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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/333/8766/AStangryciukBlackJ170314.1.mp3
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Title
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Black, Jan
Jan Stangryciuk-Black
Jan Stangryciuk
J Black
J Stangryciuk-Black
J Stangryciuk
Description
An account of the resource
Two oral history interviews with Jan Black (formerly Stangryciuk)(1922 - 2023, 794829 Royal Air Force).
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IBCC Digital Archive
Date
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2016-07-10
2017-03-14
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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StangryciukBlack, J
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
CB: My name is Chris Brockbank and today is the 14th of March 2017 and I’m in London with Jan Black, who came from Poland originally and we’re going to ask him what, what about, what he did in his life. What are the earliest recollections of life that you have Jan?
JB: In Poland?
CB: Yes.
JB: Yes, I was, my people were farmers in Poland and of course I was going to school and helping, you know, my parents you see. Agriculture worked in. Yes. And then when my family decided to emigrate to Argentine and in 1934 we had all the docs, immigration documentation complete we went by sea to Argentine and we dock in Buenos Aires. That’s the capital city of Argentine. Then after, after [pause] seeing different part of Argentine my family settled in province named Misiones. That was big province near Brazil, Brazilian boarder. Then, then I starts school in Argentine to learn Spanish and to uplift my further education. Then after living four years in Argentine the war broke out in Poland and my country was invaded by the Germans in September 1939 and after ten days the Russians attacked my country from the east. To me it was very sad time hearing all the news and destruction what my people start to suffer under the German and the Russian occupation. And every day I was reading in the newspaper how continuously different, different system was in force on my people and I start to feel very sad for my country. Then after about three months, in the Polish newspaper printed in Argentine, there was very happy news I receive. What the Polish people and the ordination could volunteer to come to England and to join armed forces and to fight against the Germans. I went from my homeland in Argentine to capital city Buenos Aires to the centre, where we had to report our intentions of joining as volunteers and to come to England. When I arrive at that centre we’d been check by medical board and we had tell them why we decide such a decision to come. And it was very straight forward answer, what we just wanted to go and fight against aggressive occupation of unfriendly nation. After having medical check up, we’d been asked when we would like to go to England. I told them soon as possible and the person who was in charge at that time told me what they will check my health and if I want to go soon they will notify me in two weeks, and they told me I can go home and wait for the next information. After two weeks I receive letter and a ticket, railway ticket that I can come to certain centre in Buenos Aires, the capital city, and I would be accommodated in one hotel. When I, on the second day, came to the meeting place I notice that there were different nationality volunteers. Polish, English, French and I was very happy what different nations also were coming as a volunteers. We’d been told in that hotel what we must keep our secret about our destination because there was lot of Germans espionage during that time circling in that part of the city. We’d been told what our departure will be very short notice given and be prepared on such an event. Then one evening notice was given to us at six o’clock and we’d been told what we will get transport to board on the big British liner from Buenos Aires port, when the big boat will take us to England. The name of that boat, I remember, it was the name Highland Monarch belonging to the British Royal Mail Line. That company had four big liners continuously travelling between England and Argentine and they, what they, during that travelling between England and Argentine there were, they were bringing lots of meat from Argentine to England. I say food for the war days during the difficult times. When we started our journey at night, at twelve o’clock, very secretly we had been told what we must be very alert because our journey will be continuously in danger from the German submarine or big German battleship which are circling on the Atlantic Ocean. We’d been told to be always , have ready, wear jackets in case the boats get sunk, we will have life jacket attached and the boat was continuously during the journey not going on a straight course only circling, zigzagging to avoid be spotted and sank by the German submarine. The journey starting from Buenos Aires to England took, instead of three weeks, took four weeks because the boat was zigzagging and loosing lots of shorter distance between England and South America. When we came closer to England we’d been told what our boat would dock in Belfast, Northern Ireland because to come closer would be much more danger as during that time the Germans continuously kept bombing our port on west from western approach. When our boat disembarked us we’d been taken to the local hotel for a couple of days and then we were taken to Scotland to some military barracks centre. And then again we had to pass the second medical board from the doctors. Doctors during our medication and inspection bought us, ask us what armed forces we would you like join. We had choice to serve in the Royal Navy, Army, Air Force or other forces. I was young and I thought the most exciting service would be Air Force. The doctors told me what my medical board said it was good enough and I, if I want to serve in the Royal Air Force I can make already decision what I will be, will be accepted. Then we’d been accommodated in some army barracks in Scotland and start telling us what now we will be sent to different centre when we start to continue our trainings. My selection was decided to send me to Blackpool where was Polish RAF centre for beginning my training to start learn of my future responsibility. After studying such trainings for months will be taken to special RAF centre. The centre it was 18 OTU Bramcote. When we start to continues the next training with flying. That training was very exciting for young men like myself, but it was very speedy training. We had not too much time to have, for other exciting moments. Training was long hours of different responsibility to get us ready, equip for responsibility we would be facing for our future flying. I was happy to start my training flying on Wellingtons to wing engine bomber at that time and I knew that soon I will be selected to the operational squadrons, but during that time we had to go on evening [unclear] training. During take-off my Wellington had fault in one engine during take-off. We crash during that take-off and I lost consciousness during the impact of our crash. When I recover my memory I could see what part of my plane was in flames. I start walk to the front of my plane and see what happening to the rest of my friends. When I reach the position where my pilot was sitting I saw him in his special seat. I did try to get him out of the burning plane but he was still strapped in his seat and during that time the plane was quickly increase in the bigger burning flames. I knew and I could see how to un-strap him from his seat and I cover my left side of my face because the flames were obstructing and burning my visibility and helping myself with the right of my hand looking for exit from the burning plane. Luckily at moving inside in that burning plane, I was lucky to see what my plane during the impact had crack in its construction and there was broken exit from that plane what I was lucky to squeeze myself from the small hole of my burning plane, but I already couldn’t see normal because my eyes were already damaged from very strong flame was burning round the plane. I start to crawl a certain distance from my plane and the local people found us. Came to my rescue and they torn my burning combination suit because without that help I would be completely burned to die. I was so lucky what those people were so brave and came so close to that burning plane and they took me inside into their local house but I couldn’t see nothing because my visible, visibility was damaged. But they told me that they had already telephoned for ambulance to come. In about half an hour ambulance came and they took me gently into RAF Hospital Cosford near Wolverhampton. I was in terrific pain. I was so happy to be dead at that time because it was such a painful experience what I had to go in my lifetime. But the doctors soon came to my rescue. They told me don’t worry your pain soon will stop. I didn’t believe them but they had the answer to it. They give me certain tablets and I think some injection to stop my pain. When I recover my memory, I think it was the next day, I could not see nothing because my eyes were damaged but the doctor came and talked to me and told me that I will be making progress with their help. I thanked them very much but the most biggest thing I receive from them was my pain was already under control. Then my small recovery started day by day. [clock chiming] The nurses every day would take me to the bathroom, put me into the bath and gently try to remove my bandage that I was strapped on my head and on my hands. That bandage was soaked with a special oil so that oil prevent so the bandage doesn’t get stuck to my burning flesh and they gently will remove that bandage every day and cover me with the fresh new bandage. After having the same routine day after day, after two days I been told that a very special doctor will come to see me. The name of that doctor was Sir Archibald McIndoe. He was one of the biggest plastic surgeon doctor in the Royal Air Force Hospital, Queen Victoria in East Grinstead. He came that hospital to RAF hospital in Cosford and to see certain airmen from different accidents. When he came to see me he told me his name and he told me he would like to transfer me to his hospital in East Grinstead and ask me if I will be happy to go to that hospital. I turned to him and I said to him ‘doctor I leave all the decision to you because you know the best about my problem and what to do with me’. He was happy to hear that my great thanks to him that he wanted to take me to that special hospital in East Grinstead. The next day ambulance took me to that hospital. When I arrive in that hospital I’d been told there are so many boys from different accidents and different nationalities. There were English, Canadians, Polish and I think some French. I was so happy to be in such a friendly hospital. Queen Victoria Hospital it was one of the most famous hospital in the world for the badly burned, disfigured young airmen and the city, small town East Grinstead. It was our, the most lovely place maybe in England because those people understood and feel our disfigurement and they never stare at us in such bad disfigurement as we receive from different accidents. East Grinstead give us hope to continue, having such a big hospital with such advanced capability to improve our standard from the most horrible disfigurement what the fire could give to you. Must stop now.
CB: Right.
JB: How we play this, you know broken mentally now. You know what I mean?
CB: Yeah, they knew how you felt.
JB: Yes you see because you come to London people don’t, when they see you in certain still disfigurement they think, think probably you come from other planet or something. [laughs]
CB: [laughs] Yes, yes. Can I just ask you one thing and that is what happened to the rest of the crew because there were five of you on the aircraft or six?
JB: Yes. There were, I was one and the rest died. I was the only one that survived. Yes.
CB: Yes. Right. So you were flying as the co-pilot?
JB: Um.
CB: You were flying as the co-pilot?
JB: No. I rear gunner.
CB: Oh, gunner?
JB: I was the rear gunner.
CB: Oh, right.
JB: Yes, yes.
CB: OK.
JB: I did try to save my pilot because, but by the time I tried to reach the plane was in flaming.
CB: Yes.
JB: In bigger. So I covered my left side and tried with right hand so I burned my right side you see. Because you can see it you see you lost your visibility and the way to find the way you just had to with one hand. Even in your hand you was using feeling because hands was burnt. Fire you see. The biggest enemy what you could face.
CB: Absolutely. Yeah.
JB: Because I was — three times I see young boy drowning I say but you can fight drowning, but fire —
CB: Fire you can’t.
JB: It puts you out of completely, out of control you see. Fire the biggest enemy what you could face.
CB: Dreadful. Yes. So how soon after take-off did the engine fail?
JB: You see, what I want to, ‘cause I asked for break.
CB: Yeah.
JB: Then after spent six months in hospital. Hospital was getting so overloaded with new cases coming night after night and they were running short of beds, so what they used to do they sent you back to your stations for certain time.
CB: Right.
JB: And they patched me up. The beginning of my recovering and I’d been told what they cannot do another operation because I must have certain recovery time you see.
CB: Right.
JB: And they got in touch with my station but I would be discharged from hospital for short time and my station send me railway ticket from East Grinstead to Scotland, to Evanton near Inverness to gunnery school. And in that place there was, they give me instead of having a bit more recovery I had to continue flying with the new course, batch of gunners who come. Flying Boulton and Lysanders so the new gunners always be — I already was advanced as a gunner and give them instruction how they have to continue the more — the rest of their training. How to shoot the Lysander whose pulling behind him they sat and they firing from the Boulton twin engine plane with the [unclear] turret. Yes. To teach them how they have to see the distance. When the Lysander approaching them and they will be able to know the distance from what distance they can open fire, shooting to the Lysander sat which is dragging behind. And sometime it was very, very danger, you know, because the new gunners they had no hundred percent control of what they were doing. Sometimes they turn bit too much quickly and they shooting instead of sat and they shooting closer with the pilot you know flying Lysander. [laughs] So the pilot talk to me on the intercom ‘what’s happening? Can’t you see what’s happening?’ I said ‘yes skipper, I see what’s happening’. You know, I said, you know that’s not going to happen again. So I run to that gunner and I say he must move the turret gently not you see, but they kept not feeling it yet. So I continue that training for three months in Scotland. Evanton near Inverness. And after three months, after three months I went to my commanding officer and I said to him I said ‘Sir, I would like very much asking you for one favour. If you could give me permission to be sent to my squadron.’ And the commanding officer in the gunnery school asked me why I want to be transferred. I ask him after having three months responsible job what I was doing I found I just cannot continue, you know, to do that. He said ‘you will do that’ but he said I must wait another few days. I thank him. After, I think four days, I had my railway ticket with the rest of my documents, discharge from that station gunnery school to my squadron. When I arrive to my squadron, the next day I had to report to the commanding officer. My commanding officer ask me why I asked to be transferred to that station. I told him what I spent three months as instructor in that gunnery school and it was just too much to continue and he ask me what I want to do on my station. I turned to him and I said ‘Sir, what I want to do, I want to do same thing what I been taught told what to do. I been teach to fly and do my flying job.’ He said to me will I be, if I will be able to do that. I said to him I think if I did already three months as instructor in the gunnery school, I am sure I will be able to continue to do the rest of my job. He said alright but, but they still send me, he send me with two doctors for two hour flying and the doctors kept talking to me during those two hour flying, looking at my reaction and my, and my [pause] and my, how I feel if I’m not nervous or something or they could notice, not capable to continue to do my job as I ask my commanding officer that I wanted to fly again. After two days my commanding officer saw me and told me what the doctors give him result without no problem so I can continue to do my flying again. I restart doing my operational flying and at one time I receive letter from hospital and hospital ask me to go back for the continuation of the rest of my treatment recovery. I took the letter and gone to my commanding officer and show him the letter and commanding officer turn to me and said you should be very happy what the hospital want to continue to improve you, the rest of, give you treatment. He said you should be only too happy to that hospital and he said I must go. On the third night after departing from my station and departing from crews what I was flying with them. On the third night they went on the night mission and never return. So you know my history, twice luckily, you know had enough luck probably you know not to end up with the rest of my friends, you see. By the time they finish my, the rest of my treatment the war was over, but I still serve ,still serve three year longer, longer. You know, because I was young and they were discharging mostly older people. And in 1948 I had my discharge from Dunholme Lodge, the discharging station, Dunholme Lodge in Lincolnshire. Yes. And that’s when I started to go into the civil life. Then I got married to my wife. That’s why because I didn’t marry her during the war because I told her the war brings so many unexpected changes but when war ended we, we give each other promise so we get married. And we kept to our promise [pause] after living with my wife for fifty-two years [pause] I promise her what I will never leave her. So when I die I give her promise I will be buried with her together and that’s what I will give, going so you see I thought England is my country, my history here. They called me when it’s Remembrance Day [unclear] London Royal British Legion I felt if I go back to Argentine, I took my wife to Argentine I ask her if she like to see my family and we went by boat because during that time, after the war it was not such a long distance plane flying, so we went by boat. Three weeks going there and three weeks going back. But Argentine was changing after the war, different Government, different changes and I thought I was already more adjusted to life with my future wife in England. We returned and restarted our civil life and now I go to Poland for short holiday. I got some time to Argentine now, it’s easier to get there but I thought I came to England when time was difficult and we achieve our aim and this country had guts to stand up, you see and to [unclear] enough was enough without England the world would be different today. So that’s what I did for this country. There was nobody else could stood up. The English had guts to do it and the rest of people would join.
CB: Um.
JB: And without such a decision probably, you know, I don’t maybe for a thousand year the world would be different.
CB: Um.
JB: But you see the people, young generation don’t know what took [unclear] you see I saw in my squadron when sometime you come back and that table it was empty in the dining room and you thought sometimes think to yourself when my table will be empty. Because we could always eat together. We be like brothers if you know what I mean. And we — whatever happened after the war we made Europe different for so many years.
CB: Um.
JB: The people parted in different parts of the world now making destruction and so on but we show the world what Europe will change and I think this whatever we make changes we should be happy that so many people give their lives in the second war. But we must always remember that we don’t want to go back to the old days what Europe was, you see.
CB: Um.
JB: And we, we had our — the one thing after the war I was really heartbroken when Mr Churchill was not elected as our leader because I thought in the most difficult time when he took over, er, we should have given him that big recognition what he started in difficult time and achieve with the rest of the people in the world such a great victory and recognition and using the election, you see because I think that was the biggest mistake what we make after the war. Because with him I think we probably would be still much better off, you know what I mean, because that meant was seen all over the world you see.
CB: Um.
JB: But sometime politician do make mistakes too, you know what I mean. Men go, will fight and do his job and the politician make mistake too, you see. But that’s how things go, you see. To us and it will be continue.
CB: Um.
JB: And I mean I have sister in Argentine. She’s younger than me, a few years, and she said to me why don’t I go back and live with, with her and her children. I said no, I said I came during the war, I was a young man, I found my girlfriend here during the war and I said I would be feeling lost there, you see. Because I said, I in this country have some recognition you know. What I did, I mean if I would go to other country, even in Poland it wouldn’t be the same like here.
CB: Um.
JB: You see I belong to the Guinea Pig Club. Duke of Edinburgh [unclear]. He’s our president of our Guinea Pig Club, you see. He used to come sometime if he was not abroad to our dinner in East Grinstead. I had couple of times chance to talk with him, you see and that give you something what you, you used to have special days, Remembrance Days. Royal British Legion give me invitation to all the smaller things and you, you just feel you don’t want to lose that recognition, you know what I mean.
CB: Um,
JB: I will not receive that in another country. Yeah. And that myself what I as a young man came from the Atlantic all ready because I was feeling hurt what my people suffer of two unfriendly nation. Russia and Germany and I thought it was all wrong what we in Europe in those days for so long had so many times, you know, continuously such an unfriendly living. Yes. And now whatever look, year seventy over seventy years people travel you saw no fighting we give the rest of the world example what they should take same thing what we did. You know what I mean.
CB: Um.
JB: But we don’t know how long it going to last because you see because there new super power emerging with nasty ideas. Yes. And that’s why those [unclear] sooner or later will be happening all over the world. There’s nothing worse when dictator get power, you see, because they don’t listen to nobody. I mean those big dictators, you see when they done, have democratic system they take power into their hands and that’s what always was not much future during. Luckily we got rid of them [laughs] but some as soon you got rid of them then some new emerging [laughs] yeah. But, we took, when we took that big decision in 1939 and Mr Chamberlain used to, Neville Chamberlain used to go to Hitler and ask him what you, why you continuously want more, you already took so many. And he used to always promise the British Prime Minister there would be no war you know. But the rest of the world knew that the Germans was arming themselves and preparing themselves for the big expansion of their empire. You see that’s why [unclear] Germans because they wanted they could get pressurising Poland what Poland should give them [pause] chance to march, attack Russia because they knew that Russia was such a huge big country. And they knew it would be easy to, in those days, to overpower that part of the Eastern Europe. And Poland they wanted no German friendship nor Russian. They used to live between two very unfriendly neighbours you see. And that’s what happened, you see. And Hitler, you see, in the end took power into his own hand and he was gaining without fighting from beginning. Yes. And if in those days there would be no England there was no other country who would be stopping his expansion here because he already had everything going easy, easy. And even after when France collapse, look he was almost big military hardware which he recover from the French. I mean he used to make himself from strength to strength you know, without. He’d overpowered Czechoslovakia, took very big modern small industry, Skoda. Took the French, you see, military hardware and he was gaining from strength to strength he was building himself. It’s a good job there was one country still standing in the world. What they knew they cannot give in no more and they told, told on the last many meetings of Mr Chamberlain had what if, if he continue with Poland because Poland had treaty with England and France at that time. What the world will be unavoidable. But even so he took so many chances and he gained without problem and he thought it would continue but he made mistake you see. But the British decided they were going to stand up to it. Yes. But you think, you think there is the world that’s why in Europe now you see we, we should have much bigger recognition, you know what I mean in, in that. There’s twenty-seven countries, yes but we should be classified you know exactly as equally you know because there is difference between one country and another, you see. And the trouble was immigration was big problem for long time, you see, because now they well staffed to notice that what you know we must do something and cooperate not listening just to one country, you see, because it is a world problem you see and, but Europe didn’t listen much you see and that’s probably what ever happening changes or we don’t know how it’s going to end, you know what I mean.
CB: Um.
JB: But it was problem because they used to come to [unclear] and not the one country was selected the most of them wanted us England, you know what I mean, because it was the most place where they could get the easier living and you see Europe then should talk it out more into consideration what they should cooperate together. I mean the Syrian problem started, Europe start to wake up you know and notice the big problem to the rest of the world but there is not only secondary there is African problem yes coming. And Europe must work together to stop that because one country cannot do it. Now, now after all these years [unclear] tried to clean it you know what I mean. For how many years and it was spreading because during that time lots of people were making money out of it you know. Everybody had fingers in it, you know what I mean.
CB: Um. Um.
JB: You see the French were very, I would say, to, to have less responsibility because they, they had their country and they should probably knew what lots of people who come from different parts through their land come to the English Channel and heading, you know to England.
CB: Um.
JB: And for so long it was continue you see, but the, like, you see, in the many, many different ways I think the France took big res — less responsibility they, they start to feel under own problem you see and that’s what happening but probably that should been stopped long time ago, years. But politicians have time to make mistakes you see. And that’s we probably don’t know how going to end you see.
CB: Let’s just stop there for a mo. Now you mention that you had a girlfriend in the war called Evelyn.
JB: Yes, yes.
CB: And where did you meet her?
JB: Yes.
CB: And what was she doing?
JB: I, I met her during the war one day at the Hammersmith [unclear] at a dance [laughs] yes. Yes.
CB: So how did that come about?
JB: Er, well you see Hammersmith was very popular part of London where was lots of during the war activities and there was very famous for dancing you know [unclear] dance and I met my wife but she, she was, er, coming from the Derbyshire, Matlock in Derbyshire. Yes. And my wife during that time was working in cafe royal syndicate. Yes. And I ask her why she’s not going back to Derbyshire and she told me because she come from big farm in Derbyshire but her father send her to London to finish her economy programme. When she receive her degree in the economy she decided that she find better reward living and working in London. And she decided to stay in London and when I met her during my first meeting I ask her why London is her select place. She told me because working on the big farm was very responsible and heavy daily responsible life but she was always happy to tell me what the Derbyshire will always be her, the most lovely part of the country. But one time I ask her why and she told me if I ever heard the name Rolls, Rolls Royce I say yes that’s one of the famous place where they produce the biggest engine for the planes she told me because the most famous people live in Derbyshire and I always will remember her sorts of proud to come from that part of the world. She was very understanding person and I promise with her what when war ended and we survive during the war, if she decide to marry me I will give her promise I will do that. War ended and we kept to our promise. And I will remember what we kept that till the very end. She was very good wife and my memory will be continuous of my happiness what I spent with her for so many years after the war. Yes.
CB: When did she die?
JB: Um.
CB: When did she die?
JB: Oh, eight years ago.
CB: Right.
JB: I bury her in Gunnersbury cemetery.
CB: Oh Gunnersbury. Right. Right.
JB: Yes. Yes.
CB: And it’s big enough for both of you?
JB: Yes.
CB: Let’s have a break there for a moment.
JB: Yes. But we knew the second war was brewing, from, you know, year two year we knew.
CB: Right.
JB: And the, the one thing, you see, what I remember it was what certain dictators were feeling what they could make such a, a big, er, names for themselves, you see, and I think what the Europe at that time was thinking after the first war that they had enough seen suffering that the peace will continue but at that time certain dictators emerge into the big popularity and that’s why Europe became such an unfriendly part of the world. Yes. And that’s what happened. It started from small conflict, it went to the bigger one. And I ask, I took small part in that conflict. I think what we, at that time, played very important part and commitment that we took to not to keep continue making same mistakes in Europe again.
CB: Um.
JB: And I hope the young generation should remember the history what we went through and should not forget that the history should not be repeating itself again.
CB: Um.
JB: We, they have a, have a responsibility for such a big commitments what was started on, we gain our aim in the end and I’m so happy what Europe now is. Whatever is prosperous part of the world.
CB: Um.
JB: Yes.
CB: What was it that prompted your father to leave in nineteen — what was it that prompted your father to leave in nineteen forty, thirty-four why did he go to Argentina?
JB: Oh yes. Because you see Europe was my country, living was hard after the first war and my father look like millions of other European nations, were looking for better prospect in different parts of the world. South America it was huge big empty new land. Lots of people were hoping that they make easier life there.
CB: Um.
JB: You see. He went there, bought lots of land cheaply, because land was cheap there you see. But it’s no good having lots of land if you have no strength to give — aid you.
CB: Um.
JB: To cultivate that is huge responsibility and I, I had feeling what my country was suffering when war started and I, my only happiness was to have opportunity during that time to come to England.
CB: No.
JB: And to fight together with British so my people not again go under for many years of occupation of the very unfriendly neighbours like Russia and Germany. And that’s as I mention in the past what England for many nation give that courage and strength what we together.
CB: Um.
JB: Join in and with such a difficult uncertain future but in the end the things start to show us what we gain our victory in the end.
CB: Um.
JB: And I feel what we must remember the history and the history must never repeat mistakes in the past. Yes.
CB: You’ve also got the British Legion VE70 badge.
JB: Oh yes, I —
CB: So that’s because you were remembering the end of the war.
JB: Yes, yes and I have one unforgotten association here.
CB: Yes.
JB: You know, Buckingham Palace. This one.
CB: That one. Yes.
JB: You see, yes, that’s once, once in lifetime they probably when they think you did something you know so they ask you, Christmas little party you see in the news Buckingham news party.
CB: Um. Yes.
JB: Yes. So you see that’s why for Buckingham Association.
CB: And what is your tie?
JB: Um.
CB: What’s the tie that you have got on?
JB: Tie. Lancaster, yeah that’s my — you see, that’s [unclear] [laughs]
CB: [laughs] Right just going to stop for a mo.
JB: But you see afterwards when I did in my squadron after hospital.
CB: Yes
JB: After gunnery school.
CB: Yes.
JB: I used to do spare.
CB: Yeah.
JB: Because you see in the squadron on Lancaster is three gunners
CB: Yes.
JB: Rear gunner, middle gunner and front gunner and sometime crew, one, one person will have [unclear] operation or something so in the squadron is always spares.
CB: Yes.
JB: Crew.
CB: Yeah.
JB: Person who finish [unclear] and he doesn’t want to be posted somewhere else.
CB: Right,
JB: And he will have a holiday after you do thirty-three trips.
CB: Yes.
JB: Because when you do thirty-three trips you don’t need to fly no more.
CB: Right. Right.
JB: But you just get into it you don’t want to be somewhere, sent somewhere you want to stay in your squadron.
CB: Can I go back to the crash?
JB: Yes.
CB: So you were the only survivor, you were really badly injured obviously with fire.
JB: Yeah.
CB: But how did you feel emotionally about the fact that you were the only survivor?
JB: Oh, well you see that’s sometime now. When we have Battle of Britain Remembrance and you go behind our war memorial and you see all the names written and sometime you think to yourself what I probably, probably would be better if I will be dead with them then if you know what I mean.
CB: Um.
JB: Because you see —
CB: The sense of loss?
JB: Yes, because that was the friendship you see. We share sometime when we had to empty cigarettes packet and you came back from the operation and you notice cigarette were on very short, er, ration in those days, so you take, share with them you see. It was friendship, terrific friendship you see during the war.
CB: Um.
JB: I mean such a friendship will be in your heart for long time you see and if you’re gone with your friend in pub you didn’t wait if he probably was running short of cash or something not to share with him you know your money because us people were living together and facing the responsibility together. They were almost prepared to give life, one for another, you know what I mean.
CB: Um. Indeed.
JB: You see, today is difficult for people to understand such a friendship.
CB: Sure, because the crew was the family.
JB: Yeah it was family, it was family.
CB: Now the crash was in a Wellington but this is three — then you go to 300 Squadron and that converts to Lancasters?
JB: Yes, yeah. We passed our conversion on Halifax’s in Brighton and from Halifax’s into the Lancasters. Yes.
CB: Oh Right. So you went to the Halifax, from the Halifax through the Lancaster conversion school?
JB: Yes the Lancaster that was seven crews you see.
CB: Yes.
JB: Yes but before you go on a Lancaster the Halifax’s, that’s a four engine bomber. So from Wellington you go on Halifax and from Halifax’s into the Lancaster. Yes.
CB: Yes. Yes. So they, when you returned to East Grinstead, you were on Halifax’s?
JB: No from gunnery school.
CB: Yes.
JB: From gunnery school, my squadron then was sending from Wellingtons into the Lancaster.
CB: Right.
JB: And at Faldingworth Station, was built by Wimpy. It was first new built aerodrome that was 1900 Squadron moving in you see near Market Rasen. Yes.
CB: So you then, having converted onto Lancasters.
JB: Yeah.
CB: You then went on ops from there. How many ops did you do on the Lancasters themselves?
JB: Eighteen.
CB: Eighteen?
JB: Yeah.
CB: OK. And then you were called to East Grinstead?
JB: To East Grinstead, yes.
CB: How did you feel when you heard about the loss of the whole crew in the Lancaster?
JB: Oh, it was really I think the same probably as I would lost my father or mother or brother you know. That was the same because you see we during our flyings we were such a close together, you know what I mean.
CB: Um.
JB: When we went for holiday we share our money if we had money when we had no more money we return back to the station. You know what I mean. We shared together and we had one pay master. We give him our money. He used to pay our lodging. When we had holiday we usually gone together, you know what I mean.
CB: Right. We’re stopping there. Thank you.
JB: Yeah.
CB: When you left the RAF —
JB: When I left the RAF yes.
CB: What did you do?
JB: When I left the RAF, yes, I got job in the rubber factory in Southall. The name of that factory was [pause] Woolf, Woolf Rubber Factory Company, Southall, Hayes Bridge. Hayes Bridge that’s the name of that district, Southall.
CB: What did you do there?
JB: I, I was young and they give me opportunity to train me as a machine forcer setter [pause] I start in that factory to do night work. Twelve hours at, twelve hours night, twelve hours shift. I worked there twelve years [long pause] having one Sunday off. After twelve years [pause] I left and work for, as a rep, for the electrical company. With the electrical company, Clark Electrical in Willesden. I worked twenty-two years knowing all the cities in England I travelled as a rep and my big boss in that electrical company, the name Mr Jack Clark, died and the company, company was sold.
CB: Oh.
JB: And I reached my retirement age you see and that was the end of my civil life. So I had two jobs, one in twelve years and one twenty-two years.
CB: Brilliant.
JB: Yes.
CB: What did your wife do in that time?
JB: Oh yes. My wife in the end work in Carlton Tower Hotel, Sloane Street, Knightsbridge.
CB: what did she do there?
JB: That was the first American hotel built in London.
CB: Oh was it.
JB: The Carlton Tower.
CB: Yes I remember it. Yes. [long pause] So she stayed there all the time?
JB: Yes.
CB: Good. And how many children did you have?
JB: My wife had caesarean operation could not have no children.
CB: So that saved you quite a lot of money?
JB: Um.
CB: That saved you a lot of money?
JB: Yeah, yeah. I bought little old house in, in Holland Park, that’s when I made my money in the rubber factory you see.
CB: Yes.
JB: Yes. It was dilapidated house because during the war nobody could get no paint, no — you know because — and the roof was leaking but I liked the place Holland Park, you know. And as you know property start going sky —
CB: Sky high yes.
JB: And the things start to improve but the work was after the war, there was no, any, I would say, support like now people get.
CB: No.
JB: You had to get up early in the money whilst there was some job going because after the war in England was very difficult, very difficult. Every food was on ration you see. You went to the butchers shop you could get six rasher of bacon or half butter cut, you know, on how you say one pack of butter that was cut in half you see because on coupons.
CB: Yes
JB: Everything was on ration. Shoes on the ration. But afterwards slowly year by year when factories start turning into the commercial things start to improve.
CB: Yes.
JB: Lots of big emigration people used to go to different parts of the world from to America, Canada, Australia. Because during the war the most factory were producing for the war.
CB: Of course.
JB: Essentially you see.
CB: Yes. Yes.
JB: And it took them time to restart afterwards.
CB: Um.
JB: But when they started and you had strength to do it there was lots of money could be made, you know what I mean.
CB: Yes.
JB: It was hard, hard.
CB: Hard work.
JB: Hard working but there was overtime, there was factory was working you know all year round without stopping because my rubber factory I could set forcer machine on any production today.
CB: Right.
JB: Like Firestone, Goodyear, Dunlop because most of the rubber factories they have same machine forcers you see. And I was young and I was supervisor.
CB: Right.
JB: Yes. But you have to in those days there was no strikes, you know, because was union after was started, you know, emerging and there change came and was perhaps getting lots of new rules and so on. But when the factory started after the war they kept going for many, many years because there was such a shortage of domestic products. Our, the biggest customer was Ford and Dagenham. We used to produce to Ford and Dagenham all our rubber installation into the cars because before in the car all the rubber installation in window doors was all rubber. Now it’s plastic
CB: Yes.
JB: It’s different. And the Ford lorries used to wait outside our factory day and night. Soon as you cure our products they were —
CB: Right. Taken there.
JB: Rushing to Dagenham.
CB: Right.
JB: Because Ford had such a big orders for so many cars they could not change it they used to wait outside our factor, lorries, drivers soon as we produce and cure they were quickly because it was so —the rest of the world was such a shortage of cars.
CB: Yes. A couple of final questions. What was your wives maiden name?
JB: Evelyn Black.
CB: And we call you Jan Black.
JB: Yes.
CB: What is your actual surname?
JB: Jan Black.
CB: Yeah in Polish. What’s your Polish name?
JB: Oh. Jan Stangryciuk. Very difficult.
CB: So when did you change your name to Jan Black?
JB: Yes. I’m glad you, you see— I tell you something. When I, when I was with my de-mob money you see, eight years I thought I take my wife on holiday to Argentine you see and I probably thought I settle in Argentine. So my doctor said, Archibald McIndoe, that big plastic surgeon in hospital because he was not our, he was our friend, our advisor, you see that doctor to us he give us almost new courage to continue our recovery because we were partly broken.
CB: Yes. Yeah.
JB: You know what I mean, destroyed, we were ashamed to go between people, yes. He said to me, he said what documents you have. I said Sir Archie, I said I have no any documents. He said you should have British passport. I said to him I don’t know how to, how to make British passport. Don’t you worry for you will arrange for you. Because he said because if you go to visit to Argentine now you must have some documents but when I came here they didn’t want any documents [laughs] I probably have from school some certificate, you know what I mean. So you see, and of course because my wife was the name of Evelyn Black so they said to me we’re not going to give you different name you have same name like your wife, you know what I mean [laughs] but I tell you why. When I applied to the Argentinean Embassy for visa, because in those days you needed visa to go to, they were so interested about my past in England in eight years in the Air Force and so on. And they ask me if I agree so they put in local paper in BA my arrival that I serve in England in the Air Force eight years, I had my accident and so now I am returning to visit my family I said that’s OK but when they called me when my visa ready I went to collect my visa they said to me Mr Black but we have little more problem to ask you. As you know there is so many German different type of men who are now in South America we’ve been advised if you will agree of putting in local paper some of your visit to your family after eight years in England. I said but why is that the problem, they said because some of those men probably could be very unfriendly towards you because there’s so many men with those names unfriendly lots of, now circling in South American countries. So when I came to my wife and I said to her she said you don’t want know your name of your visit what you did in England and she said you had enough during the war, different you know, er, incidents, accidents and you don’t want to go now, you know putting in the paper your arrival and she wouldn’t have it. So I went back you see to the Argentinean Consulate and I said you know I’m afraid I want not to mention of my visit because so many Germans with big money, with submarines got — even the people there in Argentine up to now believe that Hitler was hidden himself in Argentine. What that’s what they said what they did — they got his you know body, his body in Russia somewhere. In Argentine there is still, in Patagonia, that’s a part of Argentine.
CB: In the South. Yes.
JB: Where lots of German community live. Eichmann after so many years you know they, they caught him up.
CB: Yes. Yes. They’re Nazi’s.
JB: Eichmann near my sister in Argentine. I have house, photo from his house. He bought that house near little airport. In BA, Buenos Aires, because Buenos Aires is a huge territory you know, you know London is big but Buenos Aires is also huge size you know what I mean.
CB: Yes I know. Physical size.
JB: So he bought that house, huge house near the airport. He already bought that with that big amount of money and he was living near that airport and had the plane in case of any problem he could easy get away because he had plane near Buenos Aires, small plane you know.
CB: Yeah, yeah. This is Eichmann.
JB: And that house so he easy could escape you know what I mean.
CB: Um.
JB: But the Israelis Secret Service you see there.
CB: Yeah, they got there
JB: And I have photos. You, I mean, I took when I went there to my sister holiday to Argentine with my wife. And that house is still standing as a museum.
CB: Oh is it?
JB: Yeah. A huge house. He was there and he had girlfriend and he promised her to marry. She was Argentinean and in the end because he told her he was single man, he was so and so but that girlfriend start to notice he was trying to betray her you know what I mean.
CB: Oh right.
JB: And staying there and, you see, somehow got in touch with the —
CB: The Israelis?
JB: Israelis Secret Service and that’s how they got him you see after so many years.
CB: Oh I see.
JB: But there’s still — what Hitler was not us, it was in the Europe where the Russian got his body or something but he was in, in Patagonia with stronger German [unclear] two in Argentine places, Patagonia one territory with lots of German emigration and another one what is in one of those parts you see.
CB: Right.
JB: Where you know he spent the rest of his life
CB: Yeah.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Jan Black. Two
Creator
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Chris Brockbank
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-14
Type
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Sound
Identifier
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AStangryciukBlackJ170314
PStangryciukBlackJ1701
Conforms To
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Pending review
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Jan Black Stangryciuk was born in Poland but his family emigrated to Argentina in 1934. He volunteered to travel to England to join the Royal Air Force in 1939. He recounts his journey, why he made this decision and how he joined the RAF. He was involved in a crash landing during training in a Wellington in which he sustained serious burn injuries and he describes this event in detail and his subsequent hospital stays and treatment. After recovery he spent time as an instructor at gunnery school at RAF Evanton before rejoining his squadron. He undertook a total of eighteen operations in Lancasters with 300 Squadron. He eventually left the RAF in 1948 and married his wife, Evelyn, and he explains why he took on her surname.
Contributor
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Tracy Johnson
Language
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eng
Coverage
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Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Argentina
Poland
Great Britain
England--Shropshire
England--Warwickshire
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1948
Format
The file format, physical medium, or dimensions of the resource
02:08:10 audio recording
18 OTU
300 Squadron
air gunner
Air Gunnery School
aircrew
bombing
crash
Defiant
Guinea Pig Club
Halifax
Lancaster
love and romance
Lysander
McIndoe, Archibald (1900-1960)
military ethos
Operational Training Unit
Prince Philip, Duke of Edinburgh (1921-2021)
RAF Bramcote
RAF Cosford
RAF Evanton
take-off crash
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/493/EBoldyDABoldyAD390905-0001.2.jpg
1c66beb0aeb8698903c8a692bda582ba
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/493/EBoldyDABoldyAD390905-0002.2.jpg
b898d93af20144ca7bddb97108f50449
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
Boldy, David
Dave Boldy
D A Boldy
Description
An account of the resource
334 items. The collection concerns Flight Sergeant David Adrian Boldy (1918 – 1942, 923995 Royal Air Force) and consists of his school reports, letters from school and photographs of family and locations in India, letters from training and service, and photographs from his social life and time training. It also includes newspaper cuttings and letters about him being missing in action. David Boldy was born and attended school in India and studied law at Kings College London. He volunteered for the Royal Air Force and trained as an air gunner in South Africa. He flew operations in Manchesters and Lancasters with 207 Squadron from RAF Bottesford. His aircraft failed to return from an operation to Gdańsk 11 July 1942. <br /><br />The collection has been donated to the IBCC Digital Archive by David Boldy and catalogued by IBCC Digital Archive staff.<br /><br />Additional information on David Boldy is available via the <a href="https://internationalbcc.co.uk/losses/102182/">IBCC Losses Database</a>.
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Boldy, DA
Transcribed document
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Transcription
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From D. Boldy.
59, Bathurst Mews,
Lancaster Gate,
London, W. 2.
5th September 1939.
My own darling Dad,
Thanks very much for your letter and all your news. I am glad to hear you are allright now. Poor little Prince, still the poor chap is out of pain’s way anyway. I wonder what was wrong with him. The mange could not have been the cause.
We are all getting on well. I have sent in my name for the R.A.F. and am waiting to hear from them. Meanwhile I hope to do some voluntary A.R.P. work. While [deleted] we [/deleted] I was working on the farm we all saw that war looked inevitable and [deleted fragment] so I came home to London as soon as possible. We have had two Air Raid warnings. The first one gave us a queer feeling as it took place just after the zero hour, we didn’t mind the second much. Hitler is completely mad. To torpedo an unarmed liner with women and children aboard is the damned limit, and apart from this the affect it will have on Americas [sic] is also to be considered. Hitler obviously won’t play the game.
Don’t worry about us. We will do our bit. London is calm, without any sign of panic
[page break]
whatsoever.
Except for a couple of thunderstorms the weather has been very good. We played bridge at Mrs Short’s [deleted] yester [/deleted] evening before last. We all had a good rest last night.
The snaps I took on the farm are very nice and we will all send you some as soon as possible. I hope you liked the postcard photograph of Cecil, Steve & I [deleted] on bik [/deleted] with our bikes, at Clacton.
No more to-day. God bless & keep you and bring you back safely to us. With lots of
love & kisses from your
loving son
[underlined] David [/underlined].
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Subject
The topic of the resource
World War (1939-1945)
Description
An account of the resource
Letter from David Boldy to his father about losing his father’s dog, Prince; applying to the Royal Air Force; and leaving the farm to move back to London as war looks inevitable. He comments that the city is calm and will send some photos of himself, Steve and Cecil.
Creator
An entity primarily responsible for making the resource
David Boldy
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-09-05
Format
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Two page handwritten letter
Language
A language of the resource
eng
Type
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Text. Correspondence
Text
Identifier
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EBoldyDABoldyAD390905
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1939-09
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Title
A name given to the resource
Letter from David Boldy to his father
Contributor
An entity responsible for making contributions to the resource
Nicki Brain
animal
recruitment
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2559/43577/SLambertBrownP19330417v10003.1.pdf
ffc1125b58cb57991dbec86e6204283b
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
Lambert-Brown, Peter
P Lambert-Brown
Description
An account of the resource
12 items. The collection concerns Peter Lambert-Brown (b. 1933 Royal Navy). A collection of documents compiled for the Admiralty detailing the bombing of the Royal Navy Dockyards in Malta. The collection covers the siege of Malta and includes the various vessels and docks that were damaged, and the repairs that were undertaken carried out.
The collection was donated to the IBCC Digital Archive for digitisation by Jacqueline Sherman and catalogued by Benjamin Turner.
Date
A point or period of time associated with an event in the lifecycle of the resource
2023-05-12
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
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LambertBrown, P
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] APPENDIX I [/underlined]
[underlined] MALTA DOKYARD- PERIOD OF SIEGE 1940-1943 [/underlined]
During the first 9 months of the war nothing unusual took place at Malta xcept [sic] the withdrawal of the Fleet to Alexandria and the Levant.
2. When Italy entered the war, however, Malta became a very accessible target, situated only some 60-70 miles from Sicily, and during the greater part of the next 3 years the Maltese Islands were surrounded on all sides by enemy occupied territories.
3. Air Raids commenced at daybreak on the day on which Italy entered the war- 11th June 1940 – and continued intermittently for over 3 years, the Aerodromes, Dockyard and Harbours being the principal targets. ( [underlined] NOTE [/underlined] : There were 3328 raids, 1106 of which were at night)
4. These attacks reached their peak during the first half of 1942. Their strength and frequency then gradually diminished with the success of the Allied Arms in North Africa, and had ceased altogether by October 1943 after the surrender of Italy.
5. During this period the Dockyard establishments, maintained their constant effort to keep H.M. ships in service dealing with damage repairs, defeats, fuelling, storing, equipping and generally servicing as required the ships of operating forces, convoys and their escorts.
6. As many skilled workmen as would volunteer transferred to Alexandria to man up the dockyard there and for other eases in the Eastern Mediterranean. Technical and Clerical Staff were also transferred for the same purpose.
7. The Dockyard also did a considerable amount of work for the other Services in Malta. Repairs to vessels, plant and machinery and manufacture of many thousands of articles, fittings and spare parts which were either not obtainable from the United Kingdom, or if shipped failed to arrive.
8. The Dockyard machines were adapted with considerable ingenuity for these purposes which in many cases were completely different from their normal functions.
9. In addition to the above, services performed for the Civil Government, included conversion of machinery at the Generating Station and the Breweries to oil-fuel burning, and provision of expert advice and assistance for the following vitally important services:
Flour Mills
Generating Station
Shelter Construction Department
Organisation for Co-Ordination of Supplies (C.O. SUP: )
10. Numbers of workmen were loaned to the other services as necessary for various urgent requirement. For example :-
(a) Servicing aircraft until such times as the necessary ground-staff could be obtained.
(b) Clearance and restoration work at the aerodromes, often under conditions of hardship and much danger.
(c) Skilled work at R.E.M.E Workshops etc.
11. [underlined] DOCKYARD ACTIVE DEFENCE ORGANISATIONS [/underlined]
[underlined] DOCKYARD DEFENCE BATTERY [/underlined]
In September 1939 the Dockyard Defence Battery (30 th L. A. A. Battery R. M. A (T) ) WAS formed from amongst the Dockyard Officers and Workmen for the purpose of manning the Anti-Aircraft guns allocated to defend H.M. Dockyard from attack by low flying aircraft.
12. The Battery ….
[page break]
12. The Battery attained a strength of some 15 officers and 412 O. R’s, showed a fine fighting spirit and did excellent work throughout the period of air attacks on Malta. Its success [deleted] are [/deleted] [inserted] is [/inserted] evidenced by the number of honours given to its members: -
[underlined] O. B. E. [/underlined] – Major L. B. Bolton, Officer Commanding
[underlined} M. C. [/underlined] – Lieutenant F.W. Angle
[underlined] M. C. [/underlined] – Major L. T. H Cooks R. A. (O.C)
[underlined] M.M. [/underlined] – Sergeant L. Atap
[underlined] M.M. [/underlined] – Sergeant H. Andrews
[underlined] M.M. [/underlined] – Bombardier G. Balzan
[underlined] Mention in Despatches. [/underlined] – L/Bombardier M. Castles
[underlined] Commendations by H. [deleted] indecipherable [/deleted] [inserted] E [/inserted] the Governor for gallant conduct. [/underlined]
L/Sergeant R. Vella
L/Bombardier S. Cacciottolo
Gunner W. Atkins
Gunner C. Zammit (1)
Gunner A. Pool
Gunner L. O’Toole
Gunner Zammit (2)
Gunner V. Sultana
Gunner P. Mangion
Gunner G. Tabone
13. With the exception of a few men who rejoined the battery on a regular enlistment, all the Officers and men were returned to their normal Dockyard employment in July 1942.
14. [underlined] ANTI-PARACHUTIST COMPANY (“PARASHOTS”) [/underlined]
In May 1940 a Company was formed from amongst the English Officers and Agreement Workmen, with the Captain of the Dockyard ad Commandant for the defence of the Dockyard against attack by airborne troops. All members were trained in the use of the rifle and organised in platoons conforming to the A. R. P. sectional organisation.
15. [underlined] DOCKYARD GUARD [/underlined]
In June 1941, consequent on the stationing of a detachment of troops in the Dockyard, the “PARASHOTS” were disbanded and a new corps, called the Dockyard Guard was organised, composed of all fit Agreement Workmen (in fulfilment of their Agreements) and a number of Dockyard Officers who volunteered for this service.
16. The Duty of this Force was to co-operate with the troops in the defence of the Dockyard, and all members underwent a course of training to equip them to carry out their role efficiently. They formed a reserve available to reinforce the troops in emergency, and when fully trained could be employed in the important duty of providing guards for vital points in the Dockyard as the circumstances might require. ( [underlined] NOTE: [/underlined] In this connection it is interesting to note that according to local records there was a Malta Dockyard Battalion of Artillery in 1852-1855, and it is believed that clause 7 of the agreement for service at H.M. Naval Yards abroad was introduced then owing to the refusal of a workman to undergo training. The formation of the Dockyard Guard in 1941 was the first occasion, since that period, of implementing the defence clause in the English Workmen’s Agreements by the formation of such a corps.)
17. [underlined] CONDITONS DURING BOMBING PERIOD [/underlined]
Meanwhile it was vitally necessary to excavate rock shelters for the protection of personnel and important plant, and to get as many workshops and offices as practicable sited underground as quickly as possible. This work was pressed forward with the limited labour available for the purpose.
18. Many of the….
[page break]
18. Many of the families of Naval and Civilian personnel from the United Kingdom were evacuated in 1939 and early 1940 to the Near East, South Africa and United Kingdom. A large number of families still remained in Malta, and took up residence, some 5 miles away from the Dockyard, at the St. George’s Barracks which were allocated by the Army Authorities for this purpose. There they were able to organise Messes [deleted] s [/deleted] , and although there were no rock-shelters but only slit trenches they and their men folk were able to feel some degree of confidence in that they were away from the main targets of the enemy.
19. It was not until April 1942 that the enemy concentrated air attacks on these barracks, which were then very severely damaged and had to be evacuated.
20. It had been necessary from the start to provide living accommodation in the Dockyard for staff required for A. R. P. and Fire Services , and for emergency work. As the enemy attacks increased, the bulk of the population of the Three Cities were evacuated to more distant places in the Island. This resulted in the withdrawal of the shopping and domestic services which were necessary to enable staff to live in these towns, and accommodation had to be improvised in the Dockyard for the majority of the Officers and Agreement Workmen. Emergency Messes were formed, but the conditions under which the Officers and Men had to live were not only devoid of comfort, convenience and means of recreation but positively unhealthy due to the damp.
21. The local workmen were now dispersed to living centres away from the Dockyard but means of transport for them were reduced to a minimum owing to general shortage of petrol, loss of supplies and loss of vehicles by enemy action. The daily journeys of the workmen between their homes and the Dockyard had to be made on foot for the most part, and were arduous journeys and full of uncertainties. As enemy action might at any time have resulted in some thousands of men being unable to leave the Yard, perhaps for some days, [deleted] and [/deleted] preparations to meet such a situation were organised and emergency food dumps prepared in suitable positions with the co-operation of the Civil Government.
22. On 23rd February 1942, owing to the shortage of petrol and need for economy in transport, a 5 day working week was adopted throughout the Island. To conform with this the Dockyard working hours became 9 1/2 hours daily, Monday to Thursday inclusive, and 9 hours on Fridays and this arrangement worked very smoothly. The establishments reverted to the normal 6 day working week on 1st November 1943.
23. After each bombing raid prompt action was taken to clear debris and fill craters, so as to keep the roadways and wharves as clear as possible to allow of the passage of the fire engines and other vital traffic.
Electric Light, power and telephone cables were broken and the installations put out of action time after time. These vitally important services however were always restored in a short space of time.
24. The water and gas services were put out of action early in 1941. Improvis [sic] [indecipherable arrangements for supply of water throughout the Dockyard were organised by means of water-carts and tanks placed in shelter under rock as far as possible.
25. The town of Senglea was completely isolated except b passing through the Dockyard, and was completely deprived of water supply. A tank vessel from Victuall [sic] Yard was placed alongside Senglea Marin [deleted] e [/deleted] [inserted] a [/inserted] to keep the remaining inhabitants supplie [inserted] d [/inserted] with water.
26. As much undamaged machinery as could be so dealt with was transferred [inserted] under [/inserted] rock shelter. Damaged machinery was rescued and brought into use again either [inserted] under [/inserted] rock shelter or in its original position [deleted] . [/deleted] [inserted] , [/inserted] [deleted] T[/deleted] [inserted] t [/inserted] he damaged shops being patched up [inserted] to [/inserted] provide the necessary protection from the weather.
27. Aggregations of large parties of personnel in the open or in exposed buildings were to be avoided. The Muster and Pay Stations had been demolished by enemy action, and lost muster-tickets could not be replaced. Ordinary mustering [inserted] was [/inserted] therefore impracticable and alternative arrangements were introduced. Payment of wages was made under rock shelter, but even so, currency notes were sometimes scattered by bomb blast.
28. The cumulative…..
[page break]
28. The cumulative effect of the damage mounted rapidly with the increasing force of the raids. Docks were put out of use, cranes and machinery throughout the Yard were destroyed or rendered useless, tugs, lighters and boats were sunk, workshops demolished, and stores and storehouses destroyed.
29. In order to maintain effective working, the Dockyard developed methods by which work usually done by machines, was done by hand. Though slow in operation, this meant that effective functioning was still maintained.
30.[underlined] EFFECTS OF DAMAGE [/underlined]
The air attacks on Malta reached their peak in April 1942 during which month there were no less than 283 raids.
31. The situation then was as follows: -
(a) All docks out of action. The only one capable of being used in the near future was No. 1, provided masonry could be repaired satisfactorily and if power supply to the pumping station could be kept in repair.
(b) The whole electrical distribution system, including underground and overhead lines for power, lighting and telephones had been repeatedly and severely damaged. Limited electric supplies were restored intermittently in the Nos: 4 and 5 Docks area round No. 1 Dock. Power could only be supplied with any reliability to the following, which were underground: -
M. C. D’s Small Ship Fitters’ Shop and Hand Benches
M. E. D’ s Optical Instrument Repair Shop, Tool Room, Coppersmiths’ Shop and Foundry
(c) No. 1 Ship Fitting Shop was severely damaged and completely out of action, and machines were being transferred to the first chamber of the underground shop, the incomplete excavation work being suspended for the purpose. Excavation of the second chamber was commenced.
(d) A limited amount of joinery and smiths’ work could be undertaken by hand.
(e) Pending extensive repairs to air mains, compressed air supply was dependent upon portable compressors loaned from salvage plant and by Civil Government, about 5 compressors being serviceable at any one time.
(f) Electrical Engineering work was limited by lack of material rather than damage. The damaged workshops were in process of moving into prepared sites underground or into such excavations as could receive them for the time being.
(g) Most of the Naval Stores were under masses of debris. Both diesel fuel lighters were sunk, and R. F. A. ‘BOXOL’ and two furnace fuel lighters damaged.
(h) Three tugs and one mooring vessel had been sunk, leaving only one tug and one mooring vessel available. The tug was undergoing extensive machinery repairs.
Many boats and lighters had been destroyed and many severely damaged. There were some 34 wrecks in the docks and harbours, besides remains of various lighters and small craft.
(i) The Victualling Yard and other adjacent establishments were without light, power and telephones, the cable routes and distribution having been damaged in far more places than it had been possible to cope with.
(j) The Armament Depot was without power and light, and all hydraulic cranes were out of action. A few hand cranes were expected to be useable when the wharf could be cleared, but all railway lines were broken. All of the workshops were demolished and all the above-ground stores and laboratory rooms damaged. Some gun and mine spares were recoverable. Half of the lighters had been sunk.
(k) The greater
[page break]
(k) The greater part of the Yard area was pitted with orators and strewn with debris, which in many places was of a massive nature and tangled with girders. Frequent air raids still continued to do damage.
32. [underlined] RECUPERATION [/underlined]
At the end of July the situation was as follows: -
[underlined] Docks [/underlined]-
No. 1- In full use, with power supply and welding facilities.
No. 2)- Repairs to caissons well in hand and pumping serviceable.
No. 3)
No.4- Out of Use.
No. 5- Preparations in hand for an attempt to repair the breach in dock walls. One pump serviceable.
[underlined] Power Light Telephones [/underlined] –
Restoration proceeding satisfactorily. Cables being led through excavated rock passages to minimise future risk of damage. Limited supplies of power and light restored to adjacent establishments but no E. H. T supplies yet possible.
[underlined] Shops & Plant [/underlined] –
Many motors for driving machine tools repaired and others in hand. Sufficient machines in operation to meet current requirements.
Compressed air available in No. 4 and 5 Docks and Factory area, and being extended to No. 1 Dock.
Eight fixed and travelling cranes restored and operating.
[underlined] In full working [/underlined] :-
Underground Compressor and Oxygen Plant
Underground Tool Room
Underground Gunmounting [sic] Shop
Underground Fitting Shop
Tube Shop
Welding Tube Shop
Temporary Smithery
Main Electrical Shop (Underground)
Extempore electrical workshops for mains, and telephones.
[underlined] Working with limited output [/underlined] :-
No. 1 Ship Fitting Shop
No. 3 Ship Fitting Shop (Underground)
Joiner’s Shop (extempore)
Foundry (Underground)
Coppersmiths’ Shop (Underground)
Boiler Shop
Saw Mills
Drawing Office- M. E. D. (Underground)
[underlined] Stores & Fuelling [/underlined] –
Recovery of Naval Stores proceeding. ‘BOXOL’ and two barges repaired and one of the barges reserved for diesel.
[underlined] Armament Depot [/underlined] –
Light restored, also limited 440 volt D.C. power. One 2 ton derrick and two 1 1/2 ton hand cranes operable.
Road and single rail facilities restored.
All workshops functioning by hand in improvised accommodation. No machines working.
Above ground stores and laboratory in partial use.
Recovery of buried material progressing.
18 lighters in service.
33. On 1st August 1942 the following signal was addressed to the Admiral Superintendent by the Vice-Admiral, Malta : -
“The recuperative power of the Dockyard, and steady progress are most satisfying.
“You and all others are concerned deserve high praise for what has been accomplished
“in so short a time. Please convey my congratulations to all. “ (T. O. O. 1129)
34. At this…….
[page break]
34. At this period the further restoration of the electrical system was hampered by shortage of cable and other materials. In the case of the telephone lines, undamaged lengths of cable were recovered from other routes and used for the repair of the most important lines.
35. Repairs to buildings were rendered difficult owing to shortage of materials and the slowness of removal of spoil from underground excavations, this being handicapped by lack of fuel.
36. The next 5 months showed a steady increasing rate of progress towards normal working capacity, in spite of the continual air raids, shortage of supplies and plant, and the demands on the Yard arising out of the development of Allied Operations for the liberation of North Africa, Sicily and Italy.
37. The great anxiety now was the shortage of food supplies in the Island. The August convoy brought partial relief and supplies were carefully husbanded, but by October the outlook had become very grave.
38. Civilian rations had been reduced until there was scarcely anything beyond a small ration of very poor quality bread and a very insufficient amount of corned beef. The arrival of the famous November convoy towards the end f November 1942, brought the much needed relief just in the nick of time, and removed what threatened to become the main weakness of the Island’s defences.
39. The situation at the end of December 1942 was as follows :-
[underlined] Docks [/underlined]
No.1 – In full working
No.2- In use for small craft. Wreck of ‘LANCE’ had been floated and redocked on 29th October and undocked 12th December. Dock then occupied by Caisson of No. 3 Dock for repairs. Power and welding facilities available.
No. 3- In use as a wet berth for small craft only as wrecks outside preclude [inserted] d [/inserted] entry of anything larger than a trawler. Expected to be available with power and welding facilities about end of March.
No. 4- Repairs to Caisson and face of groove in hand. Expected to pump out mid January and commence work on wreck of ‘KINGSTON’ .
No. 5- Repairs to masonry well advanced. Expected to pump out about 26th January.
[underlined] Electricity and Telephones [/underlined]
Restoration progressing satisfactorily to meet all requirements. Supplies of power to Armament Depot and Rinella not yet restored owing to lack of material.
[underlined] Compressed Air [/underlined]
Leads extended to No. 1 Dock via Cospicua, Store Wharf, Church Tunnel and M.C.D’s Fitting Shop. All M. E. D’s underground shops supplied and work in hand to supply to Boat House, Canteen Parlatorio Wharves.
[underlined] Workshops- Percentage of normal capacity [/underlined]
[underlined] C.D. Dept. [/underlined] –
Sail Loft 50
Rigging House (re-sited) 70
[underlined] Constructive [/underlined]
Smithery 85
Joiners 60
Paint Shop 90
Plumbers 90
Sawmills 40 (steadily improving)
Boat House 60
Welding 90
No. 4 & 5 Dock Shop 60
Destroyers Workshop 90
Ship Fitting Shops 60 (one underground)
Submarine Workshop 20
[underlined]Engineering[/underlined] …….
[page break]
[underlined] Engineering (Aboveground) [/underlined] –
Fitting Shop 40
Foundry 70
Coppersmiths 50
Motor Repair Shop 80
Tool Room Nil
Pattern Shop 75
Yard Machinery Shop 30
Gunmouting 40
Tube Shop 90
Other Boiler Shops 20
Smithery All hand work. Low output. No heavy forgings
[underlined] Engineering (Underground) [/underlined] –
Tool Room & Fitting Shop 100
Coppersmiths 50
Foundry (Not yet complete)
No. 60 Fitting Shop 100
No. 60 Gunmounting Shop 100
[underlined] Electrical [/underlined]-
If adequate supplies of material and stores were available 90
[underlined] Cranes [/underlined]-
Following cranes had been repaired and in full operation :-
Burmola Wharf 20 tons
Boiler Wharf 50 tons
No. 4 Dock 10 tons
Machinery Wf: 5 tons
(Six other 10 ton and 5 ton travelling cranes but limited by damaged tracks.)
Canteen Wharf, one fixed, 4 tons
Hamilton Wharf, one fixed, 4 tons being erected with 120 feet travel.
[underlined] Naval Stores [/underlined]
Recovery progressing steadily.
Greatly increased fuelling requirements being met successfully despite restricted facilities. Length of 12’’ fuelling main to Dolphins, 250 feet recently renewed.
[underlined] Armament Depot [/underlined]
Greatly increased commitments being met despite disabilities. Laboratory work reduced by weather pending repair to buildings. Mine Shop, capacity (Aircraft Mines 100%, Moored Mines 60%). Work of supply much hampered by lack of Hydraulic Crane System pending receipt of parts.
40. The limitations in general Yard capacity at the end of December 1942 were mainly due to :-
(a) Lack of berths alongside, owing to submerged wrecks.
(b) Lack of docks (situation improved by early April).
(c) Lack of welding and compressed air facilities at available berths.
(d) Lack of sufficient portable air compressors and welding sets.
(e) Lack of lifting facilities at available berths.
(f) Lack of materials and stores.
41. The redevelopment….
[page break]
41. The redevelopment undertaken was dealt with on the following general lines :-
(a) Underground excavations to be provided as an alternative for all the more important workshops and plant.
(b) Re-conditioning of normal workshops and provision of temporary aboveground accommodation for those items in (a) which had, of necessity, received a low priority, and for which it was not possible to provide rock cover in the immediate future.
42. Much of the progress was achieved by salvaging damaged machines and scrap materials which were freely used in extemporisation.
43. At the beginning of 1943 further progress was limited by the following factors:
(a) Civil Engineering Labour, of which there was a marked shortage due to heavy demands by all the Services and the Civil Government. This seriously affected excavation of underground shops, sub-stations etc, and repairs to buildings, roadways, mains etc.
(b) Lack of materials for repairing and re-roofing damaged buildings.
(c) Shortage of stores of all kinds.
(d) Lack of experienced salvage party with full equipment adequate to clear sunken wreckage from approaches to wharves and docks.
(e) Additional supervising staff was required by all Departments in order to expedite the redevelopment programme.
44. On 18th January 1943 the Commander-in-Chief sent the following message to the Vice-Admiral, Malta and the Admiral Superintendent :-
“I have read with much interest and pleasure the account of the present state
“of H.M Dockyard at Malta, contained in the Admiral Superintendent’s signals
“………and V. A. M’s letter ……….. and signal ………….
“The immense strides made in the way of recuperation since the days of
“intensive bombing have been clearly due to special efforts on the part of
“every Officer and man to achieve so much in such a short space of time, and
“reflects the greatest credit on all concerned. (T. O. O. 2136)”
45. Nos. 3 and 4 Docks were brought into use again early in April 1943, but the use of Nos. 2 and 3 Docks was still restricted by the presence of wrecks in the approaches. The repairs to No. 5 Dock were satisfactorily completed so that on 4th July the Dock was ready to take a Tribal Destroyer and on 24th July ready to take a cruiser.
46. In January 1943 in order to make the best use of the man power available, the employment of women in the Dockyard was introduced for the first time. They were allocated to jobs which were normally performed by men, but which were well within the capabilities of women, thus releasing men for other work of a nature requiring men’s efforts. At one time as many as [underlined] 700 [/underlined] women were employed, with success, but it could not be described as a popular venture as the industrial employment of women is not in accord with the traditions and beliefs of the Maltese people generally.
47. A Salvage Party arrived in February 1943 and set to work on the clearance of the dock approaches and harbours.
During the period prior to the advent of the Salvage Party, the Dockyard had salvaged the following vessels, in spite of the lack of adequate salvage plant, by persevering efforts and resourceful improvisation :-
[underlined] Number Salved [/underlined]
Tugs 4
Drifters 2
Trawler 1
Steam & Motor Boats 29
Lighters (Dockyard) 32
Lighters (Civil Govt: ) 104
[underlined] Put back into Service [/underlined]
Tugs 4
Drifters 2
Trawler (scrapped)
Steam and Motor Boats 7
Lighters (Dockyard) )
Lighters (Civil Govt : ) ) 121
48. Whilst.
[page break]
48. Whilst recovery was in the progress the Dockyard was faced with additional problems connected with the preparations for the invasion of Sicily and Italy for which Malta was the assembly port.
49. At this stage the receipt storage, and disposal of Naval Stores became a particularly difficult matter. Malta came into use as a storage and transit port for vast quantities of stores of all kinds destined for various future advanced bases. The lost storehouses could not be rebuilt, and space was not available in the Dockyard. All suitable accommodation elsewhere had already been taken up.
50. As general clearance progressed and nissen huts could be obtained and erected, some improvement took place, but the vast quantities of stores and materials to be dealt with continued to increase, presenting a formidable problem.
--------
Dublin Core
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Title
A name given to the resource
Appendix I. Malta dockyard - period of siege 1940-1943
Description
An account of the resource
When Italy entered the war in 1940, air raids were conducted over key military targets and peaked during the first half of 1942. Attacks ceased altogether by 1943 once Italy had surrendered. The various dockyards maintained efforts to keep ships in service, even though many workers were transferred to Alexandria and other docks in the Eastern Mediterranean. Workmen carried out numerous jobs for various branches of the armed forces and government. An anti-aircraft battery was also formed amongst the workmen of the dockyards. Various decorations received between members of the battery and dockyard workers formed guard units. Shelters were excavated in order to get facilities underground. Many families evacuated in 1939 and early 1940. Barracks were severely damaged, and living conditions were without comfort, many of the living centres were situated in the dockyards. Various utilities were damaged during the raids. In the height of the air attacks, docks were out of action, vessels sunk, yards covered in debris and depots without power. By July various docks were running with some still in need repair. Food shortages made the outlook grave. By December almost all docks restored and working capacity almost normal. By 1943, salvage and clearance of the dockyards finished whilst Malta became an assembly port. Storage became an issue whilst preparations for the invasion of Sicily and Italy took place.
Temporal Coverage
Temporal characteristics of the resource.
1939
1939-09
1940
1940-05
1940-06-11
1941
1941-06
1942
1942-02-23
1942-04
1942-07
1942-08-01
1942-12
1943
1943-01-18
1943-02
1943-04
1943-10
1943-11-01
Spatial Coverage
Spatial characteristics of the resource.
Malta
Malta--Isla
Malta--Cospicua
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 Navy
Language
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eng
Type
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Text
Format
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Nine page typewritten document
Contributor
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Benjamin Turner
Identifier
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SLambertBrownP19330417v10003
Creator
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E.W. Colvill
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/679/10082/PAtkinsonC1801.2.jpg
b136806316ca0b4bf149e78def75cb13
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/679/10082/AAtkinsonC-McEwanJ180903.1.mp3
193be58a0d44d2902d2442b48e73a5cf
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
Atkinson, Colin
C Atkinson
Description
An account of the resource
Two items. An oral history interview with Colin Atkinson (1928 - 2023) and one photograph. He served in the Royal Navy.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Atkinson, C
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
HH: Okay. So, today is Monday the 3rd of September 2018. My name is Heather Hughes and I’m conducting an interview for the International Bomber Command Centre Digital Archive with Colin Atkinson in his home in Louth. Colin thank you very much for getting in touch and agreeing to be interviewed.
CA: What’s significant about this is the date. It’s the anniversary of the outbreak of World War Two.
HH: Indeed, it is.
CA: And it hasn’t gone unnoticed by me.
HH: Did, did you plan this then?
CA: No. Not at all. It was when you called and asked if I would give this interview and I said yes, and the date was mutually arranged.
HH: Yes.
CA: It only occurred to me since then.
HH: Yes. It’s the significant —
CA: This is the anniversary of World War Two.
HH: Anniversary.
CA: Yes.
HH: Indeed.
CA: Yes.
HH: Colin, you were born and grew up in Lincoln.
CA: I was born in Grimsby.
HH: Oh, you were born in Grimsby. Tell us about Grimsby first of all then and your very early years.
CA: Yeah.
HH: When were, when were you born in Grimsby?
CA: I was born, well I was born on the 6th of May 1928. My birth certificate says the 6th of June 1928. My father went in after the date had turned in to June to register the birth and he just simply said, ‘The sixth.’ And the registrar put down the 6th of June. By the time they discovered what it was they said, ‘Well, we’d have to get the midwife, the doctor, the registrar. Oh, leave it alone.’ So, I drew my pension a year, a month late. I had to stay in the Royal Navy a month longer than I should have done so I’ve got a lot to thank my old man for.
HH: No. You didn’t have two ninetieth birthdays though.
CA: No. No. No. Not really. I don’t celebrate the 6th of June.
HH: So, you celebrate the 6th of May.
CA: I celebrate my actual date of birth. Yes.
HH: Good.
CA: Which is May.
HH: Good.
CA: Yes.
HH: So, when did your family move to Lincoln then?
CA: Well, my father’s job took him to Lincoln in 1937. So that’s when we moved from Grimsby, Cleethorpes to Lincoln. I did start school in, in Cleethorpes. I went to a primary school, infant’s school and junior school called St Peter’s School and the classroom that I was in in what is now known as a primary is still in existence and it is still in use as a school. So I can still drive past that and say —
HH: Okay.
CA: Well, I was five years old when I started there. Then we moved to Lincoln in 1937. We had the Coronation of George the 6th. The death of George the 5th. The Coronation of George the 6th in Lincoln. We lived in Thesiger Street. We then moved to Monson Street where the multi-storey car park is now. But these were these tall buildings. Lucy Tower Street. We then moved to Outer Circle Drive to a council house that needed repairs to the ceiling so they moved us to Lamb Gardens. And then war broke out. I sat with a friend in his house listening to Chamberlain make his unforgettable speech, ‘We are now at war with Germany.’ Immediately went home and then as the war progressed my father immediately volunteered to go back. He wrote to the War Office and they wrote back and said, ‘You can’t volunteer. You are still in the Army.’ He was at the Battle of the Somme.
HH: Gosh.
CA: He won the military medal at the Battle of the Somme. He was then in the Territorials between the wars and that’s why they said, ‘Whether you want to come in or not we’re having you.’ So, he went back in. I’m telling you my father’s history now rather than mine.
HH: No. No. That’s good.
CA: He, he got a commission in the First World War and he went back in as a lieutenant. From a lieutenant to captain. Captain to major. He was then posted in 1940 to Mauritius and in Mauritius he was training the local people for the Pioneer Corps for the North African campaign.
HH: Gosh.
CA: For which he got the MBE. I didn’t see my father, I was twelve years old in short trousers when he left. When he came back I was with my mother standing on the station waiting for him and of course he got off the train and before anything else I had to salute him. [pause]
HH: Goodness.
CA: Because he was a commissioned officer. He was a lieutenant, acting lieutenant colonel then and I was just an erk. A rating in the Royal Navy. So I had to salute him before the handshakes and all the rest of it. So that was a long time to not see my father.
HH: And effectively the war years were your teenage years.
CA: Yes. I grew up during the war. I was eleven years old when the war started and I was, what would I be? Sixteen when it was over. Just sixteen. I went to the City School in Lincoln which was on Monks Road which is now part of the university and then I left there at sixteen. Went to work for the Lincolnshire Echo as a trainee reporter, then volunteered for the Royal Navy. My father was in the Army, I’d been surrounded by the Air Force all during the war. I wanted to go in the Navy [laughs]
HH: And how do you explain that?
CA: I don’t know. Whether it was a reaction I don’t know. I mean, I wouldn’t say I was sick of the Air Force. I was thrilled to bits with the Air Force. I was very proud of the Air Force. But I just felt I did and I want, I don’t know if it was because I was born in Grimsby. I just wanted to go to sea. I never did.
HH: You never did.
CA: I was posted to Chatham Barracks and they put me immediately, immediately on clerical work tracing documents all over the world by signals for personnel’s documents because they couldn’t be demobbed without documentation. So, they were relying on us to trace the documentation so that they could be demobbed. And every week I used to put a chit in for, for foreign posting on board a ship and each week they said, ‘Oh no. We can’t spare you yet, you know. You’re needed here.’ And then eventually they said, ‘Well, no you’re trained personnel now for documentation. We need you here.’ I never did get to sea.
HH: And how long were you, were you doing documentation for the Navy?
CA: About three years. Three years. It was a fulfilling job in as much as we were enabling men who had served all through the war years to get home and get back in to civvy street, you know. So, it had its own rewards but frustrating as well. Yeah.
HH: So can we just back pedal a little bit to your, to earlier on because it was during the war that you became a Civil Defence messenger first, didn’t you?
CA: That’s right. Yes.
HH: And what did that involve? And how did that happen?
CA: Well, we were given a membership card. We were issued with a uniform, a military style steel helmet and a military style gas mask and our job was to be in place of the telephone. In the event of a telephone breakdown our job was to deliver messages from post to post where ever on a bicycle. That was our job but they then built an Observatory Tower on the Observatory Tower at Lincoln Castle and they asked for volunteers for that. So myself and some friends volunteered for this and that’s how I finished up spending nights at the top of Lincoln Castle.
HH: So, the one post really led to the other.
CA: Yes.
HH: And at a certain point did you actually become a member of the Royal Observer Corps?
CA: No. No. Purely Civil Defence.
HH: So, you were Civil Defence but you were working with the Royal Observer Corps.
CA: In conjunction with the Royal Observer Corps at Nottingham.
HH: Okay.
CA: Yes.
HH: Yes.
CA: And in the event if we saw something, which I did with binoculars at night and swung the range finder around, pin pointed a location, picked up this telephone, telephone exchange, ‘I want an immediate P U T call to Nottingham 66684.’ And that is a fact. I’ve never forgotten that number.
HH: Amazing.
CA: And I did spot something. A light over to the east. And I did this call and I got a letter. I can’t find it now. A letter of congratulation because I reported it before Boston that it was a flare over Boston.
HH: Gosh.
CA: And I got it reported. Yeah. So, it was great fun, you know. It was lovely. But also, I was in a concert party. Also, I used to go farming at the weekends because a friend of mine, his uncle had a farm at Freisthorpe. Mr Chamberlain. I used to go farming there during the school holidays. So all in all I had a pretty busy war. All this time I’m still going to school studying for this course at Immingham.
HH: I was going to ask you how you managed to combine your work observing in Lincoln in the, in the Observatory at Lincoln Castle and school work. How did you manage to combine it all?
CA: Did it. We just did it.
HH: Because you were on duty at night —
CA: Yeah.
HH: A lot of the time, weren’t you?
CA: Yeah. And you had a sleep in one of the bunk beds that was in the shed at the foot of the castle.
HH: So, did, were you were arranged, was, was your work arranged in shifts then?
CA: Yes.
HH: And how many were on shift at any one time?
CA: I think there were always two people for two hours. Yeah. There were sufficient people that you only had one two hour shift so then you could bunk down and then in the morning you cycled home, got washed and changed, and breakfast and school. We did it. It was a war.
HH: And you did that for just about —
CA: Well, I would be —
HH: The whole war?
CA: About four, I’d have been about fourteen. Went in to the Messenger Corps and about up until the Messenger Service, the civil, the Civil Defence was virtually disbanded because the risk of air raids no longer existed so Civil Defence as such was no longer valid. But it always rankled with me that Civil Defence as such was never actually recognised with a medal of any kind. By that I mean wardens, first aid people. There were police. The police were recognised for it. The Fire Service was recognised for it. The Ambulance Service. But Civil Defence as a body never had a Civil Defence recognition. And that always rankled a bit with me because mine was easy but we had Civil Defence messengers in London cycling through the Blitz. Never recognised, you know. Yeah. Anyway, only once did I have an incident. I was living in Hewson Road at the time and the sirens went so the first thing you had to do was get your helmet on, get your gas mask on, pedal furiously up to Eastgate Control, the Civil Defence Control was in Eastgate, and I’m belting down West Parade and there’s shrapnel falling all around me [laughs]
HH: Wow.
CA: Yes. It was a plane somewhere and the anti-aircraft guns were banging away at this thing and there’s this stuff banging around me. And do you know it was silly. It’s stupid when you’re children, isn’t it? You don’t, you don’t fear anything.
HH: Lincoln was, I mean Lincoln was subject to attack in the Second World War, wasn’t it?
CA: Not very much.
HH: No.
CA: Because I think somebody at Bomber Command Centre said the Cathedral was spared because the Germans needed it as well as the Royal Air Force because I know and I said this when I was at Bomber Command that [pause] yes. In the evenings I could stand in the garden back of the house and I could see all the Lancasters all coming out of the sky with black —
HH: So, you remember.
CA: Oh yes. All coming over and going that, all coming towards the cathedral and then parting away and then in the morning from about 4 o’clock you’d hear them coming back in ones and two and you knew a lot of them weren’t coming back.
HH: Yeah. So, you remember seeing those bomber streams.
CA: Oh yes.
HH: Because there were quite a lot of airfields in the immediate vicinity of Lincoln.
CA: Every field had a [laughs] had a base. There was Skellingthorpe and all, they all had airfields all around. And when I was in the concert party we were called, we were called the Victory V’s [laughs] and we went to one or two at Coleby Grange. We went to mostly military camps entertaining the troops and we were a member of Voluntary Entertainment Service, Bomber Command. We came under Bomber Command and at the end of the war we got a letter from the general, I think it was in charge of entertainment. I think it was from Leeds or somewhere like that for Bomber Command thanking us for our services.
HH: So, tell me a bit more about what kind of entertainment you were involved in.
CA: Well, it was a concert party. There were, there were quite a few concert parties during the war years. We joined the Voluntary Entertainment Services which was a voluntary version of ENSA really. And our job was to entertain the troops in the local area and we did holidays at home during the war. We used to do concerts in, in the parks. Witton Park, Arboretum, South Park. We did outdoor concerts at those. Washingborough Village Hall I remember. And all this kind of thing.
HH: And did you play an instrument or sing?
CA: My brother and I were known as the Uke Brothers and we were a duet of ukuleles and we used to sing a lot of George Formby songs. And we were known, Byron and Colin, the Uke Brothers.
HH: Fantastic.
CA: Yeah.
HH: Did you continue playing your ukulele after the war?
CA: I haven’t played it since I went in to the Navy. I’ve still got it but I’ve never played it. No. No. It’s one of those things, isn’t it? Put it away. But no that was a lot of fun as well. In fact, I’m not sure whether it was Coleby or somewhere near there that there was an anti-aircraft establishment and we had this in a big Nissen hut, performing in there and suddenly there was a shout, ‘Action.’ And all the audience got up and ran out and started banging away with the anti-aircraft and the concert was suspended.
HH: Yeah.
CA: Then they all came back in again and we finished it.
HH: And you finished it.
CA: Yeah. Yes. It was a very eventful war. I thoroughly enjoyed it and that’s an awful thing to say.
HH: But how did you get around when you were doing your concert parties? How did you do it?
CA: There was a bus supplied by Northern Command, Bomber Command and it was fitted with a mini piano so that where ever we went if they didn’t have a piano we’d haul this mini piano out and use that. We’d rehearse in, within the bus and that was supplied by them. They paid for the maintenance and the fuel and all the rest of it and they came round and picked us all up from our homes and off we went. Yeah. And I know on more than one occasion the buses dropped me off at the Castle [laughs] to go and do my job in the tower at night time. Yeah.
HH: Gosh. Yeah.
CA: We were, we were fourteen, fifteen, sixteen years olds but I think in some respects we were a lot older. Had to be.
HH: Well, you had to grow up fast don’t you?
CA: Yeah. Yeah. Had to be.
HH: Under those conditions.
CA: Yeah. But, I mean we were also very very patriotic and you know, we must do our duty.
HH: So, do you remember Lincoln on VE day?
CA: Oh, I do.
HH: Tell me about that.
CA: My brother and I were members of what was known as the Green Room Club. That was just off the Brayford. And on VE night we all went to the Club and I think it was the only place in Louth that still had some beer left. And then when we went to the Stonebow and we marched with crowds and crowds of people. There was American Air Force officers on the Saracen’s Head balcony. And we went all the way down to the Ritz Cinema and the Ritz Cinema had a searchlight shining on the cathedral. That was quite a sight. And there was, there was some low cloud and the silhouette, the shadow of the Cathedral was on the cloud. Yes. It’s very emotional. Even today you know. Very emotional. The relief when the war was over, was oh it was incredible.
HH: I can imagine. Yeah. And tell me when, that was, that was obviously 1945. So, what happened? How does that relate to the time you were in the Navy?
CA: Well, as I say I left school in 1944. And I was with the Echo until, I suppose I was [pause] yeah 1945. Then in 1945, yes I was still at school before the war finished. Yes. And then in 1945 that was when I volunteered for the Royal Navy.
HH: So, were you on the Echo at the time of VE day then?
CA: That would be —
HH: May.
CA: May ’45, wasn’t it? 8th of May 1945. I think I’d, yes I think I had left the Echo and I was working with my brother maintaining hangars and runways and perimeter tracks and hard standings at Waddington and Scampton.
HH: How fascinating.
CA: Yes. He worked for a builder’s as a quantity surveyor. He was excused because of his eyesight from military service but he worked for this firm from Skegness who was the company that looked after the airfields.
HH: The tracks.
CA: Yeah. And that was his job and I went with him for a while.
HH: On top of all those —
CA: So, I worked at Scampton.
HH: RAF stations.
CA: And Waddington. Yes. And that was post war. More or less post war then.
HH: And then you went on to —
CA: No. The war would still be on for a while. Yes.
HH: Yeah. And then you went off to the Navy.
CA: Yes.
HH: Okay. And after the Navy.
CA: I walked in to the Grimsby Telegraph office and I said, ‘Can I see the advertisement manager please?’ They said, ‘Yes. What’s it about?’ I said, ‘It’s personal.’ So, they sent for him. He came down. He says, ‘What can I —', I was still in Naval uniform, I was on demob leave. He said, ‘What can I do for you?’ I said, ‘You can give me a job.’ And he did.
HH: So, you went and worked in Grimsby then.
CA: I went to work for the Grimsby, Grimsby, what was known then as the Grimsby Evening Telegraph.
HH: What attracted you to journalism?
CA: I [pause] my father started a newspaper up way before the war. I think it was the Cleethorpes Advertiser and he went bankrupt in that and I always had an interest in journalism. My ambition was to be a foreign correspondent for the Daily Express and that was [laughs] But then when I went into the Royal Navy and I had plenty of time to think it over and I thought there’s money in advertising. More than there is in being a newspaper reporter. So I did a course in advertising, a correspondence course, and that first step was to go in to advertising in the press with newspapers. So, although I was still with newspapers it was more on the advertising side. So, I started at the Grimsby Telegraph and then that was —
HH: Selling advertising space.
CA: Yes. And, and the best part was designing the advertisements. Going to visit clients and sitting down and designing advertising which, which was the part that appealed to me. And although the advertisement manager gave me this job it was a temporary job pending a vacancy occurring or another job coming up elsewhere. And a job did come up on the Grimsby News which is now defunct long long ago and so I took that.
[clock chiming]
HH: Oh, I think we’re going to have to stop for the mid-day chimes.
[pause]
CA: That’s it [laughs]
HH: The chimes.
CA: Yes. So, I went to work for the Grimsby News as advertising manager there which was rather a bit elevated because it wasn’t much of a job really and then part of my job was visiting all the cinemas and churches. Get the church notes, visit cinemas, discuss their advertising. And there was one manager in particular. A lovely man called Bill Connelly, Ex-Pathfinder RAF and he was the manager there and I used to sit and chat with him. And he said, oh he said, ‘You ought to have a go at, at this business.’ He said, ‘I think you’d be good for it.’ And that was cinema management so, I applied to ABC [coughs] which is what the Ritz was but at the same time I applied to the Rank Organisation, Gaumont Odeon people as well. I got interviews with both of them on the same day.
HH: Goodness.
CA: At different times of the day. I then got letters from both of them offering me a job as a trainee manager and I had to make a decision.
HH: Difficult.
CA: Which one to take. I mean people today could never believe this.
HH: No.
CA: So, I chose ABC because Bill Connelly was the man that talked me into it. So, I then went to Leicester as a trainee and then I went to Nottingham as an assistant manager. And then I came to Cleethorpes as assistant manager. My home town. With Bill. And I was there for maybe five, four years I think and I was promoted manager, full manager at a cinema in Manchester.
HH: In Manchester. That was a big move then.
CA: Well, it was in as much as I was full manager but it was a flea pit [laughs] very low. I mean it was lovely people, lovely mining, mining community but it was well, you know the bottom of the, the bottom rung of the ladder.
HH: Well, the pictures, going to the pictures in those days was still a very big thing, wasn’t it?
CA: That’s right. Yes. And it was treated as such and the district manager that had gave me the job had now become by this time a top notch executive at Head Office. I’m digressing a bit from the story, aren’t I? However —
HH: This is good.
CA: The, the top management were touring the company’s cinemas all over the country looking for an established, to establish an ABC television studio and they came to mine. I happened to be, it was, the kind of cinema it was everybody did whatever they could do and I was on my knees in the foyer painting the skirting boards with black paint. Then he said, ‘What are you doing here?’ Foolishly, I said, ‘Painting the skirting board.’ ‘No,’ he said, ‘Why? Why are you here?’ I said, ‘Well, I’ve applied for vacancies whenever they’ve come around.’ Vacancies used to be advertised among the managers. Among the assistant managers it was. And I said, ‘This is the one I got.’ ‘Oh well,’ you know., ‘Okay.’ A week later the phone rang. He said, ‘How would you like to come to my home town?’ Well, his home town was Scunthorpe.
HH: Scunthorpe.
CA: Yeah. And I said, ‘Where? At Scunthorpe?’ He said, ‘No. Windsor.’ So, I was duly appointed manager of the Playhouse Cinema and restaurant in Windsor.
HH: That was quite an elevation.
CA: That was from the bottom to the top almost. Yes. It was a real big deal that was and I was there for seven years. I got a licence.
HH: Did you enjoy it?
CA: Oh yes. I got a licence, a liquor licence for the restaurant. I applied for and got that while I was there. I lived in a caravan for five, five years, four years. One was a holiday site. I had to buy a caravan, a small one and it was by the riverside on a holiday site so by October you had to move out and I was fortunate there was an orchard at old Windsor and there was about seven or eight caravans on it. That was a lovely, a lovely site and I was fortunate in getting a site on there and I spent about four years living in this caravan and my first wife decided to start a family and I was able to sell the caravan. And what I sold the caravan for I put a deposit on a house.
HH: Gosh.
CA: And had a brand new house built at Eton Wick which is near Dorney, Dorney Common. That way. Between Eton College and Slough. Lived there for a couple of years and then the offer came up as manager at Cleethorpes. The manager was retiring and they offered it to me. So, I said, ‘Yeah. Okay.’
HH: So you came back to Cleethorpes.
CA: Came back to Cleethorpes.
HH: Gosh.
CA: I came full circle.
HH: Full circle.
CA: And then I was manager there for seven years. Lived in New Waltham. And I was getting a little anxious because it was, cinemas were closing. They were going to bingo and some of the managers were going with the cinema to bingo. I didn’t join this to be a bingo manager. So, there was a row about it. They knew that I was not happy and I got a phone call from somebody in Louth who knew somebody who worked on the Telegraph and, ‘Oh,’ he said, ‘There’s a vacancy for advertising manager at the Louth Standard. Would you be interested?’ Well, yeah. ‘Yes, that would be great.’ So, in 1969 I finally it would be 19’. In 1968 I finally resigned from ABC. I was sorry to depart but I thought I’m going to depart before it departs from me. So that was when I came to Louth. In 1969.
HH: And have you been here ever since?
CA: I’ve been here ever since and I was manager of the Grimsby Telegraph branch in Louth. And I worked there —
HH: Gosh.
CA: I had problems in my second marriage. She deserted not only me, a five year old and a two year old. And I was in a bit of a problem there so I temporarily put my two girls in to foster care which was not a very nice time at all.
HH: No.
CA: They were lucky. I was lucky they had lovely foster parents at that time. And I met, I joined Gingerbread. Have you heard of Gingerbread? It’s for one parent families.
HH: Yes. Yes.
CA: Actually, while I was at the Telegraph my receptionist came in with this leaflet. She said, ‘Oh, there’s a lady in the front office wants to know if you’ll put this in the window.’ And I, like I said, ‘Yeah. Well, leave it there.’ I said. ‘We’ll see to it later.’ And then my deputy, he’d been out doing the rounds and he came in. He said, ‘What’s that boss? Oh.’ He said, ‘Are you going?’ I said, ‘Why? What is it?’ [laughs] ‘Oh no. It’s a bunch of women yabbing away. Not for me. Not my scene.’ He said, ‘Well,’ he said, ‘I think you ought to go.’ He said, you know, ‘It’s comfort. People in the same position as you.’ I said, ‘Well, I’ll give it a try.’ So I went in. I thought. No. This is not for me. And I thought well I’ll stick it out but I won’t be coming again. You know. There was one other man there and he came afterwards, God rest his soul, he’s dead now. He came over to me and he said, ‘Oh yeah, come again,’ he says. ‘I need somebody else here. Another man here.’ So, I did and one of the other members who’d had a bad marriage, as I’d had, not looking for anybody at all and we got quite friendly. We made phone calls to each and this sort of thing and then had an invitation to go to the old [unclear] dinner and dance at “The Beachcomber” in Grimsby and I got two tickets. What am I going to do? I’ve got two tickets here. So I hesitantly asked Jean would she like to go? She said, ‘Oh yes. Alright.’ So she did. We’ve lived together for forty three years.
HH: Amazing. So, it turned out well.
CA: Yes. The happiest forty three years I’ve ever had.
HH: Great. Yeah.
CA: Yeah. So that pretty well covers it all.
HH: So, you did go back. You did go back to journalism really.
CA: Well, to newspapers really.
HH: Well, to the newspaper world.
CA: Well, to the newspapers which was my first love.
HH: After your detour into cinemas.
CA: Yes. But I did twenty years in cinemas.
HH: Yeah.
CA: I loved it. Really, I did.
HH: What particularly did you enjoy about the cinema work?
CA: Just having a place that you, was under your control. The feeling of responsibility and organisation.
HH: Yeah.
CA: And welcoming the public and I mean we had to change in to dinner jacket every night. 6 o’clock you had to be on the, in the foyer. But that was only the tip of the iceberg. We had to be there for 10.30 in the morning and there was a lot of work. Maintenance, supplies, clerical work.
HH: And you had to stay for every show right until everybody had gone home every night.
CA: Oh yes. Yeah. 10.30 in the morning ‘til getting on for 11 o’clock at night. So, yeah, but I did enjoy it. There was nothing more fulfilling than standing at the back of the stalls with a full house for a comedy film with everybody laughing. You felt responsible for that you know.
HH: And did you become a bit of a film buff yourself?
CA: No. I always enjoyed the cinema. People say, ‘Oh, did you know what happened to —’ so and so. Who? Famous actor. ‘No. I don’t know.’ I’m not interested. Only interested in the presentation side of it. The showmanship side of it. Well, I got to show my certificates and submitted campaigns that you were doing. I was, I was a member of the Motion Picture Herald of America Guild of Show Business. Yeah. It was, it was a very very interesting way to earn a living and I did enjoy it. I’m sorry what happened to it and what I see of the cinemas today I would not want to be back in it.
HH: No.
CA: No. They’re, they’re cinema factories. They just churn things out. Churn people out. There’s no showmanship. There’s no reception. There’s just nothing. You just go in, you buy a ticket, you find your own way to a seat and that’s it.
HH: No human touch.
CA: No. I mean we were there greetings the patrons as they came in. They knew who to go to if they wanted to know some information. They’d come to the man in the dickie bow. And that was all part of the job. It was enjoyable. It was enjoyable. However, it was a long time ago.
HH: Yeah. And then you returned to the newspaper world largely on the advertising side.
CA: Well, I was manager.
HH: And also managing.
CA: I was the manager.
HH: The newspaper offices.
CA: Of the newspaper offices. Yes. Yeah.
HH: Yeah.
CA: Yes. So, I was in virtual charge of distribution and advertising. The whole nine yards really.
HH: Everything. Yeah.
CA: Yes. Yeah. So, I was with them from 1970 to [pause] 1955. No. No. No. 1985.
HH: Yeah.
CA: 1985. And then we both decided that we’d like to be self-employed so we bought a business. A corner shop in Grimsby.
HH: So, you went back to Grimsby for a bit.
CA: Yes. We went there. Seven years. Six or seven years we were there. We had this corner shop and then we sort of retired. Came back to Louth and came, moved in with Jean’s mother because she’d lost her husband and we moved in with her. And the first thing I did actually when we came back was go to the Volunteer Bureau as I wanted to do some voluntary work. I cannot just stay home all the time, look at walls. So, ‘Well, they want a relief driver for the Link.’ I said, ‘The what?’ They said, ‘The Link. The Link Daycare Centre.’ ‘Oh’, I said ‘what’s that?’ ‘Well, it’s for the elderly and infirm.’ ‘Oh yeah. I’ll have a look at that.’ So I did. I finished up as the senior driver.
HH: Gosh.
CA: And chairman of the committee. And that for thirteen years.
HH: Gosh.
CA: Up to I was still driving the mini bus ‘til I was eighty and the only reason we stopped was because we had, sadly we had to close down. Lack of financial support. Lack of volunteers. It was very difficult to get volunteers. But no that was that.
HH: And did you do any other sort of volunteering thereafter?
CA: Yes. [unclear] school heard about us. They had a school bus and they said they would provide a lunch one day a week at the school for people that we’d been taking to, to our organisation. But I wasn’t allowed to drive their bus because it was not our bus but I did have a licence. But one of the teachers was a driver and then we went around and picked people up for a while and then the school decided they weren’t doing it any more.
HH: Wouldn’t do it any more.
CA: So, then Jean and I used to go over to Grimsby and we used to go to a card shop. We could get cards very very cheaply. So we’d go over, buy cards in bulk, bring them back to Louth. Go to Maxey Court which is sheltered housing and sell the cards. We didn’t make much profit on them but the profit we made went to Cancer Research and Combat Stress. People don’t seem to have heard of combat stress, do they?
HH: Well, it’s a big thing.
CA: It is. Well, we got collecting boxes for them and put them in the town as well for Combat Stress and Cancer Research and then a card, The Card Factory, I don’t know if there is one in Lincoln but there —
HH: I think there is.
CA: One opened up in Louth and of course they were undercutting even what we were charging.
HH: Yeah.
CA: So that was that. Jean also worked while I was still driving the buses, she still worked at St Barnabas Hospice shop in the town. So, and Jean now knits and crochets.
HH: I can see the evidence.
CA: She does baby blankets.
HH: I can see lots of evidence.
CA: And she gives those to —
HH: Loads of balls of wool and knitting books.
CA: Yes. And she donates all this.
HH: Wonderful.
CA: Gives all this. Baby blankets. Gives it all to charity. St Andrews at Grimsby, St Barnabas in Louth. So we’re still doing a bit.
HH: Yeah.
CA: Still doing a bit.
HH: Now, you mentioned just before we started this interview, Colin that you and she had this project to visit RAF sites. Tell me more about how that came about.
CA: I’ll see if I can persuade her to come through. Can I? I don’t think she will but —
[pause]
CA: Jean.
[recording paused]
HH: So, at this point we are joined by Jean who is Colin’s partner and you’re going to tell me about this project you’ve got to visit RAF sites and historic sites. Is it just in Lincolnshire or is it further afield?
JM: Well, so far it’s just been in Lincolnshire.
HH: Well, there’s plenty to keep you occupied.
JM: Oh, absolutely.
HH: And why did you want to do this?
JM: Well, I think possibly it was because of the new Bomber Command Memorial.
CA: Yeah.
JM: We saw that. I thought I’m just as guilty as some people of not thinking about others that have died and we spoke to some friends and they thought it would be very nice to visit places where they could see something about the war and so that’s how it started.
HH: So, you’re doing this with, with others. Other friends as well.
JM: With two other —
HH: That’s great.
JM: People. And I think really what started it really, another thing was that poem by that young American.
HH: Oh, John Gillespie Magee. “High Flight.”
CA: Yes.
JM: That’s right. And I’m looking frantically for the picture of [pause] Yes.
CA: That’s the one isn’t it? Yes.
JM: That’s really —
HH: That’s, that’s taken in the field that you —
JM: That’s right.
CA: I was telling them about that. The one in the middle of the field.
HH: Gosh. That’s interesting.
JM: This lady was kind enough to send me information about it and who to contact.
HH: Where is it? Where is it exactly? Do you know?
CA: Yes.
JM: Yes. Not too far from Boston.
HH: Okay.
CA: Not East Kirkby is it? No.
JM: No.
CA: Oh —
JM: I think the information might be on that sheet that’s in there.
HH: Oh, not to worry now.
CA: So, this is something you’re going to be doing quite soon.
JM: Yes.
CA: Next month, aren’t we?
HH: Sibsey Northlands
CA: Sibsey Northlands.
JM: Yes.
CA: Sibsey.
HH: How interesting. Yeah.
JM: And we saw the, we’ve seen the graves at Scopwick.
CA: That’s right. Yes.
JM: The Canadian and the German.
HH: That’s where he’s buried? Magee.
JM: That’s right. Yes. And —
HH: Yeah. The crash site where he, the site where Magee crashed is not actually marked by any permanent memorial but if you, if you happen to be going down the A15 towards Sleaford you turn, there’s a signpost to turn right in to Cranwell village and right there there’s a sign to turn left to the Roxholme Care Home and if you go about a hundred yards down that road to Roxholme Care Home you will be at the crash site.
CA: Oh.
JM: Oh.
HH: It’s a little tiny farm road but it is possible to go down there and to turn around because there are passing places.
CA: Oh right.
HH: Where you can turn around.
CA: That’s another one now then.
JM: Yes.
HH: Yeah. Yeah.
JM: So, we continue. We’ve been to RAF Digby and had a marvellous talk.
HH: Oh, RAF Digby is wonderful.
CA: Yes.
HH: Did you see the operations room?
CA: Yes.
HH: Isn’t that special?
CA: Yes, we did. Yes. Yes.
JM: That was brilliant.
CA: Yes.
JM: And the sergeant was so good who gave the talk.
CA: Yeah.
JM: Nothing was too much trouble.
CA: He was, wasn’t he? Very good indeed. Yeah. We’d like to go again actually.
JM: Yes. It was very interesting.
CA: Yeah.
JM: And then we’ve been to various pubs seeing the —
CA: And the Blue Bell.
JM: Signatures.
HH: And the Blue Bell Inn. Yes.
CA: [unclear]
HH: Yes. Just south of Woodhall.
CA: And what’s the other one? The Red Lion, is it?
HH: Yes.
JM: Yes.
HH: Yes.
CA: The Red Lion. We’ve been there.
HH: Yes. And of course, you were at the Petwood.
JM: Well, that is where we’re hoping to go.
CA: Wednesday.
JM: On Wednesday.
CA: Yes. Yeah.
HH: Lovely.
CA: Yeah.
HH: You’ll enjoy it. It’s a great place.
CA: Well, we both like Woodhall. We like it. I mean the Dambusters Memorial there is something else, isn’t it? And then this for the hundredth anniversary year there’s an addition now, there for that. Yes. It’s a marvellous marvellous monument that is with all the names. But Bomber Command Memorial [pause] we hadn’t been and we’d been, oh, we must go, must go, must go and eventually we finally made it and it was while we were walking around I was wearing my veteran’s badge and two of the guides who were wearing veteran badges approached me and that was how this interview has come about.
HH: Good. Well, I’m pleased. I’m very pleased that it, that that’s how it came about.
CA: Yes.
HH: What did you think of the IBCC? Did you enjoy your visit?
CA: Oh yes. Well, we filled up before we even got in [laughs] Didn’t we?
HH: Yeah. Great. Good. Good. My team and I were responsible for the exhibition.
CA: Really.
HH: If you went around the exhibition.
CA: We haven’t been. We intend to go next time we go.
HH: Yeah.
CA: We intend to do it next time we go. Yes. Oh right.
JM: Well, we shall be by ourselves next time so we can.
CA: There will be just the two of us and we’re going on our own. Yes, because there’s a painting in there. Limited edition. I do hope it’s still there because we want to buy that and we weren’t in a position to get it at the time. And it was 19.99, I think, the price and it’s hanging on the wall.
HH: Is it a print?
CA: It’s a limited edition print and it’s the scene that I remember so well was all dusk. Dusk. All the Lancasters coming over and that was just as I remember it. And so that’s what we’re going to try and get on Wednesday. A copy of that because it really is. I’ve got a Lancaster up there on the top row.
HH: Yes. I can see that.
CA: The Lincoln Imp of course.
HH: Yes.
CA: Yes.
JM: I don’t think you ever forget those really.
CA: No.
HH: No.
JM: And —
CA: Well, in Louth you saw plenty around here, didn’t you?
JM: Well, yes and also this one particular evening when they were bombing Grimsby and Hull it lit up my bedroom and I was well fairly young at the time, I think.
HH: But you still remember?
CA: Oh yes. I called my mother and said, ‘It’s the end of the world.’ And so [laughs] she came through and said —
CA: The end of the world [laughs]
JM: ‘No. No.’ She said, ‘It’s Grimsby and Hull being bombed.’
HH: And where were you living then?
JM: Down Eastfield Road in Louth. And I think the other experience I remember was mother and I were visiting her sister and husband and we had gone into the garden to pick gooseberries and suddenly there was this noise and mother was pushing me in to the bush with her on top of me and this German plane had come down and I guess he was going on to North Coates. And —
HH: Crashed.
JM: No. I don’t know what happened to him.
HH: Oh, but he was, he was, yeah.
JM: He was shooting.
CA: Yeah. Machine gunning —
JM: Carried on his way. But —
CA: We had an Anderson shelter.
HH: Did you?
CA: In our garden and we had one, it was a Sunday afternoon. My mother used to go for a lie down in the afternoons. My brother and I were downstairs and the sirens went and then we heard what sounded like anti-aircraft guns going off so mother came tumbling down the stairs [laughs] we all ran out in to the garden, dived into the Anderson shelter and we had a slatted bed in there and my mother went straight through it.
HH: To carry on her lie down.
CA: Dear. Oh dear [laughs]
HH: What was your brother’s name, Colin?
CA: Byron.
HH: Myron.
CA: Byron Atkinson. B Y R O N. And it was Byron and Colin Atkinson, the Uke Brothers.
HH: The uke brothers. That’s a great story that. Yeah. Yeah.
CA: Yes.
HH: You need to get him to get his ukulele out.
CA: Oh yeah.
JM: Yes. Well, they have a ukulele group meet in town.
CA: Not the same without Byron, Jean.
HH: I’m sure not.
JM: Oh no.
HH: No. No. I’m sure not.
CA: He died. He died at fifty seven. Heart attack. The rest of the family saw old age but my brother didn’t. Yeah. I do miss him still. Yeah.
HH: There was just the two of you were there?
CA: Yes, yeah. He was six years older than me and as, as a child he used to, used to, he made a little comic up every week for me, you know.
HH: How wonderful.
CA: And even when I was, with his first job he used to give me some of the money that his wages were.
HH: Now, I also just one other thing that it would be good to talk about is I believe your mum at some point had something to do with the Avro factory in Bracebridge Heath.
CA: I think that’s probably why they approached me and then all this came out. Yes. She was cleaning instruments from aircraft, crashed aircraft, bombers, mostly Lancasters. I mean, it doesn’t sound very nice but she always told us the worst part of the job was washing the blood off the instruments before they could work on them. Oh well. We had all the family. My brother was in the Home Guard as well as the concert party. My father was in the Army. Mother was doing this war work in Bracebridge Heath.
HH: In Bracebridge.
CA: Yeah. Yeah.
HH: And did she stop doing this at the end of the war?
CA: Oh yes.
HH: Yeah.
CA: Yeah.
HH: Because the Avro factory well it was a repair shop really in Bracebridge Heath. I think that continued a while after the war but —
CA: Did it. I think when the war ended the people that had to work didn’t [unclear]
HH: Yeah.
CA: They packed up and went back to civilian jobs.
HH: Yeah.
CA: Yeah. She just went home and carried on being a housewife and mother.
HH: Yes.
[pause]
HH: That sounds like a good moment to, to say thank you very much for your time and for both of you telling these stories and and sharing your memories. It’s, it’s —
CA: Our pleasure.
HH: It will be a great addition to the interviews in our archives.
CA: That’s lovely to know.
HH: So, thank you very much.
CA: That’s lovely to know. Yes.
JM: I think —
[recording paused]
HH: Fitting for a showman we’ve now got an encore and Colin is going to tell us an interesting story about being a best man. Tell us, Colin.
CA: Well, this would be, I was still in the Navy and my cousin, that family were all from Ireland. My mother was from Ireland and my cousin Milly was getting married in London to a German prisoner of war. They met of course because German POWs were employed working on farms and she also worked on a farm and that’s where they met. The best man was to be her brother Maurice. Her brother was in the Royal Marines and he was based at Portsmouth. He couldn’t make it so they asked me if I would stand in for him. Therefore, I became the best man to a German prisoner of war whilst still in Royal Naval uniform. And he was a charming young man.
HH: Where did they live? End up living?
CA: They moved to Germany. They went to Germany then. Yes.
HH: So, she went back to Germany with him.
CA: With him. Yes. Yeah. So, it’s strange, isn’t it? I was still in Royal Naval uniform. I’m standing next to a German prisoner of war.
HH: What I love about those sort of stories is that you know being at war wasn’t really anything personal. You know.
CA: No.
HH: You know, it was people still related as human beings didn’t they?
CA: As human beings. Oh yes. Yeah.
HH: That’s wonderful. Thank you for that extra special story.
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 Colin Atkinson and Jean McEwan
Creator
An entity primarily responsible for making the resource
Heather Hughes
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AAtkinsonC-McEwanJ180903, PAtkinsonC1801
Description
An account of the resource
Colin Atkinson was 12 at the outbreak of war and grew up in Lincolnshire. His father was a Lieutenant Colonel in the army. He worked as a trainee reporter for the local paper and served as a messenger for civil defence; his post was on the Castle tower in Lincoln. He also played ukulele in a concert party, entertaining troops. He joined the Royal Navy aged 17 but never went to sea. He worked as a clerical assistant. His brother was excused military service but worked maintaining airfields. His mother worked at the Avro factory, at Bracebridge Heath in Lincoln. She commented on the difficult aspect of their job being having to wash the blood off the instruments before they could be repaired. He discusses VE-day in Lincoln. After he was demobbed he worked for local press in advertising. Jean Atkinson, from Louth recalled as a small child her bedroom being lit up when Grimsby and Hull were bombed (from 39:15).
Language
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eng
License
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CC BY-NC 4.0 International license
Spatial Coverage
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Great Britain
England--Lincolnshire
England--Lincoln
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1944
1945-05-08
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 Navy
Civilian
Format
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00:52:52 audio recording
Contributor
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Julie Williams
Carolyn Emery
childhood in wartime
civil defence
entertainment
home front
memorial
RAF Scampton
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2056/33791/MDoxseyJA630441-180920-020001.1.jpg
ba0f28d9a727f1197f0bf5ce9441a388
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2056/33791/MDoxseyJA630441-180920-020002.1.jpg
3afb176e3abb6c46f11e601c01cb308b
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
Doxsey, JA
Description
An account of the resource
Nine items. The collection concerns Warrant Officer John Alfred Doxsey (b. 1921, 630441 Royal Air Force) and contains his log books, photographs and documents.
He flew operations as an air gunner with 149 Squadron before serving with No.3 aircraft Delivery Unit in North Africa.
A sub-collection photograph album contains pictures of aircraft, people and places in Europe and Africa during and after the Second World War.
The collection has been donated to the IBCC Digital Archive by Nigel Doxsey and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-20
Publisher
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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
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Doxsey, JA
Transcribed document
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Transcription
Text transcribed from audio recording or document
Bestselling author of FIGHTER BOYS
[inserted] J.A. DOXSEY [/inserted]
PATRICK BISHOP
[inserted] Glasinfry [sic], Bangor, Gwynedd [/inserted]
Bomber Boys
[inserted] 1939 – [/inserted]
Fighting Back 1940 - 1945
[page break]
[sleeve notes]
[page break]
BOMBER BOYS
[inserted] J A Doxsey
Glasinfryn 2007.
[underlined] was in: [/underlined]
B Flight 149 Squadron
3 Group Bomber Command
Mildenhall, Suffolk.
Sept 1939 – Sept 1940.
(Front gunner & 2nd WOP with B flt commander S/ldr Paul Harris, then ditto & 1st WOP with F/O Robertson RCAF (Canadian), was on daylight raids on Dec 3 & 18, 1939. A bullet [indecipherable word] off the sole of my RH flying boot of[?] Dec 18 I clipped my foot (I did not go sick" but put TCP on it!) The above raids were on the German Fleet at Heligoland & Wilhelmshaven harbours On 1/1/40 3 of us were out again in day light (raiding German fleet) & we were the only aircraft to return. I lost my friend Denis Grove on that one. His mother wrote to me asking if I thought he would survive as a prisoner. But I had to tell her "No".
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
Cover of book - Bomber Boys
Description
An account of the resource
Cover with photograph of six aircrew standing and sitting in front of a bomber. Inside on front page, a brief handwritten account of John Doxsey's service on 149 Squadron September 1939 - September 1940. Mentions his crew positions and two pilots with whom he served. Recounts daylight raid to Heligoland and Wilhelmshaven on 3 and 18 December 1939 when bullet took of the sole of one flying boot and clipped his foot. Mentions further operation on 1 January 1940 from which his was only aircraft of three to return.
Creator
An entity primarily responsible for making the resource
P Bishop - book author
J Doxsey handwritten note
Date
A point or period of time associated with an event in the lifecycle of the resource
2007
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1940-09
1939-12-03
1939-12-18
1940-01-01
1940-01-02
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Helgoland
Germany--Wilhelmshaven
Great Britain
England--Suffolk
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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One hardback book dust jacket
Identifier
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MDoxseyJA630441-180920-020001, MDoxseyJA630441-180920-020002
Contributor
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Sue Smith
149 Squadron
3 Group
aircrew
bombing
RAF Mildenhall
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/619/30853/BPageTJPageTJv2.1.pdf
e763e258dcdf30dc9b67e983d434d1a1
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
Page, Thomas James
T J Page
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Page, TJ
Description
An account of the resource
Fifteen items. An oral history interview with Squadron Leader Thomas Page DFM (1922 - 2017, 922297, 183427 Royal Air Force), his log book, two autobiographies and photographs. He flew operations as a flight engineer with 49 Squadron.
The collection was The collection was loaned to the IBCC Digital Archive for digitisation by Thomas Page and catalogued by Nigel Huckins.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-02
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
MY LIFE IN THE ROYAL AIR FORCE BOMBER COMMAND
BY
SQN LDR T J PAGE DFM. RAF
[black and white photograph]
[page break]
An extract of my RAF service from my Autobiography by
SQN LDR T J PAGE DFM, RAF (Retired)
The years slowly passed and the storm clouds of war were gathering over Europe again. This was something that youth and many others in the countryside were unaware of because news was very limited, wireless was in its infancy and newspapers were few; in fact, many of the older people could not read. The young did not see newspapers because some parents considered them a corrupting influence. On reflection, perhaps this was a good thing. Now seventeen and on the first Sunday in September 1939, and not required to work I decided to visit my grandmother at Coleswood near Ramsgate. I cycled the thirty miles there through the lovely countryside, past myoid schools and my birthplace and on along the road that passed through Manston aerodrome. Already there was greater activity at the air station and once more, my boyhood ambitions came to the fore.
Soon after arriving there the air raid siren sounded, it was eleven o'clock the 3rd
September. The government had declared war with Germany. Being apprehensive, and, like many others, thinking there would be an immediate invasion as the place was near to the South East Coast of England, I decided to return home straight away. History relates that nothing much happened until the following springtime. As spring approached, the aerial activity over Southern England increased. Fighting Aircraft appeared overhead, their long condensation trails making patterns in the sky. There were sounds of machine gun fire. At times aeroplanes would streak fast and low across the farm further kindling my love of flying machines and the air.
In January 1940 I became eighteen years of age I began to feel more independent and
assertive. I left my employment and cycled fifteen miles to the recruiting office at
Canterbury and volunteered for the Royal Air Force and was immediately accepted and placed on reserve service until called for duty. I had accepted the ‘Kings Shilling' signed the Oath of Allegiance and proudly travelled home wearing the badge of the Royal Air Force Volunteer Reserve. The first part of my dream had come true.
2
Overhead the air fighting continued with Fairy Battles streaking low over the Kent
countryside. They had taken great losses over these early days of the war. Three months past and on the 19th July 1940, the time came to leave home. My dream was coming true.
This was a day of apprehension; I was now committed to whatever lay ahead. Where
would life lead me? RAF service could be worldwide as the Empire still existed and now there was a war on. My dreams of being an Airman did not include war. There was nothing to take with me other than the clothes I wore and a little money. Walking away down the lane there was a last look at the cluster of Dignash cottages of Westwell nestling at the foot of the wooded downs before they disappeared from view
On the Monday afternoon the 19th July 1940, I arrived at the sand bagged and barbed wire protected gate of the RAF Depot at Royal Air Force Uxbridge, entered the restricted doorway into the guardroom and reported for duty.
There were many Volunteer Reservists from all parts of the country joining for duty that day. We wondered what was before us. Each barrack room contained about twenty beds and a certain amount of overcrowding was necessary because large numbers of new recruits. The iron beds were rather unusual in that the foot
part slid under the head part. The mattress was in three parts named 'biscuits'. When
not in use the whole bed was neatly stacked away. This provided extra space in the
barrack room for day use and was in accordance with the spick and span neatness of
service life with a place for everything and everything in its place, a form of discipline.
The staff NCOs explained the routine of the barracks.
Next was the first and foremost of the induction formalities. This was the 'Swearing In'
to become legally bound by the Air Force Act and allegiance to the Crown. This made
one legally bound by the Air Force Act and to ones allegiance to the Crown. There was a roll call of Names, Initials and Religion. Each airman received a service number. Mine
was 922297.Afterwards we were officially Airmen of the rank of Aircraftsman 2nd Class. Each Airman received an Identity Card RAF Form 1250 and Identity Discs; called 'Dog Tags', both to be carried on the person at all times, uniform, kit and accoutrements. The kit was such items as shaving brush, button stick, cleaning brushes, knife, fork, spoon, mug, kit bag, and mess tin. The button stick is still in my possession. The accoutrements were, webbing belt and harness to support a haversack, water bottle and bayonet, finally there was a gas mask. In the evening, the new recruits were off duty. I went to the cinema in Uxbridge town.
3
The new intake of Airman were mustered for training as Airframe Mechanics and on the Wednesday, we travelled by troop train to the training school at Morecambe in
Lancashire. On the way to the railway, station at Uxbridge small local boys offered to
carry the heavy kitbags for a few pennies, an offer taken up by many of the new Airmen. It was obvious that the lads were well versed in the routines of the RAF and were showing enterprise. Each group carried food rations for the long slow journey and at various stops on the way urns of tea appeared.
Towards evening, the train arrived at Morecambe. The Airmen then were marched round the streets and given accommodation in private houses known as billets. Billets were private houses where the occupants with space to spare were required by law to accommodate Service Personnel. Compulsory billeting is only authorised by Parliament in wartime. Three of us found ourselves in rather a poor billet whereas some other Airmen found relative luxury, a home from home atmosphere. The
billeting was rather unexpected as everyone thought we would be in Royal Air Force
Station barracks.
The technical training took place in various commandeered large garages and factories. Tuition was by lectures and practical work amongst a collection of Aircraft and Aircraft parts, workbenches, tables and chairs completed the layout of what was a large classroom. Here I was in my element and enthusiasm made it easy to learn and the practical work was most satisfying. A Fairy Battle was in the classroom. It was the first aircraft that I was able to inspect and sit in.
Near the end of December, the course was finished and we became qualified Flight Mechanics 'A' (for Airframe) and were promoted to Aircraftsman 1st Class. Over the Christmas, I went home to Dignash in uniform for the first time. I carried posting instructions for a new unit. On this leave, there was a shot down German
Me 109 fighter Aircraft at Park Farm. Later I would be required to dismantle crashed
German Aircraft.
4
The new unit was No.257 Hurricane Fighter Squadron whose Commanding Officer was Squadron Leader Stanford- Tuck, one of The Few of the Battle of Britain. Soon my new skills were tested. This was a fighter squadron.
After three months on No.257 Fighter Squadron, it was time for more training at RAF
Innsworth near Gloucester for a three-month course to increase my skills to that of a Fitter. The course finished in July, 1941 and I was remustered to a Fitter HA in the rank of Leading Aircraftsman after being in the Royal Air Force for the happiest year of my life, so far, despite the fact that there was a war on.
The new posting was to No.71 Maintenance Unit at Slough in Buckinghamshire.
Arriving there, I found that the unit was in a commandeered garage close to the Hawker Aircraft factory at Langley. The factory was manufacturing Hurricane aircraft.
At Slough, one of my billets was in the suburb of Wrexham with a gentle old couple in a tiny cottage near to the hospital. They were charming and gracious and treated me like a son. At one stage, there was a month's detachment to the RAF Station at Cosford in Shropshire to do a Junior Non Commissioned Officers course to learn the disciplinary aspects of service life and leadership. The course member's
accommodation was in Fulton block, a barrack that was a byword in the service for its extremely high standard. Here we taught the art of commanding Airmen on parade and of Air Force Law. I returned to Slough as a Corporal and given charge of a servicing party.
Not long afterwards I was sent to RAF Burtonwood in Lancashire to study the American Boston aircraft. It was not long before my party went to service a Boston Aircraft at Royal Air Force Manston in Kent. This was the airfield of my boyhood dreams when living close by with my grandparents. The work was in a hanger that had escaped the German bombing; it still stands today, and is close beside the road that goes through the centre of the aerodrome. I have such memories of travelling that road in the years before. One morning there was a damaged Short Stirling bomber standing outside the hanger.
5
It was very impressive, long and tall and the biggest we had seen. This type of Aircraft
was new to the Royal Air Force. The basic wing and engine were of the Short
Sunderland Seaplanes design. The sight of the Stirling was very impressive.
This was the day the 2nd of May 1942 when I flew on my first ever flight. The Station
Commander had come to the hanger to fly a small tandem two-seat aircraft and I ask
him if I could fly with him. He replied by saying, "Go and get a parachute". We flew
over Canterbury to see the damaged caused by the German raid during the night. This day would trigger a drastic change in my service career.
After the servicing of the Boston Aircraft at Manston, the party returned to Slough
travelling once more by train with heavy toolboxes. A few days later there appeared on the Daily Routine Orders an appeal for Aircraft: Fitters to volunteer for flying duties as Flight Engineers to assist Pilots in flying the new four engine bombers that were rapidly coming into service; the Stirling's, Halifax's and Lancaster's. The experiences at Manston made me volunteer.
My next servicing party duty was at RAF West Malling to repair a Hurricane where the Squadron there were flying Boston's. Here I was able to get a flight in the back cockpit with the Radar Operator. The aircraft was practicing radar interception and we were flying along the South Coast. Fortunately, we encountered no German aircraft.
The next serving job was another Boston at Hunsdon in Essex where I was informed that was required to report to the Aircrew Selection Centre in Euston Road, London for a medical examination to see if I was fit enough for Aircrew duties. I passed the examination and went to RAF St Athan in South Wales for aircrew training as a Flight Engineer.
It was October 1942 when training commenced. (Photograph - Thomas, back row third from right)
Being an Airframe Fitter, the first part of the course was on the theory of Aircraft engines and their construction, working, servicing requirements and finally on how to operate them for maximum efficiency particularly in relation to range flying.
After engine theory, it was instruction on the airframe side of the Lancaster airframe.
The flying controls, the fuel system, and the hydraulics that operated the undercarriage and the flaps and other miscellaneous services. There were vacuum and air pressure systems to drive instruments, automatic pilots, wheel brakes and other emergency apparatus. The aim of the course was to understand the whole Aircraft. Part of the course included a week's visit to the Rolls Royce Engine factory at Derby and a week's visit to the Aircraft factory of A. V. Roe at Chadderton.
6
Finally, there was a short course at Stormy Down in South Wales on air gunnery and
gun turrets. For the Flight Engineer to know something of gun turrets and gunnery was to not only complete the knowledge of the Aircraft but also so that an Engineer could operate a gun turret especially during low level, mine laying when the Bomb Aimer was busy.
The course was finished at the end of December and the successful course members
promoted to the rank of Sergeant Aircrew and awarded the coveted Flight Engineers
flying badge. It was time to leave Wales where it seemed to be always raining.
Lancaster Aircraft - Flying Training
My new unit was No.l661 Heavy Conversion Unit at the Royal Air Force Station at
Winthorpe just outside the town of Newark in Nottinghamshire. Here I joined the
following aircrew to form a seven man crew to fly Lancaster's.
Around the 20th February 1943 the all sergeant aircrew assembled at the Aircraft dispersal point with a Flight Sergeant Staff Pilot Instructor to fly on their first flight together as a crew. This was to familiarise themselves with a new type of Aircraft. Disappointedly we found that the Aircraft was an Avro Manchester and not a
Lancaster. The Manchester was a two engine aircraft and was unsuitable for Squadron operational service. The shortage of Lancaster aircraft had made it necessary to use them for the initial training of new crews at the Heavy Conversion Units. This particular Manchester was No.L7398, which had seen operational service on Nos.49, 97 and 106 Squadrons. It was in poor condition and did not inspire confidence.
Now it was my job as the engineer to see that all external protective covers had been removed from the aircraft and the inspection panels checked for security as they could cause a great hazard if they came off in flight. That the flying control locks and undercarriage safety struts on the aircraft were removed. The caps of the petrol tank filler had to be checked for security before priming the engines with petrol ready for the start up. With pre-flight checks done I would secure the entrance door, stow the entrance ladder and go to my position beside the pilot to start the engines and assist with the preparations for take-off.
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On this first familiarisation flight, the FIt Sgt Hamilton said to me "Watch what I do". This was to be only my third time in the air, an event in its own right. Now I was to be instructed how to assist the pilot in flying the Aircraft. The Instructor did the take-off, talking and demonstrating as he did so to both the Pilot and me. Away from the airfield, he showed the handling characteristics of the Aircraft, its flying and stalling speed in various configurations. Jock my Pilot would then try the various manoeuvres himself to get the feel of the Aircraft. The duration of this first flight was 1. 55hrs. We did a total of six hours with the Instructor mostly on circuits of the airfield with landings and overshoots of the runway.
On the 26th February we did our first flight in the Manchester without an instructor and went on to fly a total of eleven hours mostly on circuits and landings with some
bombing and air firing exercises.
On the 6th March 1943, the day came for conversion to the Lancaster and after three hours flying with an Instructor we took off in Lancaster No. W 4190 for a further period of practising circuits and landings. On the 13th March, we flew Lancaster No.R5541 on a six-hour cross-country flight followed by periods of flying by night with the emphasis on taking off and landing in the dark. After a total of 53 hours, flying on the 24th March the crew became proficient and ready for full operational flying.
On the 26th March 1943, we went to No.49 Bomber Squadron at RAF Fiskerton, an
airfield about five miles east of Lincoln. Lincoln Cathedral was to become very
prominent to us in the next few months for on most take offs the runway use was East to West which took the aircraft directly over the cathedral.
On the 31 SI March, we flew our first flight on an operational squadron with some local flying in Lancaster Mark III No. ED 452, followed during the next two weeks, with practice bombing sorties, air firing and cross-country flying. On the ground, there were practices drills for emergencies and explanations as to what to do in a crash landing and how to escape from the aircraft by parachute. In addition survival if forced down into the sea.
By the 12th April Jock the pilot had already flown on two operational bombing flights
over Germany as second Pilot with other crews to gain experience of flying amongst
enemy defences before taking his own crew as Captain of an Aircraft.
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On the 13th, our names appeared on the Battle Order for operations that night to fly
Lancaster Mark III No. ED 620. The decisive moment had come for us, the
apprehension before each bombing operation was to start. These feelings were relieved to some extent by doing all the preparations necessary before us take off.
The first thing to do was to fly the Aircraft on a Night Flying Test (an NFT). This was
to ensure that everything was working satisfactorily before the bombs and the correct fuel load for the flight were loaded on the Aircraft. Afterwards the time was with things personal, this included having a meal, and resting.
Later we would dress in the clothes suitable to withstand the cold of the
particular aircrew position in the Aircraft. Air from the two inboard engines warmed
the main cockpit.
The flying kit included:
A helmet with a microphone, earphones and an Oxygen mask
A Mae West Life jacket
An observer type parachute harness
A parachute pack
Flying boots
Gloves, these were both silk and leather.
Woollen underwear
Soon it was time for the briefing. There was a buzz of excitement as we trooped into the briefing room. There was a gasp as the route map on the wall was uncovered and the Target shown as the docks at La Spezia in the north of Italy. This would be a very long flight requiring full petrol tanks and flying for maximum range. Two hundred and eight Lancaster's and three Halifax's were to attack. A good point about this operation was that the route was out and back over the South Coast of England and the South of France where the defences were relatively light.
The next thing was to go to the Locker Room to collected flying kit, helmet, parachute and flying boots. I also carried a toolkit. During the flight, I completed a log of engine conditions every twenty minutes. The other crewmembers would also collect their flying kit together with those things necessary to their particular duty; maps and charts, target details, radio frequencies, a sextant for the Navigator a carrier pigeon for the
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Wireless Operator. Each crewmember would also have received in flight rations of sandwiches, a tin of orange juice and a bar of chocolate.
Now came the worst part of the preparations, waiting outside the locker room for the buses to take each crew to their Aircraft. It was at these times that the stomach would churn needing a call to the latrines as one thought of what lay ahead. This could be a nuisance when all dressed up and ready to go. There would be banter for some, quietness for others at this time and during the drive out to the Aircraft dispersed around the airfield.
At the Aircraft, the Pilot and Engineer reported to the dispersal Flight Office to check
the Aircraft loading and talk to the ground staff and the Pilot would sign the Aircraft
logbook. Before flight, as the Engineer, I inspected the aircraft both inside and out.
This was to see that everything was in order and that a battery trolley was plugged in for starting the engine and there was ground crew standing by to prime the engines with fuel before it was time for the crew to board. Each crew member would do his check of his particular part of the aircraft.
I would now secure the entrance door and stow the ladder. Moving forward up the
fuselage I would see that the oxygen supply under the rest bed was turned on and the electrics were connected to the external battery trolley would then take my place on the right hand side of the cockpit beside the pilot. Here we would start the engines and do the pre-flight checks.
On seeing a green Verey light from the control tower, it was time to taxiing to the
runway for take-off. I was checking engine temperatures and oil pressure, as it was easy for engines to overheat at this stage. The Pilot called up each member at his crew position to see if all was ready for take-off.
At the threshold of the runway, we would do our last minute take off checks before the Pilot turned ED620 onto the runway to await the green light to go.. Each Aircraft took off at 30-second intervals after a signal from the Control Tower. Our take off time was 20.50hrs.
On seeing the green light from the runway controller, the Pilot eased the throttles
forward leading and when the Aircraft was running straight, he called for full power and I pushed the throttle levers fully forward. The Aircraft gathered speed down the runway and this was one of the most anxious times as the loss of an engine when fully loaded with fuel and bombs would be disastrous.
It took the entire 6000ft runway to gain flying speed. The loss of an engine on take-off when fully loaded with bombs and fuel would be disastrous. When safely clear of the runway, the Pilot said undercarriage and I lifted the undercarriage lever, secured it into position, checked to see that the undercarriage was fully up and locked.
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When safely airborne I reduced the engine power to complete the initial climb to a safe altitude and closed the flaps from their one-third take-off position. The Aircraft then flew over the airfield for the Navigator to set the correct time of departure and to set the first course. I reduced engine speed to the climbing power.
At this time, it was still daylight. The rendezvous point was on the South Coast of
England and we could see the other aircraft around us.
We settled down to our individual routines for the long flight with me monitoring and recorded at twenty-minute intervals the engine speeds, their temperatures and pressures of the oil and coolant, whilst keeping a check on fuel flow and other things and keeping a look out for other Aircraft. 1 was fortunate to have a view from the cockpit of the full 360 degrees around the Aircraft. I had engine and ancillary controls on the right further. There were engine and fuel controls and instruments on the right side of the cockpit.
Darkness closed in as the coast of France was crossed. All went well as the flight
progressed. Occasionally we would get a glimpse of a silhouetted aircraft below.
Eventually the Navigator gave an estimated time of arrival (ETA) at the Target at
Spezia. The ETA time came and passed and so did the H-Hour time of attack but there
was no sign of a raid anywhere. Raids could normally be seen from many miles away
especially from altitude. The Aircraft was over the sea and it was soon realised that it
was off course and the correct position not known. With the bombs still on and over
half of the petrol gone I said to the Pilot "If we don't get rid of these bombs we shall not get back to base". We released the bombs into the sea. We turned for home with an intended landfall on the South Coast of France at an intended time but the coast at Montpellier was not reached until 30 minutes after that time. It was not until a series of course changes that we eventually we crossed the French coast at 4000ft. Some light opposition (anti-Aircraft fire) came up from the sand dunes but fortunately no damage occurred to the Aircraft. It is a long story of flying alone across hostile France.
Over the channel, there was very little fuel left and it was necessary to find an airfield
for landing. Throughout this time there were anxious moments watching for any
engine to cut out for want of fuel. After getting no reply to emergency calls for
identification and landing, the misty coast was crossed and by chance, we saw an
airfield. Without contact with the control tower, we landed the aircraft. The airfield
was Dunsfold. The time was 07.40hrs and the flying time had been 10.50hrs. The
aircraft had flown alone across the hostile territory of France expecting opposition at any
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time. After a meal, we flew back to Fiskerton who had posted the Aircraft and crew as missing.
An examination of the navigation chart, and a check of the two compasses, revealed that the main one was under reading by thirty degrees and that the courses flown had always taken the Aircraft to the right of the required track. This meant that on the outward flight the true track had been down into the Mediterranean whereas the return brought the Aircraft back on track to the south coast of France. Afterwards the track had been northwards around Paris before the turn westwards. This very long first operational bombing flight at maximum range had been quite a lesson.
The Battle of the Ruhr started in March 1943. The aircrew, because of the intensity of
the defence's searchlights, fighters and anti-Aircraft fire, knew the Ruhr area as Happy Valley.
On the 26th April, we attacked Duisberg with five hundred and sixty other aircraft. The Ruhr area was visible for miles away, a solid ring of searchlights surrounded it. Inside the ring, it was a fireworks display of rising shells, shell bursts, tracer gunfire and marker flares. Seeing the Ruhr for the first time made me gasp and I said, "How do we get through there" no one answered, each had his own thoughts, the Navigator in his blacked out compartment declined to look.
Soon we passed through the searchlight belt and were amongst the anti-aircraft bursts and tracer fire, the Pilot, the two Gunners and me, keeping a sharp lookout for other Aircraft to avoid collision and for enemy fighters. We saw Aircraft exploding, some catching fire and going down, others in searchlights. I was standing up at this time being required to move about to operate controls and to be able to read and to make a record of the instruments. The run up to the Target flying straight and level seemed to take a very long time although in reality it was only minutes. When the bombs left the aircraft, I would feel the movement of the cockpit floor. This was a relief. The Aircraft would rise up from the sudden loss of weight and the aircraft remained on course until the photoflash had gone off and the camera had recorded the bomb strike Only then was the Aircraft turned and dived away to get out of the target area. To look down from 20,OOOft and see the great area of fire and the bombs bursting was a sight I would never forget. The explosions of the heavy 4000lb bombs affected the Aircraft. This flight took five hours and was without mishap but 17 other Aircraft were lost that night.
On the 28th April, we tried to drop magnetic mines off the coast of Juist in the Fresian
Islands together with two hundred and six other aircraft. The weather was bad in the
area, dark, rain and low cloud. At 500ft in cloud and bad visibility, the target area could not be located. Because the position of mines in the sea had to be known, they were returned to base. One hundred and sixty seven of the Aircraft laid 593 mines in the area of the islands that night. Twenty-two Aircraft failed to return. This was the greatest loss on any mining during the war. It was the only mining sortie undertaken by us.
The bombing operations continued. What was I doing in these frequent infernos? What had made me volunteer for aircrew duties in the year before not expecting this? It was not my knowledge of the German tyranny; so much of that had been, and still was, unknown or knowing that Germany had unlawfully invaded and conquered the countries
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of Europe, had bombed England and would have subjugated the British Isle as well if
they had not been stopped in 1940. Fate had decreed I would be here because of my
love for aeroplanes, and, if I was destined to be a combatant, what better way was there than to do this. The results of bombs dropped on German military Targets gave me no qualms of conscience, even if they fell on houses and killed civilians. All Germans had participated in the Nazi fanaticism of world domination and their excesses, these and the Italian had to be stopped.
It is not practicable to describe each raid but some are worthy of note especially the first two raids on Hamburg that started those great firestorms.
13th May Aircraft Lancaster ED 452 Target Pilsen in Czechoslovakia
There was the instance where the target was the Skoda factory at Pilsen a place deep in the east of Europe. Out over the North Sea, the starboard inner engine shed its exhaust flame cover and some of the cylinder exhausts. In the dark a long sheet of flame curled back over the leading edge of the wing, this would have been a fire risk and a beacon to enemy night fighters. The engine was shut down and the airscrew feathered. The Aircraft now lost air speed and was no longer able to keep up with the rest of the force; it would become a sitting duck to the opposing fighters. It was time to return to base to live to fight another day. It was dangerous to land with a 4000lb bomb on the Aircraft. It was dropped into the North Sea.
Arriving back at base still heavily laden with 6 x 500lb bombs and a large quantity of
fuel on board the Flying Control gave instructions to land on the short South West/North East runway. This was to avoid any obstruction on the main East/West runway in case of mishap and with the subsequent need to divert the other returning squadron Aircraft to another airfield. The approach to the runway was faster than normal because of the high landing weight and with a gusty side wind blowing the aircraft floated before touchdown. With the heavy load and poor braking the pilot realised he could not stop before the end of the runway and shouted a warning to his crew to brace. ED452 plunged off the end of the runway into a field and the undercarriage collapsed. With fear of immediate fire and explosion, I quickly had the escape hatch in the roof of the cockpit off and dived straight out ignoring the drop from the top of the fuselage to the ground. The rest of the crew quickly followed and all ran as fast as possible across the field to get away. Fortunately, neither fire nor explosion occurred and the crash crews were soon on the scene. Taffy the Rear Gunner suffered a severe shake-up in the crash and was not able to fly again. We went to the sick quarters for a medical check.
At one time, we flew a total of 22.15hrs on 4 nights in 7 days in stressful conditions and were very tired. In May, the darkness of night was quite short. Take offs were always late in the evenings. By the time, aircraft had landed and crews had been collected from dispersal, removed their flying clothing at the locker room and then been de-briefed at the Intelligence Section it would be daylight. Sleep was difficult before returning to the airfield by 11.00hrs to carry out a Night Flying Test (NFT) in readiness for the next flight.
On the 12th July, we flew to Turin in Italy. Two hundred and ninety five Lancaster's took part on this raid in clear weather conditions. The view of the snow-covered Alps was
14
fantastic. To see the twinkling lights of neutral Switzerland and Sweden was quite
something. Once again, it had been a long flight at maximum range. LM 306 was short of fuel when nearing the South Coast of England and the aircraft landed at Exeter. We returned to base later in the day.
On the 12th August, we flew to Italy again to attack Milan. This was another long flight. Over the Alps, there were storms and flying in cloud, St.Elmos Fire danced across the windscreen and ice formed on the airframe resulting in a lower bombing height of 17,700ft because of the extra weight. It was a successful raid with only three Aircraft lost. The Alfa Romeo motor works, the railway station and the La Scala opera house suffered substantial damage.
LM 306 had now completed three operations in four days with a total of 22.30hrs flying. It is not surprising that we had little sleep over those four days. It was a great relief to have leave. After debriefing, a meal and a change of uniform we travelled into Lincoln on the bus to catch a train to our respective homes. Two of us were travelling to London on the first part of our journey and after changing to a very full train at Grantham we both fell asleep exhausted in the corridor all the way to London and other passengers just walked over us.
There was relief, as always, as the enemy coast was crossed but no one could relax
because of possible dangers ahead. The North Sea was very wide, wet and cold.
Mechanical failures could occur from various causes not least from unsuspected enemy damage. The chances of survival if forced down into the North Sea were minimal. There was always the chance of bad weather over the base and collisions with other circling aircraft waiting to land. The circuits of other adjacent airfields were very close. It was easy to approach the wrong runway. There was also the possibility of enemy intruder aircraft in the airfield circuit.
One night we were returning below cloud at 3,000ft just off Cromer with other aircraft. Navigation lights were on. Suddenly cannon fire hit the aircraft. It was from the British Navy. Also attacked was Aircraft JB 235 of the squadron. The noise was uncanny as red-hot shrapnel passed through the fuselage close beside us. We waited to see if any faults developed but things so far, appeared normal. The Pilot called for reports and the Navigator said "Ralph's been hit." Ralph was the Wireless Operator and sat in the centre of the aircraft with his back against the hefty main spar; this no doubt had shielded him from injury that is more serious. Squeezing past the Navigator I went to Ralph's aid to see that he had received wounds in his legs and shoulder area but the most serious at the time was a hole through one of his hands. Getting the first aid, I applied bandages and put a tourniquet on the wrist before going back to my duties in the front cockpit leaving the Navigator to watch Ralph later returning at intervals to release the tourniquet to prevent gangrene setting in.
At Dunholme Lodge, the weather was foul with low cloud and driving rain. The
aircraft was required to circle for some time before getting position six for landing. Air Traffic Control had been informed that on board was a wounded aircrew member. Eventually the turn came to land but on the downwind leg of the landing circuit it was found that the undercarriage would not come down; it was obvious that the hydraulic
15
fluid from the system had been lost. There was damage in the bomb bay area where the pipes were located. Fortunately, the emergency air system was working and I was able to lower the undercarriage and flaps. The landing was very heavy.
At dispersal, when the engines were shut down, the levers that operated the fuel cocks failed to work and hung loosely down. The control cables in the bomb bay had been severed. Fortunately, no petrol lines to the engines had been damage. There were shattered bomb doors, broken pipes and cables, holes in the tail plane and flying control rods shot through, luckily they held to keep control of the rudders and elevator. This new aircraft was taken out of service after one bombing trip. The original crew was now down to five having lost Ralph and Taffy and spare aircrew were to fill the rear gun turret and the wireless position on subsequent operations.
Jock, the Pilot, had been a Warrant Officer since the 6th of June and was now commissioned to the rank of Pilot Officer. Jimmy the Navigator, Hugh the Bomb Aimer and I were Flight Sergeants.
2nd October. Lancaster ED 426. Take off 18.36. Target Munich. 03.15 hundred and ninety-three Lancaster has attacked the target. Eight were lost. ED 426 bombed at 22.41 from 19,000ft. On the 20th
October after a raid on Leipzig Jock, the Pilot completed his tour of 30
operations and afterwards we sadly broke up leaving the others to complete their tours flying as spares with different crews. I still had four more to do. No longer would we men experience the close friendship and respect that had built up over the last ten months flying, living and working together and going out on the town. The memory of the bond that bound us, especially in periods of great danger, would never fade. Such a depth of comradeship would not be experienced again.
Jock left the service in 1948.
Hugh the Bomb Aimer became a Flying Officer. On No. 97 he killed on 11 November 1944 whilst on a second tour. His name is on the RAF Memorial at Runnymede and the Lincoln Memorial.
Ralph the Wireless Operator settled in Bournemouth and suffered in his later
years from the wounds received.
Commission was granted to Jimmy the Navigator. He left the Service in
1946. Sergeant G Green was demobilised in 1945. Since those days, there has been no
16
contact with them but I was proud to have served with them.
I stayed on in the squadron as the Flight Engineer Leader. During the next
five months I flew as a spare Engineer. To Berlin with PIt Off Rowntree on the 21st
January 1944. To Leipzig on the 19th February with PIt off Dickinson. To Stuttgart with
the Sqn CO Wing Commander Adams.
My last one was on the 15th March to Stuttgart again with Pilot Officer Lett.
906 Aircrew of No. 49 Squadron failed to return. This was a loss rate of 33 of the
Aircrew who flew with the Squadron.
Years later, on the 24th April 1994 a Roll of Honour showing their Number, Rank and Name, date of death and place of burial in a foreign field was dedicated in the Fiskerton village Church of St. Clement of Rome.
In May 1995, a memorial was placed in the centre of the old airfield at Fiskerton to all those who were lost and those who served on the Station during the two and a half years from January 1943 to mid-1945.
I flew 211.50hrs by night on 30 sorties over enemy territory plus 2 almost to the enemy coast. Seventeen of the sorties had been in one Lancaster Aircraft No. LM 306 with the Squadron letters EA-F (F for Freddie). The Targets were The Ruhr = 11, Berlin = four, Italy = three, Hamburg = 2, 11 other German Targets and one Mining operation. I remember the stress, the tiredness, fear, and the pride in belonging to Bomber Command
My next posting was in April 1944 to RAF Winthorpe near Newark where I had done
my flying training, there to be a Staff Flight Engineer Flying Instructor. This was not
much fun, as we had to fly old Stirling aircraft to teach new crews. This was to save new Lancaster's for the operational squadrons.
After a few weeks and 32 hours of flying, 13 of them at night, I was sent out to all the
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Stations in Number Five Group Bomber Command to lecture on the new Airborne
Lifeboat that was being introduced to the Air Sea Rescue Squadrons. When this was
finished, I returned to my base at RAF Scampton and on the 19th July 1944 I was
commissioned as a Pilot Officer.
Whilst visiting RAF Strubby Commanding Officer informed me that I had been decorated. The London Gazette had promulgated the award of the Distinguished Flying Medal. (L.G Volume II 1944 Page T. J Entry 3090) The public Record Office reference is ZJl 985. The Pilot "Jock" Morrison was awarded the Distinguished Flying Cross.
Shortly afterwards I was posted to RAF St. Athan in South Wales to train Flight
Engineers. The introduction to the Officers Mess and its customs was a great
experience; other Officers were most charming and helpful. It was an agreeable task
teaching new aircrew the duties of a Flight Engineer. Occasionally the Maintenance Unit on the other side of the airfield called for a Flight Engineer to assist the Test Pilots to fly Lancaster's to and from the factory at Baginton. This became a pleasant task. Just the two of us, the pilot and engineer, flying the Lancaster's on these flights. I can well remember flying low over the Malvern Hills. During my posting at St Athan, I did the Flight Engineer Leaders Course from 20th June to 25th July 1945 despite the fact that I had been a Flight Engineer Leader on an Operation Bomber Squadron in 1943. I spent two happy years at St. Athan.
On Tuesday the 16th February 1947 I was posted to No.44 (Rhodesia) Squadron at Royal Air Force Wyton in Huntingdonshire. On the Wednesday, I was once again in the air flying as a Flight Engineer in Avro Lincoln aircraft a larger version of the Lancaster. The Squadron routines and with a comfortable room and pleasant facilities in the
18
Officers Mess life was very enjoyable. The comradeship of colleagues was enjoyed and one particular Flight Engineer; Flt.Lt. Jimmy Hudson became a great friend for many years.
Months of 1947 passed with plenty of flying, it was different and relaxed after the hectic and dangerous wartime operations. On the 12th November, there was a pleasant flight out to Egypt to deliver spare parts to some of the squadron's aircraft. They were on detachment to RAF Shallufa in the Canal Zone. The Pilot was FIt. Lt. Cumber and the aircraft Lancaster No.TW 909, this being my first flight with a landing outside England in a foreign country.
First part of the flight was to RAF Lyneham in Wiltshire for custom clearance. At 23.05hrs, we took off to fly by night to RAF Castel Benito in Tripolitania on the North Coast of Africa. Prior to World War II Castel Benito had been an Italian airfield and during the war the German Luftwaffe had used it. Later the airfield was renamed Castel Idris and in years after it became the International Airport for Tripoli.
The next day it was a 5hr flight along the North African coast to Shallufa in Egypt
passing over the great battle areas of Sollum, El Alamein and Knightsbridge. On this
flight, I flew the aircraft for two hours. RAF Shallufa was beside the Suez Canal and it
was quite a sight to see large ships appearing to be travelling across the sand and to
experience an RAF airfield in a hot desert.
After three days, we took off for the return flight to the UK via Castel Benito making a detour to flyover the Pyramids and the Sphinx. On the 20th November, we arrived back at Wyton after a total flying time of 25.40hrs.
On the I" March 1948, the Squadron flew out to RAF Shallufa in Egypt for a month's
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stay on exercises. I flew as the Flight Engineer to FIt. Lt. Bristow in Lincoln No. RF
426. On the 24th March with FIt. Lt. West in Lincoln RF 514, we flew to Khartoum in the Sudan for an overnight stay returning to Shallufa the next day. This round trip took 11.20hrs. On the 31 st March, the whole Squadron return to Wyton via an overnight stop at Castel Benito.
In May 1948, the whole Squadron was engaged in preparations for Operation
"Chessboard". This was to be a goodwill visit to Southern Rhodesia (now Zimbabwe)
at the invitation of the Government. It was in recognition by the Royal Air Force to the people of Southern Rhodesia for the Rhodesians, who had served, and those who had been lost, with the Royal Air Force during the war.
On the 3rd June 1948, the six Lincolns took off for a practice in formation flying in preparation for the displays in Southern Rhodesia. These are the preparations on the 9th June 1948 before the squadron of six Aircraft took off on the first leg of the flight to Southern Rhodesia with an 8hr45min flight to Castel Benito in North Africa. I was flying as Engineer to Flying Officer Barnes in the lead Aircraft KM-L No, RF417. He is the officer at the foot of the entrance ladder about to board with before him the navigator the Squadron Commander, Squadron Leader Moody was to fly with us. If you look closely at the photograph in the distance on the perimeter the two figures are the CO and me his Adjutant completing the inspection before take-off. On the following day, the Squadron flew on to RAF Shallufa in the Canal Zone of Egypt for a three-day rest and for servicing of the aircraft. This flight took 6 and half hours.
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The journey continued from Shallufa on the 14th flying along the Nile Valley to Khartoum in the Sudan for an overnight stop. From Khartoum it was on to Nairobi in Kenya the next day for another overnight stop.
On the 16th it was on to the Belvedere airport at Salisbury, Southern Rhodesia. The
outward flight took 38hrs 25mins. This was to be the base for the Squadrons stay in the Country. The aircraft arrived over Belvedere in formation and after landing the personnel paraded for a reception by the Prime Minister Sir Godfrey Huggins. In the evening the Officers and Airmen attended a Government banquet and a highlight for me at this function was to sit next to, and talk with, the Prime Minister, Sir Godfrey.
There was now a two day rest for the Squadron. On the 18th Bamey and I with the rest of our crew took off to take mosaic photographs of the area of Salisbury for the local authority. We think it was for a proposed building of a Dam on Lake Kariba. It was a flight of over five hours.
On the 19th and 20th, the Squadron did formation flying over Rhodesia to be seen. On the second of the flights we had on board a passenger Mr Catsicas the Mayor of Umtali a Town in the NE of the country.
The Squadron now had a two stand down. The Squadron personnel were split up into groups of six to be the guests of prominent Rhodesians. Bamey and I with two of our aircrew and of the two of our ground staff were to be the guests of the Mayor of Umtali. This involved a long overnight sleeper journey in a rather antiquated colonial train to Umtali there and back. This was an experience. Bamey and I were the guests of the Mayor and we were rather surprised with the low standard of the accommodation.
However, this did not detract from the entertainment of Sun downer Parties of good food and drink in comparison to conditions at home. There were visits to the Vumba
Mountains and an upmarket Hotel the Leopards Rock. We were also taken to Gold Mine and an orange orchard. What lovely orange juice it was.
On the 26th June the squadron flew from Belvedere to Kamala Airport Bulawayo flying over the Victoria Falls on the way. Here was another Sun downer Party and an overnight stay as guests of the locals. Bamey and I stayed with a lady Doctor
We returned to Salisbury on the 28th• On the 29th we took off to return home via the way we had flown out. We arrived back at RAF Wyton on the 5th July having flown for over 80 hours on a good will trip. What an experience. On the way home we flew low over the African Veldt.
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On return to Wyton the Squadron, members went on leave. There was a break in flying until August. I then flew regularly as the Flight Engineer to the Squadron C.O. and served as his Adjutant until the end of the year. On the 29th October 1948 came an appointment to a Permanent Commission in the Secretarial Branch. I was now a Flying Officer. The need for Flight Engineers was ending with the introduction of the new jet Aircraft and so, after nearly one thousand hours of flying my General Duties flying career was ending. It was two very happy years on 44 Sqn.
In January 1949 I was posted to Headquarters No. 3 Group Bomber Command for three months before being moved on to Headquarters Bomber Command at High Wycombe for further Intelligence duties. The post was for a junior in the Intelligence Section of four Officers. A few years before my wartime flying destiny had been under the command of Air Chief Marshall Sir Arthur Harris (Bomber Harris). My feelings when working in the underground Operations Room from where my wartime flying operations had been ordered and controlled cannot be described. My new Commander in Chief was Air Chief Marshall Sir Hugh P Lloyd. One day in the Officers Mess there was the pleasure of meeting and talking to Marshall of the Royal Air Force Sir Hugh Trenchard the Father of the RAF.
Posting to High Wycombe was made even more enjoyable by being able to participate at weekends in the ATC gliding at Booker Airfield. In December 1949, the Air Officer in charge of Administration detailed me to represent Bomber Command at a meeting in the Air Ministry. The subject was the formation of the Royal Air Force Gliding and Soaring Association. Members left the meeting charged with organising and encouraging gliding in their respective Commands.
Duties, mess life and atmosphere at Headquarters Bomber Command continued to be very pleasant with the weekends spent gliding at RAF Booker. On the 4th July 1950, the 'C' Gliding Certificate was gained with a modest soaring flight of 15 minutes in a Grunua Baby Intermediate Sailplane No. VD 182. This was repeated a week later with a gain of height of 1250ft.
22
On a visit to the London Gliding Club at Dunstable on the 24th June produced my first hill-soaring flight of 30 minutes in a Sedbergh T21 b with Mr Lawrence Wright.
In October 1950 there was a week's gliding course at RAF Detling in Kent with experienced instructors, which was to be repeated again in October 1951."Jock" Forbes" was the Chief Flying Instructor at RAF Detling in Kent. He and I were two of the six Founder Members of the Royal Air Force Gliding and Soaring Association that was formed at the Air Ministry on the 15th December 1949. There was also another weeks gliding course at RAF Detling in October 1951. On the 13th January 1951, I flew my first solo hill soaring flight of I hr 50min in a Slingsby Tutor at the London Gliding Club on Dunstable Downs.
23
Duty at Headquarters Bomber Command ended for as a Secretarial Officer I was required to do accounting duties so it was necessary to attend an Accounting Course. After the course, I was a posting to No.9 School of Recruit Training at RAF Bridgnorth in Shropshire to be an Accountant Officer. This involved collecting cash from the local Bank, the payment of bills, the accounting for the cash transactions and the conducting of pay parades for the Airman.
It was here at Bridgnorth that I became the Chief Flying Instructor of the RAF Cosford Gliding Club, which was nearby. Two happy years followed with much gliding and soaring at Cosford and the civilian Midland Gliding Club on the Long Mynd, that lovely hill site on the Welsh border.
In July 1952 came promotion to the rank of Flight Lieutenant. My next unit was at RAF Padgate near Warrington in Lancashire. It was another recruit training school. This urban area was a contrast to the lovely Shropshire countryside. I was still able to get to RAF Cosford for gliding from time to time.
I joined the nearby civilian Derbyshire, and Lancashire Gliding Club at Camphill in the Peak District; this was another marvellous hill site. At Camphill, I was able to do my first cross-country soaring flight of over 50km towards
24
my Silver "C" badge by flying from Camphill to Lindholme in Yorkshire. The flight took place the 17th May 1953 in an Olympia Sailplane named "Speedwell" flying over Sheffield at 5850ft above sea level and looking down the large scar across the countryside near Doncaster, which was the first part of the A 1 road, was being made into a Motorway.
From the 25th July to the 3rd August 1953, I flew the RAF Cosford Gliding Club Gull IV Sailplane in the British National Gliding Championships at Camphill. In a total of 8 hours, only two cross-country flights were possible landing in fields, one at Staveley and one at Renishaw, both in Derbyshire. Landing at Renishaw was quite eventful. The field had cows in it and cows are partial to licking the Aircraft fabric, and standing on the wing surfaces and causing damage. A lorry driver in the field kindly offered to keep the cows from the sailplane whilst I went to find a telephone to report the landing back to Camphill for the information of the retrieving crew.
The nearest house was in fact a country mansion set in its own grounds and after knocking on the large ornate door, a trim maid, dressed in black and white, came to the door. In answer to my request to use the telephone, she offered to fetch the Master. The maid disappeared through the large marble hall with its suits of armour around the walls and then a tall-distinguished gentleman appeared to say that he was not the Master but a companion to the Master. Just then, a short rather deformed person limped into view followed by an introduction to Sir Osbert Sitwell the renowned author. The place was Renishaw Hall. His first words were "Are you all right?" to the affirmative he said "Have you had lunch?" I said "No". He then called out "Cook, lunch in five minutes". Politely declining lunch because of the need to return to the sailplane to release the lorry driver from his good deed, Sir Osbert said "Don't worry I will get my agent to go down and safeguard the sailplane".
Then came a fine lunch of Venison and salad followed by strawberries and cream all supported by a carafe of wine. Now this was the life and gliding. Afterwards all walked down to see the sailplane and to have the details of the Gliding Championships explained to them whilst awaiting the retrieving crew.
Accounting duties continued at RAF Padgate. The New Year came. Within a few weeks came a posting overseas in April.
25
On the 9th April 1954 came a flight by Hastings Aircraft of RAF Transport Command from RAF Lyneham in Wiltshire to RAF Station Habbanyia. The unit was situated between the Rivers Euphrates and Tigris near Baghdad in Iraq and was the Headquarters for all of the RAF stations in the Near East The posting was to be the Station Accountant Officer at the far away unit of RAF Mauripur in Pakistan.
There was an overnight stop at RAF Castel Benito now named, Castel Idris. It brought back happy memories of flying with No.44 (Rhodesia) Squadron. I waited three days at Habbanyia for onward transport. I remember seeing the clear star lit nights and hearing the loud croaking of frogs on the two rivers Tigris and Euphrates.
RAF Mauripur was a staging post for aircraft flying the long route to the Far East. At this time in 1954, air transport was relatively slow and was before the introduction of jet powered transport aircraft into the RAF. The unit was on a Pakistan Air Force Station near to the Capital of Karachi. All services received from the Pakistanis had to be accounted for and this was to be a large part of my work. In addition, I had to pay and account for the twelve Officers and three hundred Airmen of the unit and those RAF personnel seconded to the Pakistan Air Force. There were also the Services staffs at the High Commission in Karachi to look after which included the Air Attaché, Group Captain Sands who had been my Senior Intelligence Officer at Headquarters Bomber Command in 1949.
Mauripur was on a flat, barren, desert plain with the hills of Baluchistan away in the distance to the Northwest. The Station, together with Drigh Road at the other side of Karachi, had been RAF during the days of the Indian Raj before the independence and partition of that great country in 1947 with its great loss of life and the making of two States. The effects of that period were still very evident in the refugee camps around Karachi where the people lived in appalling filth and squalor.
The small RAF unit was the only British one left on the whole of the Sub-Continent of India; this became very evident when I had to account for all of the petrol use by the British from 1947 to 1954. After protracted negotiations with the Pakistan Air Force Ministry, which fortunately was based at Mauripur, the time came for the bill of around ten million Rupees to be paid; this was the equivalent of about one million pounds sterling. In 1954, at today's values, this would be about £15-20 million. This would be the largest cheque that I would ever sign but finally the Pakistanis wanted the credit in £'s in London for International trade so the bill was passed on to the Air Ministry. The special nature of the unit required me to deal direct with the Air Ministry and not through Air Headquarters Levant.
26
Mauripur was a two-year posting and in some ways difficult to bear especially when bouts of dysentery confirmed one to the Sick Quarters. The climate was always hot and humid and the khaki uniform of shorts required daily 'dhobi' (washing) by the Bearer (Batman) - these were the servants employed to do the domestic chores. Because of the hot, humid climate, duty was from 7am to 1 pm for those personnel who were not required to meet and service incoming and outgoing Aircraft.
Afternoon siestas were needed There was always a daily coach to Hawks Bay on the Arabian seashore about three miles away for swimming and this was a favourite facility.
There was one highlight. At the Pakistan Air Force Station of Drigh Road was a Gliding School for training cadets and a Squadron Leader Jan Mikulski commanded this. Jan had been in the RAF during the war flying fighter aircraft. He came from a high-class Polish family. He and his wife Mary had been pre-war gliding champions.
Jan escaped to England but his wife Tula (Mary) and their daughter became prisoners of the Russians. The daughter died in a Russian camp. After the war, Jan who was stateless enlisted into the PAF for the gliding post and Mary was able to join him. They became great friends and were charming hosts.
This friendship led to me being able to fly the PAF gliders. A total of 35 hours were flown over and around Drigh Road and Karachi in circumstances quite different from those in England. It was not wise to flyaway from this area for any landing would be in remote and inaccessible countryside.
Thermals over Drigh Road were usually twirling 'Dust Devils' they were very rough and restricted in height by the cooler sea breezes drifting in above the hot air over the land. When soaring, Kite Hawks, Buzzards and Vultures would take advantage of the thermal uplift and surround the sailplane. If, when flying and searching for lift the sailplane pilot saw circling birds he flew in to join them. At over 7000ft, I circled with the birds of prey. This was a fascinating experience. It was certainly fascinating to fly with them and watch their flight feathers and manoeuvres although to see an ugly vulture peering into the cockpit from just above could be unnerving.
There was another pleasure at Mauripur. The Administration Officer was a Service pilot who was required at the time to keep in flying practice and so to do this a P AF Harvard two-seater-training aircraft was used. I went with him and had great fun flying a powered Aircraft. All went well until the PAF started to send in bills for its use. The Headquarters Levant stopped the flying. Looking back on the two-year stay at Mauripur it was a great adventure.
27
August 1954, during the tour at Mauripur, there was a detachment back into Iraq to take over the Accounting at RAF Shaibar in the desert. Shaibar was near to the town of Basra on the Shatt el Arab the river mouth of the Tigris and Euphrates, which led into the Gulf of Aden. The detachment was for six weeks to relieve the Accountant there who was going home to England to get married. Shaibah had a bad reputation in the RAF as one of the worst overseas posting.
Many are the songs 'Shaibah Blues' sung in the home messes, especially by old sweats who had served there in the inter-war years. I contracted some uncomfortable infections whilst there. I think it was from the swimming pool. This required me to do my work in the more comfortable air-conditioned Officers Mess. It was a relief to return to Mauripur.
April 1956 came and it was the time to hand over to my relief although the staging post was to close in the following December. Longer-range Aircraft were now coming into service that could now over fly the area. It took a week to fly home to England because of having to wait for available seats on the various aircraft flying between the homeward staging posts. Two days were spent at Habbanyia and two days at Nicosia in Cyprus.
I was now to study at RAF Bircham Newton in Norfolk.
My next duty was at RAF Jurby on the Isle of Man to train Officer Cadets .. I lectured mostly on Accounting and Administration.
28
Jurby held many memories; the stay there ended with promotion to the Senior Rank of Squadron Leader on 1st April 1958.
The next posting was to RAF Wellesbourne Mountford near Stratford upon Avon, which was the base for the RAF Airfield Construction Branch. The detailed was to command Squadron of Administrative personnel to accompany an Airfield Construction Squadron on a Task Force to construct a Rocket Tracking Station on the Island of St.Kilda. The island was in the Atlantic, forty miles west of the Outer Hebrides.
The passage to St. Kilda involved a long train journey to Cairn Ryan on the shores of Loch Ryan near to Stranraer in Scotland. Cairn Ryan was the mainland depot for the stores and personnel to be shipped to the Island by Tank Landing Craft of the Army; it was also the base for radio contact for administrative and emergency purposes. The twenty-four hour sea crossing took place during a most unpleasant and ill making storm. Landing Craft were the only ships that could transport the heavy vehicles, stores and building materials and are able to beach and unload on the only small sandy cove. The rest of the Islands shoreline rose shear out of the water to heights of up to five hundred feet above sea level.
The Island was about two miles long and half a mile wide and very rugged. A hardy Scottish people had inhabited it up to 1930 until they became so impoverished they had to be evacuated to the mainland. The Island was now a sanctuary for many types of seabird and a few Soya sheep and was overseen by the Scottish National Trust. The few stone houses that had formed a line near the seashore were now roofless and in collapsed piles although the more substantial Factor's house and the Manse had been rehabilitated to house the Officers and provided a recreation area for the Airmen. The Airmen lived under canvas and the messing was in a Nissen hut erected for the purpose. The construction of the Tracking Station continued throughout the summer months.
29
The office was a mobile caravan and from there I was able to keep in radio contact with Cairn Ryan on the mainland. Finally, the summer ended and it was time to withdraw before bad weather prevented the Landing Craft from getting to the Island. Everyone was glad to be going back to Wellesbourne for leave and to see his or her families. A small unenviable maintenance party came out to look after the installation during the winter months. At Wellesbourne I completed the work necessary to close down the operation.
Now it was to Royal Air Force Uxbridge to be the Senior Accountant Officer. Entering
the gates and passing the parade ground my thoughts were of those far off days in 1940 when first reporting for duty on joining the Service. I had come a long way since then and had advanced to a remarkable degree never thought possible when lying down to sleep on that first night in the barracks beside the square. Now it was to be the Senior Officer responsible for the financial affairs of the Station. I had been out of England for five years.
On weekends, it was gliding with the Chilterns Gliding Club at RAF Benson, which was not very far away. Evenings, using an available building on the Station, I was able to carry out repairs to the Club gliders, work that gave me great pleasure since my early days in the RAF as a Mechanic, Fitter and Engineer. Life was quite full and rewarding at Uxbridge.
The Unit Drama Group put on a Nativity Play one Christmas time with me as a Wise Man giving performances in the Station Theatre and the RAF Church of St. Clement Danes in the Strand in London.
30
Another Royal duty occurred at one stage acting as an usher in the Central Nave of St. Pauls Cathedral when Her Majesty attended the dedication of a Memorial to the
Americans whom served and died in World War Il.
One of the Units at RAF Uxbridge was the RAF Regiment whose duties, amongst others, were ceremonial and it was the Custodian of the Queens Colour for the Royal Air Force. The Borough Council of Uxbridge granted the Freedom of the town to the Royal Air Force Station, which entitled the unit to march through the town with drawn swords, bayonets fixed and colours flying. The station personnel had been practising for the ceremony for some time and the parade was to be under the Command of the RAF Regiment C.O. A week before the ceremony the Officer became ill and was in hospital. The Station Commander detailed me to command the parade. This was a great Honour to troop the Queens Colour on the hallowed parade ground. Throughout the ceremony, my thoughts were back in 1940 when walking out of the station in uniform for the first time as an Aircraftman 2nd Class to go to the cinema.
The Contingent then marched the through the streets of Uxbridge with bands playing, colours flying, swords draw and bayonets fixed. At this time I was remembering the day eighteen years ago when marching the same route as a new recruit with a heavy kit bag on the way to the railway station to go to Morecambe for training.
After the parade, there was a reception in the Officers Mess for the Civic Party, Members of the Air Council and other honoured guests. The sick Commander of the RAF Regiment was the President of the Officers Mess Committee and being Vice President it fell to me to take the Chair at the Formal Dinner.
The three years served at RAF Uxbridge were very rewarding.
31
Two notable soaring flights occurred whilst serving at Uxbridge. The first was on the 7th May 1960. This was from RAF Booker to a field at Finmere in, Buckinghamshire. I reached a height of 5600ft. The flight time was 2hrs.5min. The second flight took place on Monday the 13th March 1961. All over the weekend, gliding had taken place at RAF Benson in Oxfordshire but the weather conditions prevented any soaring and the flights were restricted to circuits round the airfield.
On the Monday morning the weather forecast reported a steady west wind blowing, a condition that would allow hill soaring on the ridge of Dunstable Downs the home of the London Gliding Club. Taking a chance, I telephoned the club for permission to attempt a five-hour duration flight to complete the conditions for my Silver C Badge, something waited for over eleven years. Afterwards another telephone call was made to RAF Benson to see if the gliding club could have the Olympia Sailplane and a Tug Aircraft ready. All was now set for an attempt to complete the final leg of the Silver "C" Badge.
Take off by aero tow from Benson was at 11.10hrs to fly along the Chiltern Hills to Dunstable. At 11.35hrs, the Olympia was towed into the hill lift over the London Club grounds the time being taken for certification purposes by the Club Chief Flying Instructor. For an hour, all went well then, a lull in the wind made it necessary to land. Very quickly, the Chief Instructor of the club organised a quick re-launch by winch at 13.04hrs.
For the next 5 hours and 4 minutes, the Olympia scraped back and forth in the narrow band of lift along the ridge at a very low height to complete the flight by landing at 18.10hr as dusk approached. The full flying time for that day was 6 hours and 30 minutes. A very happy Thomas travelled back to Benson with the trailer and sailplane and then on back to Uxbridge.
My next duty was at the Ministry of Defence in London was with the Personnel Department, in the section that dealt with the forecasting of the number of recruits that would be required in the various trades in the coming years based on the expected wastage and the Defence Budget. As the defence requirements changed from year to year, the task was not an exact science and the tool of the trade needed to be a crystal ball. It was interesting work and it gave an insight into how a Government Department worked. It also involved on occasions to be the Duty MOD Personnel Staff Officer overnight and at weekends and being one of the Bowler Hat and Umbrella Brigade commuting up to London from Oxhey where I had bought a house every working day.
There is little to relate regarding the work at the Ministry of Defence. Much time was spent attending conferences while the two civilian staff in the Mla office did the
32
calculations for the assessment of the numbers of RAF tradesmen for the future.
The posting to the Ministry of Defence was to last three years and during this time gliding continued with the Chilterns Club at RAF Benson and the RAFGSA Centre at RAF Bicester. During this time, I was also the Treasurer of the Royal Air Force Gliding and Soaring Association. My dealings with the RAF Sports Board were with a retired Group Captain who was my Wing Commander at RAF Padgate.
On the 4th May 1963 flying from RAF Bicester in a Skylark IV Sailplane, r was able to make a lOO-mile cross-country goal flight to RAF Swanton Morley in Norfolk. The flight took two hours and thirty-five minutes. The landing was in the late afternoon of a Saturday and it was after midnight when the crew arrived from Bicester with a trailer for the return journey by road.
In the early hours of Sunday morning, driving through the streets of Cambridge, a wheel came off the trailer because of a broken axle. Fortunately, there was another RAF Gliding club at nearby RAF Waterbeach. They had a suitable trailer and this was borrowed so that the journey could be continued.
1964, the National Gliding Championships were at Lasham in Hampshire and a number of the RAFGSA clubs were competing. As the Treasurer, I was required to attend the meet. The RAFGSA Centre at Bicester was providing a two- seater sailplane to enable important guests to be given flights. It was my pleasure to fly this Bocian sailplane the 50 miles to Lasham behind a towing Aircraft and whilst there to give flights to some very Senior Officers and MOD Officials.
Duty at the Ministry of Defence was an experience and finally ended in June 1964 and I moved to RAF Wildenrath, Germany. it was another adventure and a challenge driving off to Dover to catch the boat to Ostende and then across unfamiliar Holland and Belgium and into Germany. Driving on the right and then through the centre of Brussels and going the wrong way down a one-way street in another town was quite hair raising.
RAF Wildenrath was just inside North West Germany over the border from the Dutch Town of Roermond, a town handy for shopping. > At Wildenrath I was the Officer Commanding the Personnel Services Squadron, responsible for about three thousand personnel including many German civilian employees, all the financial services of pay and allowances including the auditing of the non-public funds of the messes and all disciplinary matters including Court Martial, accidents and deaths. It was a full-time
33
job, back in uniform and living in the Officers Mess. There was one pleasing aspect of the posting and that was it was a flying station, so much previous service had been on backup and training units.
Wildenrath was on the western edge of the Ruhr area and had been heavily defended during the intense bombing by the RAF during 1943. The memories of that time twenty years before were still fresh in my mind especially when visiting some of the towns that I had helped to bomb. There was one visit with other Officers whilst attending a course in Hamburg that a call was made on the Burgomaster (Mayor) of Hamburg at the Rasthaus (Town Hall) and the Burgomaster was talking about, and showing, large photographs of the destruction of the city caused by the wartime bombing and the subsequent rebuilding. I hovered in the background; conscience of the nights in 1943 when taking part in those devastating raids and looked down on the inferno from the storms above. Whilst in Germany I was the Chairman of the Phoenix Gliding Club at the neighbouring RAF Station Bruggen and was able to continue gliding.
In the early spring of 1967 the tour of duty in Germany was over and I moved to RAF Swinderby in Lincolnshire to fill the same post as at Wildenrath i.e. O.C. Personnel Services Squadron. It was No. 9 School of Recruit Training. This unit had been at Bridgnorth when I was there in 1951/2.
Now age 45, my RAF service was ending. It was obvious that there would be no more promotion from Squadron Leader to Wing Commander. This would have taken me on to the age of 55; I decided to take retirement, think of the future, On the 6th May 1968, with much regret I left the Royal Air Force. I was very sad to leave what had been my chosen career, It had filled my boyhood dreams. I obtained a position in the National Provincial Bank in Lincoln.
34
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
My life in the Royal Air Force Bomber Command
An extract of my RS service from my autobiography by Sqn Ldr T J Page DFM, RAF (ret'd)
Description
An account of the resource
Includes several b/w photographs of people and aircraft. Writes of early life and mentions beginning of the war and volunteering for the air force in January 1940. Continues with account of initial training and mustering as an airframe mechanic and subsequent technical training. Describes first posting to 257 Hurricane Squadron, advance training and subsequent postings as fitter IIA including travelling around the country to fix aircraft. Continues with account of aircrew selection and training as a flight engineer which included visit to A V Roe factory at Chadderton. Followed by account of aircrew training and his roll as a flight engineer on Lancaster and Manchester and crewing up. Includes list and photographs of crew. Posted to 49 Squadron at RAF Fiskerton. He then provides a detailed description of duties of each crew member and the interior of a Lancaster and lists flying kit used. Goes on to describe all activities concerned with preparation for and flying an operation and includes very detailed account of first operation to La Spezia. Continues by describing highlights of a number of operations and mentions battle of the Ruhr, weather, aircraft damage and , being shot at and diverting to RAF Dunholme Lodge with casualties. List the subsequent history of all his crew after completing their tour. Continues with account of staying on the squadron as flight engineer leader and flying on several more operations. Summarises his operational flying and gives account of subsequent postings as a staff flight engineer instructor. Goes on with detailed account account of post war postings and activities including flying Lancaster to Egypt and Lincoln to Southern Rhodesia (Zimbabwe). He was posted to HQ Bomber Command at High Wycombe where he was able to partake in gliding activities which he describes in detail. Continues with account of journey to posting at RAF Mauripur in Pakistan. Continues with account of the rest of his RAF career and left the RAF on 6 May 1968.
Creator
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T J Page
Format
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Thirty-five page printed document
Language
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eng
Type
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Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BPageTJPageTJv2
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Kent
England--Ramsgate
England--Middlesex
England--Lancashire
England--Buckinghamshire
England--Slough
Wales--Vale of Glamorgan
England--Greater Manchester
England--Oldham
Wales--Bridgend
England--Nottinghamshire
England--Lincolnshire
Italy
Italy--La Spezia
Germany
Germany--Dortmund
Germany--Friesland
Czech Republic
Czech Republic--Plzeň
Italy--Turin
Italy--Milan
Germany--Munich
Germany--Leipzig
Germany--Berlin
Germany--Stuttgart
England--Huntingdonshire
Egypt
Zimbabwe
Pakistan
England--Morecambe
Germany--Ruhr (Region)
Middle East--Euphrates River
Middle East--Tigris River
Germany--Juist Island
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1940-01
1940-07-19
1940-12
1941-07
1942-05-02
1942-10
1943-02-20
1943-02-26
1943-03-06
1943-03-26
1943-03-31
1943-04-12
1943-04-13
1943-03
1943-04-26
1943-04-28
1943-05-13
1943-07-12
1943-08-12
1943-10-02
1943-10-20
1944-04
1944-07-19
1947-02-16
1948-06-03
1940-01
1954-04-09
1956
1958-04-01
1968-05-06
Contributor
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David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1661 HCU
44 Squadron
49 Squadron
Air Gunnery School
aircrew
anti-aircraft fire
Battle
bombing
Boston
briefing
crash
crewing up
Distinguished Flying Medal
fitter airframe
flight engineer
flight mechanic
ground crew
Halifax
Heavy Conversion Unit
Hurricane
Initial Training Wing
Lancaster
Lincoln
Manchester
Me 109
memorial
mess
military ethos
military living conditions
military service conditions
mine laying
perception of bombing war
promotion
RAF Benson
RAF Bridgnorth
RAF Burtonwood
RAF Cosford
RAF Dunholme Lodge
RAF Fiskerton
RAF High Wycombe
RAF Manston
Raf Mauripur
RAF Padgate
RAF Scampton
RAF Shallufa
RAF St Athan
RAF Stormy Down
RAF Uxbridge
RAF Winthorpe
RAF Wyton
recruitment
searchlight
shot down
Stirling
training
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale 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
2015-07-31
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
Neale, ETH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1
Two events marked or marred September 1939 [sic] In order of importance was the start of the Second Great War, which was heralded by a false alarm air raid siren, the next event was my school days at the Woolwich Polytechnic were ended and [inserted] I [/inserted] was looking for a job. I found that a motor garage in Bexleyheath Broadway would take me on as a machine operator & setter, making components for war weapons. The owner was a Belgian Gent who during a lunchtime break declared that if the German army were marching down the Broadway he would be there with his hand extended in the NAZI salute, after the war, this Gent became Mayor of Bexleyheath, at this time he bought up all the machinery from the old defunct Tram yard which was near to where Marks & Sparks [Marks & Spencer] is today, he advertised it for sale the next day in the Evening News and it went straight away, making him an excellent profit, this machinery was needed for the war effort.
There being no real future in this job I applied for a job as an apprentice to the trade of Instrument maker at SIEMENS and was accepted. Starting on this job I was paired off with a skilled tradesman to learn the trade, while helping out on the guillotine, I was told not to touch the treale [sic], in the course of events I stood on the treade [sic], the machine went through its cycle and I had cut my trainers two-foot rule into two pieces, not a very auspicious start. I wasn’t too happy in this job, so I applied for an apprenticeship as a tool-maker [sic] at the Woolwich Arsenal, the great big munitions factory beside the Thames in Woolwich. Having been accepted I was told to report to the NEW FUZE [sic] factory, a little way inside the fourth GATE by the Plumstead Bridge, where I could work
[page break]
2
Making FUZES [sic] of all shapes & sizes, until they could make provision for me at one of the various toolrooms in the site, these jobs were very repetitive and boring but I was assured that it would only be for several weeks, the man was a prophet as I will show
7th SEPTEMBER (SATURDAY) 1940 4.58 P.M
Why so precise, [sic] because it is etched in stark reallity [sic] in my head. Saturday was change over [sic] shift day, we had had a week of days and would come to work on Sunday evening, to start the night shift. We would line up outside of the factory at the clocking off clock, we were allowed to be there two minutes before time, usually when this two minutes arrived someone would produce a key, open the front of the clock and advance it by two minutes and get away two minutes early. The air raid siren had sounded but we ignored it, since we had had so many false alarms, however, two minutes before five o’clock we heard a loud bang, then another bang about a second or two later, someone more knowledgeable, shouted out “BOMBS” as more bangs followed, a mad rush was made to the nearest air raid shelter which was quite close by, however the crush was so great, that nobody got in, as the bangs continued, coming nearer, the nearest one landed across the road, about twenty yards away on the little car park, the next one, the very last, we heard later, landed on an air raid shelter, one of the occupants was my cousins husband, all in the shelter were killed. Injured people started coming from buildings across the road, many bleeding badly, where the bomb blast had sucked the windows from
[page break]
3
the upper floors, a great rush took place to get away from the Arsenal, and I got my bike and pedalled off along the Plumpstead [sic] Road towards home, as I went I saw our fighter attacking the bombers, wheeling round the sky about, machine guns rattling away, planes smoking, parachutes coming down
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Title
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Ted Neale's early war memoirs
Description
An account of the resource
Ted Neale describes the start of the war and the end of his schooling. After a couple of jobs, which he left quickly, he moved to the Woolwich Arsenal as an apprentice tool maker. On Saturday 7th September 1940 an air raid destroyed the factory, killing all those who had reached the shelter.
Creator
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Ted Neale
Format
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Three handwritten sheets
Language
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eng
Type
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Text
Text. Memoir
Identifier
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MNealeETH1395951-150731-0200001,
MNealeETH1395951-150731-0200002,
MNealeETH1395951-150731-0200003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1940-09-07
Contributor
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Lesley Wain
Air Raid Precautions
bombing
civil defence
shelter
-
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Title
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Three sergeants walking down street
Description
An account of the resource
Three sergeants wearing tunic and side caps walking down a street. In the background left buildings and on the right an open area.
Stephen Dawson is on the left.
Additional information about this item has been kindly provided by the donor.
Format
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One b/w photograph
Type
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Photograph
Identifier
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PDavisS16020003
Coverage
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Royal Air Force
Spatial Coverage
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Great Britain
England--Hastings
England--Sussex
Temporal Coverage
Temporal characteristics of the resource.
1939-09
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-09
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
training
-
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Dublin Core
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Title
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Leedham, Alma
Alma Lucy Muriel Leedham
A L M Leedham
Publisher
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IBCC Digital Archive
Identifier
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Leedham, A
Description
An account of the resource
Four items. An oral history interview with Alma Lucy Muriel Leedham (1922 - 2020, 455833 Royal Air Force), memoirs of herself and her husband Warrant Officer Terence Leedham an armourer who also served on a number of bomber command stations. She served as a driver in the Women's Auxiliary Air Force stationed at RAF Scampton and East Kirkby.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alma Leedham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-14
2017-05-26
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
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Terence Frederick Leedham was born at Windsor on the 29th March 1920. Son of Lawrence Frank Leedham. a [sic] Corporal of Horse with the First/Second Horse Guards and Mabel Violet Leedham. He was the eldest of three brothers. [sic] the others being Leslie and Geoffrey. He went to school with his brothers at Windsor until 1932 when the family moved to 100 Princes Avenue, Kingsbury.
He joined the Royal Air Force in August 1936 and started his training at RAF Halton as a boy apprentice fitter armourer. He later moved to RAF Cosford and RAF Eastchurch.
When war started, he was promoted to Flight Sergeant at the age of 19 and posted to RAF Upper-Heyford where he began a long association with No 57 Squadron, at that time flying Blenheims. In September 1939, he went with 57 Squadron with the British Expeditionary Force to France, where he worked on Hurricanes, Blenheims and others. When the main German offensive began, the BEF fell back and his unit escaped via Boulogne in the nick of time, [sic] After this, he remained with 57 Squadron at RAF Wyton and RAF Lossiemouth. 1940 found him once again at RAF Wyton, where 57 Squadron were re-equipped with the new Wellington bombers. From there they moved to RAF Feltwell in January '41.
In August 1942, 57 Squadron moved to RAF Scampton and were re-equipped with Manchesters and Lancasters.
One night in July '43, the Lancasters of 57 Squadron lined up on the grass runway at Scampton, taking off in sequence with full payloads for that night's target. As one of the heavily laden aircraft was nearing take off, a wheel locked and the Lancaster skidded, turning off the grass runway towards the hangars and the bomb dump. The pilot attempted to stop the aircraft, however, the undercarriage collapsed and the aircraft ground to a halt on its belly. A spark ignited the high octane fuel from its ruptured fuel tanks and the plane was soon burning fiercely.
In nearby “B” flight hut, the Armament Officer ordered his WAAF MT driver to drive him in her lorry to where the stricken aircraft lay, [sic] When they arrived, F/Sgt Terry Leedham and two of his lads were already there. Terry had crawled underneath the burning Lancaster to defuse its 4,000 lb bomb. He called out for a torch. The MT driver got the torch from her lorry and gave it to her officer. The officer, for some reason known only to himself, dropped the torch and disappeared. The WAAF driver picked up the torch and ran towards the burning plane. She gave the torch to one of the lads who sent her back to the lorry, some 30 yards away. The bomb was rendered 'safe' as the fire tender arrived and brought the fire under control. As a result of this action, he received the following commendation:
BY THE KINGS ORDER, THE NAHE [sic] OF FT SGT TERENCE FREDERICK LEEDHAM, ROYAL AIR FORCE, WAS PUBLISHED IN THE LONDON GAZETTE ON 14TH JANUARY 1944 AS MENTIONED IN DISPATCH FOR DESTINGUISHED SERVICE. I AM CHARGED TO RECORD HIS MAJESTY'S, HIGH APPRECIATION.
ARCHIBALD SINCLAIR, SECRETARY OF STATE FOR AIR
And the WAAF driver? Her name was Alma Lucy Muriel Turner. They became engaged on the 7th of July 43.
They were both at Scampton during the period when Squadron Leader Guy Gibson trained up and led 617 Squadron on the famous DAMBUSTERS raid.
[page break]
In Aug 43, 57 Squadron moved to RAF East Kirkby and on the 12th of September 1943 Terry Leedham married Alma Turner in the Parish Church at Ham, Surrey.
On Aug 16th, 1944. their first daughter Lesley was born. Then followed a series of postings:
Oct '44 No 9 Squadron Bardney (Lancasters)
Nov '44 No 227 Squadron Balderton (Lancasters)
Jun '45 No 49 Squadron Syerston (Lancasters)
Oct '43 [sic] No 100 Squadron Elsham Wolds (Lancasters)
In Dec 45 he was reunited with his old 57 Squadron at Scampton, now re-equipped with the more advanced Avro Lincolns.
On Aug 20, 1946, their second daughter, Valerie, was born.
Both before and after the war he had always had a great interest in competition shooting and was an excellent shot, winning several medals in service competitions at Bisley.
In Mar 1949 he was posted to the Middle East Air Force with No 115 maintenance Unit at Habbaniya, Iraq, working on explosives. The family joined him in June 1950.
In June 1951 he was posted to Winterbourne Gunner JSCW as an instructor and on January 25th 1953, his son Richard was born.
In Feb 56 he was posted was posted [sic] to RAF Boscombe Down, working on Hunters, Venoms, Canberras, Valiants, Victors and Vulcans.
In March 1957, he was posted to RAF Seletar, Singapore, as station Armourer. There he worked on Sunderland flying boats. He travelled out on board the troopship “Asturias” and the family joined him on the ship's next voyage.
In 1959, we all travelled home together – on board the “Nevasa”. On his return, he was posted to RAF Leconfield, and had to commute over the Pennines to visit us where we were quartered in the Progress Hotel at Blackpool.
Soon, he was posted again, this time to RAF Ouston, near Newcastle, where he was Station Armourer. On the 1st of May 1960, he was promoted to Warrant Officer. During his time in the service, he had been awarded the following medals:
1939-45 Star
Defence Medal
War Medal 1939-45 with Oak Leaf
Malayan Campaign Medal
AF Long Service and Good Conduct Medal
After 28 years of travelling England and the world with the RAF it was time to put down some roots. The scouts were sent out and they located a lovely bungalow being built, overlooking a meadow at the far end of a secluded cul-de-sac called Provene Gardens, in Waltham Chase.
He didn't take much of a holiday after 28 years with the RAF. He was demobbed on Friday 8th March 1964 and started work with IBM on the
[page break]
Monday. He worked as a technical librarian in the Patents dept of IBM UK, Ltd, on the top floor of Hursley House.
In 1970 he was joined at IBM by my mother [sic] After a while, one of the canteen gossips was moved to enquire of a friend “Who is the gentleman Mrs Leedham always seems to have lunch with, and has it been going on for long?” “About 30 years, and the gentleman is her husband” was the reply.
When the Patents Department moved to Wessex House at Eastleigh and then to Winchester he moved with them. By Summer 1979, it was time to move again, partly to be nearer work but also now beginning to think towards retirement. “Green Pastures” in Castle Lane, Chandlers Ford fitted the bill exactly. When the Job Release scheme came up, he took early retirement in June 1983
In retirement, he remained active, doing DIY on the car. Together, they redecorated the house and tended the garden. Retirement also enabled him to make the most of one of his great loves, dancing. Together they learnt sequence dancing and regularly attended Ford's and Pirelli's Social Club's Sequence Dancing evenings and, Blanche and Clifford King's events at Bishops Waltham and Waltham Chase.
All of you here know him and you will each have your own cherished memories. For me to elaborate on his virtues is therefore almost superfluous. I will, however mention just a few.
He was a man who had high standards and who lived up to them. He was dependable, courageous and unflappable. He was caring and sensitive, frequently putting the wants and needs of others before himself.
He was a gentleman in all the senses of that word, who respected others and who was respected in turn. He was a man of wit and good humour.
He was a man of knowledge and education. He was skilled craftsman who delighted in machines and making things work. He was an equally skilled teacher, always ready to pass on his acquired knowledge and skills.
Not one to show his emotions generally, he was nevertheless a devoted and loving husband and father. As a father, he was always fair, and by his teachings and his example, he strove hard to ensure that his children went out into the world as good citizens.
During his time in the RAF, at IBM and in retirement, his thoughtful consideration for others, pleasant disposition and natural good humour won him many friends. It is indeed a worthy tribute to him that so many of his friends and relatives are here today, some of whom have travelled substantial distances to be with us. Others, unable to join us here, have sent their regrets with very moving messages of sympathy.
My father was always keenly interested in Astronomy and the stars. It may be coincidence but one of his favourite melodies was called “A Handful of Stars”. When he was driving me to the station to join my first ship, he stopped the car and from the back, he presented me with a beautifully polished vernier sextant in a rosewood box – “So you can navigate by the stars” he said. I can think of no better words to sum up his life and personality than those adopted as the motto of the Royal Air Force - PER ARDUA AD ASTRA.
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Title
A name given to the resource
Terence Leedham's career
Description
An account of the resource
Joined Royal Air Force in 1936 as a Halton apprentice armourer. Promoted to flight sergeant at the beginning of the war he began a long association with 57 Squadron then flying Blenheims as part of British Expeditionary Force in France followed by postings to RAFs Wyton and Lossiemouth. Subsequently served with 57 Squadron on Wellingtons at RAFs Wyton and Feltwell. He then moved to RAF Scampton where the squadron re-equipped with Manchester and then Lancaster. Relates meeting Alma Turner later Mrs Leedham during an ground incident concerning a burning fully loaded Lancaster after which he was mentioned in dispatches. Subsequently served with 9, 227, 49 and 100 Squadrons. Describes postwar career.
Format
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Three page printed 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
BLeedhamTFLeedhamAv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1936
1939-09
1941-01
1942-08
1943-07
1943-08
1944-08-16
1944
1945
1946-08-20
1949-03
1951-06
1956-02
1957-03
1959
1960-05
1970
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Oxfordshire
England--Lincolnshire
England--Cambridgeshire
England--Nottinghamshire
England--Wiltshire
England--Salisbury
Scotland--Moray
France
France--Amiens
France--Poix-du-Nord
France--Crécy-en-Ponthieu
France--Boulogne-sur-Mer
Iraq
Iraq--Ḥabbānīyah
Singapore
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
Roger Dunsford
100 Squadron
227 Squadron
49 Squadron
57 Squadron
9 Squadron
Blenheim
Lancaster
Lincoln
love and romance
Manchester
RAF Balderton
RAF Bardney
RAF Elsham Wolds
RAF Feltwell
RAF Halton
RAF Lossiemouth
RAF Scampton
RAF Syerston
RAF Wyton
Wellington
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Leedham, Alma
Alma Lucy Muriel Leedham
A L M Leedham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Leedham, A
Description
An account of the resource
Four items. An oral history interview with Alma Lucy Muriel Leedham (1922 - 2020, 455833 Royal Air Force), memoirs of herself and her husband Warrant Officer Terence Leedham an armourer who also served on a number of bomber command stations. She served as a driver in the Women's Auxiliary Air Force stationed at RAF Scampton and East Kirkby.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alma Leedham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-14
2017-05-26
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.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Terence Frederick “Lofty” Leedham
[photograph]
Terence Frederick Leedham was born at Windsor on the 29th March 1920. he [sic] was the son of Lawrence Frank Leedham, a Corporal of Horse with the First/Second Horse Guards and Mabel Violet Leedham. He was the eldest of three brothers, the others being Leslie and Geoffrey. He went to school with his brothers at Windsor until 1932 when the family moved to 100 Princes Avenue, Kingsbury.
He joined the Royal Air Force in August 1936 and started his training at RAF Halton as a boy apprentice fitter-armourer. He later moved to RAF Cosford and RAF Eastchurch.
When war started, he was promoted to Flight Sergeant at the age of 19 and posted to RAF Upper-Heyford where he began a long association with No 57 Squadron, who were at that time flying Blenheims.
In September 1939, Lofty went with 57 Squadron with the British Expeditionary Force to France, initially stationed at Amy and then Rosieres-en-Santerre (both near Amiens), where he worked on Hurricanes, Blenheims and others. When the main German offensive began in May 1940, the BEF fell back, and his unit moved to Poix and almost immediately to Crecy-en-Ponthieu. His last job there was to destroy as much as possible on the airfield that would be useful to the advancing germans, [sic] before evacuating with his men in a 3-ton truck to Boulougne, [sic] where he arrived just in the nick of time, to return with the squadron to England on 20th May.
The squadron reassembled at RAF Wyton on 21st May and in June moved north to RAF Lossiemouth. November 1940 found him once again at RAF Wyton, where 57 Squadron were re-equipped with the new Wellington bombers. From there they moved to RAF Feltwell in January '41.
In August 1942, 57 Squadron moved to RAF Scampton and were re-equipped with Manchesters and Lancasters.
One night in July '43, the Lancasters of 57 Squadron lined up on the grass runway at Scampton, taking off in sequence with full payloads for that night's target. As one of the heavily laden aircraft was nearing take off, a wheel locked and the Lancaster skidded, turning off the grass runway towards the hangars and the bomb dump. The pilot attempted to stop the aircraft, however, the undercarriage collapsed and the aircraft ground to a halt on its belly. A spark ignited the high octane fuel from its ruptured fuel tanks and the plane was soon burning fiercely.
In nearby “B” flight hut, the Armament Officer ordered his WAAF MT driver to drive him in her lorry to where the stricken aircraft lay, [sic] When they arrived, Lofty and two of his lads were already there. Lofty had crawled underneath the burning Lancaster and into the bomb bay to defuse its 4,000 lb bomb. He called out for a torch. The WAAF driver got a torch from her lorry and gave it to her officer; however, the officer panicked, dropped the torch and ran off. The WAAF driver picked up the torch and ran towards the burning Lanc. She gave the torch to one of the lads who sent her back to the lorry, some 30 yards away. The bomb was rendered 'safe' as the fire tender arrived and brought the fire under control. As a result of this action, he received the following commendation:
[page break]
BY THE KINGS ORDER, THE NAME OF FT SGT TERENCE FREDERICK LEEDHAM, ROYAL AIR FORCE, WAS PUBLISHED IN THE LONDON GAZETTE ON 14TH JANUARY 1944 AS MENTIONED IN DISPATCH FOR DESTINGUISHED SERVICE. I AM CHARGED TO RECORD HIS MAJESTY'S, HIGH APPREC1ATION [sic].
ARCHIBALD SINCLAIR, SECRETARY OF STATE FOR AIR
And the WAAF driver? Her name was Alma Lucy Muriel Turner. They became engaged on the 7th of July 43.
[photograph]
They were both still at Scampton during the period when Squadron Leader Guy Gibson trained up and led 617 Squadron on the famous DAMBUSTERS raid.
In Aug 43, 57 Squadron moved to RAF East Kirkby and on the 12th of September 1943 Terry Leedham married Alma Turner in the Parish Church at Ham, Surrey.
[photograph] [photograph]
On Aug 16th, 1944. their first daughter Lesley was born. Then followed a series of postings:
Oct '44 No 9 Squadron Bardney (Lancasters)
Nov '44 No 227 Squadron Balderton (Lancasters)
Jun '45 No 49 Squadron Syerston (Lancasters)
Oct '43 [sic] No 100 Squadron Elsham Wolds (Lancasters)
In Dec '45, he was reunited with his old 57 Squadron at Scampton, now re-equipped with the more advanced Avro Lincolns.
On Aug 20, 1946, their second daughter, Valerie, was born.
Both before and after the war he had always had a great interest in competition shooting and was an excellent shot, winning several medals in service competitions at Bisley.
In Mar 1949 he was posted to the Middle East Air Force with No 115 maintenance Unit at Habbaniya, Iraq, working on explosives. The family joined him in June 1950.
In June 1951 he was posted to Winterbourne Gunner JSCW as an instructor. On January 25th 1953, their son Richard was born.
[page break]
In Feb 56 Terry was posted was posted [sic] to RAF Boscombe Down, working on Hunters, Venoms, Canberras, Valiants, Victors and Vulcans.
In March 1957, Terry was posted to RAF Seletar, Singapore, as station Armourer. There he worked on Sunderland flying boats. He travelled out on board the troopship H.M.T. “Asturias” and his family joined him on the ship's next voyage.
In 1959, the family all travelled home together – this time on board the S.S. “Nevasa”. On his return, he was posted to RAF Leconfield, while the family was temporarily quartered in the Progress Hotel at Blackpool. All this time, Terry had to commute to work across the Pennines.
But soon he was posted again, this time to RAF Ouston, near Newcastle upon Tyne, where he was again the Station Armourer. On the 1st of May 1960, he was promoted to Warrant Officer. During his time in the service, he had been awarded the following medals:
[symbol] 1939-45 Star
[symbol] Defence Medal
[symbol] War Medal 1939-45 with Oak Leaf
[symbol] Malayan Campaign Medal
[symbol] AF Long Service and Good Conduct Medal
After 28 years of travelling England and the world with the RAF it was time to put down some roots. The scouts were sent out, and located a lovely bungalow being built, overlooking a meadow at the far end of a secluded cul-de-sac, called Provene Gardens, in Waltham Chase.
Terry didn't take much of a holiday after 28 years with the RAF. He was demobbed on Friday 8th March 1964 and started work with IBM on the Monday. He worked as a technical librarian in the Patents dept of IBM UK, Ltd, on the top floor of Hursley House.
In 1970 he was joined at IBM by Alma. After a while, one of the canteen gossips was moved to enquire of a friend “Who is the fellow Mrs Leedham always seems to have lunch with? Has it been going on for long?” “About 30 years, and the gentleman is her husband!” was the reply.
When the Patents Department moved to Wessex House at Eastleigh and then to Winchester he moved with them. By Summer 1979, it was time to move house again, partly to be nearer work but also now beginning to think towards retirement. “Green Pastures” in Castle Lane, Chandlers Ford fitted the bill exactly. When the Job Release scheme came up, Terry took early retirement in June 1983.
In retirement, Terry remained active, doing DIY in the home and on the car. Together, Alma and Terry redecorated the house and tended the garden. Retirement also enabled him to make the most of one of his great loves – dancing. Together they learnt sequence dancing and regularly attended Ford's and Pirelli's Social Club's Sequence Dancing evenings and, Blanche and Clifford King's events at Bishops Wa1tham [sic] and Waltham Chase.
During his time in the RAF, at IBM and in retirement, his thoughtful consideration for others, pleasant disposition and natural good humour won him many friends. He was a gentleman in all the senses of that word, who respected others and who was respected in turn. He was a man of wit and good humour.
He was a man who had high standards and who lived up to them. He was dependable, courageous and unflappable. He was caring and sensitive, frequently putting the wants and needs of others before himself.
He was a man of knowledge and education. He was a skilled craftsman who delighted in machines and making things work. He was an equally skilled teacher, always ready to pass on his acquired knowledge and skills.
Not one to show his emotions generally, he was nevertheless a devoted and loving
[page break]
husband and father. As a father, he was always fair, and by his teachings and his example, he strove hard to ensure that his children went out into the world as good citizens.
Terry was always keenly interested in Astronomy and the stars. It may be coincidence but one of his favourite melodies was called “A Handful of Stars”. There are no better words to sum up his life and personality than those adopted as the motto of the Royal Air Force –
PER ARDUA AD ASTRA.
[photograph]
Dublin Core
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Title
A name given to the resource
Terence Leedham's life
Description
An account of the resource
Top left first page - three-quarter length portrait of an airman wearing tunic and side cap. Text notes that he joined Royal Air Force in 1936 as a Halton apprentice armourer. Promoted to flight sergeant at the beginning of the war he began a long association with 57 Squadron then flying Blenheims as part of British Expeditionary Force in France followed by postings to RAFs Wyton and Lossiemouth. Subsequently served with 57 Squadron on Wellingtons at RAF Wyton and RAF Feltwell. He then moved to RAF Scampton where the squadron re-equipped with Manchester and then Lancaster. Relates meeting Alma Turner later Mrs Leedham during an ground incident concerning a burning fully loaded Lancaster after which he was mentioned in dispatches. Page 2 - Left middle a colour three-quarter length wedding portrait of a man wearing tunic next to a woman wearing wedding dress and holding a bouquet of flowers. Right middle a b/w family portrait of a woman in dark dress on the left, a child in the middle and a flight sergeant wearing tunic on the right. Text continues with subsequently served with 9, 227, 49 and 100 Squadrons and describes postwar career. Last page middle under text - full length colour portrait of a woman on left in yellow dress and a man in suit and tie on the right.
Format
The file format, physical medium, or dimensions of the resource
Four page printed document with two b/w and two colour photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Photograph
Identifier
An unambiguous reference to the resource within a given context
BLeedhamTFLeedhamAv2
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.
Great Britain
England--Buckinghamshire
England--Oxfordshire
England--Lincolnshire
England--Cambridgeshire
England--Nottinghamshire
France
France--Amiens
France--Poix-du-Nord
France--Crécy-en-Ponthieu
France--Boulogne-sur-Mer
Iraq
Iraq--Ḥabbānīyah
England--Wiltshire
England--Salisbury
Singapore
Scotland--Moray
Temporal Coverage
Temporal characteristics of the resource.
1936-08
1939-09
1940-05
1940-05-20
1942-08
1943-07
1943-08
1943-09-12
1944
1945
1944-08-16
1945-12
1946-08-20
1949-03
1951-06
1956-02
1957-03
1959
1960-05-01
1964-03-08
1970
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
Roger Dunsford
100 Squadron
227 Squadron
49 Squadron
57 Squadron
9 Squadron
Blenheim
Lancaster
Lincoln
love and romance
Manchester
RAF Boscombe Down
RAF East Kirkby
RAF Feltwell
RAF Halton
RAF Lossiemouth
RAF Scampton
RAF Upper Heyford
RAF Wyton
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1313/19028/PStachiewiczM17010007.2.jpg
53e1b9eeef191a2b43998b981a61aa9e
Dublin Core
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Title
A name given to the resource
Stachiewicz, Mieczysław. Album
Description
An account of the resource
58 items. An album of photographs, newspaper clippings and papers relating to Mieczysław Stachiewicz's escape from Poland through Romania, Greece, and France to Great Britain, and his tour of operations as a pilot with 301 Squadron from RAF Hemswell. The album also contains photographs of his friends and family.
These items were digitised by a third-party using technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-19
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.
Identifier
An unambiguous reference to the resource within a given context
Stachiewicz, M
Dublin Core
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Title
A name given to the resource
Wrzesień 1939 - ewakuacja z Torunia
September 1939 - evacuation from Toruń by train, on foot, by car
Description
An account of the resource
Photo 1 is a group of people round the back of a car, annotated:
We got stuck in the sand near Garwolin.
Photo 2 is five people with a caption with their names 'Maciek Miszewski, Jerzy Rajewski, Jan Rabek NN.
Photo 3 is the same group as photo 2 with a caption in Polish 'Poszukiwanie żywności' 'In search of food'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1939-09
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs from a scrapbook
Language
A language of the resource
pol
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PStachiewiczM17010007
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Polskie Siły Powietrzne
Spatial Coverage
Spatial characteristics of the resource.
Poland
Poland--Toruń
Poland--Brześć Kujawski
Temporal Coverage
Temporal characteristics of the resource.
1939-09
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Teresa Boyes
aircrew
escaping
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33518/MEylesCW900473-170410-28.2.jpg
b97fdaf0cf6578d10b1b4e19267c0773
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
Eyles, Bill
C W Eyles
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
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.
Identifier
An unambiguous reference to the resource within a given context
Eyles, CW
Description
An account of the resource
51 items. The collection concerns Bill Eyles DFM (900473 Royal Air Force) and contains his log book. notebooks, correspondence and photographs. He flew a tour as a bomb aimer with 78 Squadron and later a second tour with 35 Squadron Pathfinders.
The collection has been donated to the IBCC Digital Archive by Hazel King and catalogued by Nigel Huckins.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] copy of notes written by dad. [/underlined]
[underlined] DAD [/underlined]
Sept 1939 - Enlisted, trained & served on ground staff until remustered to aircrew. (as an instrument meter)
* Feb 1943 detatchment to St Eval (Whitley)
Anti-submarine sweeps - Bay of Biscay.
May 1943 - 78 Squadron 4 Group RAF Linton & Brighton [inserted] Yorkshire [/inserted] (Halifax)
1943 -Screened & instructing at OTU's (Operational Training Unit)
July 1944 Posted to 35 Squadron Pff
Oct 1944 Total No. of operations 66
Demobbed Feb 1946
"The passing of time dims the memory!! Raids from which you returned were all "good" I guess & those from which friends did not return must be the worst??!!"
* St. Eval was a strategic RAF station for RAF Coastal Command (Cornwall)[?] Primary role was to provide anti-submarine & [indecipherable word] - shipping patrols off the S.W. Coast.
(opened 2nd Oct 1939)
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bill Eyles service history
Description
An account of the resource
Enlisted in 1939, ground staff until re-mustered as aircrew, Feb 1943 to RAF St Eval, anti-submarine sweeps. May 1943 to 78 Squadron, 1943 instructing at OTU, July 1944 to 35 Squadron Pathfinders, total of 66 operations. Demobbed February 1946.
Format
The file format, physical medium, or dimensions of the resource
One 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
MEylesCW900473-170410-28
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cornwall (County)
England--Yorkshire
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1943-02
1943-05
1944-07
1944-10
1946-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Contributor
An entity responsible for making contributions to the resource
Sue Smith
35 Squadron
78 Squadron
aircrew
Halifax
Pathfinders
RAF Breighton
RAF Linton on Ouse
RAF St Eval
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1881/36292/SChristianAL29160v10037-0001.1.jpg
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Dublin Core
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Title
A name given to the resource
Christian, Arnold Louis
A L Christian
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
2017-06-26
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.
Identifier
An unambiguous reference to the resource within a given context
Christian, AL
Description
An account of the resource
93 items. The collection concerns Wing Commander <span>Arnold Louis</span> <span>Christian </span>(1906 - 1941, 29160 Royal Air Force) and contains his log book, documents and photographs. He flew operation as a pilot with 105 Squadron and was killed 8 May 1941.<br /><br />The collection has been donated to the IBCC Digital Archive by Steven Christian and catalogued by Barry Hunter.<br /><br />Additional information on <span>Arnold Louis</span> <span>Christian</span> is available via the <a href="https://losses.internationalbcc.co.uk/loss/204958/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
ARNOLD LOUIS CHRISTIAN
Grandpa’s early life has been covered, such as is known, in earlier narratives in this history. From here it will be covered from 1929.
Around this time he was in Newcastle Upon Tyne to investigate the possibility of opening a second branch of the family motor business and it was here that he met grannie, (Catherine Allan Cordner). Grandpa was lodging in the house of a friend of grannie’s grandmother – also called Catherina Allan Cordner. The story from grannie herself is that she had been ill and that she needed gentle exercise in the form of walking and outside air to aid recovery. It was suggested by grandpa’s landlady that he would prove a suitable walking companion for grannie. Gt. Gt. Grandma Catherine thought him such a nice young man that no chaperone would be needed at any time they were together.
While in Newcastle, grandpa entered a newspaper competition the first prize for which was a flying lesson. He duly won the competition and the flying lesson prize. From then on flying it was to be and he left the family business to join the Royal Air Force as a pilot.
After initial entry training at the RAF training depot, RAF Uxbridge, London, he was gazetted into the RAF in October 1930. From there it was to No 3 Flying Training School at RAF Grantham, Lincolnshire for pilot training. After successfully graduating with his ‘wings’ from Grantham, he was posted as a fighter pilot to No 54 Fighter Squadron at RAF Hornchurch, Essex in September 1931. On 27th September 1932 he married grannie at St. Marks Church, Birkenhead. A year later their first child, Brian was born at Hornchurch followed just over eighteen months later by their second, Derek, also at Hornchurch. Grannie told me the story of when, while at RAF Sealand, she and grandpa held a dinner at home for fellow squadron officers. One of these was a chap called John Grandy who, upon arriving late for dinner at the front door asked how he could atone. Grandpa jokingly said he could ‘crawl the path from the front gate to the front door and beg (grannie) for forgiveness.’ This Grandy proceeded to do. This very junior officer ended up as Marshal of the Royal Air Force Sir John Grandy, Knight of the Order of the Bath, and who held such posts as Chief of the Air Staff, Governor of Gibraltar, and Governor & Constable of Windsor Castle.
During the 1930’s air displays at Hendon Aerodrome drew large crowds. Grannie told me tha [sic] grandpa was involved in some of these while based at Hornchurch, often doing the aerobatic elements of the displays. For a period of eight months between 1935 and 1936, grannie and grandpa were separated when grandpa was sent to the then British Protectorate of the Sudan in support of Britain’s peacekeeping and security role. That must have been quite tough on both of them but especially grannie with two very young children. Back in England, grandpa was posted to No 218 (Bomber) squadron at RAF Upper Heyford in Oxfordshire and it was here, in June 1937, their third child, June Margaret, was born. At the time grandpa was away at the RAF Central Flying School, RAF Upavon, Wiltshire, where he was completing flying instructor training. His next main posting was to No 5 Flying Training School at RAF Sealand in Nth Wales, where he was a flying instructor commanding No 5 flight at the school. At the end of his time at RAF Sealand he was promoted to Squadron Leader and posted to RAF Debden near Saffron Walden in Essex. Next, in September 1939, it was to RAF Bicester in Oxfordshire where the family moved into 556 Banbury Road, Oxford. This was to be home for the next twenty years or so before a short move to Woodstock Road, Oxford.
In October of 1939 grandpa acted as navigator on the maiden flight of a new heavy bomber, the Handley Page Halifax. He also flew as part of the crew on a number of further test flights conducted at Bicester. From October 1939 to April 1940 grandpa was Officer Commanding ‘B’ Flight with No 104 squadron at Bicester and, from April 1940 to November 1940 was first an instructor and then Chief Flying Instructor, on No 13 OTU, (Operational Training Unit), also at Bicester. A good friend, contemporary and his predecessor as Chief Flying Instructor was Squadron Leader Sam Elworthy. This officer also went on to have a most illustrious career becoming a Marshal of the RAF, Chief of the Defence Staff, Chief of the Air Staff, Knight of the Garter and, eventually, receiving a peerage as the Baron Elworthy. Grannie can be forgiven for feeling that life had not been fortunate for her and grandpa, which she indicated to me on one occasion, when compared to the success of some of his juniors and cotemporaries, and which too could have been grandpa’s had he been lucky to survive. On 25 November 1940 he was posted to No 105 Squadron, an operational Blenheim bomber squadron at RAF Swanton Morley, near East Dereham, Norfolk. On Christmas Eve 1940 he was promoted to the rank of Wing Commander and became the commanding Officer of the squadron.
Grandpa, commanding an operational squadron, flew a number of operational sorties and these included attacks on Boulogne, night operations against Hamburg and against enemy airfields. On 5th May 1941, grandpa led a number of aircraft from RAF Swanton Morley to RAF Lossiemouth on the Moray Firth in Scotland. The squadron had been tasked to carry out anti-shipping operations against the enemy operating along the Norwegian coast and RAF Lossiemouth was the nearest airfield to this target area. On the 8th May, with five other aircraft, grandpa lifted off and turned east for the
[page break]
enemy coast at Stavanger, Norway. He didn’t return from this last operation and his aircraft was last seen off the Norwegian coast with its port, (left), engine in flames. The action claimed one German submarine hunter, UJ 173 sunk and another, UJ 179 damaged. Grandpa’s aircraft was believed hit by German minesweeper M84.
Arnold Louis Christian – RAF Career Dateline
10 Oct 1930 – 24 Oct 1930 – RAF Depot, RAF Uxbridge, for initial entry to the Royal Air Force.
24 Oct 1930 – 22 Sep 1931 – No 3 FTS (Flying Training School), RAF Grantham, Lincs, for pilot training.
22 Sep 1931 – 19 Sep 1935 – No 54 Fighter Squadron, RAF Hornchurch, Essex.
20 Sep 1935 – 14 Oct 1935 – No 207 Bomber Squadron, RAF Bircham Newton, Norfolk, for embarkation to Sudan.
15 Oct 1935 – 31 Jan 1936 – No 207 Squadron, Ed Damer, Sudan.
01 Feb 1936 – 29 Aug 1936 – No 4 Air Patrol, Atbara, Sudan.
30 Aug 1936 – 27 Sep 1936 – No 207 Squadron, Worthy Down, Wiltshire.
28 Sep 1936 – 21 Oct 1936 – RAF Depot, RAF Uxbridge.
22 Oct 1936 – 25 Apr 1937 – No 218 Light Bomber Squadron, RAF Upper Heyford, Oxfordshire.
26 Apr 1937 – 10 Jul 1937 – CFS (Central Flying School), RAF Upavon, Wiltshire, for Flying Instructor Training.
11 Jul 1937 – 20 Sep 1937 – No 6 FTS (Flying Training School), RAF Netheravon, Wiltshire for Instructor consolidation.
21 Sep 1937 – 20 Nov 1938 – No 5 FTS, RAF Sealand Flintshire, Nth Wales. Flying Instructor.
21 Nov 1938 – 19 Sep 1939 – Station Headquarters, RAF Debden, Essex. On promotion to Squadron Leader.
20 Sep 1939 – 02 Oct 1939 – No 108 Squadron, RAF Bicester, Oxfordshire.
03 Oct 1939 – 07 Apr 1940 – No 104 Squadron, RAF Bicester, Oxfordshire.
08 Apr 1940 – 24 Nov 1940 – No 13 OTU (Operational Training Unit), RAF Bicester, as Chief Flying Instructor.
25 Nov 1940 – 08 May 1941 – No 105 Squadron, RAF Swanton Morley, Norfolk, promoted to Wing Commander 24th Dec, as Commanding Officer.
8th May 1941 – Posted as missing in action off Stavanger, Norway, presumed killed.
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
Arnold Louis Christian's Biography
Description
An account of the resource
A biography written by his grandson, covering from 1929 to 1941.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Newcastle upon Tyne
England--London
England--Grantham
England--Birkenhead
England--Oxford
France--Boulogne-sur-Mer
Norway--Stavanger
Sudan
France
North Africa
Norway
England--Lancashire
England--Lincolnshire
England--Oxfordshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Two printed sheets
Identifier
An unambiguous reference to the resource within a given context
SChristianAL29160v10037-0001, ChristianAL29160v10037-0002
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
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
Tricia Marshall
Temporal Coverage
Temporal characteristics of the resource.
1939-09
1939-10
1940
1941-05-08
104 Squadron
105 Squadron
13 OTU
207 Squadron
218 Squadron
aircrew
Blenheim
Flying Training School
Halifax
navigator
Operational Training Unit
RAF Bicester
RAF Bircham Newton
RAF Debden
RAF Grantham
RAF Hendon
RAF Hornchurch
RAF Lossiemouth
RAF Netheravon
RAF Sealand
RAF Swanton Morley
RAF Upavon
RAF Upper Heyford
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2559/43584/SLambertBrownP19330417v10007.2.pdf
0bb2050b60b291b538babc1c2a62613e
Dublin Core
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Title
A name given to the resource
Lambert-Brown, Peter
P Lambert-Brown
Description
An account of the resource
12 items. The collection concerns Peter Lambert-Brown (b. 1933 Royal Navy). A collection of documents compiled for the Admiralty detailing the bombing of the Royal Navy Dockyards in Malta. The collection covers the siege of Malta and includes the various vessels and docks that were damaged, and the repairs that were undertaken carried out.
The collection was donated to the IBCC Digital Archive for digitisation by Jacqueline Sherman and catalogued by Benjamin Turner.
Date
A point or period of time associated with an event in the lifecycle of the resource
2023-05-12
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
LambertBrown, P
Dublin Core
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Title
A name given to the resource
Appendix V(a, b, c, d) Vessels Docked at Malta
Description
An account of the resource
A list detailing the different types of vessels that were docked at Malta between September 1939 and May 1945. Classes of ship are listed with the number of each vessel that was docked. Ships also refitted at the docks are recorded, by name and how long the refitting work took. Landing craft repairs and alterations are also recorded, with what work was done and how long it took.
Temporal Coverage
Temporal characteristics of the resource.
1939
1939-09
1940
1941
1942
1943
1944
1945
1945-05
Spatial Coverage
Spatial characteristics of the resource.
Malta
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 Navy
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
Four page typewritten report
Identifier
An unambiguous reference to the resource within a given context
SLambertBrownP19330417v10007
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2559/43603/SLambertBrownP19330417v10004.1.jpg
a55935b0db227b5754138aa25e3dd50d
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
Lambert-Brown, Peter
P Lambert-Brown
Description
An account of the resource
12 items. The collection concerns Peter Lambert-Brown (b. 1933 Royal Navy). A collection of documents compiled for the Admiralty detailing the bombing of the Royal Navy Dockyards in Malta. The collection covers the siege of Malta and includes the various vessels and docks that were damaged, and the repairs that were undertaken carried out.
The collection was donated to the IBCC Digital Archive for digitisation by Jacqueline Sherman and catalogued by Benjamin Turner.
Date
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2023-05-12
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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LambertBrown, P
Transcribed document
A resource consisting primarily of words for reading.
Transcription
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[underlined] APPENDIX II. [/underlined]
[underlined] COMMODORE SUPERINTENDENT, MALTA. [/underlined]
Submitted with reference to A. L. D. 13594/45 of 21.6.45 (1446).
2. The information required in the first part of paragraph 2 of the letter quoted regarding number of workpeople in as follows: -
[underlined] Sept. 1939 [/underlined]
Vote 8 8594
Others 2069
Total in Dockyard 10663
Women included in total 1
[indecipherable word] Not applicable to Malta
Lost to the forces 68
Serving abroad 361
[underlined] V.E. Day [/underlined]
Vote 8 11,260
Others 5,075
Total in Dockyard 16,335
Women included in total 392
Dilutees Not applicable to Malta
Lost to the forces 297
Serving abroad 449
CASHIER [underlined]
H.M. Dockyard, Malta.
30th August, 1945
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
Appendix II: Workmen
Description
An account of the resource
A report comparing the number of workers in Malta’s dockyard in September 1939 to V.E. day.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-08-30
Temporal Coverage
Temporal characteristics of the resource.
1939
1939-09
1945-05-08
1945-06-21
1945-08-30
Spatial Coverage
Spatial characteristics of the resource.
Malta
Coverage
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Royal Navy
Language
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eng
Type
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Text
Format
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Typewritten report
Contributor
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Benjamin Turner
Identifier
An unambiguous reference to the resource within a given context
SLambertBrownP19330417v10004
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.