beer at Ellis with Bill who is off tomorrow. Met Jim, Bailey’s pal, who took us to his home after billiards at the Ellis. Nice people English settlers, he’s a civil servant. (P.O)
FRIDAY 21 8/. Pay at last! Get $40 went down [inserted] IL. [/inserted] town and got lipstick, face cream & some thicker stockings for Con. Supper at Bennetts & some beer at the Ellis. Rather fed up. started “This above all” – good book.
SATURDAY 22 8/. We thought we’d go to Point de Chene but it was so windy we just lazed around & read until after supper when we went into town for a beer etc.
SUNDAY 23 8/. Did some packing this morning & got things organised. C.O. dropped lists of moving soon – do hope he’s right. Went down to see with Jones and found the [indecipherable] a [indecipherable] – spent evening with them.
[page break]
Memoranda
All players wear a glove and the catcher and umpire wear protective padding and a face grill. The pitcher who really works the hardest stands on a little mound of sand in the centre of the arena.
Quite a good game and I believe very exciting between two 1st. class sides – mostly professional. The Americans go nuts over it.
[underlined] THE JOURNEY NORTH. [/underlined] 5 8/42 – 8 8/42.
5/8/42. Up early and got ourselves cleared with flying kit bedding etc. Finished packing but unfortunately my laundry was returned un-washed owing to a mistake of some kind. At 10.30 am we marched up to the Camp Theatre with arms swinging in good old Babbacombe style for our “Graduation Ceremony”, when we received a pair of tin wings and a certificate amidst much band playing and flag wagging. After a photograph and lunch we all boarded trucks for the station – damned glad to be at last on our way home, seems almost too good to be true. I pinned on my R.A.F wings, which S/Ldr Rothwell had given to me the night before and which I prize muchly - damned
[page break]
For Week of Monday 24th. AUGUST 1942
MONDAY 24 8/. Stuck around all day played bridge – read “This above all” grand book. Spot of beer in the mess. No gen yet – though hints are coming out. Lecture by C.O.
TUESDAY 25 8/. Lecture by C.O. no gen yet. still more hinting. Spot of bridge. Letter from CON. I wish we could get a move on. Went to see the Jones with Gabbie – all arranged on the spur of moment. Letter CON
WEDNESDAY 26 8/ Did nothing all day until afternoon. Went in to change some stockings for Con. Played bridge in the evening. We’re all damned bored. Beer.
THURSDAY 27 8/ Played a spot of bridge to keep us going. Went out after supper with Gabbie. Saw a spot of amateur soft ball. Came back to the mess for a beer.
FRIDAY 28 8/. Did nothing all day. Went to see the Jones again with Gabbie – quite a cheery evening. Rumour we’re going soon – good.
SATURDAY 29 8/. Gabbie gone to Shediac with Edwards & O’Neill. I joined Whitfield & Clark. Flicks, spot of supper then beer. Good blokes.
SUNDAY 30 8/. Went to Church with same lads & introduced to Mrs O’Dwyer. Out to Shediac with them. Met Guntry’s etc. Very nice people – good breeding – English. Wish we’d met them before.
[page break]
Memoranda
decent of him. At the gate of the camp we gathered all our passes together and scattered them out of the back of the truck to the tune of “All coppers are B—ds!!”
at the station we found we had two special coaches & a van for luggage and we were hooked onto the back of the “Flamingo” as far as Atlanta. The coaches were filthy and not too comfortable. We said reluctant good bye’s to S/L & F/Lt and thanked them for all they had done and got on the move at 1.45pm
Scenery typical Georgia with Pecan & Peach trees, farm corn & so on all the way to Atlanta. Track single most of the way with passing loops & automatic sectional signals.
At Atlanta we were shunted from the “Central of Georgia” to the “Southern” up to Cincinnati. We got going at 7.45pm. We had had supper at the C of G before Atlanta. The scenery now began to get more interesting as we climbed up through the Appalachian Mts towards Chattanooga. Soon it was dark and we put down our seats and tried to get some sleep. We were wearing summer kit and had no [indecipherable] or blankets. It was warm at first but soon got
[page break]
For Week of Monday 31st. AUGUST 1942
MONDAY 31 8/. Rumour strong – supposed 150 going on Thursday. No ‘gen’ yet. still plenty of time. Went in with the lads to a flick. Nearly got payed [sic] by mistake. Some Blokes did!
TUESDAY 1 9/. Definite gen this afternoon. WE’RE GOING ON THURSDAY At last – gen right for once. Got some pay & bought of stuff got packed. Went to Rockaway with Mrs O’Dwyer. Saw the Guntry’s there. E & G made a four – for me beer.
WEDNESDAY 2 9/. Eldin got it bad. Put out deep sea kit – gen talks – we’re to leave at 5.30AM tomorrow via NEW YORK! Rumour it’s the Queen Mary. Said good bye to Mrs O’Dwyer Spot of beer with Fl/LT Judge who is up here.
THURSDAY 3 9/. Up before dawn away 5.30 am. Via St. John, McAdam, crossed the border at Vanceboro. Proper sleeping equipment this time & good grub. Stopped at Portland in U.S.A. for an hour then bed & a good snore. Clocks back 1hr.
FRIDAY 4 9/. Breakfast at 5 a.m. due at N. York at 8.30 am. Usual business [indecipherable]. New [indecipherable] R.R. electric locos. Arr. Pennsylvania Stn. 8.45 am. To New Jersey by tunnel. Then by tender to the QUEEN MARY!! Saw the Statue of Liberty. [indecipherable] on her side.
SATURDAY 5 9/. Good bunk in stateroom – good sleep. 14,000 U.S. Troops on overnight. Funnels smoking – rumours rife. Good breakfast. Off 2.45pm! passed skyscrapers & out thro’ basin to sea. Then what a bow wave & how wizardly she sails. Grub excellent = 2 meals day
[inserted in margin] Co 1360 to 190 [inserted in margin]
SUNDAY 6 9/. Slept like a log – good breakfast rough guess we’re covered 500 miles already. Going well in huge zig-zags no escort. Plenty of armament on board. Steward says [indecipherable] on Thurs. good egg!!
[inserted in margin] Co 090 [inserted in margin]
[page break]
Memoranda
Chilly and we none of us slept much. We got up at dawn.
6/8/42. We arrived at Cincinnati at 8.30 am. Detrained and had a good breakfast in the Station restaurant. We had to wait for the remainder of the 42G [indecipherable] who were due to arrive at 12.30 so Gabbie & I went into Town as did the remainders. Gabbie went for a shave. I went along to Schicks Service to get my razor serviced and had a shave there. After we tried innumerable shops to get Gab a pair of R.A.F wings without success.
On return to the Station we heard that the others were not due until 2.30pm so we had a beer and then Ted & I went down onto the station & took some photos. It is much the same as Carlisle was in pre-grouping days and is jointly owned by the several railways using it. We got some good shots – though the majority of the American engines look much the same in general designs except of course the streamlined ones. The signalling is group controlled from a central signal box with track indicator electric chart. Signals are rather few and the [indecipherable] are placed on track level like [indecipherable], the
[page break]
For Week of Monday 7th. SEPT 1942
MONDAY 7 9/ Still moving at a good fast rate. Never seen the sea look so beautifully blue – deep blue marked by white – where our huge wake leaves a pattern. Halfway at approx. 6.30 pm. Getting very excited. (turkey). Saw flying fish last night.
[inserted in margin] Co 090 [inserted in margin]
TUESDAY 8 9/ weather a bit colder & more cloudy – sea rather a swell on and she’s rolling. Later sea quite big and we’re pitching & rolling somewhat – everything creaking. Sea quite heavy towards evening.
[inserted in margin] Co 045 - 000 [inserted in margin]
WEDNESDAY 19[sic] 9/ Lovely rumours – “Tirpitz got out” and “the Q.M sunk 500 miles out of New York. Sea quite heavy with a good deal of spray. Excellent fun. Still going a good lick.
[inserted in margin] Co 045 [inserted in margin]
THURSDAY 10 9/. Rumours yesterday that we’re to be in tonight! No sight of land. Sea still big swell – boat rolling heavily. Gen now that we’re in early tomorrow. Think we’ve taken a round about route.
FRIDAY 11 9/. Up early & behold we [indecipherable] up the Clyde! Scenery looked wizard. Anchored at 9.50. off boat 1.30. Entrain 5.30 & away at 6.00. via Kilmarnock, Dumfries, Carlisle, Crewe [indecipherable], Clapham Jc. B’mouth [Bournemouth]. Rode on footplate from Carlisle – Crewe [indecipherable].
SATURDAY 12 9/. Arr. B’mouth 9.45 & off to billets at Hazlewood Hotel. Good messing. In search of uniform. Starting cold in head. Spot of beer - [indecipherable] – not bad. Slept like a log. Could’nt get thro’ to Con – 2hr. delay.
SUNDAY 13 9/. Rang Con this morning – wonderful to hear her voice. Went to Christchurch this afternoon – concert at Pavilion in evening. Saw Bailey just back from leave.
[page break]
Memoranda
latter do not appear to be used except for important crossovers or from sidings onto M/L.
at 2.35 in came the rest of the gang, some riding on the footplate the remainder leaning out of the window – all in good spirits. We spent some few minutes sorting out people we knew & had’nt seen for some time and off we went again. This time the Baltimore & Ohio took us to Detroit & gave us a good lunch, in fact grub on the journey was good.
The scenery was good. Pleasant farm country with the usual hooting for gateless crossings. Bags of corn growing tall and although cooler it was still warm. We rattled along well.
We reached Detroit at 11.30 pm and bye-passed the station to some sidings where we transferred to the C.N.R. Proper old stock with hard seats – three men to a seat so that one had to sleep on the wooden canopy up above – with no blankets or bedding for two days! I did’nt think it was good enough – still we got going at last and went along to the diner for grub. The train had obviously been fitted up specially as a troop train as the diner had been stripped of its chairs & tables and
[page break]
For Week of Monday 14th. SEPT 1942
MONDAY 14 9/. Hellish queues for uniforms – decided to go to Gieves – excellent stuff even if more expensive. To flicks in the evening & then a whiskey & bed. Cold rather bad – gone to chest.
TUESDAY 15 9/. Feel better today – cough looser. Still waiting for deep sea kit. Paid £5 went out to Christchurch for a drink.
WEDNESDAY 16 9/ Deep sea kit arrived at last. Went to see Coles at New Milton & borrowed a case.
THURSDAY 17 9/ Collected flying kit & handed in Airman’s kit – got ourselves packed up & ready. On leave tomorrow.
FRIDAY 18 9/ Usual queue for passes arrived in London too late to get down to [indecipherable].
SATURDAY 19 9/ Caught the 11.55 and got a [inserted] K [/inserted] lift to Stevensons Farm on an Army lorry beautiful to give Con & Phyl a good hug & wizard to be home again. Cottage looks fine & still some roses.
SUNDAY 20 9/. Pottered about in the morning Had chicken for lunch. Arthur & Sheila came in. went up to aerodrome for supper at the W.A.A.F’s run in the mess. Met Gibson & S/L Bill Greenslade told all about G.M.R.
[page break]
Memoranda
we all sat at long tables placed length-ways with forms as seats. The food was quite good and it was good to see the friendly British faces of the dining car crew.
After grub Gabbie & I went along to see if there were any [indecipherable] where one could sleep (we’d both got the top bunk which was damned hard.) we found a sleeper or rather a day car fitted with proper mattresses between the two diners for the use of the crew. At one end was a kind of smoke room with a long settee with two easy chairs. Just what we wanted! so we tackled the coloured conductor. He said that we could have [underlined] beds [/underlined] in the “drawing room” at the other end as there were five of us – we had been joined by three others. He wanted $2 for the complete but agreed to take $1.50. One bloke dropped out so I went & fetched Charlie Hare – it was a pity we could’nt have got rid of the other two & got Edwards & O’Neill in there as well.
I went along to say cheers to Dai who was in the last coach & was to be slipped at Toronto about 6 am. He seemed alright though somewhat depressed. I was sorry he’s not coming with us.
And so to bed [underlined] between sheets [/underlined]
[page break]
For Week of Monday 21st. SEPT. 1942
MONDAY 21 9/ Went up to look round a Stirling & an Oxford. Two sqdns on the camp now – 214 (S) & 101 MkIII Wimpeys. Operate most nights now. Troops don’t like the Stirling much – all [indecipherable]. Up to mess for a drink
TUESDAY 22 9/ Sick & diahaerr [diarrhoea] all night. Spent morning in bed – germ floating about. Lovely quiet evening with Con over the fire. Don’t feel too well – too much excitement perhaps.
WEDNESDAY 23 9/ Better today – over fields to Sheila’s with Con. Flip with Gibson this afternoon in Oxford – good. Tiny [indecipherable] & Jean in to supper – nice girls – chicken supper & spot of beer. Stomach quite recovered.
THURSDAY 24 9/ Off this morning – wish we had another week. Went down to Hammersmith & saw Wadson, Williamson [indecipherable] etc. good evening.
FRIDAY 25 9/ Back from leave – mouldy hole. Don’t seem to have said or done anything I’d planned to do on leave. It was too short.
SATURDAY 26 9/ went out to Mrs Cole to return the suitcases. Her sister at St. Howards missing after bomb hit her flat – bad luck. Met Whitfield & his wife.
SUNDAY 27 9/. Went to concert at Pavilion this afternoon. Out to Christchurch for a drink.
[page break]
Memoranda
I slept alongside old Gabbie who tossed about a bit but did’nt snore too much – much refreshed in the morning though 5 in a room 6’ x 8’ was rather stuffy inspite of a fan & the top ventilators open. (We could’nt get the side windows to open).
7/8/42 Found we’d passed through Toronto overnight or rather in the early morning and we were going through marvellous scenery towards Montreal. So much fresher than yesterday’s in America and much better farmed. Lovely firs & hills with trees & little clearings. Now and then we rumbled over a stream all rock strewn & occasionally quite a decent sized river. We were running parallel to the St. Lawrence on our right.
We had a got [sic] breakfast & just after an equally good lunch stopped in Montreal. We had an hour to wait so we all went in search of a beer. Found a pub – quite English looking – called a “Taverne” – and the beer was, I think, the best we’ve had this side of the drink.
It was much cooler then America and the air clean & fresh. Such a pleasant change. We collected a big 4-8-4 with a
[page break]
For Week of Monday 28th. SEPT. 1942
MONDAY 28 9/. Posted to No. 6 A.F.u Little Rissington. [deleted] Oxfordshire [/deleted] Glos [Gloucestershire] so not too far from London & Stead. Spent the day messing about – to Kings Head for a drink.
TUESDAY 29 9/. Off to Little Rissington via Reading, Didcot, Oxford, and bus from Kingham. Good station & nice mess. used to be an S.F.T.S. Shared room with Edwards & O’Neill.
WEDNESDAY 30 9/. Damned cold, shivered in lecture room & had “pep” talk – drew flying [indecipherable] etc. Assigned to auxiliary aerodrome at Akeman St. – go out in a bus daily – no grd school. Rang Con.
THURSDAY 1 10/. Up 6 am – phew! damned cold. F/Sgt as Instructor – murky weather – did’nt fly. Did some cockpit drill. Getting 48 over W/E. [deleted] Rang Con [/deleted]. Signed up to get away.
FRIDAY 2 10/. No flying today – got away early. Hitched to Oxford.
SATURDAY 3 10/. Met Con & Phyl & Phyl’s flat [inserted] K [/inserted] – grand to see them again. Saw Davis & later to Hammersmith saw Wadson & later Price & Co at the Signals Mess. slept at Mai’s.
SUNDAY 4 10/. Breakfast at Canteen. Phyl’s for lunch with chicken – wizard. Nora came over in the afternoon so nice to see everyone again – like old [indecipherable]. 8.5 train back.
[page break]
Memoranda
wizard [indecipherable] hooter, looked pretty clean & well kept – or just out of the paint shops.
After leaving Montreal we crossed the ST. Lawrence by a long girder bridge and carried on parallel to the river on the east side through wizard country mostly made up of small farmsteads which looked rather like original settlers homes – just a small square wooden shack with about 20 acres of land all laid out in long strips. Grand seems pretty futile and O’Neill said it looked good for farming.
We followed the St. Lawrence along though we could’nt see it and we bye-passed Quebec though we saw the famous bridge standing up there with the “Heights of Abraham” behind. Scenery much the same & we rattle on along the single track. When we went through last December we went through Maine (U.S.A) & did not go thro’ or near Quebec. Also this part of the journey was at night. I can see we missed a good deal. This time we follow the St. Lawrence to “Mont Peli” and turn off there via Campbellton to Moncton.
That night Edwards & O’Neill piled into our “drawing room”
[page break]
For Week of Monday 5th. OCTOBER 1942
MONDAY 5 10/.
Fly round – quite like the Oxford. We fly in all sorts of weather.
TUESDAY 6 10/.
Circuits & precautionary landing. Oxford not bad to land but the aerodrome is somewhat bumpy.
WEDNESDAY 7 10/.
No flying – weather awful.
Walked down to Bourton-in-the-Water [sic] and put down & [sic] odd pint in the “New Inn”.
THURSDAY 8 10/. Cross country under the head – then find out where you are & fly home – fairly successful. Flow back to Rissington with Instructor.
FRIDAY 9 10/. Flip with Instr. this morning took S/L to Rissington. Latter pleased with my [indecipherable]. Not a very good effort at landing. Later up with F/LT. Kerridge after Solo (2 circuits) Regaining confidence lost by Pink.
SATURDAY 10 10/. Bad weather this morning. Dual with tight turns & single engine operation then on hours solo – wizard. I feel full of confidence again now. To “New Inn” for a spot.
SUNDAY 11 10/. Did a spot of local map reading Country looks grand from the air – Oxford especially Had one x country as passenger to Hereford & into Wales. Came back over Dick’s place at Alvington.
[page break]
Memoranda
really to play cards but when we found the conductor had put the beds down we just lazed around smoking and talking. After a lot of persuasion we got rid of them & turned in.
8/8/42 we woke up after a good night – not so many kicks from Gabbie – at Campbellton on the Gulf of St. Lawrence. I don’t think we covered a lot of ground overnight. Still we had breakfast and got packed up, we were due in Moncton about noon. The scenery all along the Gulf was grand. We kept passing little bays & short views of the sea – it looked grand. We saw inland and into good farming country and on E.T.A arrived at Moncton.
It looked somewhat more civilised without the snow but it was a real pleasure to see the cheery & friendly faces.
This time they backed down passed [sic] some sidings then went forward into a spur which led right into the camp – a new arrangement since we were here last. We went into a Drill Hall and then as potential Officers we were singled out from the [indecipherable] & taken to the Transient Officers Mess.
As we got off the train another
[page break]
For Week of Monday 12th. October 1942
MONDAY 12 10/. Nav. test. Hatfield & to Oakham. Went down to 500’ to have a look at the place – grand – just the same as ever. Enjoyed the whole thing very much passed test without much trouble.
TUESDAY13 10/. Our 1st solo cross country to Harwell – [indecipherable] -Alcester & back. got round fine. “shot up” by 9 spits west of [indecipherable] & ran into fog near Alcester good experience – got through O.K.
WEDNESDAY 14 10/. 2nd solo cross country today when I got up found ceiling at 1000’ so went on at 800 – all the way. Found ST. Ives (Hunts) & passed 24 Fortresses on way to Evesham. Got lost in Glos and eventually landed to ask!!
THURSDAY 15 10/. Went as Navigator complete with plotters, charts etc with Hodgkinson as plot XC to Ellesmore etc. Kept accurate log as poss. & Flt Commander very complimentary. Said it was the best he’d seen. Sending it to Stn Nav Off.
FRIDAY 16 10/. Posted to Wattisham for BAT. Near Stead! Bit of a wangle. Had to bring 11 Sgts & [indecipherable]. All arrived O.K. Rang up Bank on way thro’ London – pleasant surprise £83!! Mess here rather quite – full of Yanks.
SATURDAY 17 10/. Link then some beam flying – not bad for an initial effort. Spot of beer in the Mess and so to bed. Invited to Mess Party thrown by the Yanks to-morrow night. Rang Con – bless her.
SUNDAY 18 10/. Flying early this morning – fair. Good party with good beer. Met some nice people. Yanks tight all over the place – knew it would happen. Majority all right though. Rang Con.
[page break]
Memoranda
batch of fellars [sic] complete with gas masks came down to get in the train to go on to Halifax – lucky devils. We had apparently just missed a draught – damn, had we been on it I’d have seen Con’s roses by the end of August.
[underlined] JOURNEY HOME [/underlined] 3 9/42 – 12 9/42.
We’re away at last in C.N.R [indecipherable] stock but as officers with pukka beds etc. this time. Journey via St. Johns, into U.S.A via Malden &across the border at Vanceboro & following the coast to New York. We stopped for an hour at Portland and then on. Climbed into my top bunk which was extremely comfortable with mattress & sheets & slept well.
Next morning we were on the New Haven R.R and being hauled by an electric loco. The scenery reminded us very much of good old England, especially when we passed the usual early morning business people waiting for a local to New York. Soon we began to pick up the suburb – not so slummy as London & run into the big arterial roads. Saw some wonderful clover leaf crossovers & of course the usual mass of cars. We crossed the Hudson by a girder bridge & seemed to be skirting the city when we started to go downhill.
[page break]
For Week of Monday 19th. October 1942
MONDAY 19 10/. Somewhat sore headed this morning. (11 pints) – thank god not on link ‘till 10 am. Clamp to 50’ Jerry stooging around – alerts one after another. Yanks flying to shelters we made to do likewise interrupted our lunch. Ensa show at Naafi – poor. No flying today.
TUESDAY 20 10/.
Lovely morning got in some flying – poor effort swung too much on beam – Instructor does’nt seem to mind Yorkshire F/LT – clever bloke. Rang Con.
WEDNESDAY 21 10/. Flying coming on O.K. getting the hang of it now. Had a look at a battered Wimpey on the ‘drome.
THURSDAY 22 10/. Finished flying this morning should get away by lunch tomorrow. Rang Con.
FRIDAY 23 10/. F/LT Stevens came over and picked me up just after lunch. Home for tea – lovely supper went up to W.A.A.F Mess collected Tiny then to Ladies Room for some drinks.
SATURDAY 24 10/. Mrs Isaac left this morning. Tiny came in for lunch – nice girl. Had a look at my models. Got lift to Haverhill & so back.
SUNDAY 25 10/. Squared up – believe we’re night flying tomorrow – could have stayed another day.
[page break]
Memoranda
Everyone was looking for the skyscrapers but I only got a glimpse in the mist as we dived into a long tunnel coming out into the Pennsylvania Station right under New York.
We were all grabbing at rumours that it was & then it was’nt the Queen Mary & so on, so that when another electric engine backed on and we got going into New Jersey our spirits drooped.
However we piled out at a reception centre on the water’s edge, boarded a tender & chugged up stream. It was quite misty with the sun behind it. Suddenly the Statue of Liberty loomed up looking somewhat green in the strange light. Its a terrific size and one can walk up steps into the torch! We were all straining to see the famous skyline when suddenly one or two skyscrapers loomed out of the mist gradually followed by the rest as we got nearer. It was magnificent. We followed East River round and ran along the big boat piers. Was it the Q.M. on we went – then there was the terrible sad sight of the Normandie on her side. All her upper works have been removed prior to righting her. On the west pier behold the Q.M. For once our ‘gen’ was pukka!
We pushed off next day at 2.45 pm backed out into the River tugs pushed us round & off we went thro’ the basin & out
[page break]
For Week of Monday 26th. October 1942
MONDAY 26 10/. Night flying – foul weather back in Mess at 8.30 played darts & billiards.
TUESDAY 27 10/. Got in a spot tonight – easier than in the States. Glide path indicator a great help. Did a spot of A.C.P.
WEDNESDAY 28 10/. Helped to lay out flare path & A.C.P first period. Got in one XC when clamp set in and we went back.
THURSDAY 29 10/. Low cloud & rain. Hung on till midnight – no flying. Going down to see Con for W/E as I can spend Monday travelling.
FRIDAY 30 10/. Went to Akeman St all dressed for flying instead of leave & missed a possible hike to London. Still we were back in the Mess at 8 pm for party with ENSA people
SATURDAY 31 10/. Up early taxi to Kingham 7.49 to London. Via Gieves to 11.55 and then via Army lorry to Con at 3 pm. She was delighted so was I. Walked to Hampstead to order fowl. Sheila home.
SUNDAY 1 11/. Lovely morning country looked [inserted] K [/inserted] grand. Rollo razor seized up – had to take it [indecipherable]. Sheila came in for lunch had to catch the 4.50 back. Rode up in Guard’s van to L’pool [Liverpool] St.
[page break]
Memoranda
to sea. We passed & had a last good look at the skyline with its huge buildings. As we went passed [sic] most of the windows of the skyscrapers were full of waving people – we had 17,000 U.S. soldiers on board.
Once out to sea she ramped along at 29k. by day & a bit more at night. It was a wizard trip – eight to a cabin & good food though only 2 meals a day owing to the huge No. The Q.M rolls very badly in the swell – probably as she was not using gyros in wartime – and it was quite amusing seeing some of the Yanks who are not sailors rolling off chairs or sliding about on deck. It was a nice slow sort of roll but she used to go over a dickens of a way. Whilst we were bowling along the Nazi claimed to have sunk us 500 miles out! on the radio!
Friday 11 9/ we steamed up the Clyde & one got some impression of her grace & speed when one saw a destroyer pushing up a terrific bow wave to keep up with us be [deleted] docked [/deleted] anchored at 9.50 & tenders came alongside. It was wizard to see green fields & stone buildings again. we got ashore at 5.30, entrained & off at 6 pm. At Carlisle I was talking to the driver (Starkley of Carlisle) & was asked to ride on the footplate to Crewe! It was wizard, the engine was No.5468 St. Helena, a 5XP, and it was a wonderful experience at night, down Shap & through Westmoreland & [indecipherable]. We arr at B’mouth [Bournemouth], via Willesden & Clapham Jc at 9.45 am
[page break]
For Week of Monday 2nd. NOV. 1942
MONDAY 2 11/42. Watch to Moores, Pike to Edward. Bampton flyer to Akeman St. Tiring day. Night black as pitch flew very badly – everyone the same. Two killed at Rissy. Girls.
TUESDAY 3 11/42. Breakfast in bed – good Went down but not flying – grand mist got back by 11 pm. Beer and then bed.
WEDNESDAY 4 11/42. Misty morning – [indecipherable] N/F. No N/F. to New Inn. Walked down with Hodgkinson.
THURSDAY 5 11/42. No N/F.
FRIDAY 6 11/42. Still no N/F. Extremely misty
SATURDAY 7 11/42. Got off solo at last fair effort. Much easier then at Tunis Field U.SA.
SUNDAY 8 11/42. Got in a XC & a spot of solo tonight. Weather conditions seem better. Wrote to Con.
SEE NEW DIARY.
[page break]
[1941 CALENDAR]
[1942 CALENDAR]
[page break]
[book inside back cover]
[page break]
[book back cover]
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
Keith Dexter diary. One
Description
An account of the resource
Day by day diary recording events from his joining the Air Force in April 1941 up until 8 November 1942. Covers time at 1 Initial Training Wing and No 1 Elementary Flying School at Hatfield including interview with the British Broadcasting Corporation. Followed by crossing the Atlantic Ocean to Halifax, Canada on route for pilot training in Alabama, United States. Covers training in Tuscaloosa and Montgomery on PT17 and BT13. Award of wings in August 1942, trip back to the United Kingdom and time at 6 Advanced Flying Unit at RAF Little Rissington.
Format
The file format, physical medium, or dimensions of the resource
104 page diary
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Diary
Identifier
An unambiguous reference to the resource within a given context
YDexterKI127249v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Devon
England--Hertfordshire
Canada
Nova Scotia--Halifax
United States
Alabama
Alabama--Montgomery
Alabama--Tuscaloosa
Nova Scotia
Louisiana--Baton Rouge
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1941-04-03
1942-11-08
Creator
An entity primarily responsible for making the resource
Keith Dexter
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
aircrew
entertainment
Flying Training School
Initial Training Wing
military living conditions
military service conditions
pilot
RAF Hatfield
RAF Little Rissington
RAF Torquay
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/689/9430/MBarkerR[Ser -DoB]-151001-01.pdf
b48880a1d568ec27ce83eae2a8005d70
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
Barker, Reg
R Barker
Description
An account of the resource
Two items. The notes for a talk given by Reg Barker to the Haywards Heath Historical Society on 24 June 2014 and an account of his Lancaster being shot down during an operation to Kiel on 20 August 1944. Reg Barker flew as pilot on Halifax with 76 Squadron and Lancaster with 635 Squadon.
The collection has been loaned to the IBCC Digital Archive for digitisation by Reg Barker and catalogued by Nigel Huckins
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-23
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
Barker, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] TALK TO THE HAYWARDS HEATH HISTORICAL SOCIETY at FRANKLANDS HALL by REG BARKER – JUNE 24, 2014 [/underlined]
As a veteran of Bomber Command I am very lucky to be alive. As you know, more than 55,000 of our less fortunate colleagues lost their lives in WW2.
At last, we have a superb memorial in Green Park in London to remind everyone of their sacrifice.
I like to think that the Memorial also recognises the 55,573 families who lost a son, or a brother, or a father, or an uncle. These families still grieve today for the loved ones whom they lost.
In December 1943 I was a guest at two weddings attended by 3 other Bomber Command Air Crew. In the following months, all 4 of us were shot down over Germany. 2 of us were killed and 2 of us survived as Prisoners of War. [underlined] THAT WAS THE REALITY for us Air Crew! [/underlined]
In spite of the losses, our Morale [sic] was very high, because we knew we were doing an important job to help bring an end to the long struggle to defeat Hitler and the Nazis and to [underlined] win the war! [/underlined] If we had [underlined] LOST [/underlined] our Country would have been INVADED, the Jewish population would have been rounded up and sent to CONCENTRATION CAMPS – where they would have been worked to death – or starved to death – and Men & Boys between the ages of 16 and 6 would have been sent to Germany as SLAVE-WORKERS, producing weapons of war, GUNS, AMMUNITION, AIRCRAFT and TANKS for HITLER’S GERMANY.
[page break]
[underlined] 2 [/underlined]
I volunteered to join the R.A.F. as Air Crew on my 19th Birthday. After initial training in this Country, I was sent across the Atlantic to Canada. There I was issued by the Canadian Air Force with a grey flannel suit. Was I going to spend the War playing GOLF in Canada? No, the plan was for me to travel to the United States, supposedly as a CIVILIAN, because at that time the U.S. was a Neutral Country. Neutral? Their President Franklin Delano Roosevelt was a great friend to this country and the U.S. Air Force was training R.A.F. Pilots. How neutral was that?
So I was fortunate in being sent to the Southern States of Georgia & Alabama to be trained as a PILOT!
After the Japanese bombed Pearl Harbour on Dec. 7, 1941, the United States entered the War and needed to expand their Air Force. So after I had completed my Pilot Training and been presented with my Silver Wings, I was told by the R A F that I was to serve with the US. Air Force as a Flying Instructor at Napier Field in Alabama, where the sun shines throughout the year!
During the following 12 months, I taught 26 American and R A F Cadets to fly the HARVARD, a advanced trainer which was great to fly and fully AEROBATIC!
As an Instructor, I was allowed to take to the skies in a Harvard at any time. So I gained a lot of extra flying experience.
[page break]
[underlined] 3 [/underlined]
I have always felt that I was extremely privileged to be the right age to be trained as a PILOT – and to end up flying the AVRO LANCASTER – The most successful R A F bomber of W W II.
The Lancaster’s performance, its ruggedness, its reliability and its sheer charisma endeared it to its crews, who felt proud to fly this famous aircraft.
In a letter which he wrote to the head of AVRO after the War, our Commander in Chief, Sir Arthur Harris, said:
“Without your genius and efforts we could not have prevailed, for I believe that the Lancaster was the greatest single factor in winning the War.”
More than 7.000 Lancasters were built- and half of that number [inserted] 3,500 [/inserted] were lost on operations against the enemy. Sadly, there are only 2 still fling in the whole world – our own Battle of Britain Memorial Flight Lancaster – and the Canadian Lancaster which flew here in August [inserted] 2014 [/inserted]. They have [inserted] been [/inserted] flying together at Air Shows around the country. Did any of you managed (sic) to see them flying together? I saw them at Eastbourne - & I must say they did look like 2 elderly ladies compared with aircraft of today!
[page break]
[underlined] 4. [/underlined]
In September 1940 – when the Second World War had been going for a whole year – and the R A F FIGHTERS had fought off the German Luftwaffe in the BATTLE of BRITAIN – our PRIME MINISTER – Sir Winston Churchill – stated :-
“The FIGHTERS are our Salvation – but the BOMBERS alone PROVIDE THE MEANS OF VICTORY.”
• Bomber Command was the only FORCE which operated against the enemy from the day war broke out, right to the very end of the War.
• Bomber Command played an [inserted] ESPECIALLY [/inserted] important part in weakening the enemy in the run up to D-Day, by bombing their AIRFIELDS, damaging their RAILWAYS, destroying their wireless and RADAR stations and attacking their heavily fortified GUN BATTERIES on the coast.
• Bomber Command also played a very import part in deceiving the enemy, making Hitler believe that our Armies would invade the French coast near Calais; and thus give our Armies tune ti get asgire & establish themselves in Normandy.
• We were very effective in putting an end to the VIs, the DOODLE-BUGS which caused so much damage to London & the South-East in 1944.
[page break]
[underlined] 5. [/underlined]
Our four engined heavy bombers – Lancastsers Halifaxes and Stirlings – all carried a crew of 7.All 7 members worked closely together and we became a TIGHTLY-KNIT TEAM. As PILOT and CAPTAIN, it was my job to [underlined] fly [/underlined] the AIRCRAFT, but I depended on all the other members of my CREW to play their part.
We depended on our [underlined] Navigator [/underlined] to work out the course for us to fly – and the speed – to ensure that we would arrive at each night’s TARGET on time. The [underlined] FLIGHT-ENGINEER’S [/underlined] task was to monitor the behaviour of our 4 engines. Our [underlined] WIRELESS OPERATOR’S [/underlined] job was to keep in touch with our base in ENGLAND.\our [underlined] BOMB AIMER’s [/underlined] vital role as we approached the target was [inserted]to [/inserted] peer through his BOMB¬SIGHT and call instructions to me to ensure that he could release our BOMB LOAD at exactly the right spot:-“LEFT-LEFT, RIGHT, STEADY.”
When SEARCH LIGHTS were coming dangerously close or our 2 [underlined] GUNNERS [/UNDERLINED] thought we were about to be attacked by an ENEMY FIGHTER THEY WOULD SHOUT “CORK-SCREW PORT GO”. Having carried out this manoeuvre, the Pilot realised that the gunner was rather agitated, so in order to calm him he said “It’s alright Ginger, keep calm, GOD IS WITH US”! In a desparate (sic) voice, the Gunner replied “God may be up your end, but there’s a blasted Junkers 88 Fighter up this end!”
[page break]
[underlined] 6. [/underlined]
When I was flying 4 engined bombers – if a violent manoeuvre was needed to keep us out of trouble, I pretended I was doing aerobatics in a HARVARD. On one such occasion, a cannon shell from the ground hit our rea turret, but because our air craft was tilted at 90˚ with our wing vertical to the ground, a cannon shell went sideways through our rear turret without exploding!
It made a large hole, the size of a dinner plate in the Perspex on each side of the turret. My rear gunner saw a blue flash as the shell passed in front of his face, but he was unhurt. If the shell had hit the rear turret from beneath, it would have exploded and sent us all to our deaths.
On Operations we flew Halifax Bombers with 76 Squadron based at HOLME – or – Spalding Moor in Yorkshire and later we were chosen to fly Lancasters with a Pathfinder Squadron, No.635, based at Downham Market, in Norfolk. It was when we were flying as Pathfinders, five minutes ahead of the MAIN FORCE, that we were eventually shot down.
That happened on Aug. 26th 1944, the day after the Allied Armies in France had liberated Paris, after it had been occupied by the German Army for more than 4 years.
Our target that night was the German Naval Base at KIEL.
[page break]
[underlined] 7. [/underlined]
[underlined] KIEL was an important TARGET because it was where the German SUBMARINES were based. [/underlined]
Much of Britain’s FOOD came from other countries in SHIPS. Enemy submarines sank so man ships that there was a severe shortage of some foods. The Government therefore had to introduce FOOD RATIONING, which meant that each person was allowed to buy a fixed amount of food each week
In 1941 the RATION was 1 egg a week, and TEA, SUGAR, BUTTER and MEAT were also rationed. Lots more foods were rationed later, including SWEETS! There were NO BANANAS at all throughout the War.
Not only were German submarines such a serious threat to our FOOD SUPPLIES, after D.Day when our Armines in France had to be supplies with EVERYTHING by SEA, they were a serious threat to the ships which had to cross the Channel each day.
[page break]
8.
After we had successfully bombed our target, we set course for home.
Suddenly there was an explosion, a vivid flash and the aircraft was thrown onto it’s back. I managed to regain level flight, but soon realised that the cables to the tail plane were damaged and that I could no longer control the aircraft, so I gave the order to bail out.
At almost the same moment, the nose of our LANCASTER plunged [inserted] VIOLENTLY [/inserted] downwards and the aircraft went into a vertical spinning dive. Our four Rolls Royce Merlin engines were now driving us at a very high speed headlong towards the earth.
The reason for this calamity, as I learned later from our Rear Gunner, was that the whole tail section of our aircraft had broken away from the fuselage. His turret was still attached to the TAILPLANE, but he had NO ENGINES – and NO PILOT! Fortunately he was able to climb out of his turret and descend to earth by parachute.
Because the aircraft was spinning furiously, I was lifted out of my seat and pinned hand up against the cockpit roof along with 3 other members of my crew.
Such was the “g” force, that it was impossible to move so much as my little finger – and it quickly caused me to black out, to become unconscious.
[page break]
[underlined] 9. [/underlined]
THEN A MIRACLE HAPPENED!
[underlined] I found myself in the Sky [/underlined] – regaining consciousness in the cold night air – and I could see my blazing aircraft close by!
Instinctively IO tugged at the RIPCORD and as my parachute blossomed above me, I could see that I was about to drop into the tree tops, which were FLOODLIT by my BLAZING Aircraft.
As I landed in the TREES, my LANCASTER crashed a short distance away. I climbed down through the branches and landed safely on a cushion of leaves.
Overhead I could hear the main force of bombers making their way home to England and wistfully – I thought of the air-crew breakfast of eggs & bacon to which they were returning!
An excited crowd quickly surrounded me, each and every one of them grabbing my tunic or trousers, holding me as tightly as possible, no doubt so that each of them could claim to have captured the English “terror flyer” which they called me.
After being captured I spent five days and nights in solitary confinement. I was interrogated each day and I was subjected to various threats, but I stuck to the rule of disclosing only my name, rank and number – and this was eventually accepted by each of my interrogators.
[page break]
[underlined 10. [/underlined]
How did the enemy manage to shoot us down without our having any warning? Years later I learned that [inserted] JU88 [/inserted] German fighters were able to hone in on our H2S Rader Transmitter. I also learned that they were equipped with upward firing guns. Instead of attacking us from above and behind [inserted] AS WE EXPECTED [/inserted], they were able to position themselves directly below us, where they were completely hidden from our view. The Germans gave this system the code name “Schrage Music” [sic], meaning Jazz Music. Many of our Bombers were lost this way. It has always been a great sorrow for me that while 5 of us survived [symbol] as Prisoners of War, 2 members of my crew lost their lives – my Bomb Aimer and my Upper Gunner.
THAT NIGHT, my Squadron lost 3 LANCASTERS of the 16 which they had sent to bomb KIEL. This was a loss rate of almost 20%, together with 21 experienced Pathfinders.
The remaining mystery is how the 4 of us who were trapped UNCONSCIOUS under the cockpit roof could have had such a miraculous escape from certain death. Perhaps the centrifugal force, the “G” force, created by the spinning aircraft caused the Perspex roof to give way under the combined weight of our 4 unconscious bodies – and to hurl us out into the sky. We quickly regained consciousness in the cold night air, just in time to be saved by our parachutes.
[page break]
[underlined] 11. [/underlined]
I spent the last 9 months of the War in a prison camp – STALAG LUFT 1 – where there were 9,000 air crew from many nations – Americans, Canadians, Australians, New Zealanders, South Africans, Poles, Czechs, - as well as huge numbers of R.A.F. from this Country.
During the early months of my captivity, we POW’s received a Red Cross Food parcel every week. They were a real life-saver! However during the last 4 months of the war, we received [underlined] NO [/underlined] parcels! We had to survive on the German ration of 1 bowl of thin potato soup each day – with 2 or 3 slices of Black bread. By the time the Russian Arrived to liberate us on May 1st 1945, we were really starving! That was a day of great rejoicing!
The Russians found a huge store of Red Cross parcels and issued each of us with 4 parcels! So for the next 2 weeks that it took to organise our return to England, every day was like Christmas Day!
Having flown to German in a Lancaster, I was flow home in an American B.17, a Flying Fortress. We landed at Ford Airfield, just along the coast in Sussex.
[page break]
[/underlined] 12. [/underlined]
After the War the Irvin Parachute Co. presented me with a gold caterpillar brooch. This is a constant reminder that I owe my life to the caterpillars which had spun the silk thread from which my parachute was manufactured. I wear my caterpillar brooch with Gratitude and Humility!
If you have been to see the Memorial, you will have noticed that in W W 2, we Air Crew were 9 feet tall. We have all Shrunk a bit since those days!
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
Talk to the Haywards Heath Historical Society
Description
An account of the resource
Opens with mention of Bomber Command memorial in Green Park and 55,573 despite killed, moral was high due to belief that winning was vital. Tells story that he was guest at two weddings in 1943 with three other members of Bomber Command and that all four were later shot down with two killed. Tells of training in United Kingdom and southern United States and that he was kept on as an instructor for a year after his wings award. Says he was privileged to fly Lancaster which was rugged and reliable and quotes congratulatory latter from Sir Arthur Harris to the head of Avro. Mentions 7000 Lancaster built and 3500 lost in operations. Mentions that Bomber Command was only organisation to fight throughout the war and talks of its contribution to war including D-Day preparation, deception operations and V-1 attacks. Outlines the role of all seven members of the crew and how they operated as a team, especially when attacked by fighters. Tell story of being hit by an anti-aircraft shell while in 90° bank. States that he flew on Halifax with 76 Squadron and then Lancaster with Pathfinders. Shot down on an operation to Kiel. Explains importance of Kiel as submarine base and effect they could have on on British food supplies. Describes events when shot down where tail with rear gunner was detached from fuselage and he was pinned in cockpit by g force. Describes miracle escape, parachuting and reception on ground. Later found out that was shot down by Ju-88 which could home on H2S and had upward firing guns. Five of his crew escaped aircraft and two were killed. Describes life as prisoner of war in Stalag Luft 1 and repatriation on B-17 to RAF Ford.
Creator
An entity primarily responsible for making the resource
Reg Barker
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-06-24
Format
The file format, physical medium, or dimensions of the resource
Twelve page handwritten document
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
MBarkerR[Ser#-DoB]-151001-01
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.
United States
Great Britain
England--Sussex
England--Haywards Heath
Atlantic Ocean--Baltic Sea
Germany
Germany--Kiel
Temporal Coverage
Temporal characteristics of the resource.
1943
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
Sally Des Forges
635 Squadron
76 Squadron
air gunner
aircrew
B-17
bale out
Caterpillar Club
H2S
Halifax
Harvard
Ju 88
killed in action
Lancaster
memorial
Normandy campaign (6 June – 21 August 1944)
Pathfinders
perception of bombing war
prisoner of war
RAF Downham Market
RAF Ford
RAF Holme-on-Spalding Moor
Red Cross
shot down
Stalag Luft 1
submarine
training
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9442/PWrigleyJ17010001.1.jpg
a21c4b6328780b40842c1d27cd58cf6d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9442/PWrigleyJ17010002.1.jpg
b89a6a5700147825263ad91152a5422e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9442/PWrigleyJ17010003.1.jpg
b4fc360ceab7f25c3dafb2513036d243
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
Wrigley, James
J Wrigley
Description
An account of the resource
27 items. The collection concerns James Wrigley (1920 - 2010, 1029740 Royal Air Force) and contains an interview with his widow, Alice Wrigley, photographs, his log book, decorations, and a photograph album of his service in the UK and and Far East. The collection also contains a log book made out to Rascal, his mascot or lucky charm. James Wrigley completed 47 operations as a wireless operator with 97 and 635 Squadrons.
The collection has been donated to the IBCC Digital Archive by Susan Higgins and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
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
Three airmen
Description
An account of the resource
Three airmen seated in a bar. Half length image. They are wearing khaki uniform, one has a signaller's badge. There are three beer bottles, three glasses and an ashtray on the table. The photograph is mounted in a cardboard holder with 'In Washington It's..The "400" Restaurant and Cocktail Lounge 1425 F Street, N.W. Washington D.C.' On the back of the mount is printed 'Souvenir Photo One Dollar For extra copied write to: Oscar Markovich Concessions The "400" 1425 F. Street N.W. Washgington. D.C. Ask for number on back of photograph'.
Creator
An entity primarily responsible for making the resource
Oscar Markovich Concessions
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph in a printed mount
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ17010001,
PWrigleyJ17010002,
PWrigleyJ17010003
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.
United States
Washington (D.C.)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1947
Temporal Coverage
Temporal characteristics of the resource.
1947
aircrew
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9443/PWrigleyJ17020001.2.jpg
893413c22dcf082c3e9455538bd3d750
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9443/PWrigleyJ17020002.2.jpg
2e22ce458f392c4ca6457f9670107802
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9443/PWrigleyJ17020003.2.jpg
5d8713cacead1e724e751a29ff7126cf
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
Wrigley, James
J Wrigley
Description
An account of the resource
27 items. The collection concerns James Wrigley (1920 - 2010, 1029740 Royal Air Force) and contains an interview with his widow, Alice Wrigley, photographs, his log book, decorations, and a photograph album of his service in the UK and and Far East. The collection also contains a log book made out to Rascal, his mascot or lucky charm. James Wrigley completed 47 operations as a wireless operator with 97 and 635 Squadrons.
The collection has been donated to the IBCC Digital Archive by Susan Higgins and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
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
One airman
Description
An account of the resource
Head and shoulders of an airman looking to the side. It is dated in pencil, 29th July 1947. The photograph is mounted in a cardboard holder with 'In Washington It's..The "400" Restaurant and Cocktail Lounge 1425 F Street, N.W. Washington D.C.' On the back of the mount is printed 'Souvenir Photo One Dollar For extra copied write to: Oscar Markovich Concessions The "400" 1425 F. Street N.W. Washgington. D.C. Ask for number on back of photograph'.
Creator
An entity primarily responsible for making the resource
Oscar Markovich Concessions
Date
A point or period of time associated with an event in the lifecycle of the resource
1947-07-29
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph in a cardboard mount
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ17020001,
PWrigleyJ17020002,
PWrigleyJ17020003
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.
United States
Washington (D.C.)
Temporal Coverage
Temporal characteristics of the resource.
1947-07-29
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9444/PWrigleyJ17030001.1.jpg
a721d9df5222c02fc44a25b46a025143
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9444/PWrigleyJ17030002.1.jpg
5c1cb39f422ac5dcdf8ea00c1b9e03a0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9444/PWrigleyJ17030003.1.jpg
19205907c6af1cdf5a408446a3b4cfc0
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
Wrigley, James
J Wrigley
Description
An account of the resource
27 items. The collection concerns James Wrigley (1920 - 2010, 1029740 Royal Air Force) and contains an interview with his widow, Alice Wrigley, photographs, his log book, decorations, and a photograph album of his service in the UK and and Far East. The collection also contains a log book made out to Rascal, his mascot or lucky charm. James Wrigley completed 47 operations as a wireless operator with 97 and 635 Squadrons.
The collection has been donated to the IBCC Digital Archive by Susan Higgins and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
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
Eight airmen and one civilian in a bar
Description
An account of the resource
Eight airmen in khaki uniforms and one civillian sitting around a table in a bar. On the table are beer bottles, glasses and plates with snacks. There is a date pencilled on -31 July 1947.
Above the photograph are three handwritten names and addresses.
On the front of the cardboard mount is printed 'Club Kavakos 8th & H Sts. N.E. Washington , D.C.'
On the back '...where you always get
the BEST entertainment
the FINEST drinks
the CHOICEST foods
2 Floor shows nightly
For extra copies write to:
Photographer
Sens $1 plus description, date and number on back of each photo plus 25c for handling, mailing, etc.
c/o Kavakos Club
8th &H Streets N.E.
Washington, D.C.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1947-07-31
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph in a printed cardboard mount
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ17030001,
PWrigleyJ17030002,
PWrigleyJ17030003
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.
United States
Washington (D.C.)
Temporal Coverage
Temporal characteristics of the resource.
1947-07-31
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
aircrew
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/949/9448/PWrigleyJ17040005.2.jpg
3ef6d954aea9d9551b2cf63827930d13
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
Wrigley, James. Album
Description
An account of the resource
Photograph album containing 51 photographs of James Wrigley's family, training and post war service in the United States and the Far East with 97 Squadron.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
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
Lincoln, airmen and Bolling Field Washington
Description
An account of the resource
Photograph 1 is a Lincoln flying over New York, captioned 'Over New York 1947'.
Photograph 2 is seven airmen in swimming trunks. Five are standing and two are sitting. It is captioned 'Jack Smalley, Harry Boness Reg Williams on the banks of the Ptomac 1947'.
Photograph 3 is an air to ground oblique photograph of numerous aircraft at an air show. The shadow of two Lincolns can be seen on the ground. It is captioned 'Over Bolling Field Washington D.C. on Air Force Day. 1947'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1947
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs from an album
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ17040005
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Spatial Coverage
Spatial characteristics of the resource.
United States
New York (State)--New York
Washington (D.C.)
New York (State)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1947
aircrew
Lincoln
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/949/9449/PWrigleyJ17040006.2.jpg
d778fdc5e39a6097c11bdf572b6dd30a
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
Wrigley, James. Album
Description
An account of the resource
Photograph album containing 51 photographs of James Wrigley's family, training and post war service in the United States and the Far East with 97 Squadron.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
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
Washington, three civilians, aircrew
Description
An account of the resource
Photograph 1 is the Capitol, Washington taken from an aircraft and partly obscured by an engine, captioned 'Capitol building, Washington D.C. 1947'.
Photograph 2 is a head and shoulders portrait of a man, a woman and a girl, captioned 'Lloyd, Dolores & Mike Dessaint, Riverside, California. 1947.'
Photograph 3 is six aircrew with a woman in the centre of the line. They are standing in front of a four engined bomber. It is captioned 'Lefty Cowles Jock Simpson Cholly's wife, Self, Johnny Rown [?] Chollerton Hemswell 1948'
Photograph 4 is an airman in an aircraft. He has a tray of mugs. It is captioned 'Tea Up!'.
Photograph 5 is the cockpit of an aircraft with two aircrew at the front and two more behind. It is captioned 'Cholly feeds the skipper'.
Photograph 6 is two men standing beside a palm tree, They are wearing towels, captioned 'Nav. Cook & Skipper Go native. 1948 Negombo, Ceylon'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1947
1948
Format
The file format, physical medium, or dimensions of the resource
Six b/w photograph from an album
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ17040006
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Sri Lanka
United States
California
Sri Lanka--Negombo
Washington (D.C.)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1947
1948
aircrew
Lincoln
RAF Hemswell
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9476/PWrigleyJ1710.2.jpg
0315951e9f8887454779315bccf0bc35
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9476/PWrigleyJ1711.2.jpg
9033fa8d4e937fae02410f159efa93c9
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
Wrigley, James
J Wrigley
Description
An account of the resource
27 items. The collection concerns James Wrigley (1920 - 2010, 1029740 Royal Air Force) and contains an interview with his widow, Alice Wrigley, photographs, his log book, decorations, and a photograph album of his service in the UK and and Far East. The collection also contains a log book made out to Rascal, his mascot or lucky charm. James Wrigley completed 47 operations as a wireless operator with 97 and 635 Squadrons.
The collection has been donated to the IBCC Digital Archive by Susan Higgins and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
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
Lincoln over New York
Description
An account of the resource
An air to air image of a Lincoln, RF522 'G' over New York, with the Empire State building in the background.
Date
A point or period of time associated with an event in the lifecycle of the resource
1947
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ1710, PWrigleyJ1711
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.
United States
New York (State)--New York
New York (State)
Temporal Coverage
Temporal characteristics of the resource.
1947
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.
617 Squadron
Lincoln
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/957/9613/SMathersRW55201v10009.2.jpg
09785a570bbe3c25830d11616a069f50
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mathers, Ronald. Album
Description
An account of the resource
45 page scrapbook of Squadron life and The Goodwill Tour to the United States by 35 Squadron in 1946. It includes photographs, newspaper cuttings, and programmes. The tour visited stations on both the East and West coasts of the United States and the airmen were entertained with visits to Hollywood.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v1
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operation Goodwill
Description
An account of the resource
A map of North America with a route plotted on it. Airfields visited are listed from Gravely and back. It is captioned '"Operation Goodwill" 8th July to 29th Aug 1946.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1946
Format
The file format, physical medium, or dimensions of the resource
One printed map with handwritten annotations.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Map
Text
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v10009
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.
Azores
Canada
Great Britain
United States
California
Colorado
Massachusetts
Missouri
Texas
Washington (D.C.)
California--Los Angeles
Colorado--Denver
England--Cambridgeshire
Massachusetts--West Springfield
New York (State)
Newfoundland and Labrador
Texas--San Antonio
England--Cornwall (County)
Illinois--Belleville
Illinois
Temporal Coverage
Temporal characteristics of the resource.
1946-07
1946-08
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.
Goodwill tour of the United States (1946)
RAF Graveley
RAF St Mawgan
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/957/9614/SMathersRW55201v10010.1.jpg
0902f2d76e944e38ef25715cfdd22fd7
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mathers, Ronald. Album
Description
An account of the resource
45 page scrapbook of Squadron life and The Goodwill Tour to the United States by 35 Squadron in 1946. It includes photographs, newspaper cuttings, and programmes. The tour visited stations on both the East and West coasts of the United States and the airmen were entertained with visits to Hollywood.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v1
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
35 Squadron American Tour
Operation Lancaster
Description
An account of the resource
Item 1 is a sketch map of the route flown across America and Canada.
Photograph 1 is eight airmen standing in front of the nose of a Lancaster. It is captioned 'Charlie's Crew in Suits of blue' and underneath the crew names "Tommy Teony [sic] Jack Ted Self Charles Billy Pincher".
Photograph 2 is front/side view of a Lancaster captioned ''C' in the corner dispersal'
Photograph 3 is three airmen standing at the back of Lancaster 'TL-C' and captioned 'Some of the lads'.
Photograph 4 is the nose of a Lancaster captioned ''C' with crew aboard revving up for the last practice formation'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946
Language
A language of the resource
eng
Type
The nature or genre of the resource
Map
Photograph
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v10010
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Great Britain
United States
Temporal Coverage
Temporal characteristics of the resource.
1946
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One sketch map and four b/w photographs on a scrapbook page
35 Squadron
air gunner
aircrew
bomb aimer
flight engineer
Goodwill tour of the United States (1946)
Lancaster
navigator
pilot
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/957/9615/SMathersRW55201v10011.1.jpg
c68a58371ad331bf34803a415051c4d6
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mathers, Ronald. Album
Description
An account of the resource
45 page scrapbook of Squadron life and The Goodwill Tour to the United States by 35 Squadron in 1946. It includes photographs, newspaper cuttings, and programmes. The tour visited stations on both the East and West coasts of the United States and the airmen were entertained with visits to Hollywood.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v1
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
35 Squadron Lancasters
Description
An account of the resource
Photograph 1 is an air-to-air view of six Lancasters captioned ' Our Cover picture by Charles E Brown is of Lancasters of No 35 Squadron which, last August participated in the Air Force Day celebrations in the U.S.A.'
Photograph 2 is of six Lancasters flying in formation.
Photograph 3 is of six Lancasters flying in formation. Visible are 'TW880 TL-F' and 'TL-H'. Underneath is the caption 'We try echelone starboard with mediocre effect.
"F" R. Wince "H" Tim Lamb "A" Mike Beetham "D" Gill Hampson "B" Sid Baker "C" Yours Truly'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v10011
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
Temporal Coverage
Temporal characteristics of the resource.
1946
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
United States
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs on a scrapbook page
35 Squadron
aircrew
Goodwill tour of the United States (1946)
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/957/9618/SMathersRW55201v10014.2.jpg
861a702b7d66b38b5b6ba5e6c8a003c4
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mathers, Ronald. Album
Description
An account of the resource
45 page scrapbook of Squadron life and The Goodwill Tour to the United States by 35 Squadron in 1946. It includes photographs, newspaper cuttings, and programmes. The tour visited stations on both the East and West coasts of the United States and the airmen were entertained with visits to Hollywood.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v1
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
The RAF goes to New York
From Daily Mail Correspondent
New York, Wednesday.
PUNCTUAL to the second, 16 Lancaster bomber of 25 “Pathfinder” Squadron swooped down on Mitchell Field, Long Island, this afternoon and received a generous warm-hearted welcome.
The Lancasters were due to arrive at 4 p.m. New York time from Newfoundland, and at 3.55 a great cry went up from hundreds of American Air Force men, civilian workers, and hangar hands: “Here they are – dead on time.”
The roar of the Lancasters’ 64 engines drowned their cheers as the famous British squadron, in the tightest possible formation, sailed straight down the centre of U.S. Army Air Force’s great field.
The R.A.F. flyers then gave a breath-taking exhibition of “peeling off” as they broke formation and came in singly to make their landing.
‘PROUD OF YOU’
Led by 24-year-old Wing Commander A.J.L. Craig, D.S.O., D.F.C., the Lancasters touched down smartly behind each other on the first lap of their happiest mission – Operation Goodwill.
Soon all 16 were neatly lined up in front of operations control, and 200 R.A.F. men, forming up in ranks, stood to attention as the American Air Force band played “God Save the King.”
Speaking on behalf of General Karl [indecipherable name], Lieut-General T. Stratemeyer, commanding officer, U.S. Air Defence Command, said:
“Our people are proud of the R.A.F. They will want to thank you and many will step forward personally to do so. God bless you.”
[inserted] IT'S A BIT OF A LINE, BUT WE WERE DEAD ON TIME. [/inserted]
[photograph]
RAF’s NEW YORK WELCOME
After the Anglo-American bickering that has been going on regarding the Loan, it is pleasant to see this reminder of the Anglo-American unity that helped to win the war. The RAF received a warm welcome at Mitchell Field, Long Island.
[page break]
[underlined] MITCHEL FIELD. N.Y. [/underlined]
17th – 21st JULY 1946.
[photograph]
[underlined] THE GUARD OF HONOUR (or a banquet of Snowdrops). [/underlined]
[photograph]
THE WINGCO IS INTRODUCED TO THE BASE COMMANDER.
L. To R. W/C CRAIG, G/C COLLARD, Col. L.E. PARKER.
[photograph]
SQUADRON PARADE FOR WELCOMEING ADDRESS
In the background – the Wingco’s kite & behind it, the G/C’s “York” transport.
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 RAF goes to New York
Description
An account of the resource
Item 1 is a newspaper cutting refers to the punctual arrival of 16 Lancasters of 35 Squadron at Mitchel Field, Long Island. It is captioned 'Its a bit of a line, but we were dead on time'. Item 2 is a newspaper cutting 'RAF's New York Welcome' with a photograph of officers shaking hands. The photographs are captioned 'Mitchel Field. N.Y. 17th-21st July 1946'. Photograph 1 is an American guard of honour watched by a large crowd, some on top of a brick building. It is captioned ' The Guard of Honour (& a bouquet of Snowdrops)'. Photograph 3 is three officers shaking hands in front of airmen and a Lancaster. It is captioned 'The Wingco is introduced to the Base Commander. L to R. W/C Crane, G/C Collard and Col L.E. Parker'. Photograph 4 is the guard of honour and a line of airmen in front of a Lancaster. It is captioned 'Squadron parade for welcoming address In the background - the Wingco's kite & behind it, the G/C's "York" transport.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1946-07
Format
The file format, physical medium, or dimensions of the resource
Two newspaper cuttings and four b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Photograph
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v10014
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.
United States
New York (State)
Temporal Coverage
Temporal characteristics of the resource.
1946-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Georgie Donaldson
35 Squadron
aircrew
Goodwill tour of the United States (1946)
Lancaster
Pathfinders
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/957/9619/SMathersRW55201v10015.2.jpg
9abada6fc639341879b04499e30e0011
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mathers, Ronald. Album
Description
An account of the resource
45 page scrapbook of Squadron life and The Goodwill Tour to the United States by 35 Squadron in 1946. It includes photographs, newspaper cuttings, and programmes. The tour visited stations on both the East and West coasts of the United States and the airmen were entertained with visits to Hollywood.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v1
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Royal Air Force at Mitchel Field
Description
An account of the resource
Item 1 is orders for personnel at Mitchel Field. Photograph 1 is a line up of airmen in front of two Lancasters. Photograph 2 is an officer addressing the assembled airmen, in front of a guard of United States Army Air Forces airmen. It is captioned 'Air Chief Marshall Sir Guy Garrod is seen at the "mike"'. Photograph 3 is a line of Lancasters and is captioned 'The "line up" on the Tarmac after our arrival, with crews out front'. Photograph 4 is a line of officers with civilians behind and a sign with Welcome RAF printed. It is captioned 'G/C Collard, W/C Craig, A/Gen Stratemeyer and Colonel Parker. Photograph 5 is a general view of airmen at a party. It is captioned 'The Cocktail Party in the Officers Club on the first evening.' Photograph 6 is four airmen at the party captioned 'A bunch of regular guys'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946-07
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Photograph
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v10015
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
United States
New York (State)
Temporal Coverage
Temporal characteristics of the resource.
1946-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One printed sheet and six b/w photographs on a scrapbook page
35 Squadron
aircrew
Goodwill tour of the United States (1946)
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/957/9620/SMathersRW55201v10016.2.jpg
b33662d85375e2c64a4ebc6def1e483b
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Mathers, Ronald. Album
Description
An account of the resource
45 page scrapbook of Squadron life and The Goodwill Tour to the United States by 35 Squadron in 1946. It includes photographs, newspaper cuttings, and programmes. The tour visited stations on both the East and West coasts of the United States and the airmen were entertained with visits to Hollywood.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v1
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-17
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The assembled multitude
Description
An account of the resource
Photograph 1 is of a line of Lancasters with airmen standing in front.
Photograph 2 is a view of the party captioned 'The Officers Club Drinks all round'.
Photograph 3 is of a parade of USAAF airmen watched by civilians and other airmen and is captioned ' USAAF welcoming' and '[undecipherable] of the BBC.'
Photograph 4 is of a seated audience with an officer at a microphone. Behind is a line of airmen in front of Lancasters and is captioned 'RAF welcomed'.
Photograph 5 is of six airmen and two women leaning at a bar and being served by a barman. It is captioned 'Thorns between two roses L to R Dicky [undecipherable] You Lucky People!'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946-07
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
SMathersRW55201v10016
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
United States Army Air Force
Civilian
Spatial Coverage
Spatial characteristics of the resource.
United States
New York (State)
Temporal Coverage
Temporal characteristics of the resource.
1946-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
Five b/w photographs on a scrapbook page
35 Squadron
aircrew
Goodwill tour of the United States (1946)
Lancaster