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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/480/8363/ABrooksR151029.2.mp3
d0d059fc3e408586027f57552f30d5d2
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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Brooks, Edward
Edward Brooks
E Brooks
Publisher
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IBCC Digital Archive
Identifier
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Brooks, E
Description
An account of the resource
An oral history interview with Rita Brooks. Widow of Flight Lieutentant Edward Brooks DFC, DFM who flew operations with 12 and 460 Squadrons.
The collection has been licenced to the IBCC Digital Archive by Rita Brooks and catalogued by IBCC Digital Archive staff.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AS Right we’re in business. We’re ready to start. Ok, thank you.
RB Right. My late husband was Flight Lieutenant Edward Brooks DFC, DFM. Now Ted hadn’t meant to join the RAF. He’d already started work as an office boy in London and had joined the Home Guard, but he wanted to join the Army. So he went to the army recruiting office and all was going well, until with the innocence of youth, he stated that he wish to join the Oxford and Bucks, the regiment in which his uncle Company Sergeant Major Edward Brooks had been awarded the Victoria Cross in 1917. The recruiting sergeant looked up and said : ‘You can’t pick and choose sonny.” To which Ted replied : ‘Right, I’ll go and join the RAF.’ This he promptly did. His date of enlistment February 1941. But he was dismayed to learn that they were unable to take him immediately, but they gave him a lapel badge to indicate that he’d enlisted and that they would let him know. The months passed and although he must have been very busy, working during the day and Home Guard duties at night, he just wanted to be in the service, so after several months had elapsed he wrote to the Air Ministry [Shuffle of paper]. Two months later, two weeks later he was at Uxbridge. There followed the initial three months training course at Blackpool. There they were billeted in a former seaside boarding house. They had to surrender their ration books to the landlady and they were always hungry. Their meals were served in the dining room, but they soon realised that the Corporal in charge of the bul- billet had all his meals in the kitchen with the landlady, and was enjoying much better fare. On the day they all left, to register their dissatisfaction [turning of page] they nailed a kipper to the underside of the dining room table. Another memory of Blackpool was, before leaving they were lined up, sleeves rolled up and given multiple vaccinations. Then they were allowed to go home on leave before their next posting. Ted collapsed on arriving home and taken by ambulance to RAF Henley hospital, they lived nearby, where Vaccine Fever was diagnosed, and where he spent most of his leave. The chapter Ted contributed to “Lancaster At War Two” as wireless operator follows his training up to OTU where he said he met the RAAF. At some time during those previous months his mother, always concerned for her sons comfort, was worried that his regulations shirts were too rough. So she bought him officer’s shirts which she sent to him and which he wore on a night out to the local town. He was, however, picked up by the MPs and put on a charge for this offence. This was quickly followed by an individual posting to Northern Ireland to serve on a small anti-aircraft observation unit miles from anywhere. The isolation of this unit and the ever-present threat of the IRA made him sleep with his rifle alongside. They were a small group of young lads unused to cooking for themselves, so each one took their turn to be cook for the day buying meat and vegetables from the local farmers. Stew was the main meal of the day but Ted was horrified to see how it was being cooked. Meat and vegetables were thrown into a large saucepan, potatoes, carrots etc just as they had been lifted from the ground complete with the soil. Ted said that he’d do the cooking. Then to OTU at Litchfield where they crewed up. Five of the crew were Australian with the pilot being Murray Brown. I had the privilege of knowing Murray Brown and John Clarke, his 460 Squadron pilot in post war years when they visited the UK. The crew were posted to 12 Squadron at Wickenby, a satellite station of Binbrook. The Commanding Officer was Group Captain Huey Edwards, who was the CO of Binbrook [alarm sounding in background]. Many post war years later, Ted saw an article by Group Captain Basil Crummy[?] who said he was Wickenby’s first CO. Ted said he’s confirm the facts by writing to Sir Huey Edwards VC who kindly wrote at some length explaining that for a short while he was in charge of Binbrook, Wickenby and one other station, Basil Crummy taking over from him soon after. I realised a little while ago that these letters from Sir Huey should be in an appropriate archive, and I donated them to the RAAF Museum, Melbourne. And so Ted’s first com- tour commenced on 13th May 1943. The target being Bochum. The operation had to be abandoned after crossing the enemy coast due to an outer engine catching fire , and they had decided that would have to ditch but Murray went into a steep dive and mercifully the fire went out. When looking through their list of t- targets it illustrated Bomber Commands Battle of the Ruhr, known to the crews as Happy Valley. Also Peenemunde, Berlin, Cologne, Turin, Genoa and Hamburg. [Turning of paper]. Many years later in the 1950s we sailed along the River Elbe to Hamburg. As we reached our moorings Ted looked at the other bank where there was a large sign Blohm and Voss. Ted said that the shipyard had been their aiming point. Their tour finished with Stuttgart on 8th October 1943. After returning from Mannheim they were on their crew bus on their way from dispersal to the interrogation room when it collided with a petrol tanker which had broken down on the perimeter track. They were all pitched forward off their seats and were dazed for some seconds, Ted had been smoking at the time but when he came to he realised that it was still in his mouth but broken in half. They hadn’t realised, however, that a member of the crew had been pitched out they continued. Some considerable time later when he[stuttered] he they continued but some con - considerable time later [stutters] he appeared in the briefing room and amongst other things was asked for his escape rations. He said : ‘He couldn’t eat, he couldn’t as he’d had to eat them on the long trek back.’ On their leave on the 22nd of October 43, the crew made a BBC broadcast entitled : “Lancaster crew describes an operation.” I found in Ted’s papers a receipt from the BBC for three pound. Ted was then posted to Lindholme instructing. He said that one night in the mess Squadron Leader John Clarke came up to him and said that he was forming a crew to do a second tour, would Ted like to join him? ‘Yes,’ he said and so to his posting to Binbrook and 460 Squadron. The first operation there was the 22nd/23rd May on Dortmund and the last 16th September, Rhine which was the night of on [incomplete]. [Turning of page] The pattern of this tour was essentially supporting the invasion. On D-Day 5th/6th June 44, their target was the Normandy coastal bat- batteries in which over a thousand aircraft were involved. Their target being the battery St Martin de Varreville. The following night the important six way junction near, road junction near Bayeux and the Forest de Cereza. There followed oil plants, flying bomb sites culminating in their final operation 16th/17th September Arnhem. Bomber Commands main operations that night were in support of the following days landings. Several surrounding airfields were to be bombed 46- 460’s target was Rhine. However John Clarke’s crew was selected to remain behind after bombing Rhine [cough]. They were secretly briefed to carry out a low level reconnaissance over Arnhem, and told because of the importance [sneeze] of this assignment the radio equipment would be modified to take quartz crystals, so that the tuning would be spot on to transmit their observations. Just as Ted was about to enter the aircraft the Signals Officer drew up thrusting two small objects into his hands. ‘I don’t know how to use them,’ said Ted. ‘Neither do I,’ said he, ‘but you’ve plenty of time to find out.’ So ended his operational career. During this time, I’m not sure whether it was 12 or 460 Ted had been feeling very unwell during the day but they were told that would be taking two high ranking army officers on their night’s operations as they wished to observe the German anti-aircraft defences. During the flight Ted felt very sick but there was no suitable receptacle. He looked down and by his position he saw two upturned army caps, these he suitably filled and then despatched them down the flare shute. On landing the two chaps searched for their caps but they were told by the crew that very strange things happen at night. He always suffered from severe migraines in post war years, this he attributed to the fact that on one trip shrapnel had penetrated the fuselage and severed his oxygen tube. He didn’t tell his pilot at the time as he knew it’d been very dangerous to reduce height and did not do so until it was safe. However he said the pain in his head was just unimaginable. After Binbrook, I believe it was back to Lindholme, there they would take ground crews to see the destruction in Germany. On one separate occasion the flu had to [laugh] the crew had to fly to the Luftwaffe base on the Island of Sylt, purpose unknown. They dined in the mess with the German officers and I understand it was rather a tense situation. After time he flew to Brussels but burnt a tyre, burst a tyre on landing. They were there one month before a replacement tyre was obtained. He said that he had volunteered for Tiger Force and that he had crewed up. I believe that this was the plan for the RAF and USAF bombing campaign of Ger- of Japan. And I found confirmation of this in his 460 records. Finally, in summer 1946 he was demobbed at Swinderby. You will note that in the 12 Squadron crew list I didn’t named the mid-upper gummer gunner. This is because on July 28th/29th they were briefed for Cologne and during the outward flight he had collapsed very distressed and had to be physically restrained by other crew members. The operation had to be abandoned and they returned to base after dropping their bombs in the sea. [Sharp turn of page]. After that they had several replacement MUGs. He finally left the service in August 1945 from RAF Swinderby.
AS Thank you very much.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Rita Brooks
Creator
An entity primarily responsible for making the resource
Adam Sadler
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-29
Format
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00:14:54 audio recording
Type
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Sound
Identifier
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ABrooksR151029
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Language
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eng
Coverage
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
Second generation
Description
An account of the resource
Rita’s late husband was Flight Lieutenant Edward Brooks DFC, DFM. He was in the Home Guard before he enlisted with the Royal Air Force in February 1941, and sometime later went to RAF Uxbridge. Following his training at Blackpool the recruits were billeted in a former seaside boarding house. Whilst at Blackpool they had their vaccinations before going home on leave. On reaching home Ted collapsed and was diagnosed with vaccine fever and he spent most of his leave in RAF Kenley hospital.
Ted was trained as a wireless operator and was posted to Northern Ireland to serve on a small antiaircraft observation unit. Next he went to Operational Training Units at RAF Litchfield where they crewed up. His crew was posted to 12 Squadron at RAF Wickenby. Ted’s first tour commenced on 13 May 1943. The operation had to be cancelled due to an engine catching fire. The pilot managed to extinguish the fire by going into a steep dive. Targets included the Ruhr, Berlin, Peenemünde, Cologne, Turin, Genoa and Hamburg. On the 8 October 1943 the tour ended with an operation to Stuttgart. On their leave on 22 October 1943 the crew made a BBC broadcast entitled 'Lancaster crew describes an operation'. Ted was then posted to RAF Lindholme as an instructor but then joined a second crew and was posted to RAF Binbrook with 460 Squadron. On D-Day they supported the landings by bombing batteries. In August 1945 Ted finally left the service from RAF Swinderby.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Northern Ireland
France
Germany
England--Lincolnshire
England--London
England--Staffordshire
England--Yorkshire
Germany--Berlin
Germany--Cologne
Germany--Hamburg
Germany--Stuttgart
Italy--Genoa
Italy--Turin
England--Lancashire
England--Blackpool
Germany--Peenemünde
Italy
Great Britain
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-05-13
1943-10-22
1943-10-08
1945-08
1941-02
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
12 Squadron
460 Squadron
aircrew
bombing
Bombing of Peenemünde (17/18 August 1943)
Cook’s tour
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
Normandy campaign (6 June – 21 August 1944)
RAF Binbrook
RAF Kenley
RAF Lichfield
RAF Lindholme
RAF Uxbridge
RAF Wickenby
Tiger force
training
wireless operator
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/84/9673/MCluettAV120946-150515-11.1.pdf
c7a30c790abf30b50584dbe93107b383
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
Cluett, Albert Victor
Albert Victor Cluett
A V Cluett
Subject
The topic of the resource
World War (1939-1945)
Great Britain. Royal Air Force. Bomber Command
Description
An account of the resource
68 items. The collection concerns Leading Aircraftman Albert Victor Cluett (1209046, Royal Air Force). After training in 1941/42 as an armourer, he was posted to 50 Squadron at RAF Swinderby and then RAF Skellingthorpe. The collections consists his official Royal Air Force documents, armourer training notebooks, photographs of colleagues, aircraft and locations as well as propaganda items, books in German and Dutch and items of memorabilia.
The collection has been loaned to the IBCC Digital Archive for digitisation by Albert Victor Cluett's daughter Pat Brown and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-05-15
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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Cluett, AV
Publisher
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IBCC Digital Archive
Access Rights
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Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Underlined] 1209046 A.G.2. CLUETT. A.V. [/underlined]
ROYAL AIR FORCE.
Rough Notebook for use in Laboratories and Workshops.
[Page break]
BOMBS + COMPONENTS.
G.P. BOMBS. G.P. Bombs are used for general purposes against personal and materials they are fuzed at the nose and tail.
10-2-41
[Underlined] Old Type of G.P. Bombs. [/underlined]
These are in 3 weights 120lb – 250lb. and 500lb. MKS. I. II. III have a central tube from nose to tail.
[Underlined] New Type G.P. Bombs [/underlined]
The new type of G.P. bombs are in 3 weights 250lb. 500lb MK IV and 1,000lb G.P. MK I, these bombs have pockets at each end instead of the central tube. The 250lb. and 500lb have clip-on tail units, the 1,000lb bomb has a tail unit which is fixed my means of 4 bolts.
[Diagram in margin]
40lb. G.P. and 20 “F” Bomb.
The 20 “F” bomb is used against personal because it has a great fragmentation effect, it is with T.N.T., and fuzed in the nose only.
The 40lb. G.P. is similar to the 20lb. “F” but is larger, and is used for general purposes, and it is filled with [underlined] Amatol. [/underlined]
[Page break]
[Diagrams of Bombs with colour schemes, descriptions of markings and filling ratios]
[Page break]
[Underlined] Parachute Bombs. [/underlined]
A number of 20lb. “F” and 40lb. G.P. bombs have a parachute fitted in they tail unit. This increases the fragmentation effect by preventing the bomb from penetrating; this one has a special pistol fitted.
[Underlined] 20lb. H.E Old Type MK.I. [/underlined]
This is a old type of bomb which has a No16 pistol fitted in the nose.
[Underlined] High Explosive. [/underlined]
10.2.41 P.M. [Underlined] An Explosive. [/underlined] is a substance which on being rendered chemically unstable by heat, light or shock rapidly evolves a large quantity of gas with or without heat. Explosives are divided into 2 groups A. HE. And B L.E. The main differince is the rate of becoming unstable.
Detonation takes place with H. Explosive. (H.E.)
Explostion takes place with Low Explosive. (L.E.)
[Underlined] Initiation. [/underlined]
Fulminate of Mercury. Lead Azide.
Lead Styphnate. A.S.A. Mixture.
[Underlined] Intermediaries [/underlined]
C.E. Pure T.N.T. Dry Gun Cotton.
Main Fillings
T.NT. BARATOL. AMATOL. SHELLITE. AMATEX.
[Table of percentages and ratios for fillings]
[Page break]
Essential Requirements of a High Explosive.
1. To have a maximum shattering effect.
2. To be insensitive to shock or friction.
3. To be obtainable at high density.
4. To have sufficient ease of detonation.
5. To be stable in storage, safe to handle and transport.
6. To be free from re-action with its container.
7. To be cheap, easy and safe to manufacture.
8. To be free from exudation.
[Page break]
[Underlined] Low Explosives. [/underlined]
11.2.41. [Underlined] Propellants. [/underlined]
.Gun Powder. .Nitro Cellulose. N.C.Z.
Cordite. 2 Types. M.D and S.C.
[Underlined] Hardening and Temporing Steel. [/underlined]
The object of temporing is to reduce Brittleness of hardened steel, in order to mak it suitable for the purpose for which it is required. Unfortunately Brittleness can only be removed from a straight Carbon Steel at the expence of hardness. Temporing is a heating of hardened Carbon steel sufficiently to remove known amount of hardness, and there-fore brittleness. The temporing range is from 200°/c to 320°/c for carbon steel.
[Underlined] The Colour Metal [/underlined]
If a piece of clean steel is slowly heated it will [deleted] by [/deleted] be seen that a series of colours will appear in the following oder
1 Very Pale Yellow. 200°/c
2 Straw Yellow 240°/c
3 Brown Yellow 260°/c
4 Light Purple 276°/c
5 Dark Purple 290°/c
6 Dark Blue 296°/c
7 Light Blue 320°/c
[Page break]
Each colour represents a definate temperature thus a dead hard job quenched, at the required colour will result in a degree of tempor definitely known.
[Underlined] Process cold Chisel [/underlined] :- heat the cutting edge about 1 1/2“ back from the point a medium red heat, dip the point quickly to about 3/4” in c.c water holding it upright and keep a straight up and down motion whilst cooling, when the point is cold with-draw and polish with an abrasive and the heat [deleted] will [/deleted] remaining in the body of the chisel will begin to heat the cold point causing tempor colours to appear, when the desired colour (in this case Brown changes to Purple) appears cool of in cold clean water to avoid further temporing.
[Underlined] Treatment to Carbon Steel to Anille or Soften [/underlined]
Heat to a medium red, allow to cool of slowly by burying it in sand or lime, to [underlined] harden [/underlined] heat to cherry red and plunge into cold water to unomalize heat to a medium allow to cool freely in the air.
[Page break]
11.2.41 P.M. [Underlined] Tools [/underlined]
[Underlined] Scribbing Block. [/underlined] conts. 3 Main parts. {Block.) Pillar. (Scriber.)
[Underlined] Combination Set 0. 180
Conts Rule. The Square The Protractor Centre Square
[Diagrams]
[Underlined] Files [/underlined] in 5 Shapes.(H.S.E.)
[Diagrams showing File Shapes, annotated]
FLAT [underlined] HAND SAFE EDGE. [/underlined]
ROUND.
3 SQUARE
SQUARE
HALF ROUND.
ROUCH. 10”
BASTARD 10”
SECOND CUT 8”
SMOOTH.
DEAD. SMOOTH.
SINGLE CUT. DOUBLE CUT.
[Underlined] HACK SAW [/underlined] 2 TYPES ADJUSTABLE & FIXED.
[Underlined] CHISELS [/underlined] FLAT. CROSS-CUT. + DIAMOND.
[Underlined] HAMMERS [/underlined] BALL-PANE. CROSS-PANE. SQUARE-PANE.
[Diagrams]
[Underlined] SOFT HAMMERS. [/underlined] WOODEN MELLET. .LEAD. .COPPER. .RUBBER.
[Underlined] GUAGES FEELERS [/underlined] 2,000 to 15,000
[Underlined] CALIPERS [/underlined] [Diagrams] INTERNAL. (EX.) DIVIDERS.
[Underlined] PUNCHES. [/underlined] CENTRE. PIN. + COPPER FACED. DRIFTS.
[Underlined] 12” RULE [/underlined] 1/64”.
[Underlined] RATCHET SCREW DRIVER. [/underlined] + SHEARS.
[Page break]
No 16 NOSE PISTOL
20lb H.E. Mk.I
[Diagrams]
[Underlined] Safety Devices [/underlined]
1 [Underlined] Vane securing Wire [/underlined]
2. [Underlined] Shearing Wire [/underlined]
3. [Underlined] Striker Pellet Wheel [/underlined].
[Page break]
[Underlined] BOMB PISTOLS [/underlined]
[Table showing Pistols, Bomb Used In and Safety Devices]
Differences in the MKs. Of 28 Pistol.
[Underlined] Pistol 28 MK. I. The coil spring and striker [underlined] cannot [/underlined] be removed. MK II This pistol has a screw on portion at the end which [underlined] can be [/underlined] removed to enable you to remove the coil-spring and striker.
MK. III This is similar to the MK. II but it has a stronger [underlined] safety Fork [/underlined] this increases the sinsitivity.
[Page break]
[Diagrams of Bombs and Bomb Sections including colours, markings, fillings, screws and caps.]
[Page break]
12.2.41 [Underlined] Stick Attachment [/underlined]
This is fitted to the No. 27 nose pistol to increase the Fragmentation effect when the G.P. bob is dropped on water.
[Diagram of No 27 Nose Pistol in margin]
[Underlined] S.A.P. Bomb. [/underlined]
250. 500. MKs. I II III or IV. these bombs are fitted with a tail Fuze. No. 30. (1/10 SEC Delay.)
[Underlined] S.A.P. [/underlined] 250. 500 MK. V is fitted with a No. 47 [deleted] delod [/deleted] delonator and a No. 28 pistol; it has a clip-on tail unit.
[Underlined] 2,000 A.P. Bomb. [/underlined] This bomb is fitted with Shellite, (Some of these bombs will be filled with Amatol.) it is fitted with a No. 37 Fuze in the tail.
[Underlined] A.S. (ANTI SUBMARINE) Bombs. [/underlined]
[Deleted] 100, [/deleted] [Symbol] 250. 500 MK. I II III These bombs are fitted with a No. 32 Fuze in the nose end. A Ballistic cap is fitted to the nose end of the bomb to produce a flat nose bomb, this prevents the bomb from deviating from its path through the water.
[Page break]
[Underlined] BOMB TOOLS. [/UNDERLINED]
[Diagrams Of bomb tools]
[Page break]
[Underlined] A.S. Bomb. [/underlined] [deleted] 100. [/deleted] [Symbol] 250. 500 MK. IV [underlined] (LATEST) [/underlined]
This bomb is fitted with a detonator and a No. 30 pistol in the tail. It has a clip-on tail unit. The nose is flat shaped. This bomb is filled with [underlined] Batatol [/underlined]
[Underlined] Scatter Piece. [underlined]
These Pieces are fitted to the 20lb, “F” and 40lb G.P. bombs between the pistol and bomb body. This is to seperate the bombs over a greater area.
3” Piece for the 20lb “F” only
4” Piece for the 20lb “F” or 40lb. G.P.
5” Piece for the 40lb G.P. only.
1 Bomb in each compartment will be fitted with a disc.
[Underlined] Collet Bar. [/underlined] This bar is used for examining bomb pockets.
[Page break]
DETONATORS. OLD TYPE.
COLOUR DELAY
WHITE INST.
YELLOW 1 SEC.
GREEN 2.5 SECS.
BLUE 11-15 SECS.
DETONATORS. OLD TYPE. ALL THESE DETONATORS USED IN THE OLD G.Ps.
[Table of Colour codes and detonator types]
[Table of Detonator Holders, Types of Bomb Used In and Schemes]
[Diagrams of Detonators, including New Type]
[Page break]
13.2.41. [Underlined] Detonators (New Type) [/underlined]
No 36 or No. 43 detonators will be fitted in the nose of the 20 “F” and 40 G.P. 250lb . 500lb G.P. MK IV and 1,000lb G.P. MK. I
No. 35. No 44. and No. 45 these detonators will be fitted in the tail of the 250lb 500lb [inserted] MK.IV [/inserted] and 1,000 MK I according to the required.
[Underlined] Exploders. [/underlined]
NOSE. No 16 EXPLODER 12.1” 250lb – 500lb. MKs I II II. SCHEMES. ‘A’. and ‘B’.
TAIL. No 19 EXPLODER 7.39” 250LB. – 500LB. MKs I II III.
[Diagrams of Exploders]
[Table of Exploders and Marks of Bomb]
No 20 and No 21 filled with T.N.T.
No 22 has a centrail tube because of the C.E. nose & tail ‘C’.
[Page break]
[Diagrams of Fuses with Detonators and Exploders]
[Underlined] FUZEING SCHEMES A.B.C. [/underlined]
[Underlined] Precautions when Fuzing the Bomb [/underlined]
1. Nose and tail adapter threads must be clean and undamaged.
2. Nose and tail Pistol must be tested before insertion into the bomb.
3. When the bomb is fuzed it should be marked so.
[Page break]
14.2.41. [Underlined] A.P. A.S. S.A.P [/underlined] 20lb ‘F’ and 40 G.P. all exploders are already built in as they leave the factory.
[Underlined] Taxying Seal [/underlined] this is fitted to the No. 32 MK III Fuze, between the flange and the body of fuze; this is to prevent any ingress of moisture, and a special safety clip is fitted to keep joints tight.
[Underlined] Fuzes [/underlined]
15.2.41 No 37 Tail Fuze almost the same as the No. 30. The difference is that the No. 30 has a longer [underlined] arming [/underlined] rod which is jointed, so that it will rotate freely.
This Fuze is used in the 2,000lb. A.P
No. 32 Fuze in the nose of the A.S bomb.
Nose Fuze for testing. Clock-wise 10 times and then back.
Tail Fuze for testing. Anti-clockwise 10 times and then back.
No 32 MK III 60-1.
No. 32 MKs. I II 30-1.
[Underlined] Site Fuzing Precautions. [/underlined]
1. 75 yds. From any A/C ect.
2. Bombs should be Fuzed over soft ground.
3. Fuze the right number of bombs, (no more, no less.)
4. Do not Fuze bombs in the slip-stream of any A/C.
5. Bombs must not be Fuzed on or near any bomb stores.
[Page break]
11 1/2 lb. FLASH BOMB. OR SMOKE BOMB.
[Diagram of Flash Bomb]
No. 28 DET. BUSTER.
[Diagrams of Bomb Markings]
TWO CHEMICALS USED IN SMOKE BOMBS
TITANIUM TETRACHLORIDE
STANNIC CHLORIDE.
FLASH AND SMOKE BOMBS HAVE ALL WHITE BODIES.
Treatment of Drums.
Stannic Chloride and Tetrachloride on receipt in Unit, the plug is to be removed and threads cleaned with Carbon Tetrachloride. The threads are to be cleaned, then coated with a mixture of graphite and M.T oil. This should be carried out as quickly as possible to prevent moist air from entering the drum. Empty Drums are not to be washed out, but the Plugs as on receipt and screwed in to exclude air.
[Page break]
11 1/2 lb Practice Bombs.
15.2.41. P.M. Smoke or Flash.
[Underlined] Smoke bomb. [/underlined] Body [underlined] White [/underlined] 2 x 2 1/2” Green Bands on tail end of body.
[Underlined] Flash bomb [/underlined] Body [underlined] White. [/underlined] 1/2” Red Nose Band. 2 x 2 1/2” Black band on tail end of body.
[Underlined] Smoke bomb. [/underlined] filled with Titanium Tetrachloride. or Stannic Chloride.
[Underlined] Flash bomb. [/underlined] filled with Gun Powder and Magnesium turnings.
[Underlined] Practice [/underlined] bombs are used in this service so that actual bombing can be carried out on our own bombing ranges. The [underlined] Smoke [/underlined] bomb is used in the day-time and the [underlined] Flash [/underlined] bomb my night-time.
[Underlined] Safety Devices. [/underlined] Safety Pin. Safety Plunger and Spring.
The Nose of the Practice is made of Cast Iron and filled with Lead [deleted] to [/deleted] according to the weight of filling in the tail. The tail is made of sheet Tin.
[Underlined] Action [/underlined] when the bomb is released the spring loaded plunger disengages, alowing striker rod to brake shearing wire and strike No 28 Detonator Buster on impact.
[Page break]
[Table of Old Types of Bombs]
[Page break]
[Underlined] NEW. DETONATORS. [/underlined]
[Table of New Detonators showing No., Delay, Colour and Where Fitted]
[Page break]
4lb. INCENDIARY BOMB.
[Diagram of Incendiary bomb showing colours and fillings]
[Page break]
17.2.41. 4lb INCENDIARY BOMB.
The bombs come to the station packed 20 in a box 4 rows of 5s. 4 of the top row of 5 are MK.IE. or MK II. The MK.IE. or MK.II has an extra bright red band on the body, also the end of the tail unit is painted br. Red. This bomb has an explosive in the nose , which goes of in the first 5 mins.
The MK. I burns for 10 to 15 mins.
The safety devices are
1. Spring loaded plunger.
2. Creep spring
3. Brass furrule.
20 in a box.
3 BOXES in a container.
4 in 20 bombs are H.E.
[Page break]
25lb INCENDIARY BOMB. MK.I/A
[Diagram of Bomb showing paint scheme and internal contents]
[Page break]
18.2.41. 25lb. INCENDIARY BOMB.
Conts. 3 main parts. Nose, Container and tail.
Nose made of steel.
Container containing 7 fire-pots.
Tail unit of Aluminium.
On release from the carrier the wind acting on the paper discs blows out the parachute. The inertia rod is pulled up and ball-bearings are allowed to move clear. The inertia rod is pulled up and ball-bearings are allowed to move clear. The inertia rod comes to rest on the striker which acts as an additional weight which enables the striker to brake the shearing-wire. On impact the shearing wire is broken and the striker goes onto the cap which ignitits the igniting composition which light the Tail Blowing off charge which blows of the tail and starts the bomb going.
There is a 3 to 4 mins. delay between each fire-part, each f-part can fly about 300 feet, also each one gets thrown in a different direction.
If this bomb has to be used on a carrier a No.6 expansion lug is fitted to the bomb.
To load these bombs they go 4 in a compartment and there are 2 compartments in a container.
[Page break]
[Underlined] FUZES. [/underlined]
[Underlined] INSTANTANEOUS AND DELAY. [/underlined]
[Underlined] Instantaneous [/underlined] fuze is coloured Orange or yellow.
[Underlined] Delay Fuze [/underlined] is coloured Black.
[Underlined] Fuze Instantaneous. [/underlined] MK.IV conts. Of 3 strands of quickmatch in a tube of waterproof tape surrounded by twisted cotton in a gutta-percha tube bound by worsted tape.
The rate of burning is 90FT per SEC.
[Underlined] Fuze Delay [/underlined] No 15A. A train of powder protected in a somewhat similar manner to the Instantaneous MK.IV.
The rate of burning is 90 SECS. Per yard.
[Underlined] Fuze. Delay [/underlined] No. 17 MK.I A train of [underlined] special [/underlined] powder similarly protected.
Rate of burning 50 to 70 SECS. per yard.
Colour. White. This fuze is used only in the No21 Detonators.
[Page break]
MICROMETER.
4 Kinds.
1 Internal [deleted] 1” 2” 3” [/deleted]
3 External 1” 2” 3”
[Diagram of Micrometer with scales]
[Underlined] VERNIER CALLIPERS. 4”. [/underlined]
[Diagram of Vernier Callipers]
For internal measuring add .25 to total measurement.
[Page break]
19.2.41. [Underlined] BOMB CARRIERS. [/UNDERLINED]
[Underlined] Universal [/underlined] No 1. For 250lb.
[Underlined] Universal [/underlined] No. 2. For 500lb. (15” longer.)
[Light Series [/underlined] EM/LS. ‘A’ Type.
[Underlined] 2,000lb [/underlined] bomb Carrier
Universal carrier No.1. is made of Duralilium. On the main channel are two plate to strengthen it where the central Release is fixed. There are nose and tail fuze boxes on the carrier which are operated from the cockpit. The fuze setting control link is held in place by ajustment, in the fuze box, when the switch is on a rod comes across the F.S.C.L. so, when bomb is released the Pressure Plate stop is drawn out; and bomb falls alive. The EM.C. Release slip is operated by another switch. No2. 15” longer for fuzing No.32 Fuze on A.S Bombs, and for taking 500lb bombs.
[Underlined] Light Series [/underlined] EM/LS. ‘A’ same metal as UN. No1. Top plate with 4 holes segrated for strength. 4 Release Slips. 8 Spring loaded crutches.
[Page break]
[Diagrams of Bomb Carriers]
NOTE. A/C SUPPLY IS FROM A 12 VOLT ACCUMULATOR.
[Page break]
21.2.41. [Underlined] E.M/L.S. STORES CARRIED. [/underlined] (L.S Light Series]
4. 20lb H.Es. R.L.
4. 20lb “F”.s.
4. 40lb G.Ps.
4. 11 1/2 lb. PRACTICE. (SMOKE OR FLASH.)
4. SMOKE FLOATS. NAVIGATION.
4. 4.5” RECONNAISSANCE FLARES.
4. ALUMINIUM SEA MARKERS. MK.III.
4. 4” TRAINING FLARES.
3. SMOKE GENERATORS. No. 11.
1. SMOKE PUFF APPARATUS.
1. PHOTO-FLASH CONTAINER.
[Underlined] No1. UNIVERSAL EM/EF. STORES CARRIED [/underlined]
1. H.E. BOMB ANY TYPE FROM 100lbs. TO 250lbs.
1. WATER BALLAST CONTAINER.
1. SMALL BOMB CONTAINER.
1. SMOKE PUFF APPARATUS.
1 11 1/2 lb. PRACTICE BOMB. (FLASH OR SMOKE)
1. SUPPLIES DROPPING APPARATUS.
1. 250lb. SMOKE CURTAIN INSTALLATION.
1. RECONNAISSANCE FLARE. (ANY SIZE.)
[Page break]
[Underlined] No2. UNIVERSAL EM/EF. [/underlined]
[Underlined] STORES CARRIED [/underlined]
1. H.E. ANY TYPE FROM 100lbS TO 550lbs.
1. 500lb SMOKE CURTAIN INSTALLATION.
1. OF ANY STORES CARRIED ON No1 UNIVERSAL EM/EF. CARRIER.
[Underlined] Differences in Type of Release Units [/underlined]
Type. ‘A’. I II III. Used for light stores. (L.S.Carrier)
Type ‘B’ [symbol]
Type ‘C’. I II III To operate single hook release clip. (Universal Carriers.)
Type ‘D’ MK IV To operate [underlined] Wellington [/underlined] release clip.
Type ‘E’ ‘A’ Type unit without front crutch. (No A.1 Attachment)
No 1 unit is the nearest unit on the right side. (Starboard.)
[Underlined] Light Series [/underlined] carries 3MKS in Types ‘A’. ‘C’. ‘E”.
[Underlined] Wiring Positive. [/underlined] Red. Circuit never broken.
Negative. Blue. Circuit is looped.
[Page break]
SINGLE HOOK [underlined] MK III. V.A.D. [/underlined] RELEASE SLIP.
[Diagram of Single Hook Release Slip with different MKs]
[Table]
[Page break]
[Underlined] Release Slips. [/underlined]
The difference between MKs. I. II and III is projecting side plate, between MK. II + III is that the Axis Pin through Bomb Hook is flush (MK.II) with the Side Plate and the MK.III Axis Pin is raised and sealed with split-pin.
No 1 Carrier Bomb Release Slip single Hook Type.
MK.I Side Plates with Projection side plates at top end.
MK. II Projection removed and covered.
MK. III Projection removed and cut short. Axis Pin is raised and locked.
[Underlined] V.A.D. [/underlined] Indicates only 2 Leap Springs. Action control by leap spring, operating lever, packing piece, (brass) bomb hook stop, (Brass.) Safety catch (Brass), Tortion spring, Roller bearing, Release arm, and bomb hook with tail piece or horn.
[Underlined] Action. [/underlined]
When the operating lever is rotated, the [underlined] bent [/underlined] is disengaged from the safety catch, the tortion spring is compressed and the spacing rivet bears upon the top of the release arm; further rotation of the operating lever raises the release arm, and compresses the leap spring and lifts the roller bearing clear of the bomb hook. The weight of the bomb moves the B. hook which comes to rest on the B. Hook Stop.
[Page break]
NEW ‘B’ TYPE CRUTCH.
[Diagrams of ‘B’ Type Clutch]
[Page break]
To Test Bomb Hook Release.
1. Ensure that when the operating lever is raised to the fullest extent, the roller bearing clears the tail of the bomb hook.
2 Ensure sufficient clearance between bomb hook and retaining lug.
3. Ensure that torsion spring keeps the bent of the operating lever engaged with the safety catch.
4 Ensure when release slip is on to the carrier frame that the bomb hook rotates freely.
[Symbol] 5 Ensure there is a clearance between tail of bomb hook and safety catch is over 15 thou. (using feelers).
[Underlined] Carriers. cont. [/underlined] UNIV. No.1 + 2.
22.2.41 Has. “B” Type strengthening crutch. ‘A’. ‘B’. ‘C’. positions, fixed only to the rear of the carrier, (‘C’ is to stow-away.)
‘A’ all bombs of 500lbs and all containers.
‘B’ all bombs below 500lbs.
‘C’ MK. I. S.B.C.
No 1. And 2 Universal Cs are fitted with 3 and 3A. adaptor for Practice bombs. Front one adjustable; rear one fixed, Suspension by Lug Chair holds the centre of bomb.
UN CARRIERS. MK 3 ALL STEEL. -250 – 500.
[Page break]
[Diagram of Universal Carrier]
[Page break]
[Underlined] L.S. TYPE ‘A’ UNIT [/underlined]
Oiled by felt washers to prevent oil dripping into unit. Type ‘A’ unit has bomb hook attached not seperate as on type ‘C’ Un.
[Table of Stores and Attachments]
[Page break]
[Diagrams of Bomb Carriers]
[Page break]
24.2.41 L.S./EM.
Fitting the LS/EM carrier to Universal attachments.
Stores required:- a L.S./EM. With auto [inserted] 2 Plug [/inserted] selector box; fitted and a L.S adaptor frame;
Procedure.
1. Remove bracing members from Carriers Eye Bolts.
2. Remove the five Pin Plug from aircraft supply.
3. and remove universal Carrier, then bolt into place L.S adaptor frame, attach bracing members form craft to eye bolts of frame then bolt into place L.S. Carrier and plug threw carrier into supply of the aircraft.
[Underlined] Type ‘A’ 3 Unit for L/S carrier [/underlined] (with auto selector) 2 Plug.
[Underlined] Action, [/underlined] when the pilot presses the firing switch the current flows to the E.M. unit and energises the magnet; the safety magnet Armature, disengaging the bent from the toe of release arm is drawn down by the release [deleted] arm [/deleted] magnet disengaging the bent from the nose of the release lever, the trigger spring rotates the trigger the nose of which being engaged with the bent of the release lever rotates the lever and breaks the [underlined] circuit [/underlined], the tail of the trigger moves away from the face of the bomb hook and the weight of the bomb rotates the hook, when the bomb is clear the hook is reposititioned by its own spring. Oder of firing auto switch 1ST. 1. 2ND. 4. 3RD 3. 4TH 2.
[Page break]
INSPECTIONS ON CARRIERS.
‘A’ (DAILY NO BOMBING) SECURITY – CORROSION – DAMAGE – FUITONING TEST EVERY 6 DAYS.
‘B’ BEFORE BOMBING, (NORMAL D1) FORM 700 SEE ELECTRICIAN HAS SIGNED – DAMAGE DISTORTION – SECURITY. [Underlined] TEST RELEASE SLIP [/underlined] FUNCTIONING TEST – LOAD BOMB – LIGHT TEST. REMOVE SAFETY DEVICES.
‘C’ (HANG UP) BOMB AIMES REPORT – ELECTRICANS – ARM – OFFICER.
‘D’ (BETWEEN FLIGHTS) C OR B INSP.
‘E’ (END OF DAYS BOMBING) (‘C’ INSP IF H.P) CLEAN OIL CARRIER – LOOK FOR DAMAGE – LEAVE UNIT UNCORKED
‘F’ MINOR INSPECTION 50 HR. TAKE RACK TO ARMOURY STRIP – CLEAN – ASSEMBLE. CARRY OUT TESTS.
‘G’ 120 HR MAJOR INSP
‘H’ CARRIER INTO STORIES LABLE ATTACHED – FUNCTION TEST EVERY 28 DAYS.
[Page break]
Small Bomb Container (S.B.C) MK.I. + IA.
25.2.41. MK. I. cannot be used on a catapulted A/C.
MK. I.A. can be used on a catapulted A/C. (much stronger than MK I).
The auto selector switch box tells the front of the carrier. Only 3 EM units on carrier, No. 1 is blank, so always set auto box at No. 2, the order of firing is No 2 Rear. No 3 Front. No 4 Centre.
[Table of Stores, Carried and Position on Rail]
P marked on EM. UNIT means all units fired at the same time.
[Page break]
4” TRAINING FLARE.
[Diagrams of 4” Training Flare Internal and External]
26.2.41. [Underlined] Pyrotechnics [/underlined]
[Underlined] Flare A/C Reconnaissance, 4” Training. [/underlined] This flare is so designed that the case remains suspended on the parachute instead of dropping to earth; and is therefor safe to release over any area.
Carrier Arrangements. L.S/E.M.
1. Engage suspension lug with release slip and ajust crutches tightly enough to steady it.
2. Remove free end of stantic cord from canvas pocket and tie to rear crutch, putting loose cord back in pocket.
Launching from Tube
1. The suspension band must be removed before stowing in A/C.
[Symbol] [Deleted] 2. Remove safety Pin. {Only when used in tube) [/deleted] [Symbol]
3. Place flare in tube upside-down. (Do not remove safety Pin)
4. Make fast loop, and free end of static cord to eye-bolt on A/C.
[Underlined] Action. [/underlined]
On release the cord is pulled out of pocket, after 5FT of fall flaps and parachute emerges, after another 20FT of fall the breaking cord snaps; parachute opens and flare falls free. Pull percussion unit operates and ignits flare. Fuzible alloy disc melts and candle burns. This flare burns for about 3 1/4 mins; also it should not be used or dropped below 2,500FT. Rate of fall 500FT PER.MIN.
[Page break]
SMOKE FLOAT A/C NAVIGATION GROUP XI
[Diagrams of Smoke Floats]
[Diagram of Aluminium Sea Markers and container]
ALUMINIUN SEA MARKERS.
[Page break]
[Underlined] Smoke Float A/C. Navigation MK. II. [/underlined]
Method of igniting is percussion. No. 23 Tail Pistol. White smoke for 6 MINS.
[Underlined] Fuzing [/underlined] remove tail plug and insert NO.23 tail Pistol. (5/16 SPANER.)
[[Underlined] Action [/underlined] on release from a/c the No £ [inserted] MK I [/inserted] attachment is pulled clear, the vanes rotate and fall of leaving the stricker pellet held by creep-spring, on impact with the water the stricker pellet over comes the spring and strikes the cartridge base (.410) this ignites a small flash charge; the flash from .410 goes down the copper tube and ignites the pellet, this ignites the quick match, unpressed and pressed priming compo. which ignites the candle; the smoke which is generated forces off the zinc disc at the top of the emission tube, and white smoke is emited for about 6 MINS.
MK II has a (delay) fuze instead of copper tube [symbol] ob.
[Underlined] No 3 MK I. (RED SMOKE 40 SECS.) IN DINGHIES – COLOUR GREEN + YELLOW. (8 SECS DELAY)
[Underlined] Aluminium Sea Markers.
MKs. [inserted] U/S [/inserted] [underlined] IV [/underlined] + V used; MKs. [deleted] II [/deleted] + III [deleted] job [/deleted] MK. I [symbol]
These markers are used on the sea; the contence floats on the water in a round patch and this is used for bombing and gunning practice. When a marker is dropped it hits the water nose first; the water pressure breaks the disc and thread, also forcing rubber bag onto cutters and through end of marker; the marker body sinks, leaving the powder on the water as target.
[Page break]
[Diagrams of Photoflash Apparatus]
[Diagrams of Smoke Puff Apparatus]
USED ON UN. CARRIERS.
WHEN ON CARRIER WIRE BOMB (SAFE)
[Diagram of Water Ballast Container]
[Page break]
28.2.41. [Underlined] Signalling Photo-flash Apparatus. [/underlined]
[Underlined] Photo-flash Apparatus [/underlined] :- for practice bombing; used on light B.C, wood base, surrounded by plate tin, 4 lamp sockets in 4 compartments bulbs used are filled with magnesium foil. White colour bulbs are used by day and red by night.
[Underlined] Smoke Puff Apparatus [/underlined] :- used for finding wind speed and direction, made up of mild steel, carried on L.S. Carrier and Universal Carriers. 4 brass cannisters for smoke compo. (4 No. 26 Electric fuzes) fitted with Stannic Chloride. [Underlined] Preparation of Apparatus [/underlined] unscrew the four cannisters and unions, remove collar, place big disc, then fill 9/10 full with Stannic Chloride, (1/10 for air and liquid expansion; ) replace small lead disc, screw on union, place in No.26 E. fuze pass leads through frame, and connect to spring terminals, screw on cannisters to beam, lock together with wire, and place lug ready for type of carrier being used.
[Page break]
[Diagram of 3” Signal Mortar MK.I]
3” SIGNAL MORTAR MK. I
1. Barrel.
2. Stand.
3. Bracket + Pully.
4 Firing Lanyard.
5 Vent bit.
6 Sponges + Rammers.
7 Wire Brush.
[Page break]
28.2.41. [Underlined] (Fired Mortar) [/underlined] [Underlined] 3” Signal Mortar [/underlined] MK.I. Barrel with Vent, stand and pulley, firing lanyard, rammers and sponges, wire brush, vent bit. The signal or projectile charge is orange or yellow to the hight of 1,000ft. when the mortar is fired at 80°/Des. the flame lights up shortly after leaving the muzzle, burns to it trajectory and part of the way down, (12 SECS in all). The charge is 1,700 grains in a muslin bag. [Underlined] Preparation [/underlined] go to stand and insert barrel securing it with pin, withdraw and refix pulley after passing lanyard through, then dry barrel with sponge, rinse out vent with vent bit; [underlined] Loading [/underlined] put Gun powder charge down barrel press carefully with rammer, lower projectile charge primed end down no forcing, insert friction tube, run-out lanyard, then attach C.hook in eye of friction tube, then ready for firing. [Underlined] Precautions [/underlined] the friction tube must not be inserted untill both charges are loaded, keep head and body well clear during loading, all personel keep well behind primer; full length of lanyard must be used; after fired used vent bit to clean vent; clean out barrel first with wet and then dry sponges holding thumb over vent hole. [Underlined] Misfire [/underlined] first time wait 1 MIN. second time 1MIN. third time 30 MINS, leaving mortar under guard. Make record of rounds fired, after 200 rounds apply for A.I.D. examination, never fire more than 250 rounds from one mortar untill A.I.Ds. consent.
[Page break]
[Diagram of Type ‘A’ Bomb Distributor]
[Underlined] AP 1095 [/underlined]
NEW DISTRIBUTOR MK IV AS ON ALL MODEAR A/C LANC. WIMP. ECT.
.5 - .04 SEC.
[Page break]
29.2.40. TWIN B. CARRIER [Underlined] Bomb Distributers [/underlined] TYPE A. MK. IV To test circuits, put tumbler switch to test, move comb arm down, lock mortar with locking nut, put release arm down, switch on each bomb in turn (8 switches)
[Underlined] 3.4.41. [/underlined] [Underlined] To release bombs singly or in Salvo. [/underlined] move comb arm down, lock mortar, put tumbler switch to release, switch on selected, bomb or bombs, release instantaneously by depressing release arm, ([underlined] Auto release [/underlined] put tumbler switch to test) X
[Underlined] Signal Cartridges [/underlined]
Types/ Single star 3. / Change star 2 / Double star 6 / Smoke Puff Illuminating. 2 /
[Underlined] Action [/underlined] when percussion cap is struck, the flash ignites powder charge, the gasses formed drives out star also igniting the quickmatch or priming compo, which in turn ingites the star. [Underlined] Single and Change stars [/underlined] are identified by colour bands, [underlined] double star [/underlined] by triangles, [underlined] smok puff [/underlined] by smoke mark, cartridge illuminating by larger size. All cartridges ignites 1 SECS. after firing, except [underlined] smoke puff [/underlined] which is 1 1/2 SECS. owing to delay fuze in [deleted] funnel [/deleted] bush. Single and Double burns for 10 SECS. Change star for 3 and 8 SECS. (11 in all)
[Underlined] Signal Rocket [/underlined] 1lb. MK. III remove wood plugs, attach stick and lock, then place in pipe or tube, light portfire and apply to end of rocket, stand clear and up-wind.
[Underlined] Action [/underlined] the flame from portfire ignites the powder in vent which ignites rocket compo, the gasses generated escapes at high velocity through vent, this action drives rocket up when compo. is burnt out the flame is carried on to the gun-powder which ignites and expells the 28 white stars (at 800 FT) burning for 5 secs. (ground to air.)
Dublin Core
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Title
A name given to the resource
Albert Cluett's armourers training notes
Form 714
Description
An account of the resource
Note include diagrams on different types of bombs, explosives, fuses and pistols, detonators, tools, precautions, bomb carriage and release mechanisms and pyrotechnics.
Creator
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Albert Victor Cluett
Format
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One illustrated notebook
Language
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eng
Type
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Text
Text. Training material
Identifier
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MCluettAV120946-150515-11
Coverage
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Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-02
Temporal Coverage
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1941-02
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Anne-Marie Watson
ground personnel
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/708/10106/ABerrieD161031.1.mp3
9ca35d7198f5ebebcfee1fba69629f9f
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
Berrie, David
D Berrie
Description
An account of the resource
An oral history interview with Warrant Officer David Berrie (b. 1922, 1368457 Royal Air Force). He flew operations as a wireless operator / air gunner with 576 and 300 Squadrons and Coastal Command.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2016-10-31
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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Berrie, D
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
BB: Ok, here we are. Right, so, if you would just like to speak into that, from the very first day you thought you were gonna join the Royal Air Force right away, just, no just, just, it’ll, you can just leave it like that
DB: Oh yes. You’ve ever seen, that’s a piece of the aircraft, my own aircraft shot down
BB: A bit of Lancaster, oh
DB: Just the last four or five years
BB: [unclear] a bit of paint on it. I’ll have a look at that later. So, if you’d just like to speak into the microphone [unclear] and I’ll make the notes the things to ask you later, thank you
DB: Just want sort of detailed from when I went to Bomber Command
BB: Yeah. No, when you joined up, how you joined up, did you go, were you enlisted or did you volunteered, from the day you said I’m gonna join the RAF, that will be fine, thank you.
DB: I just, [unclear] understand, I’m very deaf, even with the
BB: If you want to put it on your lap there
DB: [unclear] even with the hearing aid [unclear]
BB: Well, I’ll talk to you when
DB: I’ll give my rank and then
BB: Yes
DB: David Berrie
BB: Don’t worry
DB: David Berrie, [file missing], Stirling [file missing]. I joined the Air Force in February 1941 and I joined up, enlisted then I went to Blackpool for training as a wireless operator. From there went on to Compton Bassett in Wiltshire for [unclear] training
BB: So, Blackpool was the
DB: Initial Training Unit
BB: ITU and you were there, you were taught all the basic stuff, you were given your uniform, given all your injections, and marching, parading, and all that, and how long did that last for?
DB: Well, I think the
BB: A month, something like that?
DB: I think there were six weeks [unclear]
BB: Six weeks, ok. And then you obviously managed to pass that and [unclear] all your problems, then they sent you off to Compton Bassett
DB: For about three months
BB: Three months, now, was that at them, was that an OTU?
DB: No
BB: No, that was your training for
DB: And then, from there I went to Aberdeen, [unclear] Aberdeen, which was an operational station
BB: Right.
DB: At Coastal Command.
BB: Right.
DB: Served as a wireless operator there, quite often on the main frequencies [unclear] squadron
BB: How long did you spend in [unclear]?
DB: Went from September I think till about March, that was six months.
BB: That was what, 194
DB: ‘41
BB: ’41, ok.
DB: And as I went from there, I was posted to Ireland, Northern Ireland, again as a radio operator, wireless operator
BB: Was that Ballykelly?
DB: No, wasn’t [unclear],
BB: Alright, alright.
DB: It was more or less like
BB: A signal’s
DB: Yeah, a signal
BB: Ok
DB: For picking up
BB: Yeah, I understand, so you were there [unclear]
DB: I was there possibly three months, can’t really remember cause I moved [unclear] a bit, was country areas
BB: Right
DB: We lived in old farmhouses, some had a Nissan hut with a sentry come near observatory, you know, observer corps type of thing, and that was there and then called up for aircrew, I got sent to the Isle of Man, Jurby on the Isle of Man.
BB: Right, you were called up rather than volunteer.
DB: Well, I volunteered.
BB: Volunteered, then you were called up, ok. And you went to RAF Jurby. Right. How long were you at Jurby for?
DB: I did the air gunnery course, got my brevy there at Jurby.
BB: Right.
DB: And then, from there I was posted to Pwllheli Penrhos in North Wales, which was only a very short period because we, there were no runways
BB: No
DB: And so we moved over to the aerodrome at Llandudno, [unclear] end of the [unclear] straights and spent a long time in training command, quite some time, which involved flying two day tours, one day and one the next alternatively a week about and then
BB: In Ansons?
DB: Pardon?
BB: Ansons? Avro Ansons?
DB: Pardon?
BB: What were you flying, what aircraft were you flying?
DB: Ansons.
BB: Ansons. Flying classroom.
DB: And quite reliable, they were very reliable.
BB: Yes,I mean, they were the main stay of Coastal Command for a long time
DB: We were flying two-day tours, one day and then one the next, one was seven till ten and then other one took off at ten and was, and they did a three, that’s all but just as [unclear] stay in the air
BB: Wireless operators and air gunners and navigators
DB: And then we were instructing wireless, we were instructing trainee wireless operators and the pilot was instructing a navigator,
BB: Ok.
DB: So we were both known as start pilots and start wireless operators.
BB: Ok, thank you, And then you must at some phase
DB: Yeah.
BB: Yeah.
DB: All of a sudden we got, it was a peculiar thing because they did a trawl looking for wireless operators, they were willing to train up as navigators quickly, flying Mosquitos
BB: Right, ok.
DB: And then all of a sudden, I was cancelled and I got sent to [unclear] became, it was [unclear] and then it changed it I think because it was too close to High [unclear]
BB: Right
DB: And then there was a sort of episode where somebody committed suicide
BB: Oh dear
DB: And it happened to be named [unclear] so it was a Canadian crew or something and everything went well cause the pilot decided to raise a question [unclear] and of course the Canadian government held onto but when they notified the relatives in Canada, they were very, very annoyed that these people volunteered, come all the way here and got killed and somebody committed suicide and they blamed us we should have picked that up. While the officers [unclear], so then we did OTU and normally we
BB: So, this suicide, this guy was flying an aircraft with people in it when he decided just to crash it or something
DB: Pardon?
BB: This suicide
DB: Well
BB: There was more people killed
DB: There was
BB: [unclear] aircraft
DB: He crashed the whole aircraft
BB: Alright, that’s what I was saying
DB: Near Shrewsbury
BB: Oh, ok. So, it was [unclear] an Anson.
DB: I think he tried to put it into the [unclear]
BB: Oh
DB: Which was a well-known landmark
BB: Ok. Dear, dear. Anyway, after that, what happened?
DB: Well, we were then to OTU, we went to conversion unit, heavy conversion unit at Sandtoft and of course Sandtoft near Scunthorpe, [unclear] Doncaster.
BB: Yeah.
DB: [unclear] we clashed twice in twenty-four hours
BB: So, you went from the Anson to the OTU
DB: Yes
BB: Where it was Wellingtons, the flying [unclear]?
DB: Yes
BB: [unclear]
DB: The OTU was peplow
BB: Yeah, but what was the aircraft?
DB: Wellingtons
BB: Wellingtons and then you graduated from Wellingtons, went to the heavy conversion unit, where you went on to Stirlings, and Halifaxes and Lancasters
DB: [unclear]. The other thing I [unclear] going to the conversion unit because of the accommodation difficulties, we [unclear] four or five aerodromes in a few weeks
BB:
DB: Lindum, Hemswell, [unclear], there was a [unclear] officer, there was quite a lot of [unclear] actually sat on the Sandtorft [unclear] Christmas 34, 43 [unclear]
BB: Right.
DB: And then well, as I say, that was conversion on the Halifaxes
BB: Halifaxes
DB: Up to the heavy conversion unit, and then we went to Hemswell, back to Hemswell for conversion to Lancasters
BB: They called the Lancaster finishing school. Right, so, when the time you got to the Lancasters, it would have been sort of Mid ’43 or something like that?
DB: [unclear] when we were finished, I think we went to the squadron, about 576 Squadron about May sometime in ‘44
BB: That was 576
DB: No, 576 was at Elsham Wolds, of course, and then we got transferred to the Polish squadron
BB: Three hundred, so how long, how many, so when did you start flying your ops then? Your operational?
DB: Just, I think at the end of May, in May sometime
BB: Yeah, yeah.
DB: Cause the first one was to Dortmund [laughs]
BB: Yes, ok, and how many ops did you do with 576? Roughly, roughly?
DB: I would say about six or seven
BB: Ok. And then got transferred to the Polish squadron. And were they flying, what were the Poles flying?
DB: They’d been flying Wellingtons up to then when they went onto Lancasters they wanted to bomb Berlin, this was a [unclear] but when they went on Lancasters all of a sudden their losses went from a hundred [unclear] to quite [unclear] and the morale had dropped
BB: Dropped, yeah.
DB: After they told us privately but
BB: So you had to go and try to get it sorted out [unclear]
DB: So they both, we were the first two crews that went there and then they built it up the full flight
BB: Right. And built it up
DB: But when I was up to Sandtoft, well, I understand later that it was known as Planktoft
BB: Planktoft
DB: Because it had so many crashes, but we crashed twice in twenty-four hours, once in take-off and once in landing.
BB: Gosh!
DB: In twenty-four hours and that’s when I broke my knee
BB: was damaged
DB: Because [unclear]
BB: I’ve talked to other veterans, both within Fighter Command and Bomber Command, who worked with the Poles, mainly in Fighter Command, cause when I was in the RAF reserve, I was in RAF Northolt, which was a big Polish base and they found them unruly on the ground, sometimes lacking discipline but in the air very focused, get the job done, kill Germans, [unclear], that was it.
DB: Well we
BB: How did you find them?
DB: We do trouble with them now but biggest was the language difficulty cause they had a problem the first time we went to the cinema because when they coming out, we used God save the King, but what we didn’t realise was that immediately followed was the Polish national anthem and of course we, on our way walking out, of course that was a major crime to the Pole
BB: Of course
DB: And of course we got lined up the next day and we just said, well, we didn’t know what that was so they had to be taught the Polish national anthem apart from orders were all in Polish
BB: Yes, yes
DB: So, we had to learn all
BB: Sure [unclear] Polish
DB: [unclear] and all that sort of thing
BB: Of course, they’d have their own Polish NCOs and everything, yeah.
DB: But I mean, the groundcrews [unclear] were terrific and some things were more, I would say more thorough than even our own squadron because some of the staff, they were still doing, was a lot about [unclear] wireless operators swinging the loop, while you never did that on a British squadron [unclear] I think, when things were a bit more antiquated, I would say
BB: Right. Ok, so you find yourself going all through that, now, tell me something about the crewing up process at
DB: Well, we crewed up at Peplow OTU, that was a normal place
BB: Yes
DB: And all that was [unclear] a big hangar, I mean, I see this, had a big room, whatever it was, and you were just taught to crew up yourself this big [unclear] and well we started off, my bomb aimer and I, who were close along, we sort of lined up together, and then we saw the pilot and somebody recommended up to us so that was that and then we just build up from that
BB: Yes
DB: The first the mid upper gunner was [unclear] he could recommend and he told us about his [unclear], he came out top on our course so that was a good thing and the navigator, he was the last and the engineer wasn’t too bad because he heard my scorched voice so he was quite happy to join the crew there
BB: Yeah, could you, correct me if I am wrong, but the mid upper gunner and the flight engineer, you said joined the crew at the heavy conversion unit
DB: No, they joined then there at the OTU
BB: Did they?
DB: The whole lot
BB: Because in the earlier part of the war, they, when the flight engineer [unclear] came in because of the heavies, they used to meet them at the heavy conversion unit
DB: Well
BB: [unclear] obviously streamline by then
DB: Of course, the engineer was flying alongside the pilot
BB: Yeah
DB: Wellingtons so the other thing, there was two gunners and only one turret
BB: Right
DB: So they had to do
BB: Yeah [unclear]
DB: Well, circuits and bumps, things like that
BB: Yes, yes
DB: But
BB: And so, your time at the heavy conversion unit was how long, roughly?
DB: Roughly, was six weeks
BB: Six weeks, ok.
DB: More or less, was circuits and bumps
BB: Yeah. Did you do, did you do any sorties?
DB: [unclear]
BB: Sometimes they’d take you on a soft target over France [unclear]
DB: Finishing, finished the OUT you did a sortie [unclear], ours was to Paris and dropping leaflets
BB: Yeah.
DB: Still, that was from Wellingtons still at OTU.
BB: But it gave you the experience and all of that, [unclear] as a crew under operational conditions. Ok, so converted to the Lancaster at the HCU and with your new crew, part of your new crew and then off to 576 Squadron
DB: We went from OTU to heavy conversion unit and then ended up at 576 Squadron at Elsham Wolds
BB: 576, yeah. And how did you find that?
DB: Oh, well, I liked 576 Squadron, we were very sorry to leave it but they’d just been selecting crews sort of semi-experienced I would say that they wanted experienced crews but then went up too many operations then
BB: I understand
DB: Which makes sense, there was nobody very happy about but we were, there was two crews here, we were the first, who weren’t too bad, but Polish food didn’t agree with us to start with
BB: No
DB: [unclear] Got sorted out and it was, I think everything we got [unclear] every day, I think, a toast and cheese and the Polish soup was fat and [unclear], you know that?
BB: Yes, yes, yes
DB: [unclear] fat, so that didn’t suit us at all but fortunate enough to send black cookery [unclear] and she was asking [unclear] so when I got cheese very quickly [unclear] and a soup [unclear] was sick but apart from that, I mean, we got on very well with the groundcrew, had a good groundcrew
BB: Yeah?
DB: [unclear] Another thing, [unclear] revolver practice every week, you never heard that, I mean, you could carry a revolver if you wanted but usually the only one who did it was the pilot usually but [unclear] up to do it yourself, he wasn’t forced
BB: No
DB: But I never carried one because I wouldn’t have shot a civilian anyway so what was a point? But no I thought it was quite, 576 was a happy atmosphere and then you knew, there were two squadrons which made [unclear] quite busy of course and then we were nicely set [unclear] between Scunthorpe and Grimsby cause there [unclear] went there so that was
BB: Weekend
DB: I mean, the station was a bit away from the airfield but [unclear]
BB: Did you have a normal aircrew bike?
DB: Pardon?
BB: Did you have the bikes to go from the domestic site to the airfield?
US: Bikes, bicycles.
DB: Oh no, no. [laughs] One bicycle was the Polish one, Polish squadron and that was quite handy.
BB: Yes, cause some of these domestic sites were quite away from the
DB: Yes
BB: From the airfield
DB: One was quite good, Elsham Wolds was very far from the airfield to the mess so they got sleeping accommodation, cause something too close to the hangar because running up the engines during the night was something difficult to get sleeping
BB: Yes [unclear]
DB: But, apart from that
BB: Yes
DB: But a good, had a very good CO to 576 Squadron, Tubby Clayton, his father [unclear] in the First World War
BB: Alright.
DB: Now
BB: That at 576
DB: Yeah.
BB: Right, ok. And how did you find, did you like the Lancaster? Did you like flying the Lancaster?
DB: No.
BB: Lovely airplane, I’m told.
DB: How did I find the Lancaster?
BB: Yeah, the Lancaster.
DB: Oh, a fantastic aircraft, oh, I mean, we had a sort of demonstration think of [unclear] De Havilland, we didn’t normally fly in them but it was fantastic, I mean, flying on one engine, turning over, stuff like that, the only thing was the one engine, when [unclear] damaged one engine, you had to turn into
BB: Yes
DB: You turned, you couldn’t turn the other three engines
BB: No, no.
DB: But it was a terrific aircraft, much better than the Halifax, the Halifax was, well, [unclear] anyway, in fact it never seemed to be [unclear] for some reason, the engines didn’t [unclear], Hendley’s engines made all the difference but
BB: The good old [unclear] with the Merlins, fine
DB: It was a terrible aircraft the Halifax for swinging and take-off and landing
BB: Yes, I heard that from other veterans, yes
DB:
BB: Yes, must have been quite frightening and coming back to OTU, some of the veterans I’ve talked to said there was an awful lot of crashes at the Heavy Conversion Unit, they were on and they lost a few crews, did you, was that a true statement, as far as you’re concerned?
DB: I think so, Sandtoft I think had a bad, a very bad reputation to us, we had, well I said, landing and take-off but it wasn’t from a great height and that was engines [unclear] sometimes from the [unclear] down I think but the engines were clapped out, the aircraft were clapped out
BB: So at the HCU they
DB: I mean the aircrews, the groundcrews must have been breaking their heart trying to keep them going, but as I said, while we drove off to aircraft, our pilot [laughs] and he ended up flying civilian aircraft for Aer Lingus when from the very time they started cause he, after the prisoner of war, he stayed in and funny enough he was made an instructor which didn’t
BB: Ok, so, how many ops did you do before you were shot down?
DB: I
BB: Roughly
DB: I am a bit confused there because I reckon, we’d done about twenty-one, but I don’t think officially we had done because I hadn’t my logbook
BB: No, no, no, but you were an experienced crew, you got over the five trip [unclear] and then gone onto others, now, what shot you down, was it flak or was it night fighter?
DB: Night fighter, a BFF, a UbF110.
BB: Ok. Right, and where was that? Roughly? Over France or?
DB: We hadn’t got to Stuttgart
BB: Ah, you were on the way to the target?
DB: It was a bit I think a bad thing because in the first place was to fly a raid on D-Day, Caen
BB: Oh, of course yeah, right
DB: At low level all the way round until we came sort of more or less at Brest [unclear] I would say I don’t know possibly fifty, a hundred miles and then they decided to turn and up towards Mannheim, go north towards Mannheim and climb from four thousand feet to twenty thousand feet reaching the time limit which [unclear] some of our pilots raised the question how do you get a fully laden Lancaster from four thousand feet to twenty thousand feet? And they just said, oh, I wouldn’t consider that, climb as high as you can get but whilst when we got up near Mannheim and turned to go south, this was our diversion supposed to mean and elst we turning south approaching Stuttgart we got shot
BB: Was it a beam attack or an under attack?
DB: It was an under attack.
BB: It would be the Schrage Musik, with the upper pointing
DB: [unclear] music
BB: Schrage Musik, yes, piano music
DB: But they came underneath, obviously
BB: Were you still carrying your bomb load at that stage?
DB: Pardon?
BB: Were still carrying a bomb load?
DB: Oh yes, the bomb load
BB: So, went up like a lighthouse
DB: Well, actually, funny enough, well at that time, [unclear] night fighter equipment [unclear]
BB: Oh, ok, [unclear] Rebecca and stuff
DB: But the top of all was, because it was so low down
BB: Didn’t work, then
DB: [unclear]
BB: It was [unclear] the system
DB: And, well actually, knew it was [unclear] cause I reported to the [unclear]they had thought they’d seen it at one time but then as you said, dived underneath and came along
BB: Yeah
DB: And I think it was one thirty in the morning, I can remember that cause I recorded it in my log just automatically and then
BB: What date was that? Do you remember the date?
DB: Twenty-fourth, twenty-fifth, morning, one twenty in the morning the twenty fifth
BB: Of?
DB: Of July
BB: July, God!
DB: And then they came round again, I don’t know whether they hit us the same time or not cause one wing, both engines and the flames were flown back on the starboard side
BB: Who was killed in that attack?
DB: Nobody
BB: Nobody?
DB: We never lost anybody.
BB: Excellent.
DB: But, because you end up as one of the very few, that there was no casualties.
BB: Wasn’t?
DB: Because they hit the tanks and the engines,
BB: Right.
DB: I think they came again, I’m not a hundred percent certain of that and went for the other side and I think it was there once [unclear] wouldn’t have had much chance
BB: No
DB: Because I recorded one thirty-two
BB: Right.
DB: That could have been explosions
BB: Right. But the Me 101 went off somebody else after that.
DB: So, then because, there was two or three things, the [unclear] hadn’t been, didn’t go up to the full height maybe could be allowed a lower height twenty thousand feet, getting the length of the aircraft, was a complete lack of oxygen,
BB: Yes, of course
DB: So cause that was one thing, and just a [unclear]
BB: I mean, he got, did you all get out?
DB: All got out
BB: And did you try and regroup on the ground or did you all split up?
DB: Well, we were scattered all over the field but because the pilot and I were speaking to each other just at the last minute and he said, he was going out and I said, well, I’ll go back because the engineer and I went to the rear
BB: Across the main [unclear]
DB: And, well, he was sitting there on his [unclear] and locked to go so that gave him a lot
BB: [unclear]
DB: He wasn’t restrained, it was just, the flames were so frightening, you know, flames got and as I said, there was now or nothing, so I had to [unclear] so he went and I was behind him but on the ground I landed and my parachute had caught in trees and I couldn’t get down that was my biggest problem and I was undecided whether to present a pressure leach or not
BB: Break a leg
DB: Cause I didn’t know how far
BB: No
DB: But what I managed to do was get one sided and pull down one side and that slipped down
BB: Right, right [unclear]
DB: So I did drop but not very far and then I pulled it down and I’d cross a bit grass, about six, well, a hundred yards, [unclear] across under a fence, started to run up through the trees, all of a sudden I’ve seen my pilot put thirty yards ahead of me and I shout to them because I could see there was some wrong, but he had lost his boots on the way down, [unclear] is not uncommon for people dropping from a height and [unclear] a group clearing, had a bit buried our parachutes
BB: And all that stuff
DB: And the same [unclear] had to do something about his feet so we cut the top off, mine because his boots [unclear]
BB: That’s right
DB: Cut them off and parachute silk for the cord and made a rough pair of sandals for him and that kept us back
BB: Yes, I see.
DB: And
BB: But nobody was wounded, everybody got together and
DB: No, the rest of them were all scattered
BB: Ok.
DB: [unclear]
BB: All split up but you linked up with your pilot
DB: Yeah
BB: And did you have a plan? Did you have a [unclear]?
DB: We decided the place, he had opened his map and he knew quite where we’d been shot down and as it so happened, he made a mistake but that was beside the point
BB: Do you know where that was incidentally?
DB: Well, it was a bit [unclear] aircraft
BB: Aircraft
DB: Ochsenbach was the name of the place, OSCH
BB: Oschenbach
DB: I’d been there [unclear] and had my lunch and [unclear]
BB: Oh, ok, good for you. So how long till the Luftwaffe arrived to take you away?
DB: Oh, well, we didn’t get captured for nearly a week
BB: Oh, you got [unclear]
DB: We were, we kept on and as I say, I think Schaffhausen was the place in Switzerland we were actually heading for
BB: Right
DB: But I think he thought and he had the map so I didn’t bother getting mine out
BB: Right
DB: And he, obviously he could see, I couldn’t see and the idea was to head for the Schaffhausen in the northern part of Switzerland. But then of course something wrong, we’re head, because they bombed the next night as well and I said, oh, there’s something wrong, we seem to be heading in the wrong direction but we were doing quite well, I think the lack of boots and shoes was a big handicap because we were troubled tying up, making something to protect his feet, was always a handicap, plus the fighter I don’t think he was a great outdoor man
BB: No
DB: No, he hadn’t much physical
BB: Was this an all British crew or did you have New Zealanders or anybody else in your crew?
DB: No, they were all British,
BB: All British
DB: Because by that time the Canadians, they decided they wanted their own group
BB: Right.
DB: So, they made up their group and moved people [unclear]
BB: Yes, that’s right
DB: Cause we had to go and pick up the Lancasters and take them back again
BB: Right, ok
DB: [unclear]
BB: So there you were on the ground, you’ve got your crew, got your crew roughly together split up how long, you’re on the run for a week
DB: I think [unclear] but I think [unclear]
BB: Ok. How did they get you in the end?
DB: Well,
BB: Were you betrayed by the resistance?
DB: We were doing quite well [unclear] the Black Forest but we had to break cover and we couldn’t get water and it was scorching summer and that was, trying to get water but couldn’t open farmhouse trying to get these wells but then the dogs started barking so we had to get away on the road but what actually happened was along this road and we decided to go through a field to get to the field on the other side there was a road there and we had to break cover to go over the road somebody I think must have seen we didn’t see anything but there was a truck came along loaded with troops they’d obviously been in [unclear] with the fires in Stuttgart and somebody must have spotted them because they stopped them and then we had to run through the field and the [unclear] said, we succeeded to go, [unclear] the lorry [unclear], we got into some cover but obviously they were after us and they must have caught other people and then eventually we saw an airfield [unclear] and we decided we could go there, lie low, and see if we could possibly get on the aircraft cause they were training aircraft, they were single seaters on the but there again we had to get across was a, ground was a sort of road, a ravine, I would say and we had to get down the bank and across on the other side but just when we were got out on the road we heard a voice saying
BB: Hande hoch!
DB: [laughs] for you the war is over [unclear].
BB: Yeah, and were you well treated, I mean, were you abused in any way by them or?
DB: Ah, no, well,
BB: Showed around a bit
DB: We got taken in because it was an aerodrome,
BB: Yeah.
DB: We got taken in there and all we wanted was water and no they wouldn’t give it to us but they gave us plenty of stuff like spaghetti with possibly a sort of gravy in it so we had, we didn’t eat, we couldn’t eat the spaghetti, we couldn’t swallow
BB: No, no.
DB: So we asked for some more and the chef was very, the cook was very angry then but they handcuffed us to beds
BB: Right
DB: But as I say I can’t see there was any odd treatment there, [unclear] but then they took us into a place and there was a big hall and we had to lie down on the floor with hands and legs wide apart
BB: [unclear]
DB: And then we found out was being used for people coming in after being held in the [unclear] and shelters they were coming in for tea or coffee and then some of the civilians [unclear] but one or two [unclear] but not but, but all of a sudden some of the Wehrmacht come in and they were getting rifle butts in the kidneys, kicking in between the legs and one or two of them in the head but I can’t say, I mean apart from that and then we got taken into, go taken into a place and interrogated by a Wehrmacht major
BB: Not a Luftwaffe?
DB: Not at that time and that was, you’ve seen the films footage
BB: Yeah
DB: Dancing on the top of the table with temper, the [unclear] of the German officers dancing with the [unclear], well, that’s exactly what he did, I would never have believed it but he was so annoyed because we wouldn’t give him answers he wanted and then a fortunate thing, a German lad, a young lad, they had him imprisoned, they took him out to translate and of course the major didn’t agree with what he was telling them, you see, so that was that, and then the Luftwaffe came to take us away. They were, we had to go to Stuttgart and the station was bombed so they took us to another station just outside Ludwigsburg
BB: Who?
DB: Ludwigsburg. Just about two or three miles out, that was a bit frightening because all the civilians were being evacuated to Ludwigsburg cause Stuttgart station but [unclear] nobody, we didn’t, the Luftwaffe protected us so we weren’t
B. That’s good
DB: And eventually we arrived at Dulag Luft near Frankfurt and had about a week there I think.
BB: That was the interrogation centre
DB: Dulag Luft
BB: Yeah
DB: We had to spent, well, I spent all my time there on [unclear] and [unclear] just across the road, possibly you’ve heard of that before and
BB: Yeah. Right, and then, so, once they were happy, well, once you’d, they’d satisfied themselves with you were what you were and all the rest of it, you went to a camp?
DB: [unclear] interrogated each day
BB: Yeah.
DB: And one of the things, cause they knew everything about our squadron and everything, they could practically tell you your address, how they get the information I don’t know must have good [unclear] but went there and of course was [unclear] tell me about how good the Germans treated the RAF prisoners I said, well, we never were [unclear] medical and he says, what’s wrong? and I said, well, look at my ears, my eardrum had been bust by anti-aircraft shells so by this time I was suppurating because we’d no water so, oh, [unclear] so, went back to the cell, and the next, somebody else came along [unclear] two men with medical orders just put my straight and then [unclear] straight like that and then of course all the pus and every had gone out so when I went, we went from there to camp Stalag Luft VII
BB: And where was that?
DB: Bankau was the village, Kreisberg was the town which was fairly nearer.
BB: Ok.
DB: And that was a new camp, there was no proper hut so just the way you there [unclear], there were just like by ten by eight sheds, so, I think it slept six and well, you just lay down on the floor, there was no other,
BB: NO.
DB: Just [unclear] latrines outside the thing, there was not toilets
BB: And it was Luftwaffe guards or Volks?
DB: Luftwaffe [unclear].
BB: Ho Luftwaffe, ok, and how many were in that camp, is that a new camp?
DB: I don’t know, we didn’t even [unclear]
BB: [unclear]
DB: With just a table at the center of the square [unclear] but then the new camp, the main camp opened, they’d been preparing it so we move in and that was much better. A proper camp
BB: There was a temporary camp. You were there for some weeks or something
DB: Well, we were there from until 18th of January 1944
BB: Right
DB: No, 1945, I should say
BB: ’45, right, ok, did you travel around in trains, when you were?
DB: No, we were marched
BB: Marched
DB: Oh, I got the whole history, the medical officer, we didn’t have an RAF medical officer, was an army one, an REMC, he would [unclear], he was excellent, and him and the camp commandant had kept a running record and reported it to the [unclear]
BB: [unclear]
DB: But we [unclear] the Stalag for a year and that’s where Stalag III escape [unclear], they’d arrived a week or two before us, but we had [unclear] about twice or three times but when we ran a trade the last four or five days I think, that was pretty rough
BB: Yes, I can imagine. And who liberated you?
DB: Russians.
BB: Russians. I bet that must have been
DB: 21st of April.
BB: And what were they like?
DB: The first line troops were excellent, I mean, the only thing they did was to put our tanks and [unclear] where the barb wire was, run around and I don’t think they were doing a good thing taking them down, [unclear] the lights were all electric [unclear]
BB: [unclear]
DB: So, the first thing some [unclear] among the prisoners, the officers in our camp and interrogate some [unclear] but very well, they got all our own documents, the Germans had carried their own documents so we got, arranged them all, got our own documents back, we got our own valuables back, so the Germans must have carried them all the way from
BB: [unclear] One they’re very, write everything down, two, they were very thorough
DB: Oh yes.
BB: And, you know, so, alles in Ordnung, alles klar, you see
DB: I know we got these back, and
BB: Well, that was good, and well treated by the Russians, no problems?
DB: Pardon?
BB: Well treated by the Russians?
DB: Well, as I say, [unclear] the political troops and the atmosphere changed completely
BB: Yeah
DB: From night and day. A lot of our chaps were leaving the camp and trying to get on the road, now although they’d been instructed by the CO and by the radio not to do it, a lot of them were beginning to be a bit frightened of the Russians, especially the likes of Poles and things, they didn’t like them but provided that you just didn’t go and say [unclear] because you could go and they’d seen you with a ring or a watch, they would just take it from you [unclear]
BB: [unclear]
DB: It didn’t happen to me, I mean, but some of them did happen to but [unclear] they kept us low, low as we should have been
BB: Yeah, you were a bargaining chip
DB: Because, as I say, they were just, the kept, well, I got home the 28th of May on the [unclear] the 21st of April and while it took about two or three days to come because the Russians took us out five o’clock in the morning, took us to the river Oder, Wittenberg was the place they handed us over the Americans and we stayed one night in [unclear], went to Brussels, the next day [unclear].
BB: Right, ok.
DB: And we spent overnight in Brussels and then flown back to Dunsfold landed
BB: Dunsfold
DB: South of London
BB: Because several of the guys I’ve talked to before went to RAF Westcott, that was another, Silverstone and Westcott, were the other two airfields where they took the POWs.
DB: That was quite surprising because we landed at Dumsfield must have been after lunchtime and obviously they hadn’t expected such a big crowd of RAF prisoners at that stage of the war, so, nothing was organized but they were very well organized, had civilian women and everything and helping, [unclear] the only thing was we objected, no, we didn’t object and laid down in the grass and they came nurse DDT up your legs [unclear]
BB: You got new kit there and all the rest, yeah.
DB: Oh, we had a new kit, I got a new kit in Brussels.
BB: In Brussels, oh, ok.
DB: But then they organized a train, must have bene just after teatime, and went off for Cosford, near Wolverhampton
BB: Yeah
DB: And we arrived there at about one o’clock in the morning
BB: Now, were you, as ex POWs, were you interviewed by Mi9 people, you know, the people who were interested at what happened in the prisoner of war camp, so, did you get any of that?
US: He interviewed with other people.
DB: Oh yes, I was.
BB: Oh, about your time in the.
DB: Were interrogated when we landed at Cosford.
BB: Right. Ok, at that time
DB: They told you to go and have a shower and drop [unclear] your clothes and when you came back, all your clothes were away, cause they’d taken them away and had a beautiful army uniform I got in Brussels [laughs], a Canadian army officer’s [laughs]
BB: Right, just [unclear]
DB: No [unclear] but they got us up at five o’clock in the morning, wanted to [unclear] and they started, I don’t know where they got the people but everything, medicals, clothing, [unclear] ranks and we were alone away during the day as ready, and some of them could get home, they got away fairly quickly, [unclear] we couldn’t get a train till the evening so we were kept back and some of the [unclear] Londoners [unclear] North London, people who had to go to London, down to Cornwall they kept them later as well because obviously they couldn’t get home that night.
BB: No, no. That’s right, so, it was, it all went fairly smoothly for a wartime situation with that massive, hundreds, thousands of prisoners to contend with so it worked visibly ok and so
DB: [unclear], what were you saying, I’m sorry?
BB: I am saying that the whole, it may have seemed chaotic but it worked ok, you came in one end and you went out the other
DB: Even the letters there other people that did the same thing, everybody said it was excellent and I mean [unclear]
BB: No, did you get all your back pay?
DB: Yes, no, not the [unclear]
BB: No. not [unclear], no, no.
DB: They got some enough to carry back home again,
BB: [unclear]
DB: Some [unclear]
BB: And so, you came home, and where was home then?
DB: Down at the other end of the village
BB: Alright
DB: [unclear] called, well, it was used, it was known as the Westend at one time, was part of main street really
BB: Ok.
DB: But the older people was referred to its original name. But the village was much smaller.
BB: Of course. It would have been, yes, yes and then you obviously, what did you do before you joined [unclear], was it your?
DB: I worked in the quarry which was a work similar to a mason
BB: Ok.
DB: A stone mason.
BB: Yeah. And that’s where you went before you [unclear]
DB: I got taken out there and put in [unclear]
BB: Yeah, ok.
DB: Shifting furniture, but then I was underage at that time.
BB: Right, ok and then, you went back to that job when you came back or did you do something new?
DB: Yes. But, first, four or five winters to kill, every November till about February, March usually flu [unclear]
BB: Well, that’s right, your resistance [unclear]
DB: Flu, pneumonia, well, flu, bronchitis, pneumonia, pleurisy,
BB: Whatever you had it [laughs]
DB: Well,
BB: But you obviously, that was a result of your
DB: Well, I think
BB: camp, POW camp
DB: I think I was, possibly delayed
BB: Well, you have more likely delayed shock and reaction, all that stuff, you know, bailing out of an aircraft and landing in a foreign place where people are trying to kill you, it’s pretty stressful and I know you were young, but you know, you got through it but there is a price at the end of the day [unclear]. Yeah. I interviewed one guy who was a quiet, nice man and we were interviewing him, I’m interviewing him, and he’d also be a prisoner of war and he went from being very calm, nice sort of guy and I said, how was the camp? He just, so he, I think he had a bad experience one way or the other with, you know, interrogations and one thing and another, but in the main the Luftwaffe very fairly, fairly fair, you know they were doing their job but there was no animosity, they seemed to like, you know, the RAF and I’ve heard this from German prisoners saying how the RAF treated them well.
DB: Well, funny enough, I [unclear] a letter from my bomb aimer who, he was the last one, well, he was the only one who really had close contact after but he had gone in [unclear] and gone to Germany, so he married this German girl but one of the letters he’d written that he’d seen [unclear], some of them were [unclear], badly treated and tortured and all, and he said, well, he said, I don’t know about you but he says, I’ve never seen or felt any of that sort of thing
BB: No.
DB: Intimidation
BB: Sure
DB: And then quite honestly on the march we had to leave, woken up [unclear] there was snow was possibly minus twenty-five, mostly around minus twenty but one of these places [unclear] and the padre was a tall man, six foot nine, the tallest man ever [unclear], and [unclear] was in him and he was standing near [unclear] and he says, don’t mind him, he’s frozen stiff. A German said to him, had been standing there and just got frozen died, standing up, he still had his gun. And then we were crossing the river, Elbe or Oder, a German, the Russians had bombed the bridge, and that was damaged but to get across that, you know how the, [unclear] coming over and then there’s a walkway [unclear], well, we had to go across there for a bit and it was German Luftwaffe chaps, they were standing ever so often with a rope to stop you falling into the water but then they were standing, at least we were getting across and I understand some of the later ones was the Germans that fell in the water, was so cold and frozen but they still did their job, so I mean
BB: So, yeah, well, that’s, so, that was your war then. And you were lucky
DB: Well, I was
BB: Very lucky, you could, first of all you had the training which was, I mean, I’ve been reading some of the statistics on the casualties during training
DB: Oh yes, they were
BB: Yes, and so, that was the first hurdle to survive that, then the operational tour, then jumping out an airplane then evading, then the camp, then all the problems at the end of the war, how unstable everything was and who was going to release you and who was going to come and whatever
US: And now he’s still living
BB: Yes
US: And now he’s still living.
BB: Yes, so it’s wonderful. So, well done.
DB: Oh, I mean,
BB: I congratulate you on your life
DB: Well, of course a lot of the, I mean, a lot of the stories, I mean, I’ve been [unclear] said, I mean, nobody could say the word sort of [unclear]
BB: No, no, no; I’m not making that assumption, I’m saying that the Luftwaffe compared to other guards probably better than most [unclear]
DB: I mean, no, I thought, when you look back now at some of the time, it was intimidating and frightening
BB: Oh sure, would it would be
DB: Apart from that place in [unclear], nobody sort of kicked me
BB: No
DB: [unclear] of course, some says, how did you feel the suffering there? But then [unclear] passed out, you didn’t feel the next one sort of thing but my back still shows [unclear] and my back had been badly damaged, I mean, well, subject to a lot of, but then again they [unclear] hospital, they usually asked me if I’d been in a car crash because it was still showing
BB: Yeah, sure, sure
DB: And, well
BB: I mean, after the war, when you came back, as a matter of interest, you obviously had a medical, did they send you off to RAF hospitals and things to?
DB: No, just, they sent, I got sent for a medical after but four to six weeks home
BB: Right, ok.
DB: And funnily enough, I passed the medical, but then, I’d always been in the athletics
BB: Yeah
DB: And I kept myself
BB: Fit
DB: Fit.
BB: Yes, yes.
DB: [unclear] as prisoners as much as I could, I kept as far my knee would allow me because I used to settle down and [unclear] until they operated, it was only in 1995 before I eventually got an operation
BB: I see.
DB: But even in [unclear] I don’t know, you see, I’ve written a diary there which is quoted in one of the books, the books there
BB: Oh, I need to have a look at that
DB: And it’s mentioned that quite often and that was one of the reasons I didn’t make any effort to leave the camp
BB: No
DB: I’ve been having trouble [unclear] and then eventually the Russian, well they blew out one night and taken to hospital during the night because they don’t know what happened and their own [unclear] was going to take the knee off, pin it and put a plate in and that was a Friday, all of a sudden he said, look, he says, the Russian medical officer has a lot more practice than me, is better than me, agree to let him operate, so I said, fine, they whisked me at one o’clock on a Sunday morning, when they came at five o’clock in the morning and I got taken away, we all got taken away but they wouldn’t move me on a stretcher, [unclear] strapped up and then just hobble along but I mean, you think back at it, you wonder how you survived
BB: I think you just take each day at a time and you build up the resilience to cope with that, I don’t think you look, you know, I mean, I’ve talked to a number of [unclear] guys on ops, then they were sorted by next week, [unclear] next week they may not be here, that was their mindset and I think some of them in their post-war life, because of what they’ve been through in Bomber Command, it’s only my personal opinion, they didn’t really bother about, nothing could worry them anymore
DB: No.
BB: You know, I, I know several veterans who have said, look, before I was, joined the RAF, I used to worry about this, worry about that, I went, did my tour, you know, we’ve seen what the casualty rate was in Bomber Command, we said, right, ok, you know, I’m alive, I met this lovely woman, I’ve got married, I’m gonna go back to my old job, and nothing seemed to worry them.
US: [unclear] and he was shot down in July.
BB: God!
US: [laughs]
BB: So you [unclear]
DB: [unclear]
US: [unclear]
BB: So, you got the missing telegram.
US: Oh yes, yes.
BB: And then, then you would get the red cross thing, he’s in the camp and
US: Actually, actually no, it was my father, was my father although he didn’t, it was a lady down at Dumfries my father always listened to Lord Haw-Haw
BB: Did he?
US: Every night he listened and this night something happened in the the town, cause a bomb dropped in the town and he was in the fire brigade so he didn’t listen, but next morning we got a letter from the women and down south to say that she overheard a Lord Haw-Haw that David and his number was in it and to get home and to safe flight and safe and well.
BB: That was good.
US: Very good.
DB: The photographs [unclear] I don’t know if you’ve seen them but they started, my granddaughter was at school and there was a sort of program or thing [unclear] on [unclear] and she said, oh, my grandad was a prisoner of war, [unclear] and he’s got original German documents of it, so of course she went and it was put on the internet, wherever it was, this is quite a few years ago now, and then, oh, start again, people contacted me [unclear] and someone saw the, got to America, this professor Leo Goldstein but he, because he saw it, it was his father had been in the war, his father wasn’t in the American Air Force, he was in the army, but he had been captured I think at the Battle of the Bulge, and he ended up in Stalag Luft III but when he’d seen this thing on the internet, he contacted Claire, Claire contacted me and [unclear] and was like this, I don’t know whether [unclear] must have gone [unclear] but I gave up very, oh, was beautiful [unclear], Professor Leo Goldstein, he went, I think from Orleans up to San Francisco [unclear] but it was quite fantastic, what he was pointing out was I mean, the different camps always [unclear] but he ended up in Stalag III the final camp we were on but he was detailing all the camps we went and he says, nothing the [unclear] better than land coming in a camp that was run by the RAF because they still kept it very strict [unclear], you know, was then bombed, was American camp just a shambles, nobody seemed to organize anything, well, I must admit, for some reason they kept discipline I would say, there wasn’t one two [unclear]
BB: No [unclear]
DB: But
BB: You know, discipline, [unclear] you know, you had leadership and you had all that other stuff
DB: Well, there as the same thing, some of the other camps were liberated, they broke into the orderly rooms and tore everything through apart but [unclear] camp, they just everything down, even their own documents so I ended up [unclear] the German documents and then I got, I don’t know the actual forger that was in the film the great escape, the real forger was a man, Duncan Black, he worked for the Edinburgh Evening Dispatch and after that, after the war went home, he’d written to, I think he’d written to everybody who was in the squadron [unclear] anyway and offered them photographs of it, he had twelve photographs, wasn’t there any chance of it but I had to pay for the
BB: Postage
DB: Transport, postage but
BB: Well, that’s good, so thank you, thank you for that
DB: I’ve got a photograph
BB: I just want to ask a couple of questions, where were you educated? Educated in Stirling?
DB: Mh?
BB: Were you educated in Stirling? High school?
DB: [unclear]
BB: At high school or?
DB: No, well, Lucas School in Riverside, secondary school.
BB: And you got married before you went on ops?
US: Married the 18th of February. Had seventy, seventy second wedding anniversary.
BB: Congratulations. Ok. [unclear] Had anybody else in your family been in the military?
US: Our son.
DB: Our son [unclear]
US: [unclear]
DB: He’s out now.
BB: [unclear] by the time you joined?
DB: No
BB: When you joined there was no family kind of
DB: Apart from my father in the First World War
BB: Yeah, well, what was he in the army?
DB: I don’t know what he was in, I know that he was called up in the Bannockburn cycling corps, in those days they were on the cycles carrying a Lewis gun on the bike and the cavalry took the fields
BB: There we go then. Now, one thing that I asked guys and it’s because I am interested in it myself, you don’t have to answer it, in, on your squadron, or do you know of it happening on squadrons, guys going LMF.
DB: Yes, there was, well, I knew one, two, not by name cause you didn’t see, you didn’t see them
BB: No, no
DB: Our own engineer landed one time and he wanted to go LMF, he said he was no, no longer going to do it, but however I was just, I had more flying hours then the rest put together because being on training command,
BB: Right, right
DB: But because there was a [unclear] there we went to see the CO, Tubby Clayton, and he just [unclear], sir, I’m not going to take any action just now, but, he says, take him out tonight and get him really drunk and come and see me the next morning. So, the next morning, we say, well, don’t [unclear] Aberdeen, Aberdeen named for George, what are you going to do then? No, no, I’m nothing to say now and that was all, we never had any more trouble. The only thing the pilot had a bit shaky thing but we never [unclear] but when we landed one time a great medical officer, Henderson, squadron leader Henderson, [unclear] anymore but he must have detected something was wrong of the pilot, [unclear], there again got said, the boatman was, he was next senior and Tubby Clayton said, the CO has mentioned [unclear], the pilot, that he doesn’t think he just [unclear] had he not [unclear], [unclear] he said, no, not really, ah well, he said, just keep an eye on him, we’ll see how it goes, but looking back at him you could see well, he was a bit upset, but he wasn’t go to let it show through, and he got over it very quickly but I think there was two or three operations, it was touch and go, I would say,
BB: Yes, I mean, it was, well, my late uncle, my mother’s sister’s husband, he was a young flying officer in the Royal Australian Air Force and she met him at a dance in Newark cause he was at 9 Squadron at Bardney and of course he knew better to dance and all the rest and my mother was, my mom and dad were down in the Midlands, and of course everybody came to stay and so on and so forth, but anyway they, he became serious but he wouldn’t marry her until he’d come off ops, he didn’t think it was fair, and he finished his ops, they got married, he went off to, instructor to an OTU, as a staff pilot, and was killed about a month later in a midair collision with a Stirling. She was left pregnant, young lassie, twenty years old, and I was brought up with his picture on the mantlepiece in his rather dark blue Australian uniform, cause the uniform was a darker blue, almost black, I wouldn’t say it was black but it was
DB: A shame
BB: It was very, yeah, and anyway, I was brought up with this and I just, my aunt remarried but I decided, when my granny died, oh, years and years later, went back, cleared the house, found the photograph, I thought, I never did find out about this bloke, so I spent the last five, the last next five years in researching him and he left home at seventeen and a half for Australia, went to train, initial training in Australia, was selected for pilot, went to Rhodesia to train, got his wings in Rhodesia, then came over here to go to the AFU, Advanced Flying Unit, with the Oxfords, and went up to this training thing till he got to 9 Squadron and he, his OTU was at Kinloss and just as you described through them all into a big hangar and it was his navigator, that was to be his navigator, a chap called Corkie [unclear], he’d been the postmaster in Ballasalla in the Isle of Man, and he was about thirty, I mean, he was old, you know, compared to young bomber guys of eighteen, nineteen, twenty, he was thirty, [coughs] so, he was the old man in the crew, and he kind of, was the father of the crew and he helped my uncle a lot and helped the whole crew a lot, but they got a rear gunner, who was a chap called Clegg and Cleggie had been a jack of all trades before the war, joined the RAF, became a full time RAF person, was doing very well, was a warrant officer, which in pre-war RAF was pretty good but he took to the drink and the women and he was knocked down several times and they said to him, right, you wanted to, you either remuster as an air gunner, a rear gunner, air gunner, rear gunner, or you go to the RAF prison. Up to you. So, he volunteered, the Cleggie was a bit of a lad but in the air, stupendous, I mean, you know, he saved the crew’s life on countless occasions
DB: [unclear] I can remember one particular [unclear] post me up to Elsham Wolds, on the [unclear] I wouldn’t go up flying that night but had operations on the radio [unclear] control tower over there and an admiral up from [unclear] to sort of be there, just witness and with a chap Pattock and the [unclear] was saying he was notorious for getting into trouble but a great pilot, coming back this night and two engines on one side were out and of course he came round a circuit, well, he didn’t even come round a circuit but he asked and they gave him a merit to land and to come in and [unclear], he’s just coming down and the next thing, aircraft commander Nathan, sort of hedgehog, hysterical [unclear] and of course Paddock had to try and go round again on two engines, he got up, up and he turned around he was [unclear] again, oh, he was cursing and swearing, [unclear] and you could hear on the loudspeaker, [unclear]
BB: Yeah, yeah.
DB: On the loudspeaker. And the admiral was killing himself laughing, he didn’t know, and the CO didn’t,
BB: [unclear]
DB: When he came round, he got round and landed alright [unclear] terrific pilot and then he was taddling into the good engines, which was lucky [laughs], they called him upstairs to fly [unclear] when he finished and of course the CO, the group captain in charge of the station, said to [unclear], what you’ve been up to [unclear] when he finished he said [unclear] and the admiral was in hysterics
BB: [unclear]
DB: [unclear] That was Paddock but [unclear] had a great [unclear] got into any trouble, police used to say, [unclear] we’ll put him on a train, alright, [unclear] and Paddock used to call him in a night’s morning, get all your flying kit on and make them walk right [laughs] and of course the pilot would be in the pilot’s parachute, he was
BB: [unclear]
DB: [laughs]
BB: Tell me, your ground crew, how did you get on with them?
DB: Both were lucky that the ground crew we had at Elsham Wolds were terrific, ah, the corporal was in charge of, I met him after the war actually when I was up at [unclear] but they were very good, and their way, you know, they would, one of the times where you would get engines changed because Elsham Wolds were just a new aircraft with the American Packard engines and similarly they were much superior to our own we had to get a change instead of [unclear] in the hangar getting down, our own crew up to do it themselves and they were then, worked together and done, you know, get the engines changed, they didn’t want to lose these engines
BB: No.
DB: They wanted the same ones [unclear]
BB: Yeah.
DB: So
BB: So, having a good ground crew was [unclear]
DB: The Poles were quite good but most of them couldn’t speak English
BB: No
DB: But I can remember the first time we went there and [unclear] one of them was really [unclear] but it took us long to the aircraft and I put a saucer down and put some fuel in them, hundred octane petrol and he walked away about so many yards and just like that and went up and just demonstrated who dangerous it is to smoke near the aircraft and that was
BB: Right
DB: And that was a pretty good lesson
BB: [unclear]
DB: But was a good station
BB: Yeah [unclear] could have gone badly wrong. Ok, well, thank you, for talking to me, and allowing me into your home, we’ll terminate the interview here, and then I’ll look at some of the documents if I may, so thank you very much
DB: [unclear]
BB: And thank you. Right, all I have to do is switch it off.
DB: [unclear] piece of the aircraft.
BB: Yes, I’m gonna get a look at that again.
DB: And there again [unclear]
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 David Berrie
Creator
An entity primarily responsible for making the resource
Bruce Blanche
Publisher
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IBCC Digital Archive
Date
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2016-10-31
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
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ABerrieD161031
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
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01:14:17 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Description
An account of the resource
David Berrie joined the RAF and served as a wireless operator. He flew six operations with 576 Squadron from RAF Elsham Wolds. Shares his experience about living on the station with Polish crews. Remembers crashing twice in twenty-four hours and on this occasion damaging his knee. He was shot down over Germany in 1944 and managed to survive for a week before being captured and placed in a prisoner of war camp, where he was interrogated. He was then transferred to other camps before being liberated by the Russians. Mentions an episode of LMF in his crew.
Contributor
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Peter Schulze
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Great Britain
Germany
Belgium--Brussels
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1941-02
1944
1945-01-18
576 Squadron
aircrew
bale out
bombing
crash
Dulag Luft
evading
Heavy Conversion Unit
lack of moral fibre
Lancaster
prisoner of war
RAF Elsham Wolds
shot down
Stalag Luft 7
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/53/507/EBoldyDABoldyAD410207.1.pdf
a099a12c51fca66f99a40473b6271587
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>.
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
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[RAF crest]
[deleted] 45 Air School, [/deleted]
[deleted] Oudtshoon, [/deleted]
[deleted] South Africa. [/deleted]
Cape Town.
7/2/41.
My darling Dad,
At the present moment we are in Cape Town awaiting posting. There was a slight hitch somewhere. We were supposed to go somewhere but it all fell through so we are here for the moment. I have remustered [deleted] [indecipherable] [/deleted] [inserted] as [/inserted] an air gunner as I couldn’t manage the navigation. I was never really happy sitting at a desk and working out a lot of stuff. You know my nature was never one which allowed of sitting down & working out things at great length. As a matter of fact if we go home I am going to apply for remuster as a pilot, failing which I shall be quite happy as an air gunner especially in view of the fact that I like shooting so much. The only disadvantage is that one has to go back to 2/6 a day. However it is only for a short time & once you finish the course you get [indecipherable] good pay again.
Everyone thinks I should make a very good gunner. My navigation instructors last words to me were “please shoot down the first Meschersmit [sic] [deleted] to [/deleted] [deleted] for [/deleted] to me.” Thanks for the money it has come in very useful in view of the fact that I am now getting 2/6 a day. I sent you a present a wallet made from ostrich skin. They are quite valuable & I thought it would be a good [indecipherable word] as Oudtshoorn is famous for ostrich. I hope you like it. I have bought
[page break]
one for Steve. For Mum I bought a leather key holder with a map of South Africa stamped on it & some quite expensive silk stockings which should come in useful.
Now don’t be worried if at any time you don’t hear from me. You will know I have gone on somewhere. I shall cable as soon as I arrive at any particular destination & give you the address.
I have taken any number of photographs lately, mostly landscape while the train was moving. I have also taken a number here in Cape Town some of them are jolly good. Actually I had 56 snaps developed, and I still have several spools to be done. It costs a lot of money but it is worth it as it is a permanent record of my stay in this country. Also it is interesting for you & Mum. I hope you liked the second lot I sent you. I shall send you some more very shortly as soon as I have had some more developed.
We are having a smashing time here. It’s the first time we are really having a fling. Mind you despite petty irritations we have always been very happy. My friend at Torquay, Ajan who came here on the second course has also remustered as an air gunner. Several chaps have remustered. At the moment we are at Wynberg Military Camp. There is a fine canteen here, where all the work is done voluntarily by women. They are damn decent and work terrifically hard. One of them has been a real brick & introduced us to any number of very nice girls all damn pretty too. We have swum twice at a swimming pool in a private house & then to several parties. The other night [deleted] I [/deleted] two of us went to a party. It was a wedding anniversary celebration. The husband
[page break]
is up north. We had a real party, champagne etc. I thoroughly enjoyed it. We went to a place called the blue moon [sic] where there is dancing till about 2 o’clock. You take your own drinks. It was the first time for six months that I got anywhere nearly pickled. Mind you it doesn’t how much I drink I can still always behave myself. It was my job to cheer the girl up as she was feeling somewhat blue. [indecipherable words] A few nights ago we went to a house & had dinner. Half the party then went to the blue moon [sic]. I stayed behind & we danced at home so to speak. I thoroughly enjoyed it. There was a very nice girl there called Shirley. She is rather spoilt but otherwise she is O.K. I am seeing her to-day at 5.30. Both Shirley & her sister – the latter is one of the nicest sweetest girls I have ever met – do secretarial work at their father’s farm. Shirley is picking me up in her car & I am going to watch her do her work. We are then going bathing at a sea side resort a few miles out. The bathing is lovely there. After that she is taking me home to supper & the two of us will then dance. I hope all this sort of stuff doesn’t bore you Dad as it is quite a long rigamarole. Anyway you will be glad to know
[page break]
I am really enjoying myself.
Nearly everybody here has been jolly decent to us. The day after we arrived here a couple of us rang up a girl we met at Oudtshoorn & she took us home to dinner. We drove all round & I took some snaps of the Rhodes Memorial etc. We then went dancing to the blue moon [sic]. Another night a gentleman stopped in the street in his car, took us to a place called the Delmonico & gave us some drinks & then something to eat. It was damn decent of him. Last night we had a quiet party at a lady’s house. No frolics just a nice quiet evening at home. They gave us a good dinner & lots of beer & were awfully decent altogether.
You can have no conception what the scenery is like here. It is a revellation [sic] as you will see from the photographs I shall send in a day or so. There are still a few places I should like to photograph. Places of interest both historic & social. My camera is doing fine now.
It was a pity my not getting through the navigation course but I said right at the beginning that I was just temperamentally unsuited for the job. It is no good if you are not really happy at. I like the idea of air gunning. You will be hearing about me shortly in that respect!
No more today. Look after yourself. God bless you.
Lots of love from
Your loving son
[underlined] Dave. [/underlined]
Dublin Core
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Subject
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World War (1939-1945)
Description
An account of the resource
Letter from Leading Aircraftsman David Boldy to his father about waiting for a posting while at Wynberg Military Camp. He has now re-mustered to air gunner, and wants to apply for pilot. He has bought gifts from Oudtshoorn for his father, mother and Steve. He has made many friends and been out for dances. He is taking lots of photographs.
Date
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1941-02-07
Format
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Four page handwritten letter
Language
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eng
Type
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Text. Correspondence
Text
Identifier
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EBoldyDABoldyAD410207
Coverage
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Royal Air Force
Spatial Coverage
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South Africa
South Africa--Cape Town
South Africa--Oudtshoorn
Temporal Coverage
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1941-02
Creator
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David Boldy
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.
Title
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Letter from David Boldy to his father
Contributor
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Steve Christian
air gunner
aircrew
entertainment
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1826/33140/BScottEWScottEWv1.1.pdf
92a9acd045c19578c33cacdec86958b1
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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Scott, Eric William
E W Scott
Publisher
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IBCC Digital Archive
Date
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2017-04-06
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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Scott, EW
Description
An account of the resource
139 items. The collection concerns Flying Officer Eric Scott (1425952, 188329 Royal Air Force) and contains his log books, a memoir, correspondence, documents, newspaper cuttings, a flying course handbook and photographs. He flew operations in North Africa as a bomb aimer with 142 Squadron and then after an instructional tour in Palestine started a second tour on 37 Squadron in Italy where he was shot down and finished the war as a prisoner. <br /><br />The collection includes three albums.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2040"><span>Album 1</span></a> <span>Photographs of Jerusalem, Bethlehem. Tel Aviv, Haifa and friends.</span><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2041">Album 2</a> <span>Photographs taken during training in the United States and England and during his service in North Africa and Italy.<br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2046">Album 3</a> Correspondence, newspaper cuttings, documents and the last issue of the Prisoner of war Journal.<br /></span><br /><br />The collection has been donated to the IBCC Digital Archive by Jacqui Holman and catalogued by Nigel Huckins.
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Transcription
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The Memoir of
ERIC WILLIAM SCOTT
[Photograph]
Immediately before and during
WORLD WAR II – (1939 to 1946)
[Page break]
ALLIED
EX-PRISONER OF WAR
MEDAL
[Photograph]
Obverse: The prominent feature of the front or obverse side of the medal is the strand of barbed wire which has entrapped a young bird, symbolic of freedom itself. These elements surmount a globe of the world indicative of the international parameters of the medal. The wording “International Prisoners of War” encircles the entire design.
Reverse: The haunting and vicious barb of the ever present wire is used symbolically to divide the reverse side of the medal into four elements, each bearing one of the words in the phrase “Intrepid against all adversity”.
Ribbon: One of the most distinctive medal ribbons yet designed, it is woven 32mm wide with an unusual feature in having a symbolised strand of white barbed wire 2mm wide placed centrally, this is bounded on either side by 4mm black bands representing the despair of the compound. These, in turn, are edged by two further white 2mm bands representative of the second and third fences of the compound, outside of these are 7mm bands of green, reminiscent of the fields of home and finally, both edges are comprised 2mm red bands symbolic of the burning faith of those who were interned.
[Photograph]
[Page break]
FOREWORD:
From the age of 14 1/2 years old – 1936 – I was employed by Clayton Dewandre Co. Ltd., of Lincoln. Initially my work included machine shop and fitting practices. During the latter part of 1938 I was accepted as a student apprentice and commenced work in the Research and Development Department as a student Technician. I attended evening college, on Monks Road, Lincoln, four nights each week studying for an ONC in Engineering.
When war was declared in September 1939 I was concentrating on the development of a twin piston air compressor, to provide air pressure for a new tank being developed at the Ministry of Defence at Chobham. I was involved in other projects too; new air/oil coolers for the Spitfire and Hurricane, power assisted controls for the same aircraft, radiators/coolers for army vehicles and tanks and new braking systems for vehicles and gun limbers.
In January 1941, having successfully completed my ONC Engineering Course, I decided that I would volunteer for the R.A.F. Because of my reserved occupation my only option was to try and be accepted for aircrew duties, which is what I wanted and would prevent Clayton Dewandre from blocking my acceptance.
R.A.F.V.R. TRAINING
I arrived at the RAF recruiting office in Saltergate, Lincoln, in February 1941. The necessary forms were completed, I was almost 19 years old at the time. Notification was received in March from the RAF to attend Cardington, Bedfordshire, for written, oral and medical examinations over a three-day period. These examinations did not prove difficult except for one oral question of “what route would I take if I flew from England to Turkey, without crossing belligerent countries?” My geography was never a strong point and I had to admit to the four officers of the board that I didn’t know.
However, I was accepted into the RAFVR as a Pilot under training (U/T Pilot) and sworn in along with approx. 50% of those attending at the time. My RAF number was 1425752 and a silver lapel badge showing RAFVR letters, with an eagle, was issued to each person.
The officer in charge of the intake of applicants explained that they had too many aspiring aircrew at the time, and because of the limited training facilities, we would now be on deferred service until notified. I returned to Clayton Dewandre and continued with development projects until call-up papers were received in August 1941. These instructed me to report to St. John’s Wood, London, adjacent to London Zoo! It was always known as A.C.R.C. (Air Crew Reception Centre).
[Page break]
[Photograph]
AIRCREW RECEPTION CENTRE
12/7 FLIGHT – LONDON – AUGUST 11TH 1941
[Page break]
We were billeted in large flats – six bunks to a room. I was “closeted” with five Scotsmen and for some days just couldn’t understand a word they were saying. What with shedding ones hair and other “foreign” phrases it was very difficult to communicate. However, they became very staunch friends during our initial training.
During our three weeks at A.C.R.C. we were re-examined medically, given all the necessary injections, inoculations, blood tests, etc., including a smallpox vaccination. Many of the recruits suffered quite a lot of pain from this intensive treatment, particularly from the vaccination. I was fortunate since, having been treated as a child, my reaction was minimal.
“Kitting out” was a major operation – large kit bag stuffed with spare boots, best blues, vest – airmen for the use of – underpants, numerous pairs of socks, four shirts with eight loose collars, two ties, two side caps, shoe cleaning brushes, button cleaning equipment, sewing wallet, gas masks and tin hat. We had to remove our civilian gear to the Wembley Warehouse and don our battledress equipment. Each side hat came complete with a detachable white flash which fitted around the front and was held in place by one of the turned-up peaks. This indicated that the wearer was aircrew under training. Whilst at the warehouse in Wembley we were instructed to pack our civilian attire and wrap it in brown paper, with the address clearly printed on the label provided. These were then dealt with by the RAF stores personnel.
Whilst at the A.C.R.C. we were divided into Flights of approximately fifty recruits and were drilled, drilled and drilled – every day – to “lick us into shape”.
Being a short person i.e. 5ft 6” I was always halfway down the flight rank. Those at the front and the rear were mainly ex-policemen. It meant that we shorties had to almost run to keep up with those in front and, to prevent those at the rear from treading on our heels. The corporal in charge eventually got the stride distance sorted out – R.A.F. Standard - which suited all concerned.
3
[Page break]
STRATFORD ON AVON
INTIAL TRAINING WING
[Photograph]
[Photograph]
PROMOTION TO L.A.C. NOVEMBER 3RD 1941
[Postcard]
[Page break]
INITIAL TRAINING WING, STRATFORD-ON-AVON :
AUGUST 1941 – NOVEMBER 1941
We were billeted in hotels commandeered by the MOD. I was in the Falcon Hotel – a very old building with sloping floors, small windows and creaking stairs and floorboards. Whilst at Stratford we had to do guard duty – two hours on – four off – from 6.0 pm to 6.0 am. During the winter months it was not very pleasant and the creaking/groaning of the swinging hotel signs were, initially, rather daunting particularly when coupled with the church clock chiming and listening for the officer and NCO of the guard watch coming round to try and catch us out.
During our stay at Stratford we were taught Morse code both sending and receiving, including Aldis lamps, navigation and the Dead Reckon Type with Mercators charts, maths, aircraft recognition, theory of flight, aero engine design and, of course, drilling!
Our working day commenced with reveille at 6.0am and breakfast at 7-7.30am and ended at 4.30pm (16.30 hours). Wednesday afternoon was for sport which I spent rowing on the Avon. I also had the opportunity of seeing a few shows at the Shakespeare Memorial Theatre.
We sat our exams at the end of October 1941 and I was promoted from AC2 (the lowest Non-commissioned rank to LAC – (Leading Aircraftsman) on the 3rd November 1941. This entailed sewing a cloth badge showing an aircraft propellor onto the sleeves of our uniforms. Pay also increased from two shillings and sixpence per day to five shillings per day. I was suddenly rich beyond my wildest dreams.
FLYING TRAINING
The way was now open to commence flying training. Prior to going home on my first leave, we were issued with an additional kit bag containing an inner and outer flying suit – special flying socks, flying boots, silk, wool and gauntlet gloves and flying helmet with goggles. Taking all this gear home was quite a problem, the total kit comprising one large kit bag, one flying kit bag, upper and lower pack, side pouches, gas mask and tin hat.
One week after completing I.T. Wing training I was posted direct to RAF Watchfield, No. 3 E.F.T.S. The airfield was all grass and was mainly a beam approach training school flying Oxfords and Ansons. Supplementary to this was an Elementary Flying Training School with Tiger Moths and Biplanes made by DeHaviland [sic, and this was my destination. The weather that November was very cold and a few minutes in the air, with the open cockpit aircraft, froze our faces. The bulky fling suits were a necessity and the boots, lined with sheepskin, did manage to keep the circulation going in the feet.
My fling instructor was Lt. Bembridge, a Battle of Britain Pilot. He was very anxious to show me the aerobatic qualities of the Tiger Moth. Often, after landing, my face would be ashen and I felt very sick but I was never actually air sick. The
4
[Page break]
WATCHFIELD, NR SWINDON
[Postcard]
GYPSY 7 ENGINE – 200 H.P. MAXIMUM SPEED – 120 MPH
NOVEMBER 21ST – DECEMBER 1ST
Total hours flying 6 3/4 in which time
I passed out Solo
[Page break]
aircraft was very good to fly being light and responsive to control changes. It was, however, quite difficult to land because of its lightness and we rookies often found ourselves trying to “put the wheels down” whilst we were still ten feet or more above ground level. This, with the subsequent bouncing, was known as “walking it in”. Undercarriage repairs were required every day, but on completing the required flying exercises – see pilot’s log book – and after 6 hrs 10mins dual instruction I was allowed to go solo. It was a tremendous feeling and quite frightening to know that I was on my own and a safe take off and landing was my responsibility. There were other RAF men on the ground watching my progress and biting their nails. I cannot remember exactly but I think I completed three take offs and landings during the 00.35 minutes solo.
The time at No. 3 E.F.T.S. Watchfield was apparently an elimination period. Those who had gone solo, 8 hours allowed, were detained to go for further training to either Canada, America, South Africa, Rhodesia, or Australia on what was known as the Empire Air Training Scheme. Those cadets who needed a little extra flying training, but showed promise, were posted to other E.F.T.S. schools in the UK whilst the remainder had to re-muster as navigators, wireless operators or air gunners.
The Empire Air Training Scheme was initiated because of enemy action and weather conditions severely limiting flying training courses in the UK therefore preventing the flow of trained aircrew, with operational service, at the rate required.
Generally, the country providing the training paid for new airfields to be built and a large proportion of the training costs. This included the U.S.A.
THE ARNOLD SCHEME – UNITED STATES OF AMERICA
Following a brief period of leave from Watchfield in December 1941, I was instructed to report to Heaton Park, Manchester. The weather was atrocious with rain and fog. Approximately 3,000 cadets congregated at that venue and we had to “hang around” until our names and numbers were called when we went to a billeting clerk to be told who we were to stay with and the address.
John Player and myself were given the same billet – a Mrs. Pimlett – the address escapes my memory. On arrival we were met by a middle-aged lady in best “bib and tucker”, complete with carnation. She welcomed us into her home, showed us our room and explained that she was going to a wedding. She then invited us to go to the evening reception and wrote down the address.
After a bath and general “tidy up” and, with best blues donned, buttons shining and boots polished, John and I went to the address given.
We were truly welcomed by the wedding party and enjoyed the evening with them, eventually returning home with Mrs. Pimlott.
We learned that our landlady had an invalid husband and she financed their living by taking in sewing of pre-cut garments and of course now by providing a billet for such
5
[Page break]
[Photograph]
Mid-Atlantic on board the ‘Montcalm’
12th January 1942
[Photograph]
Our only company across the Atlantic the ‘Volendam’
[Photograph]
Moncton Railway Station
Canada
[Page break]
as John and I. The sewing side was almost slave labour and she had to work all day and well into the evening to obtain a meagre income.
John and I departed Manchester for Glasgow on January 6th and embarked on the S.S. Montcalm. This ship had been an armed merchantman before being converted into a troop ship. A 4” naval gun was mounted at the stern and this ship was, we were told, of 13,000 ton capacity. We set sail on January 8th 1942 with a sister ship names Volendam which also had RAF cadets on board, and in convoy with other ships and destroyer escorts. After leaving Glasgow we called at Milford Haven and then nosed out into the Atlantic. The weather, after two days at sea, became very stormy and the ship pitched and rolled to an uncomfortable degree. Many men were sea sick and food was definitely out of order. John and I lived on arrowroot biscuits and lemonade for eight of the fourteen day voyage to Moncton, New Brunswick, Canada.
During the very story crossing we were called upon to carry out various duties and mine was submarine watch! I couldn’t have recognised a periscope if I had seen one and in any event, the waves and ship movement were such that just staying upright was enough without looking for submarines.
Although I had been allocated a hammock for sleeping purposes, I just could not get into one, and kept falling out the opposite side so swapped for a bunk – even though the ship’s movement was intensified by a fixed bunk.
Because of the atrocious weather conditions our destroyer and convoy of ships disappeared after five days out into the Atlantic. The Volendrum went out of sight after a further two days sailing.
Eleven days after leaving Glasgow the bad weather gradually abated and we started eating Navy food again on the mess deck, but it was necessary to hang on to the plates to prevent them sliding off the end of the table.
After thirteen days at sea we were thrilled to see the bright lights of Moncton appear on the horizon.
The first things I saw after docking were large stalks of bananas – my favourite fruit – which I had not seen since 1939/40. I bought a complete stalk and shared them with John – they were delicious.
The temperature in Moncton was well below zero and a good covering of snow was evident. The cold could easily cause frost bite but it was a dry cold and providing that we were well covered, including ear flaps, a good walk would generate a pleasant glow.
The barrack blocks were well above RAF standards as also was the food.
We were at Moncton for only a few days whilst the “powers that be” allocated the 3,000 cadets from the Montcalm to the various training establishments in the U.S.A. and Canada.
6
[Page break]
[Photograph]
Canadian Prairies in January 1942
[Photograph]
Albany, Georgia, USA
Looking down Main Street – January 1942
[Photograph]
Our barrack hut – No 5 – 9th Feb 1942
[Photograph]
British Cadets marching back from Retreat Turner Field, Albany
[Photograph]
Right
Our black waiters at Turner Field Albany, Georgia
[Page break]
Our train journey commenced late January – destination: Turner Field, Albany, Georgia, USA, and lasted for five days. We slept in bunks which hinged down from above the windows. The Canadian prairies and Northern States of the USA were thick with snow – see photographs.
The train stopped for a short time at Grand Central Station, New York and also at the AMTRAC main station of Washington DC. We travelled south through Virginia, North and South Carolina and Georgia and the weather became warm and pleasant.
TURNER FIELD, ALBANY, GEORGIA
Our stay at Turner Field was only for approximately two weeks during which time we were introduced to the American Army Air Corp disciplines and daily routines.
We were housed in two-storey barrack huts – see photographs – each room housed two cadets and the standard of comfort was very good. The base had its own band and this marched round the camp at 06.30 hours at Reveille, at which time we had to don our shorts and ‘T’ shirts for thirty minutes of P.E., always starting and finishing with press-ups. With this rigorous daily routine we quickly regained our fitness. Each cadet was weighed by a dietician and allocated a “weight” table in the dining room and, by that means, the calorie intake was controlled. I was on an underweight table, weighing in at just eight stone. This table had lots of rich foods and unlimited bottles of milk. Needless to say, my weight remained the same but I did justice to the food!
During our visits to the dining room we were instructed that we must only sit on the first two inches of the chair. Why this stupid rule existed I do not know, also our backs had to be upright at all times, i.e. sat to attention. At 18.00 hours we were marched to the parade ground for the last post and lowering the Stars and Stripes, at which time we had to sing the American National Anthem.
CARLSTROM FIELD, ARCARDIA, FLORIDA
Our stay at Turner Field ended with the transfer of John Player, Stan Gage and myself, along with approximately thirty American and British Cadets, in total, to Carlstrom Field, Arcadia, Florida. Arcadia was only a few miles from Sarasota and Fort Myers. Miami was approximately 200 miles further south.
Carlstrom Field had been a civilian pilot training base operated by Sembery Riddle Co. All staff were civilians except those responsible for discipline and routine flying checks. The civilians were taught on Piper Cubs whereas service personnel were trained on the American Military Primary Trainer, the Boeing PT.17 Stearman. This aircraft, although a biplane, could not be compared with the Tiger Moth. It was much heavier, more powerful, had a Wright Cyclone radial engine and, to our horror, had wheel brakes, the control of these brakes were by treadles attached to the rudder bars. This resulted in numerous ground loops with Cadets landing the aircraft in a tense condition and, inadvertently pressing down on one or more of the rudder bar brake treadles. Consequently, the maintenance staff were kept very busy repairing damaged wings.
7
[Page break]
[Picture]
[Page break]
ILLUSTRATIONS FROM THE CADET’S HANDBOOK
LATERAL CONTROL
Ailerons – The ailerons, which are the surfaces used for lateral control of the airplane (wing down or up) are situated on the outer, trailing edge of the wing and are used for rolling the airplane ….
[Pictures]
LONGITUDINAL CONTROL
The Elevators – are horizontal, movable control surfaces located, on conventional aircraft, on the tail group, controlled by forward or back pressure on the stick and are used for obtaining longitudinal control (up and down).
[Pictures]
NB: Handbook still complete and in good condition
[Page break]
FRONT COVER FROM CADET’S HANDBOOK
[Picture]
[Picture]
CARLSTROM FIELD – 1941
Compared with the photo to the left, Carlstrom Field – 1941, as pictured above, may with all conservatism, be termed the ideal training ground for fledgling pilots.
Constructed at a cost of over a million dollars, the new Carlstrom Field facilities offer the utmost in providing for the student pilot’s health of mind and body. Moreover, every piece of flight equipment is the finest available, insuring insofar as is humanly possible, the student’s rapid advancement as a steady, dependable pilot.
The instructors at RAI have been chosen with extreme care and trained at RAI’s Instructors’ Courses to the end that you may be taught to fly by an aviator who is one of the best in the game.
It is a matter of tradition and record, substantiated by the rosters of Military and Commercial aviation, that pilots trained at Carlstrom Field have gone forth as some of the most capable in aviation’s history.
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My instructor was a Mr. R.L. Priest, a very patient man. We were all issued with a book which gave a detailed account of how to carry out various manoeuvres including aerobatics. I was allowed to fly solo on the 24th March 1942 – see Certificate in Cadets Handbook – after being checked by Mr. Jane. Further checks were made at 20, 40 and 60 hours, and if satisfactory the specified stages of the Primary Training were complete.
During our stay at Arcadia we were allowed off base – “open post” from 4.0pm Saturday until 10.0pm Sunday. After exploring Arcadia – only one day necessary – we ventured further afield to Sarasota and Fort Myers. Before being able to hire a car we had to obtain a licence from the local Sheriff which meant driving him round the block.
Eight of us shared one car. Those who had driven before and held British Licences went first and those, such as myself, hung back. However, after five cadets had taken the Sheriff round he said “Okay boys, let’s give you your licences”, so we all qualified.
John Player, Stan and I generally went into either Sarasota or Fort Myers during “Open Post” staying at the cheapest guest house we could find. Our pay was only five shillings, plus two shillings and six pence flying pay, plus six pence colonial allowance per day, i.e. eight shillings per day. The rate of exchange was 4.50 dollars to the pound. The American cadet pay was 10 dollars per day.
We met many good and generous hosts during our breaks from camp but we were amazed by the number of people (males) who wore Stetson and spurred boots, without a horse in sight!
Sarasota had a very large caravan trailer area, mainly used by Americans going south to escape the winter snows and cold weather in the north. The weather generally was very pleasant during our stay at Carlstrom but the extreme humidity made life rather uncomfortable and it was common practice to shower at least once during the night.
During our training, one of the flying exercises was pylon eighties which taught the cadet to allow for wind drift. This meant selecting a field and flying the aircraft with the wing tip held on one of the intersections, then flying diagonally across the field so the wing tip again intersected with the opposite corner of the rectangular field.
I am certain that almost all cadets were guilty of taking empty Coca Cola bottles up on this exercise and, choosing a field with cows, we would drop one after another of these bottles causing almost a stampede. The bottles gave a loud whistle during their descent. Many farmers waved their fists and tried to get our aircraft number on these occasions.
It was during my stay at Carlstrom that I heard the black staff – generally dining room and similar duties – join together after evening meal and last post, singing blues songs. They were very impressive and this practice among them was experienced by me at all of the other bases to which I was posted.
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The first batch of mail from home
Carlstrom Field, Florida
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Taken in the air, showing P.T. 17 flying above another aircraft – Carlstrom Field.
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Indian Children of Seminole Tribe, The Everglades, Florida
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Eric (left) & John – relaxing in Florida
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Home of the Stewart Family
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Dexter Ave. Montgomery
(Pop’s Car)
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Cameron Stewart at The Lake
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Four day’s leave was granted at the end of our Primary Training. John and I decided to try and hitch to Miami. Our first lift, given by an insurance collector, took us a good 150 miles to Fort Lauderdale, calling in the Everglades at Indian settlements for their premiums. We met and spoke to the Seminole Tribe families and were permitted to take photographs of their children. A second lift took us into Miami where we checked in at a hotel. We didn’t expect to arrive in Miami on the same day as we left Arcadia.
During an evening meal we were approached by a middle-aged man from another table who enquired who we were and what we were doing in the USA. He asked us where we were staying and promptly said he would ring and cancel out room because we could stay in his hotel without any payment and this included all meals. He introduced us to his wife and friends and told us that he had emigrated to America after World War I and was from Sheffield. It was our good fortune to have been in the right place at the right time!
GUNTER FIELD, MONTGOMERY, ALABAMA
We returned to Arcadia after our leave to be posted to Gunter Field, Montgomery, Alabama for our Basic Flying Training.
Gunter Field was approximately six miles from Montgomery – the capital of Alabama and between the two was Kilby prison. During our first few weeks at the base it was noted that the electric lights dipped intermittently on quite a regular basis. We later learned that it was caused by the Electric Chair at the prison – very disconcerting to know that a prisoner was being executed when the voltage dropped.
Our aircraft for basic training was the BT.13 monoplane with fixed undercarriage. The exercises taught were virtually identical to those covered during Primary Training, except that we were not allowed to carry out snap rolls as they tended to twist the plane and fuselage. See Pilot’s log book for details of flying exercises. This part of our training concentrated more on instrument flying and cross-country daylight and night exercises.
My instructor was an ex-British Cadet from an earlier course, P/Officer Rogers. He was a good instructor and I enjoyed flying with him. Formation flying – three aircraft in ‘V’ formation could be somewhat traumatic at times, wing tips had to be placed and maintained between the wing and tail plane of the lead aircraft and not more than one wing length at the side. With air turbulence, particularly during afternoon flying, it was very dodgy. We also had to carry out low-level formation flying, as low as fifty feet. On one occasion, when flying along the Goosa River, the instructor in the lead aircraft was so low that water spray splattered us in the wing planes and a man who was fishing was so startled as we swept up the river, that he jumped in. Landing in formation was also very precarious. The lead aircraft pilot signalled by hand how many rotations of the main flap he was applying – we had to apply a higher number of rotations to ensure that we didn’t over-shoot him. On one occasion, I was rapidly rotating the flap handle when it came off its spindle. I had to make a rapid break from the formation. On another occasion an oil pipe in the engine nacelle fractured, spraying the windscreen and blocking all forward vision. Again it was a
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case of breaking formation and a hasty return to base, landing with only side vision! See large photographs of BT.13 – I am flying the nearest aircraft)
My Basic Training concluded on the 2nd July 1942. Durin my stay at Gunter Field, the first anniversary of Pearl Harbour was “celebrated”. The three American services decided to hold a parade in all major cities. The British contingent at Gunter were instructed by the O.C. RAF to take part. A Union Jack Flag was obtained and had to be paraded and escorted at the side of the Stars and Stripes. The first time they brought the British Flag onto the parade ground it was upside down. We were all issued with rifles – many months since we had carried out rifle drill, and even though it was July, with temperatures in the 90 degree F. region, we had to wear RAF Blue uniform. When we took these out of our kit bags the buttons were green and it took quite some time to bring them to parade ground condition.
Following the march through Montgomery, John and I made for the ice warehouse where we could buy a water melon to quench our thirst. It was at this point that an American youth came to us and suggested we should return home with him for lime drinks. He said his parents were across the road and they would drive us home. The youth was Cameron Stewart and his parents, Vannie and Pop. John and I went to the Stewart’s house and into the country on the Goosa river, almost every open post after that day. Very often Pop would pick us up to save us getting the bus into Montgomery. At that time Pop was co-owner of a gents outfitter’s shop. Their house was typical of those in the Southern States with Clapboard outer skin and very much like a plasterboard inner lining. All rooms were air conditioned and the freezer size, huge. All windows and door frames were wire netted to keep out the flies and mosquitoes.
The American hospitality was really rather marvellous, lines of cars would be parked outside the base on “open Post” and cadets were picked up at random and entertained by families for the weekend. Pop and Vannie’s hospitality continued when John and I were posted for Advanced Training to Craig Field, Selma, Alabama – a round trip of 100 miles from Montgomery – which Pop drove every weekend to pick us up.
This was the final stage to our graduation and the Advanced Trainer was the AT.6 Harvard, a high performance aircraft within the 200 mph bracket.
My instructor on this aircraft was P/O Percival and he allowed me to go solo after 2hrs.35 mins dual instruction. My stay at Craig Field was very short. During circuits and landings at an auxiliary airfield I was involved in an accident with another aircraft on the landing strip. The other aircraft was occupied by an American instructor who had disregarded all the ground rules for taxi-ing after landing and had decided to taxi to the take off point along the same route on which he had landed. I had chosen this line of approach to land and as the aircraft had already covered most of the landing length when I approached I did not see him reverse his tracks before I touched down. With a rear wheel it is not possible to see ahead after landing, until zigzagging when taxi-ing. Both aircraft collided.
Although there was a control aircraft on the airfield my instructor advised me that I wouldn’t receive any support from the American controller as he was a good friend of
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EXTRACT FROM PILOT’S FLYING LOG BOOK
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Telegram from mum on my 20th birthday – 10th March 1942
Also received telegrams from Jessie Brown, sister Dora Dickerson and sister Ethel Dixon (all telegrams still preserved in their original envelopes)
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PICTON, ONTARIO, CANADA
1942
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Approaching Canada’s Horseshoe Falls
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the instructor. Three American Officers checked my ability to fly the aircraft and at no time was my flying criticised. However, there had to be a scapegoat and that was me.
REMUSTERING – CANADA
On leaving Criag Field I was sent to Ottawa, Canada to appear before a board of officers who controlled the training of RAF cadets both in the USA and Canada.
During my interview we discussed the events of my accident and I was asked what I thought my next stage of training should be. I requested that I be considered for posting to an advanced flying school in Canada to complete my pilot training, having now achieved 130 hours in American aircraft.
I was instructed to report to a Group Captain on the board the following day for their decision. On attending this appointment I was told that they would agree to my request but I must also give written agreement that I would convert to twin-engine aircraft and stay in Canada for at least one year as an instructor. After much thought I declined their offer and opted to be retrained as a Navigator/Bomb Aimer at a school in Picton, Ontario. As my navigational training had already been concluded in America it was only a matter of a few night cross-country exercises to complete this part of my course, plus the written exams. The bombing and gunnery aspects were completely new, including theory and practice.
I graduated at the end of November 1942 and during my stay at Picton I had the opportunity of flying over and photographing the Niagara Falls. I was also able to make two visits to the Falls.
Other places visited were Hamilton and Toronto, the latter was visited on a number of occasions. It was at Picton that I met up again with Carl Hurlington and Jimmy Milichip both of whom had been sent back for retraining from pilot courses in Canada. Carl and I stayed together up to squadron allocation in North Africa.
RETURN TO THE U.K.
We embarked at New York, along with 30,000 other servicemen, on the Queen Elizabeth I – two weeks before Christmas 1942. The journey to Greenock (Glasgow) took four days and there were no escorts as it was considered that the ship could out-run the ‘U’ boats.
Only one cooked meal was served each day and every individual was given a ticket which showed which mess and meal time, which was part of the 24 hour serving. Supplementary food could be purchased from the various shops on board [sic] It was an uneventful journey and quite the opposite to the out-going one.
On arrival in Glasgow we were held for three days on board before it was our turn to be ferried ashore, after which we entrained for the RAF centre at Harrogate.
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[Newspaper cutting]
Last week saw the departure of another contingent of British Pilot Officers, lads who had, many of them, passed through stages of their training at Maxwell and Gunter Fields, at Selma’s Craig and Dothan’s Napier, and have since been stationed as instructors at various points in the Southeast. Many of these chaps will remember Montgomery as the site of their “getting acquainted” with America, and many of them have formed ties with our town which will endure long after this present war is history.
When, some twenty months ago, Montgomery was invaded by the British, our capitulation was prompt. We fell before their onslaught like a Sicilian village before our own advancing troops. Into hundreds of Montgomery homes these cadets of the RAF were invited, perhaps a little doubtfully, but most of them quickly established themselves as wholesome lads, a little different in surface mannerisms and speech, but actually very like American boys, and very happy to find a friendly welcome in a strange land.
What began as a gesture of Montgomery’s hospitality developed, often, into fast friendships, and many Montgomery homes became “home from home” for youths from Yorkshire and Wales, Londoners and Scottish lads. RAF blue was a common sight on Montgomery’s streets. And, as the training program progressed, RAF men who had trained here began to take part in the raids over France and Germany and in other theatres of war. Montgomery is represented on these RAF sweeps over enemy territory just as it is represented in the actions of our Flying Fortresses.
Now the sight of an RAF uniform has become a rarity. With the exception of those who sleep on the hill above Montgomery, the RAF trainees have taken their wings and gone to the combat areas. They write back to Montgomery as if writing home, and Montgomery has a warm place in their hearts. Almost without exception they want to return in happier times to revisit this heart of the deep south.
“I know you’re glad to be going home’ someone remarked to a departing officer The officer hesitated. “Well yes, of course But I shall be back…definitely”
Written by ‘Pop’ Stewart for the Montgomery Advertiser
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Receipt for diamond engagement ring
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Jessie Brown 1942
Below: Sister Eva outside No. 4 William Street, Lincoln
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I was eventually interviewed by Leslie Ames the cricketer, who decided that because of the extent of my pilot training I should be a better asset to the RAF by being posted to a Wellington Operational Training Unit acting as Bomb Aimer, second pilot and supplementary navigator. I wasn’t sure how I could cope with it all but I agreed to his suggestion. – The following day I was given Christmas leave.
At this point in my memoirs I must introduce Jessie Brown. I met Jessie during the brief time that she worked at Clayton Dewandre and we began to go out together between my attendance at evening college and also at weekends. This was the period between my acceptance for the RAFVR and actually reporting for training.
Before leaving Lincoln we agreed that if either of us met someone else we were quite free to go out with them. However, both Jessie and I corresponded on a regular basis during my stay in this country and also during my time in America and Canada. Also we spent my leaves together. When I returned from Canada we decided that our relationship was very special to us, even though we had not known or been together very long. It was during my Christmas leave that we decided to become engaged. We went to Gravesend to see my sister Eva who was in the ATS and was stationed there. She was a telephonist on a Heavy Ack, Ack Gun Site but managed a short spell off duty so we went for a meal together and shared all our news. We travelled back to London and stayed in a rather cold and drab hotel off Regent Street for the night and went to a jewellers called Hinds to buy an engagement ring. Jessie chose a white gold ring with five diamonds. The assistant in the shop gave her a diary and this diary and the receipt for the ring are together in our memorabilia. At the same time, whilst on leave, we decided that if I was again posted abroad we would marry before I left.
Imagine my surprise when on arrival at Moreton-in-Marsh O.T. Unit we were told that, on completion of our training we would be posted to 205 Group British North Africa Forces. This news meant very hurried preparation for our wedding to take place at the end of March beginning of April. With the very limited facilities available and rationing of food, clothes, etc., the planning of such an event was very difficult and celebrations had to be extremely limited. The flying weather conditions during the first three months of 1943 were atrocious and our wedding date had to be postponed on two occasions but everyone was very understanding about these changes of plan. However, it did make life rather difficult for Jessie and others trying to make final arrangements.
The first and most important stage of OTU training was to “crew up” with other members of aircrew who it was thought could work as a team. I was a member of a crew made up of Pilot – Cyril Pearce – also a 42H class member in the USA but at different air bases – Jock Taylor (Scottish) navigator – Jock had joined straight from college and was the youngest crew member; Jack Morvel – WOP/AG and hailed from Bury – said he dyed to live but now lived to die – very encouraging and jovial character; Ted Peters – London – rear gunner.. [sic] Ted was a bit of a loner but we always encouraged him to join us in our out-of-base activities, mainly in Moreton, which at that time was just packed with airmen. Our crew was all NCO, and we knitted together very well. Most of our training was night flying on long cross-country exercises – Bulls Eyes – going from cities in England, Wales, Ireland and Scotland, carrying out various laid down routines such as infra-red simulated bombing of docks,
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19th April 1943 – St. Swithin’s Church, Lincoln
Carl Harlington, Enid Scott, Eric Scott, Jessie Brown, Eva Scott, James Brown
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factories etc., which would record on camera for accuracy. On some occasions the cloud base was so thick and low that we never saw the ground from take off to landing and all navigation was done by dead reckoning and Astro-shots. Our accuracy in locating “targets” and turning points were very hit and miss, hence the postponement in completing our training. Some crews were lost during this period, either crashing in the Welsh or Scottish mountains or from the mechanical failure of the aircraft. It was also during this final part of our training we had to “stand to” for participating in a 1,000 bomber raid on Germany. I never found out the intended target because it was cancelled prior to briefing.
Our training completed – not without a few hair-raising experiences, we eventually went home on “embarkation” leave.
Jessie and I were married at St. Swithins Church on 19th April 1943 and our reception was in the ‘Gym’ room of the Rose and Crown Inn at the junction of William and Dale Street, Lincoln. We really appreciated the number of local people who helped us and we didn’t seem to miss out on anything with regard to food. Carl Harlington, who was also at Moreton and who hailed from Thorne, Nr. Doncaster, was my best man, but he was the only RAF person present, though one or two others were invited.
Jessie and I spent our wedding night at my sister Mary’s house in St. Hughe’s Street, Lincoln and the following day we travelled by train to Stratford upon Avon where we stayed in a B & B which we found on arrival – address : Sheep Street. After three days we returned to Lincoln as my leave was completed.
On my return to OTU I found that Cyril Pearce had also married during his leave, to a WAAF – Doreen – who was stationed at Gloucester. They married on the Saturday and we on the Monday.
Our final stage at Moreton was to “pick up” a new Wellington aircraft from a dispersal airfield near Gloucester and fly it on a number of exercises to ensure that everything functioned satisfactorily before taking it out to North Africa. As this exercise usually absorbed three weeks of our time, Cyril and I arranged for Doreen and Jessie to join us at Moreton for a week, I.e. the last week prior to departure. We stayed at the “Wylwyn Café” which also let rooms. One of the events which stays in my mind was our visit to the circus at Moreton. We all went along including Jock Prentice – another pilot who had also been married during his leave and whose wife had joined him at Moreton. The circus acts were extremely poor but what topped the lot was the smell – particularly when they let the lions into the “arena”. One can imagine the shouts and comments which ensued from a few hundred airmen!
We learned during this last week at Moreton that Doreen was AWOL from Gloucester, so Jessie and Jock’s wife loaned her civilian clothes to wear to hide the fact that she was a service woman, bearing in mind that the Service Police were well represented at Moreton and the surrounding area. The final day arrived when we had to say goodbye to our wives and walk to the airfield knowing that we would be flying that day, 27th May 1943 on the first leg of our journey to North Africa – which was from Moreton to Portreath in Cornwall.
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OPERATIONAL TRAINING UNIT
MORETON-IN-MARSH
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We stayed overnight at Portreath and on 28th May at 6.30am took off and set a course to go around the tip of France, across the Bay of Biscay, momentarily seeing the coast of Portugal and Spain and crossed the Moroccan coast at Casablanca. We then corrected course for our overnight destination at Ras-el-ma. On landing, at approximately 3.30pm British time, i.e. a nine hour flight, we were relieved to open the hatch and climb out. The air temperature suddenly hit us as we stepped onto the ground and we were surrounded by black people (local) in strange uniforms and cloaks and even stranger rifles and other firearms. This was the guard for our aircraft. RAF Ground Personnel took us to report in, and then to the “canteen” (tent) for our meal before going to our billet to make our bed for the night. During the late afternoon, Cyril and I changed the engine coolers to the tropical type as instructed at Moreton. We took our tropical khaki uniforms, with the “long shorts” as issued and our Blue kit had also been changed to khaki to “merge” with the desert sand.
On 29th we set course for Blida near Algeria which was the Headquarters of 205 Group. This took us across the Atlas mountain range which was a truly magnificent sight. This flight was only of four hours duration.
My only significant memory at Ras-el-ma was when we started the engines to fly to Blida. It was my job to prime the engines and then give Cyril the “thumbs-up” to crank them and, if they didn’t fire straight away I gave another pump on the primer which was at the Nacelle. Normally three pumps were required to get the engine – a Hercules Radical – to fire. No-one told us that in warmer climates two pumps were adequate and consequently flames poured out of the exhaust and burned my hair, eyebrows and singed my eyelashes. The smell was terrible but luckily I was not injured in any way. The second engine was started with two pumps and yours truly stood well back.
On landing at Blida we were told that we would be staying there the following day. This station’s billets were ex-Foreign Legion and the beds were curved upwards towards the centre from top to bottom. Here we encountered for the first time the French Loo!! We never thought we would manage to cope with it but practice makes perfect!
We went into Algeria the next day and saw oranges growing on the trees in the streets, experienced our first Arab Souk and the way of “hard bargaining” before purchasing anything. We had received some pay in Francs before going into town but, apart from buying “lunch” and coffee I can’t recall paying for anything else.
On 31st May we once again took off and set course for Kairouan, Tunisia. It was a three hour flight and we landed at 3.0 pm, having had to circle for thirty minutes because of exploding oil drums at the “airfield” which had been “touched-off” by the heat of the sun.
Kairouan was a number of white buildings just a mile or so from the airfield. This airfield had previously been a cornfield and the stubble was very much still in evidence. Steel, interlocking tracking – made in USA – had been laid on top of the stubble to form the runway and of course it became very hot and was the main cause
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of tyre bursts, of which there were many. The accommodation was all tented as was the various messes, because the squadrons were a mobile unit. The two Wellington Squadrons – 142 and 150 which had been sent from Waltham, Lincolnshire had been giving tactical night bombing support to the 1st Army which had landed at Bone. The “Desert” Wellington Squadrons who were now also based around were 104, 40, 37 and 70 and further support was provided by a squadron of Liberators, South African manned, and one of Halifax’s. These night bomber squadrons formed 205 Group and could produce between 80 and 100 aircraft for a night’s operation.
FIRST OPERATIONAL TOUR – 142 SQUADRON
I flew my first operation with Sergeant Cox, his B/A was sick. He had completed two thirds of his tour and Jock Taylor and I shared his tent. The target was a small island occupied by the Italians and from which they could attack our shipping. It was only lightly defended from air attacks and it was an “easy” target. This operation was one June 9th and the island, Pantelaria. (see log book).
We didn’t fly again until the 19th June when we flew as a complete crew – the target was Messina. This target was just the opposite to my first trip and we learned very quickly how to shorten the bombing run to a minimum and weave to avoid the AA shells which, on all major targets, proved to be very accurate. Sergeant Cox and his crew failed to return on this trip, which came as quite a shock to Jock and myself, reminding us that we were very vulnerable.
We continued to attack targets in Sicily and the area in Italy near to Sicily, in readiness for the invasion which took place on the night of July 9th when we were told to stay over our targets for at least thirty minutes dropping one bomb at a time and attracting the searchlights which we must then machine gun. Jack Morvel went into the front turret for this time over the target, which for us was Syracuse. Major targets such as Naples, Leghorn, Salerno, Pisa and all the airfields, were heavily defended by both AA guns and fighter cover. We had a few close shaves and there were a number of occasions when the AA shells exploded and splattered our aircraft and the cordite passed through the fuselage. On one particular trip over Naples when we become coned in the searchlights, Cyril had to throw the aircraft around to try and escape because the gun-fire was uncomfortably close. Jack Morvel was hanging onto flares in the tricel shute ready to release them when I warned him what was going to happen. The sudden, almost vertical bank that Cyril made caused Jack to lose balance and he fell into the side of the Elsan toilet which promptly broke loose and emptied its contents all over him. He wasn’t ‘flavour of the month’ for days after and had to replace his uniform battle dress. We did however manage to locate and bomb the target and return home – but had to make a second bombing run.
Our first tour was completed – thirty eight operations – by a visit to the Civitavecchia marshalling yards on October 3rd 1943, i.e. June 9th had started a four month period.
During that time I wrote and received many letters from home and received parcels with a variety of contents. We were entertained by professional artists on make-shift stages in the open air – names such as Bob Hope, Bing Crosby, Dorothy Lamour, Charlie Chester and others. Members of the War Cabinet made visits to the Group
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142 SQUADRON, NORTH AFRICA – JUNE 1943
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From left to right : Ted Peters, Eric Scott, Jack Morval, Jock Taylor, Cyril Pearce
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from left: Ted Peters and J Prentice with two crew who were killed over Naples July 1943
Our camp near Kairouan, Tunisia
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and told us what was and was not happening and why. We complained about the rations – mainly melted bully beef and biscuits, and the cigarettes that were issued. They changed the cigarette packets from ‘V’ to Woodbines, the contents remained the same, terrible. Fortunately we could purchase various other true brands from the Sergeant’s Mess.
We made several visits to Sousse, Hammamet and other smaller coastal places for a dip in the Mediterranean.
The lovely white walled city of Koirouan was a myth, it smelled to ‘high heaven’ and we couldn’t go to the Souk unless there were five or six of us together. The Arabs were definitely objectionable, probably because we were very tight in our bargaining at “tent level”. They did however win the “top award” when they took a tent whilst five men were asleep inside!! It was quite a shock to the occupants when they awoke.
Water allowances were very limited. The daily ration for a tent of five was a five gallon drum. This had to be for washing ourselves, our clothes and for drinking. The drinking water was kept in a hole just outside the tent, using a brown pot jug which kept the water at an acceptable temperature.
The air temperatures were very high during the day but were pleasantly cool at night after sunset. It was not possible to touch metal exposed to the sun after 10.0am and it was common practice to fry an egg on a metal plate in the sun. Our wash basin was an upturned tin hat with the inside removed and fitted into the tail fin of a bomb. Other improvisations such as making a comfortable bed frame and raising it from the ground away from dung beetles, scorpions, etc. were introduced within days of arrival or were “bought” with cigs, chocolate, etc., from crews who had completed their tour and were leaving.
Flies were a big nuisance, settling on food and spreading disease. Gyppy Tummy and Dysentery were experienced by virtually everyone and ‘having the runs’ was no fun at all.
Jock Taylor went down with yellow jaundice and was in the hospital tent for at least a week. He perspired considerably and every day his shirts were encrusted with salt from the body. His feet were also very odorous – but he did consent to leave his socks off during non-flying hours!
We had to be very careful not to get sunburn as this was a chargeable offence if it prevented anyone from flying.
Our posting to Tunis arrived and we were to stay at the transit camp for further instructions, presumably to await either air or sea transport to the U.K. During our stay in Tunis we met ‘Poni’ (the only name we knew him by). He was Maltese and his mother and sister, together with himself and his horses escaped from Malta because of the siege and came to Tunis where he continued to earn his living as a jockey, with his horses pulling a ‘cart’ on two wheels around the local race tracks. They appeared to be a wealthy family and he took us around Tunis for dinners in local hotels and objected then we insisted on paying for an occasional meal.
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PALESTINE – MAY 1944
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Y.M.C.E. Building – Jerusalem
Right: The British War Cemetery
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‘Mount of Olives’
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‘Garden of Gethsemane’
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We also visited Carthage, the construction of which astounded us, with the running water and drainage system. This ancient city is a must to visit for anyone travelling in the area.
We had a severe shock when our posting came through. Only Jock Taylor was returning to the UK because of his jaundice, the rest of us were to fly to Cairo by Dakota, have leave and then proceed to Palestine where a new Operational Training Unit was being opened to instruct RAF personnel coming through from Rhodesia, South Africa and other Empire Training countries, prior to joining 205 Group.
We flew from Tunis across the Sahara Desert, visiting Tobruk on the way and landed at Cairo airport. We were taken to Heliopolis, a large transit camp about five miles out of Cairo and were incarcerated there for three weeks.
Cairo was visited almost daily. We had lots of back pay to draw upon and we visited a number of shows and night clubs. Jack Morvel blotted our copy book on one occasion when a troop of dancers were caterpillering off stage and he promptly dashed onto the stage and joined the end of the line. We had to leave but we had seen the show at half price. The Arabs in Cairo had to be watched very closely. They would steal anything, even the wealthy merchants from the Souk area couldn’t be trusted.
Eventually we left Cairo by a train which had wooden lattice seats, for two days of journeying to Tel-Aviv. Our bums were numb by the time we arrived! Upholstered seating was out because of the bugs which abounded in the Middle East and all bed legs had to the placed in tins partially filled with paraffin to prevent the bugs getting into bed with you!
Our destination from Tel-Aviv was 77 OTU Qastina. The station was only partially complete when we arrives and we were the first “instructors” to enter the station. The Sergeant’s Mess had not been completed at that stage and our aircraft had not arrived.
We spent Christmas 1943 on the Station. The accommodation was brick built blocks with three persons to a room. We had good beds, good showers new ‘mossie’ nets and plenty of storage room. The temperatures were quite moderate and we had to wear our Blues during the early part of the year.
Most of the construction work was being done by Arabs with RAF supervision. They would only work when they needed money and would arrive on their donkey, hobble the two front legs and report for duty – all very slowly. Occasionally we would unhobble a donkey, slap it on the rump and then at the end of the day watch the face of the owner then he found it was missing. They always dramatised everything that happened to them.
The airfield had been built on a small plain which was also the grazing area for local village animals. This resulted in considerable difficulties controlling aircraft movements because the Arabs would drive their sheep, camels, etc., across the airfield and runways at random. We tried to discourage them by rounding up their animals,
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BETHLEHEM
A Judean Home
[Photograph]
Mother of Pearl Workers
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TEL-AVIV
Boulevard Rothschild
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Habimah Theatre
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HAIFA
The Road to Mount Carmel
[Photograph]
Technicum
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putting them into a compound and then insisting that they pay a ‘fine’ to get them back. The local Mokta (Mayor) visited us frequently and we prevailed upon him to stop the villagers from crossing the airfield. The climax came when a Defiant hit a camel which was crossing the runway. Unfortunately the aircraft was a write-off and we didn’t think much of the camel steaks either!
Eventually we were able to educate the Arabs to keep off the runways and, if they needed to cross, to wait for a green Aldis from the control tower. The Arab women could carry very heavy weights on their heads and this was demonstrated when two of them dropped bales of compressed straw onto the runway – we had to use the 15 cwt Chevrolet to drag them clear.
Whilst in Palestine we took the opportunity to visit the sights mentioned in the Bible. Jerusalem, Gol-Gotha, Haifa, Sea of Galilee, Bethlehem. The Jewish people were not kindly disposed to us. It was the period when ships with European immigrants were being turned away and would-be leaders were conducting terrorist activities. It was necessary to always be on the alert against attack.
Our main entertainment was either visiting Tel-Aviv for the day, being invited to the Polish Armoured Division near Ramalah, or having a dance in the Sergeant’s mess. The ATS and WAAFs were brought in by truck for these occasions.
When a course of ‘pupils’ passed out, one per month, they would invite their instructors to join them in the mess to celebrate the occasion. Many did ‘pass out’ but it was quite an event each month and I never needed rocking off to sleep on such nights.
The only other significant occasion I remember was P/O Izzard who was being taught to fly on one engine. I was also in the aircraft instructing a bomb-aimer. The screen pilot asked his ‘pupil’ to unfeather the port engine and return to normal power but unfortunately he feathered the starboard engine. We were too low to recover any power and the screen pilot had to crash land the Wellington in open country. Luckily no-one was injured but the aircraft was written off.
A week later I went for the weekend to The King David Hotel, Jerusalem. When I woke up the next morning my hair from ear to ear was on the pillow. I thought that someone had played a prank on me but soon discovered that my hair was still falling out. On my return to Qastina I reported to the M.O. who sent me to Tel-Aviv hospital. The Specialist went into raptures because he had not previously seen such a perfectly defined Alopecia profile of hair loss – just in line with the medical book. He brought into his consulting room both junior doctors and nurses but my question was what could he do about it and how quickly would it grow. The response was quite negative, I was told it would re-grow but over a period of months. The cause – delayed shock from the crash landing.
During the early part of my stay at Qastina I was sent to Ballah, down the Red Sea, on a Bombing Leaders and Instructor’s course. We worked fourteen hours every day either in the classroom or flying. We had to cram a three month course into two weeks. Immediately on arrival we were given a smallpox vaccination, apparently it
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had broken out in the area. Fortunately for me it didn’t take. They tried three times but then gave me an exemption certification. The course was very enlightening – our tutor being a Squadron Leader and ex Oxford University Professor. I came second in the course with a 96% pass, beaten by a New Zealand Maori with 98% - a man with considerable retentive abilities.
I continued to teach at 77 O.T. Unit, Qastina, until the end of June 1944 when I agreed to team up with Brian Jeffares a NZ pilot to return for a second tour of operations, based at Foggia, Italy.
My other recollections during the stay in Palestine were the frogs and toads. Thousands of them came out after dark and made such a fearful noise when we walked across the grass verges and tarmac roads they just squelched under our shoes. The other was the cheapness of fruit. We had a plywood tea chest, normal size, which we would half fill on a bi-weekly basis. This would cost around five shillings. Huge grapefruit was stacked at the side of the roads, like sugar beet, and left to rot because of the lack of transportation to send them to other countries.
Jack Morval and I were, on one occasion, invited out to a meal with an Arab family by a Palestinian Policeman. Quite an experience. We sat on mats around a large dish full of mutton portions, including eyes, of which everyone present had to eat at least one. This was not pleasant but I did manage to swallow one with my own eyes closed! The Arab family were upper-class and very good hosts and could speak quite good English. I was under the impression that the Palestinian Policeman dined with them on a regular basis.
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205 GROU – FOGGIA, ITALY 1944
[Photograph]
Our Crew see dots:: Brian Jeffries (NZ) Jack (Canada) Snowy Ayton (NZ) Eric Scott (UK) Jack Nichols (UK)
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SECOND TOUR OF OPERATION – 205 GROUP
Our Crew:
P/O Brian Jeffares New Zealand Pilot
W/O Snowy Ayton New Zealand Rear Gunner
F/Sgt Jock Nicholls Scotland W/O Air gunner
F/O Jack Canada Navigator
F/Sgt Eric Scott England Bomb/Aimer
We left as passengers in a Dakota bound for Capodichino airfield, Naples, on 23rd July 1944. Our first touch down for refuelling was Benghazi, then further stops at Tripoli, Bari and finally Naples. Flying time was 11hrs 50 minutes but the duration of the overall journey was fourteen hours. (See Log book).
We were allocated to 37 Squadron of 205 Group flying MK X Wellingtons but these were now fitted with the MK X1V bomb sights, another Barnes Wallis invention and considerably superior and more accurate than the old MK IX. It worked on a gyroscopic principle so that if the aircraft banked the sight only rotated half the amount, thus keeping the sighting vertical. This enabled short bombing runs to be made with great accuracy and gave profound relief to the crew as this period was the time most likely to be hit by Anti-Aircraft fire and coned by searchlights.
Following two days of air tests to acquaint ourselves with the locality and hazards we were listed for our first operation to an aerodrome in the South of France. A trip of almost nine hours duration. We had two bombs ‘hung up’ and I had to chop out a section of the ‘cat walk’ above the station concerned and then release them manually over the sea.
Over the next twelve days we completed seven operations, two of which were to the Ploesti oil refinery complex near Bucharest. This was the third most heavily defended target in Europe with many searchlights, light and heavy AA guns and, I have since learned, a ratio of two fighters to every bomber.
Our losses were very high in 205 Group, around 10%, but not nearly as much as the Americans who followed us on daylight operations. They lost well over 100 aircraft each day.
Our first operation on Ploesti was quite reasonable and we were not coned, although the gun fire was accurate and the smell of cordite in the plane was quite unmistakeable we came out unscathed. The next attack was quite the opposite. We approached the target at 15,000 feet and were at least three miles away from the aiming point when a master searchlight came straight onto us, followed by at least five others. We corkscrewed, dived and did every manoeuvre possible but could not get rid of them. We were then down to 8,000 feet and being hit by light and heavy AA fire. We did the shortest bombing run ever and then continued to take avoiding action, losing height all the time. We levelled out at 700 feet, at last free of the defences and about seven miles from the target. We saw a number of aircraft being shot down and much air to air firing by observing tracer fire. We knew that some of the fires on the ground were dummies and that some of the ground explosions were to make us think that
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[Drawing]
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more aircraft were crashing than was the case. However, our losses on that occasion were high.
Following the Ploesti trips two crews in our Group refused to go on any further operations. They were court martialled and accused of ‘lack of moral fibre’, lost their rank and brevet and sent to detention. I often wondered whether the court of officers presiding had ever been to Ploesti or any similar targets. It was a very frightening experience especially with such a small force of aircraft.
We pressed on, operating through August, September and into October. Being an experienced crew we were sometimes called upon to carry out Path-finding, when we had to locate the target using flares, in Chandelier then make a second run to drop target markers of either Red or Green, then a third run to drop our bombs. Not very healthy and also we were not equipped with ‘H2S’ or ‘G’, blind target identification aids, as fitted to all four-engined aircraft operating from the UK.
Some of our operations involved dropping mines on the Danube which prevented, delayed, or damaged barges being towed with German supplies to their front lines in Hungary, it particularly restricted the supply of oil to their forces in Italy and Germany.
Dropping mines was known as ‘Gardening’ and each crew were given a ‘Bed’ or stretch of the river in which the mines must be delivered. Naval officers briefed and de-briefed us on these occasions. We usually carried four mines. When about 100 miles from the target and depending upon the terrain, we would drop to between 600/700 feet to be under the Radar beams. As the river came into view, bearing in mind that it was always a full moon situation, we would drop to 200 feet. On identifying our Bed we would further reduce height, sometimes to 100 feet before releasing the mines. This ensured that the mines would not break up on impact with the water.
Inevitably there was much light gunfire from the banks and also rocket launches on barges in the river. The rockets whistled past the aircraft but we were never hit by either of the defences and we didn’t waste time getting away.
One of our squadron crew was shot down over the river on one mine laying trip but they managed to ditch, swim to the bank and three weeks later arrived back on the squadron. We wanted to know why it took them so long!
With the Russian advance, guns and fighter aircraft became even more concentrated and targets more difficult to attack, consequently our losses also increased because of this.
About the middle of October, Wing Commander Langton, our C/O sent for our crew and told us that the Group was converting to Liberators. He said that our tour of operations would be completed in the next week or so and that we would then return to the UK. It was not worth the expense of us converting for a few operations. The following day I filled in the necessary forms to apply for a commission as I considered that this would be more beneficial to me on my return than a Warrant Officer rank
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[Photograph]
Beside the main road from Bucharest to the famous oil town of Ploiesti, lies the beautifully tended Commonwealth War Graves Commission Cemetery. While British Defence Attaché in Romania (1979-82) the author became curious to know how the 80 British and Commonwealth airmen, who lie in this peaceful place, met their deaths between May and August 1944.
He discovered that they were from the RAF’s 205 Group which, flying from airfields in the Foggia Plain of Italy, was the night bomber component of the Mediterranean Allied Strategic Air Force. They had lost their lives during the sustained day and night offensive against the Romanian oil industry and its distribution network, the transportation system supporting the German front in Moldavia and the mining of the Danube.
The cost to the Group, against these well-defended objectives – rated third after Berlin and the Ruhr - was 254 aircrew. 154 lost their lives, 73 became prisoners, while 27 evaded capture and returned to Allied lines after many adventures. 46 Bombers were lost.
Patrick Macdonald’s account of these operations is based on the contemporary official reports and intelligence assessments fleshed out by the recollections of many of the men who were there from all corners of the Commonwealth.
‘…a riveting story, well organised and well told… Patrick Macdonald’s book convincingly justifies his assertion that this bomber offensive, though little publicised at the time was no side show when set against other events nearer to the main arena of the war and for those who took part in it.’
British Army Review
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which was imminent. I was interviewed the following day by Wing Commander Langton who said that he would forward a recommendation to Group HQ without delay.
On the 17th October we carried out what we thought would be our final operation on a marshalling yard in Yugoslavia. However, on the afternoon of the 21st we were asked to fill in for a crew whose pilot had reported sick. The target was Maribor marshalling yards in Yugoslavia. Everything went wrong on that day. The aircraft was an old MKIII and one engine was ‘playing up’ when we checked it out in the afternoon. When we went to take off the engine was still showing high mag. drop. Further work was carried out but eventually we took off fifteen minutes late and with a slower than normal aircraft. Our arrival on target was at least twenty minutes behind schedule and, of course, we were on our own. After dropping our bombs we turned for home and tried to do a bit more catching up. On approaching the Yugoslavian mountains we were attacked by a German fighter from below. No-one saw it as it was in a blind position. The damage was mainly to the petrol tank on the starboard side, so I switched both engines to that tank to save fuel.
Despite the fact that we dog-legged, changed height and changed our position every few minutes, we were again attacked about fifteen minutes later and on this occasion the aircraft went out of control. Brian gave the order to abandon the aircraft. I opened the front lower entry/escape hatch, saw Jock and Jack the navigator go forward, then picked up Brian’s parachute and gave it to him, meanwhile he was trying to slow the descent of the aircraft which was quite considerable. On trying to clip on my own ‘chute I could only feel a clip on the left side – the right hand clip seemed to be flattened. Being dark I couldn’t see what had happened. There was very little time to ponder the problem because we were over the mountains which I could see from the side window. My only chance of survival was to jump and hope that the canopy shrouds would not entangle so that the ‘chute would open.
I said a very quick prayer asking God to give me a safe landing and then swung out of the forward hatch. I then felt for the rip cord handle and pulled it. Almost immediately there was a very load crack and I was jerked into a floating situation. At the same time I saw our aircraft explode on the ground. Not being sure of my ‘angle of dangle’ I was not ready when I hit the ground with considerable force. My face hit a boulder on the mountain side – I’ve never looked so good since. It was pouring with rain and numerous dogs were barking, presumably because of the exploding aircraft.
HOSTAGE/PRISONER OF WAR
The first thing I did after releasing my parachute was to thank God for my life, and also prayed that somehow Jessie and the family would know that I was safe.
After wrapping myself in my parachute for warmth and protection from the rain I went to sleep.
The tolling of a church clock and the barking of dogs woke me at daybreak. The rain had ceased and looking around I realised that I was about one third of the way up the mountain and it was mainly boulders and scree around and below me. My face was
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stiff and sore and coated with dried blood on one side. I collected my parachute into a manageable ball and then examined the harness. The right hand clip was torn away and the remaining metal, near the harness, was very distorted. It was apparent that either a bullet or shell from the fighter had hit the clip and torn it away. The thought of such a ‘close call’ made me shiver and I was thankful for my safe deliverance. I hid my parachute between a boulder and the ground on the face away from the valley.
There was a farmhouse near the bottom of the mountain in a concealed position. I watched the activity at the house for at least three hours. The farmer came out of the house with his dog, followed by a woman who assumed to be his wife. Later, a girl who was probably about twelve years old and a boy 8-10 years started to do tasks around the farmhouse. By this time the chimney was smoking. Looking at my watch I saw it was around 10.0 am when they all returned to the house. At 11.0 am I decided that the family were harmless and that I would approach them for assistance to try and contact Tito’s Partisans.
I didn’t have any problems negotiating the descent and arrived at the farmhouse unseen. The lady opened the door to my knocking and audibly gasped. I explained who I was with gestures and she called her husband. When asking them for help I tried to explain that my parachute could be retrieved and given to them in return. The man came with me and helped to bring my parachute down to the house. I offered him a cigarette and, with the ‘hot end’ I burnt a piece of the canopy as a keepsake. What I didn’t realise was that the farmer had sent his son the alert the military authorities.
On the boy’s return the farmer motioned me to follow his son, giving me the impression that he would guide me to the Partisans.
My freedom was short-lived however, as by evening we were picked up by the Croation Military who were co-operating with the German Army and also fighting the Partisans. They were a very ‘trigger-happy’ bunch of soldiers and I knew that it was useless to make a run for it so, with a number of guns pointing in my direction I was escorted to an ancient truck and driven under guard to Gospic and the Military H.Q. where I met Snowy, Jock and Jack. We were locked in a room and left overnight but were given a meal of what seemed like pasta and jam. It was good and very welcome. I quietly asked the other crew members about Brian, whether anyone had seen him or heard about him. Snowy said he thought he had gone down with the aircraft. Apparently, just before I escaped, Snowy had gone out backwards with the turret rotated at 90° to the fuselage. This was quite a common practice and a much quicker escape route for rear gunners. Unfortunately Snowy had got his feet tangled up with the firing cables and this prevented him getting clear of the turret. He then put his helmet back on and asked Brian to hold the aircraft a little longer so that he could clear the cables. Whether he told Brian when he was clear is not known but there is no doubt that Brian sacrificed his life for his New Zealand cobber – a very generous act of self-sacrifice and discipline. I do not know where Brian is interred or whether he has any known grave.
After sleeping fitfully we were allowed to go one at a time to wash etc. Meanwhile an American-born woman married to a Croation came to see us and provided breakfast
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[Post Office Telegram]
TRANSCRIPT OF OFFICIAL TELEGRAM
Mrs E.W. Scott 4 William St. Great Northern Terrace Lincoln
From Air Ministry 73 Oxford St. PC 23/10/44
Regret to inform you that your husband 1425752 Flight Sergeant E.W. Scott is reported missing as the result of air operations on 21st October.
Enquiries are being made through the International Red Cross Committee and any further information received will be communicated to you immediately.
Should news of him reach you from any other sources please advise this department.
Letter following shortly pending its receipt no information should be given to the press.
1140 A
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and a cup of tea. She also arranged for me to be taken by a guard to the local hospital to have my face treated and accompanied me to translate when necessary. After two days in the Military Headquarter, during which we were relieved of our identity discs – much to my disgust – we were taken to the local prison and locked up in a cell about 12 feet x 8 feet with a stone floor. It was very cold and we couldn’t seem to persuade the guards to give us some blankets.
Eventually the ‘American lady’ came to see us and explained that we were not prisoners of war but hostages. She arranged for blankets to be issued and reassured the guards that we would not harm them. This conversation produced a complete change of attitude from the guards who shared their Schnapps with us and a few days later brought playing cards out. They never won, Snowy was a past master at cheating.
About one-two weeks after capture, the military advised us that they were going to hand us over to the Germans as being only hostages they couldn’t be responsible for our safety with the Russian advance. We objected and asked why they wouldn’t allow us to contact the Partisans, if they showed us their location on a map we would attempt to walk to them. They would not agree to this and the following morning in heavy rain we had to board an open lorry for transit to Zagreb and the Germans. The journey took several hours and we were soaked to the skin when we were taken into the German camp and locked in cells which were constructed of wood. A long passageway linked each cell and we quickly found out that there were American airmen in the next two cells to ours. Apparently they had been shot down a few days previous after returning from a raid on Vienna.
The Feldwebel in charge of us was a very dour, Prussian type of German and shouted at us at every opportunity, and at the same time hitting us with his rifle butt whenever we wanted to visit the toilet. The food provided was very poor, but nevertheless, it helped to fill an empty stomach. The Americans decided enough was enough with the hostility of the Feldwebel and with us in accord started to sing ‘Or would you rather be a mule’. The Germans went berserk, hitting us again with their rifle butts until the Unter Officer intervened.
The following day we were handed over to four Luftwaffe guards and taken to the local railway station where we boarded a train bound apparently for Budapest.
None of us had smoked a cigarette for some time and, on boarding the train, we saw long cardboard-type holder s with what appeared to be tobacco inside. On closer inspection, however, they were only the tubes which had been attached to Turkish cigarettes – disappointment all round. After many hours of train travel with a lot of stops we arrived at Budapest Station around mid-morning the following day. We had not eaten or drunk since leaving Zagreb. The 8 plus 4 of us were taken to the German Military Police office on the platform, given a chunk of black bread and some German sausage. It was then we heard the Russian shells falling on the City and in fact they were hitting part of the station complex. The German guards, who were all in their fifties, herded us quickly back onto the train and with civilians who were cramming into the compartments and on the carriage roofs, the train left the station leading North from whence we had come.
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[Crest] AIR TRAINING CORPS [Crest]
CITY OF LINCOLN SQUADRONS
Nos. 204 & 1237
Lindum Holme, Lindum Terrace, Lincoln Tel: Lincoln 914
From O.C. 1237 Squadron. A.T.C.
Dear Mrs Scott,
It is with very deep regret that we learn that your son, Flt/Sgt. Eric Scott has failed to return from recent operations.
We need not tell you how very proud we are of Eric’s record with us and subsequently with the R.A.F. and how sincerely we hope that you may soon receive brighter and reassuring news of him but in the meantime please remember that all ranks of his old A.T.C Squadron are with you in thought and sympathise with you in these dark times.
Yours in deep sympathy,
[Signature]
Flt. Lieut.
O.C. 1237 Squadron, A.T.C.
AIR MINITRY,
(Casualty Branch),
73-77 OXFORD STREET,
LONDON, W.1
P/424636/3/P.4.A.2.
29 October, 1944.
Madam,
I am commanded by the Air Council to confirm the telegram in which you were notified that your husband, Flight Sergeant Eric William Scott, Royal Air Force, is missing as a result of air operations on 21st October, 1944.
The telegraphic report from Air Force Headquarters, North Africa, states that your husband was air bomber of a Wellington aircraft which set out to attack marshalling yards at Maribor, Yugoslavia and failed to return.
This does not necessarily mean that he is killed or wounded, and if he is a prisoner of war he should be able to communicate with you in due course. Meanwhile enquiries are being made through the International Red Cross Committee, and as soon as any definite news is received you will be at once informed.
If any information regarding your husband is received by you from any source your are requested to be kind enough to communicate it
/immediately
Mrs E.W. Scott,
4, William Street,
Great Northern Terrace,
Lincoln.
immediately to the Air Ministry.
It is desired to explain that the reference to publication in the Press was included in the telegram informing you of the casualty to your husband in order to avoid prejudicing his chance of escape by undue publicity, should he be at large in enemy-occupied territory. This does not mean that any information about him is available but it is a precaution adopted in the case of all personnel reported “missing”.
The Air Council desire me to express their sympathy with you in your present anxiety.
I am, madam,
Your obedient servant,
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The following morning saw us travelling through Yugoslavia again, with a number of stop/starts. Eventually we stopped and, on looking out of the carriage window I saw to my horror two Typhoon fighter/bombers of the RAF, fitted with rockets. They were only 200-300 feet high and I then guessed they were going around to line up with the train. I immediately altered the guards and the Americans. The main carriage window could be pushed down to act as an emergency exit and by this we hurriedly vacated the train, ran up a grassy slope, across a village green and positioned ourselves on the protected side of a stone war memorial. The rockets hit the engine and machine gun bullets ripped through the carriages. Although the train was marked with a Red Cross the majority of passengers were German Army personnel and many were wounded in the attack and some were killed. This caused considerable bitterness and a number of army men man-handled us from the village onto the grass slope and lined us up for execution. Our guards just didn’t do anything to protect us. I bowed my head and said a prayer for all of us, fully expecting to be shot there and then. Was I frightened? very much so. I thought that I had been brought safely through a number of traumas only now to be executed.
In those few seconds, however, a German officer ran in front of the armed squad of soldiers and commanded them to return to the train, which they eventually did with reluctance. He came to us and apologised and explained that he had been a prisoner in England during the First World War and had been very well treated and was not, therefore, allowing German soldiers to ignore the Red Cross and Geneva Conventions for prisoners.
We stayed with our guards on that grassy slope until lunch time the following day when a replacement engine was coupled and the train once again began its journey North. Our destination was Vienna.
On arriving at the outskirts of the City it was apparent that all was not well. The German Officer who had protected us from the firing squad explained to us that there had been an American bombing raid on the City that morning. Many residential areas had been hit and it was too dangerous to go across the City with our guards. However, he arranged for a fit young army man to run with us across the City to the other station and hand us over to their military police – our guards were to follow in a more leisurely and safe manner. Although we were much less than fit and ravenously hungry, we ran for dear life across Vienna. Chunks of stone, brick and other forms of masonry came our way but nothing hit us and we managed with our guide to dodge the people who tried to cut us off.
We all reached the station without injury and were pleased to be handed over to the German military police who once again issued us with the usual rations of black bread and sausage, for which we were very grateful. When our guards eventually arrived we boarded a train and had an uneventful journey to Frankfurt and were incarcerated in the German Dulag Luft, i.e. the interrogation centre for airmen.
We were each locked in a cell with a bed and blanket and a barred window gave light but an electric light burned day and night. There were many bed bugs which made life uncomfortable but it had to be accepted. If the toilet was needed we had to pull a cord
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Dulag-Luft Germany
13TH NOV 1944
I have been taken prisoner of war in Germany. I am in good health – [deleted] slightly wounded [/deleted] (cancel accordingly).
We will be transported from here to another Camp within the next few days. Please don’t write until I give new address.
Kindest regards
Eric Scott
F/Sgt
R.A.F.
[Telegram]
TRANSCRIPT OF TELEGRAM
Priority CC
Mrs. E.W. Scott 4 William St. Gt. Northern Terrace, Lincoln
From 73/Oxford St. PC 966 W1/QW/PP
Information received through International Red Cross Committee states that your husband F/Sgt Eric William Scott is prisoner of war in German hands.
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near the door and this dropped a wooden lever on the outside. When the guards were sufficiently satisfied that a prisoner could go to the toilet without seeing anyone else they opened the cell door and escorted the person to the toilet. Food was put into the cell by the guards three times each day. Breakfast consisted of two thin slices of black bread coasted with erstaz butter and jam. Lunch was a thin ‘watery’ soup and one slice of bread. Evening meal was once again black bread and sausage. I had four interrogation sessions whilst at Frankfurt, all were during the night between midnight and 4.0am. My interrogator was the same officer on each occasion. He offered me a cigarette which I took and, when he turned his back to me to look at a map, I took two more cigarettes from his box and put them into my pocket. Following several threats, because I had no proof of identity, with the absence of my dog tags, he told the guard to return me to my cell. After being locked up again I took a cigarette from my pocket but then realised that I had no means of lighting it – I had fallen for that one very easily.
The remaining interrogations were very similar to the first except that during the last one he told me more about 205 Group than I knew, so he was well informed.
Finally they sent me down to another part of the building for political interrogation. The next cell to me was occupied by an American and it was possible to talk to each other because the cells were open-topped. It was during this interrogation that I learned of the death of President Roosevelt. The following day and about ten-fourteen days after my arrival at Frankfurt, I joined the rest of our crew and entrained for a POW Camp.
We had an uneventful journey to Bankau, Upper Silesia and Stalag Luft VII.
Just prior to leaving Frankfurt we were each given a card to fill in for sending home saying that we were prisoners of war and were well. Also a cardboard suitcase with American-style clothing was handed to us through the Red Cross. This consisted of a great coat, pair of boots, four pairs of socks, woolly hat, two vests, two pairs of pants, two shirts and part of a Red Cross parcel of food.
STALAG LUFT VII
On arrival at the camp, most of the occupants crowded at the entrance to see if there was anyone they knew. It was then that I learned of the Arnhem fiasco and that the Dulag Luft housed many of the Glider Pilots. The entrance to Stalag Luft VII was by two large gates about twenty yards apart and both were well guarded. The compound was rectangular, with accommodation huts down each side. Each hut had at least six rooms off each side of a central corridor. The hut was about eighteen inches above floor level to allow the dogs to go underneath. Each room was equipped with a coal stove mounted onto a steel plate and eight bunks – four upper and four lower.
I was allocated an upper bunk in the first room on the left in the second hut on the right looking from the entrance of the compound. The rest of the inmates of the room were Aussies, a New Zealander, a Scotsman and English. In the same hut were two other Lincoln people, a Glider Pilot taken at Arnhem and a wireless operator shot
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CUTTINGS FROM THE LINCOLNSHIRE ECHO
[Newspaper cuttings]
A letter from ex-Cadet E. W. Scott brings the good news that he has been promoted to Flt.-Sgt. And is at present in Italy, starting on his second tour of operations. Flt.-Sgt. Scott is a bomb-aimer and has seen service in North Africa, Sicily and Italy. On completing his first tour he had a short leave in Egypt and then went to Palestine, where he has for several months been instructing. He is now looking forward to finishing his second tour and then coming home.
LINCOLN FLIGHT-SERGT IS PRISONER OF WAR
Flight Sergt Eric W. Scott, R.A.F.V.R, reported missing in the Adriatic theatre of war two months ago, is a prisoner of war in German hands
His wife, formerly Miss Jessie Brown, of William-street, has received a post-card saying that he is well, but as he was expecting to be moved, told her not to write until she heard from him again.
Flight-Sergt Scott is the second son on Mr. and Mrs F. Scott, of William-street, Lincoln, and before joining the R.A.F. in 1941 he was employed in the research department at Clayton-Dewandre Co. Ltd. He was a member of the 1237 squadron Lincoln Air Training Corps.
Members of the squadron will be very pleased to learn that their old comrade Eric Scott, now a prisoner of war in Germany, has been granted a commission. Apparently this very excellent news came through about a week before he was reported missing, but his relatives have only recently been notified, and it is still doubtful whether Eric himself yet knows he is now a pilot officer. Congratulations, Eric, from your old squadron.
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Goodbye to the Wimpeys
ROME, Monday. – The Wellington bombers with the R.A.F. in Italy, the “Wimpeys,” have been replaced by Liberators for land warfare, it was announced tonight. Only a few remain for anti-submarine and shipping strikes.
Their four-year record began with the famous “mail runs” to Benghazi. Since then they have ranged over all the battlefields, from Iraq through North Africa to the Apls and the Balkans.
But now, said an R.A.F. officer tonight, “the old ladies are just not fast enough.” – Express News Service.
down in a Sterling [sic]. A third Lincoln man, by the name of Dennis Martin, was also in the camp.
The compound was enclosed by (a) danger wire approximately eighteen inches from the ground and fastened to posts driven into the ground at regular intervals. If anyone crossed the wire, for whatever reason without permission, the guards could legitimately open fire. (b) About ten yards further out from the ‘danger wire’ was the inner fencing, strong with barbed wire and with the top angled inwards. (c) A third fence, similar to (b) encircled the compound and was made in a similar fashion. Between (b) and (c) were coils of razor sharp wire about three feet in depth.
Four sentry boxes were positioned down each side of the compound and one at each end – the latter being centrally located. These boxes were approximately twenty feet from the ground and gave each sentry a good vision of his area. All boxes housed a ‘searchlight’ which arc-ed across the compound at regular intervals during darkness or could be manually moved by the sentry. A machine gun was also mounted in each box and each sentry had his own rifle. All were loaded.
When playing ball games, including golf, if a ball went over the ‘danger wire’ limit the guard had to be attracted and his permission obtained to retrieve it. Even then it was a bit dicey and it was advisable to have a number of the prisoners on hand when going beyond the wire to ensure that the sentry knew he was being watched.
The total number of inmates during my short stay there was 2,600. I arrived mid-December, the camp had only been opened the previous July. Some POW’s had, however, been transferred from other camps to ensure a smooth routine and operation. Our camp leader was an Australian, Bill Thompson. I met him again at a POW reunion about twelve-fourteen years ago at Nottingham. He was a good and hard working leader and all complaints from POW’s and German Staff were channelled through him. The escape committee consisted of six POW’s (old hands) who vetted each plan for escape. Many were turned down but, even when accepted, the people concerned had to wait in the queue. Many POW’s helped out with escape details, i.e. false papers, uniforms etc. The camp included a library and school. There was no shortage of teachers, some were tutors from the top Universities in the UK.
The Auditorium was also well used to promote plays, particularly those with satire against the Heronvolk, which usually resulted in the German Officers stamping out before the end. The German guards with or without dogs patrolled the compound and huts every day to try and ensure that prisoners were not engaged in activities which were ‘verboten’. Gardening was a regular task for prisoners, when the opportunity was taken to bury the spare radio. The news from the BBC was circulated to each hut once a day. Only two men knew who held the radio, the one who retained it and the camp leader. It was the duty of the occupants of the camp to keep the Germans occupied to ensure that the maximum number of guards were needed to operate the camp.
Every morning and evening all prisoners had to fall in by hut in the compound and be counted. Because I was relatively short in stature I was asked to be in the rear or middle line of three and, after being counted to move swiftly to a point in the line yet
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[Drawing]
BLOWER/COOKER-POW CAMP-STALAG LUFT V11
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to be counted. This ‘false count’ often meant being ‘on parade’ for at least one hour and, with the weather being extremely cold and with falls of snow it was no joke but had to be done. The senior NCO of the German guards became very hysterical and fired his revolver in the air if, by the third count, the number was one or two out of the official number.
With the two other Lincoln men I went for a one hour walk around the compound each day and then spent time making blower units for sale on the weekly market. A good blower, for high speed cooking was worth three blocks of chocolate from a Red Cross parcel. In the short time I was in Stalag Luft VII I made three blowers. See sketch.
Each prisoner received a Red Cross parcel each month. This meant that there were two parcels to feed the eight men in each room every week. The British parcels contained a tin of skimmed powdered milk, 2 blocks of high calorie chocolate, 100 cigarettes, dried prunes, tins of spam and corned beef, a very unique tin opener, tins of fish, flour, sugar, a pack of margarine, currants or raisins, tea and cocoa, the American parcels also had coffee. These supplemented the loaf of black bread, ersatze [sic] butter made from coal, ersatze [sic] coffee made from acorns and the watery soup plus sauerkraut, which was plentiful and was collected by one room member from the cookhouse each mid-day.
It was on one of these occasions that one of our POW’s was shot and killed by a sentry guard. The camp and Bankau air raid sirens had sounded about one hour previously. When this happened, all POW’s had to return to their rooms. This was quite a frequent occurrence and American Fortresses once again flew over the camp on the way to their target. We had to wait for their return before the all-clear sounded. On this particular day the Bankau all-clear was heard and it was past 12 o’clock – which was the time for collecting food from the cookhouse. Even after a further five minutes we did not hear anymore sirens so one sergeant, thinking that the camp siren must have gone, dashed out from his hut to be the first in the cookhouse queue. Half-way across the compound he was shot and killed.
Pandemonium broke out. POW’s with artistic flair immediately took pencil and paper to draw the facial details of the sentry. German officers tried to disperse the POW’s but there were far too many for them to make any impression. Our camp leader and two assistants came along with the Prussian Camp Commandant when he insisted that the sentry should be photographed and his name and other details should be given to our Camp Leader for action to be taken by the appropriate authorities at the cessation of hostilities. The sentry in question was relieved of his duties and posted without delay.
Sometimes ‘SS’ troops were brought into the camps for guard duties as a rest period and it was necessary to be very wary of these young Nazi enthusiasts.
Bearing in mind that I went into the camp in mid-December 1944, I was soon ‘volunteered’ by the other seven room occupants to try and make a Christmas pudding.
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SCATTERED in the path of the Allied armies are many prison camps and internment camps. Some in the east, as the map shows, have already been overrun by the Russians.
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We had the flour, fruit and milk mix, also sugar and it was possible to buy potatoes and carrots from the Germans for a few cigarettes. My biggest problem was knowing what to cook it in even though it could be steamed. One of the room inmates had a spare pyjama jacket so it was unanimously decided that the pudding mix be stuffed down a cut sleeve and tied at both ends. This was done with great ceremony and the pudding steamed in a large gammell with a tube bottom made from tins out of the Red Cross parcels. We were usure regarding timing but decided to steam it on the stove for two hours.
On Christmas Day our mid-day dinner consisted of :
STARTERS
Mixed Stewed Fruit
MAIN COURSE
Fried Spam, Fried Potatoes, beans cooked in a tomato sauce
SWEET
Christmas Pudding
We finally had to steam the pudding for another hour. It was very solid and only a very small amount could be eaten. We shared the rest with other rooms in the hut. To say it tasted like Traditional Christmas Pudding would be an exaggeration but we enjoyed it and slept well during the afternoon on an unusually full stomach.
Although the food at Stalag Luft VII, supplemented by parcels, kept us going we didn’t increase in weight, rather the opposite for most POW’s. However, I remained at about 8 stone. On the Squadron my weight was between 8 1/2 – 9 stone.
The week after Christmas there were strong rumours of the camp having to be vacated because of the rapid Russian advance into upper Silesia. We were advised by our Camp Leader to make preparation for moving. I made a back-pack from my papier-mâché suitcase which measured about 18” x 12” and was waterproof. Four holes, one punched in each corner, allowed me to thread rope through to form shoulder straps for carrying. In this suitcase went spare vests, socks, pants, shirt and the blocks of chocolate I had been hoarding for such an occasion.
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[Postcards]
Postcards written on 10th and 17th December 1944 from Stalag Luft V11 just prior to the forced march
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On the 18th of January, with snow up to 12” deep and temperatures 10-15 degrees C below zero, we were told that we would be leaving Stalag Luft VII by foot at 4.0 pm that day, i.e. at dusk. We were each handed a Red Cross Parcel, the contents of which were distributed around our bodies. The first night of walking and freedom was a welcome experience. Each dawn, or thereabouts, we went into a farm and into the barns or cattle sheds to sleep. Because of the depth of snow my socks were always wet. I wore two pairs at a time to try and keep my feet warm. The pair I took off went into my shirt to dry and a replacement pair of dry socks put on before going to sleep. On one occasion during the first seven days, a pig had been slaughtered and made into soup in a large cauldron. The demand far exceeded the supply so I didn’t get any. The contents of the Red Cross Parcel virtually vanished after the first week. Washing faces and hands was a problem and generally had to be done using snow. My boots were pushed into the hay or at the side of a cow in an attempt to keep them above freezing but, with very little success. Generally it was necessary to hand-manipulate the shoe leather in order to get them on when it was time for moving.
The weather conditions became worse, blizzards as well as icy conditions – it was really appalling. Our breath froze in our beards and it had to be gently warmed by hand to prevent it being a mass of ice.
By this time the novelty of freedom had well worn off and airmen who had been injured during their bombing trip or on baling out and crashing, were very much the worse for wear. Some had to be left behind in houses, the occupants being mainly of Polish origin in Upper Silesia. Our rate of progress was very slow, about 20 miles each night.
The second week of walking was similar to the first except that the men were getting weaker and with little or no food provided our tummies started to shrink and become painful.
By February my chocolate store was exhausted, even though I had used it as a supplement to whatever food I could find, mainly frozen sugar beet, which now became my staple diet. A number of men went to sleep in the barns and didn’t get up again for the next night’s walk. Others collapsed at the roadside in the snow. Whether they were taken care of by the local inhabitants I don’t know. Even the German guards were dropping out because of hunger and cold.
There were occasions when we were urged to cross a bridge over a river and, on reaching the other side, the bridge was dynamited. We were surprised at this because all the rivers were frozen solid and could easily have carried vehicles.
At this stage of our journey we were allowed two nights each week to rest up because we were so close to complete exhaustion. We were told that we were heading for Luckenwalde Stalag IIIA, near Potsdam, Berlin. We were also told that the German High Command had been told to execute prisoners rather than hand them over the advancing British, American and Russian armies. We still managed to get news information so our radio was still with us.
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[Letter]
Letter sent to home – March 1945 – from Stalag IIIA
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There were so many days during the latter part of this forced march that I would have been quite willing to have laid down and died but yet it seemed so futile to give up after having endured so much since October 1944. I prayed very often for help to keep going and for a successful return to Lincoln but my expectations were very much tinged with the prospects of not making it at that stage of the march. The appalling weather continued and I felt very much like a zombie, just putting one foot in front of the other because the man in front of me was doing the same. We came to a point in the journey when the Camp Leader said enough was enough and told the Germans that they either abandon all of us to await the Russian Army or they provided transport for the remainder of the journey.
After three days at a large farm, where we did get a little food and where I saw airmen fighting each other for a piece of meat in a stew because of their hunger, we were walked to a railway embankment and, by helping each other, boarded a train with cattle truck accommodation. This was sheer luxury compared to walking.
A three day stop/start journey with the train halting each night, brought us to Potsdam and a relatively short walk to Stalag IIIA.
It was apparently late February but time didn’t mean anything anymore. The size of this camp was staggering. We were told that it held around 75,000 people, the majority being displaced workers of all nationalities and age ranges. Children were even being born in the camp.
From a military viewpoint there were Russian, Polish, French, Dutch, British and Americans. On arrival at Stalag IIIA we were each given a Red Cross Parcel. The priority however was for a shower and shave. It was apparent that we were covered in body lice and, even after showering and putting on a clean vest, the lice quickly reappeared in all of the vest seams. Boiling the vests and our battle dress tops in tin baths on open fires did not make any difference. When I first went into the shower I was stood next to the C of E Padre. He was at least 6ft 3in. tall and his ribs were really hollow and I just laughed but, when I looked at my own ribs they were identical. The small bar of swan soap – similar in size to that issued in hotels – just disappeared between our ribs. We were a good case of a starvation diet and over exercise. When the German doctors re-X-rayed us they also weighed us, I was just six stones.
With regard to the Red Cross Parcels, Lofty the Glider Pilot, sat in the aircrew compound, opened his tin of Peanut Butter and ate the lot – no bread or anything with it – it gave me a nauseating feeling just watching him. We didn’t know how long it would be before we got another parcel so we made this issue last as long as possible. The shrinkage of our stomachs also meant that we didn’t need much food to feel full.
Three weeks after arriving at the camp there was a full scale battle, with air attacks by both sides across the area. We had to take whatever cover we could as bullets and rockets passed across the compounds. We made a large white cross and laid it on the compound floor between the line of huts. The battle see-sawed back and forth for three days – it seemed more like three weeks. At first light on the third day all the German guards were gone and we were in control of our own compound. I immediately went to the German medical centre to try and pick up a Leika camera, a
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[Photograph]
Badges from a German Uniform
[Photograph]
[Photograph] Issue of RAF Watch – still working today
[Photograph] Right: Prisoner of War identification tag
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[Record Card]
RECORD CARDS RETRIEVED FROM CAMP RECORD OFFICE (see over)
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[Record Card]
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number of which were used for X-raying. I was too late but moving onto the record office I managed to find my own record cards and these I kept.
The Russian army arrived in strength the same day. Tanks just crushed the barbed wire fencing so that one side of every compound was open to free movement of prisoners. The Russian prisoners in the next compound to us went berserk. They were immediately given access and disappeared with the advanced Russian troops who were all of Mongolian extraction. The general appearance of the Russian advance troops was very rag-tag. Lorries had hard tyres, mules were used for towing guns, the soldiers didn’t have tin hats and their rifles and automatic weapons, etc., were of very varied make. Some were weapons captured from the German army.
When the main body of the Russian soldiers arrived they were all uniformed and more disciplined. However they were not well disposed towards us and if we wanted food we had to find it in the locality. Lofty and I went around the area including the outskirts of Potsdam to see if food was available. Many houses had been abandoned in a hurry but the food left behind was very meagre. We went into a Tailor’s shop and it was there that I found and kept a pair of scissors which I have used for decorating ever since. I also thought that the considerable length and very sharp points of the scissors would be a handy weapon if needed for my defence.
The Russians placed large tubs on open fires and made their yoghurt. This was all the nourishment they could offer us but the smell from the sour curds was terrible and despite my hunger I just could not eat any. Lofty however, devoured both portions! Many of the Russian troops had not seen flushed toilets before and continually came into the compound toilet blocks, put their feet into the bowl and pulled the chain several times, grinning all over their faces.
It was at this time ant a Russian took my watch and did his best to steal my wedding ring but he relented eventually and left me. A senior Russian Officer, with many aides, sat at a table in our compound and we had to file past giving our name, number, origin, nationality, etc. This took over a week to complete as many POW camps of British airmen had been sent to Stalag IIIA, including those from Sagan. Hence we now had a Group Captain, demoted by himself to Flt. Lt. in charge of the British aircrew contingent, irrespective of rank.
He advised all the men not to try and make their own way to the West of the Elbe because we would again be taken prisoner or shot by either side. The Russians wanted to arm us and send us into the battle for Berlin but of course this was refused based on the Geneva Convention. The Russians did not acknowledge this. Their next ploy was to send us home via Moscow. We were the first major bunch of British aircrew released and our leaders again refused this, really upsetting the Russians who put a loose guard around our compound.
Some days after the Russians had ‘released’ us numerous American trucks turned up at the side of our compound. All were driven by black soldiers and unarmed. Two white American officers were in charge and they had apparently been sent, with agreement by the Russians, to collect us and take us across the river Elbe to the American sector. The Russians who were responsible for us didn’t want to know and
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[Crest]
CATERPILLAR CLUB
26th April, 1945.
Mrs. Scott.
4, William Street.
LINCOLN.
Dear Mrs. Scott,
[Underlined] F/Sgt. E. W. Scott. [/underlined]
I was very glad to hear from the above that he had saved his life with an Irvin chute, and at his request have pleasure in sending his membership card herewith.
I regret that due to supply restrictions we are not able to order Caterpillar Pins for Prisoners until after the war, but one will be sent as soon as available.
Please excuse the form letter, but this is due to pressure of work.
With best wishes for his early return, I am,
Yours sincerely,
[Signature]
Leslie L. Irvin.
MEL.
Encl. Card.
[Photograph] Cloth Caterpillar Badge
Right: Membership card of the Caterpillar Club [Photograph]
Below:
Two Caterpillar pin badges
[Photograph]
Piece of silk burned from parachute after bailing out
[Photograph]
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put an armed guard around the trucks and flatly refused permission for us to move. This situation continued for three days, then the American lorries were allowed to return – empty to their sector. One or two men managed to get away rolled in a tarpaulin in the trucks. One of these was Dennis Martin who went to 4 William Street and told Jessie that I was alright.
After a further two days we were ushered into Russian lorries and driven to the Elbe and once there we disembarked, crossed the river on foot by pontoon bridge and given a terrific welcome on the other side. We were all still full of body lice and, as we passed through a medical tent, we were checked for T.B., and D.D.T. was pumped from small guns down our vests and shirts.
The Red Cross, bless them, issued us with toilet and shaving gear. It was a very painful, but necessary task to remove my beard of three-and-a-half months, although I had done a rough trimming job with the tailor’s scissors. My battle dress trousers gaped open just above the leg pocket due to the material having rotted, particularly with boiling them in an endeavour to lose the lice. I looked more like a tramp than an airman.
We stayed with the Americans for two days and had some wonderful food, but could only manage small amounts.
Air transport them took us to Brussels airport where we were again given a warm welcome and fed and watered. After a further twenty-four hours it was my turn to board an RAF Lancaster to fly home. It was May and, although I had missed V.E. day, I though with a bit of luck I would make V.J. day. I never did identify the airfield at which we landed but we were bussed to a railway station and boarded a train – normal passenger service – to Cosford. I felt really uneasy being among civilians again and my torn uniform and general appearance in the compartment was cause for comment by the other occupants. The other significant factor was that I had no idea of the current news so couldn’t make any conversation. A lonely journey and one of self-consciousness.
On arrival at RAF Station Cosford I was ushered into a queue, in line with a table, behind which sat a records clerk with a sheaf of papers. These tables extended from one end of a hanger to the other. When it came to my turn the clerk asked me for my RAF number, rank and name but none of these appeared in his papers. He then asked me whether I had received any mail from home and I told him I hadn’t. The question now was, did my wife and other members of my family know that I was alive. I told him that I had sent the usual pre-printed card from Dulag Luft Frankfurt and had written letters home, Even so I had no evidence or knowledge of whether they knew I was a prisoner of war.
This lack of evidence, plus the fact that I was not on the register of returning prisoners caused me considerable concern. I couldn’t telephone anyone because I was not aware of telephone numbers. The clerk gave me papers to get clothing equipment, badges of rank, medal ribbons, shoes, and the many other pieces of equipment we had to have in the RAF. After visiting the ‘tailor’s shop’ where numerous local women were sewing on all the badges of rank etc., I took my equipment to a hut allocated for
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[Newspaper cutting]
In memory of the PoWs of the ‘Long March’
By Peter Davies
[Photograph]
The commemorative statue by the sculptor Pamela Taylor
THE MEMORIAL to RAF prisoners of war who died on the ‘Long March’, unveiled by the Duke of Edinburgh at the Royal Air Force Museum, Hendon, yesterday, is a reminder of one of the Second World War’s most extraordinary – yet unsung – feats of endurance amid extreme privation and suffering. This was the enforced march of British, Commonwealth and Allied PoWs to western Germany from camps on the eastern borders of the Third Reich in the winter and spring of 1945.
In the summer of 1944, with the Red Army already on the borders of Germany, there were around 200,000 RAF, army and naval PoWs, besides thousands of Americans, in camps dotted throughout Germany and the occupied territories. Many of these lay in the east of the country and included Stalag Luft III, of Great Escape fame, 100 miles south east of Berlin. Others were more remote still: in East Prussia, Poland and Czechoslovakia.
To prevent their occupants being liberated by the advancing Russians, Hitler ordered that they should be marched westwards, out of harm’s way. Put in charge of this operation was an SS lieutenant-general, Gottllob Berger, a man with a history of brutal suppression of unrest in the occupied territories. However, with the Third Reich collapsing around him he seems to have felt it might be politic to ignore the Führer’s severer orders for the treatment of PoWs.
In the chaotic conditions of Germany in early 1945 when the evacuations began, this scarcely made any difference. Driven from the shelter of their camps, bullied, beaten and hectored by their guards, shot dead if they lagged behind or fell by the wayside, a quarter of a million PoWs stumbled and shuffled their way hundreds of miles to the west, without adequate food, shelter or clothing, in the bitterest winter Germany had experienced for 50 years.
The harrowing tale of the 86-day trek of the inmates of the notoriously brutal Stalag Luft IV at Gross Tychow in Pomerania to Fallingbostel in Lower Saxony, 500 miles distant, may stand as representative of the collective ordeal. A number of these prisoners had already made the 250-mile journey by sea from Stalag Luft VI at Heydekrug on the borders of Lithuania the previous summer, piled below decks in the disease-rife hold of a rusty cargo boat.
The march-out from Stalag Luft IV began on February 6, 1945, with the temperature 20 degrees below zero and with snow falling. Just 11km were covered before nightfall. Blisters on feet were soon bursting, opening them to infection. In the extreme cold resistance to disease was soon eroded. Injuries suffered in baling out or in combat were exacerbated.
Over the following interminable ice-cold days some lucky few might find a barn to lie in at night, but most were compelled to lie in the open. In snow- and waterfilled shell holes men clung to each other for warmth under a shared greatcoat. When guards were not looking the men raided the fields for potatoes, turnips and mangolds.
Raw rat became a delicacy. At times men were reduced to chewing grass. So near to starvation were they that one PoW recalled looking at his arm, suddenly realising it was a piece of meat and wondering, lightheadedly, whether he could bring himself to take a bite out of it.
The men were plagued with lice and the constant battle to rid themselves of them was a losing one. “If you kill one a thousand will come to its funeral” was the grim PoW saying. But the killer was dysentery, robbing men of their vitality – and dignity. In the utterly insanitary conditions it was almost impossible not to catch it. Men often chose to soil themselves as they marched, rather than falling out to risk being shot. Yet no one could afford to discard even the filthiest rags in the intense cold.
The brutality of their guards was compounded by the hostility of a populace who regarded the airmen as Luftgangsters and Terrorflieger as a result of the widespread damage from bombing raids. Friendly fire in one form or another was a constant peril. As the Stalag Luft IV men entered Swinemunde, bombs were falling on the port, while shrapnel from the flak defences fell among them.
In one of the worst incidents another group, ex-inmates of Stalag Luft III, were targeted by RAF Typhoon fighter bombers. In spite of frantic gesticulations by an officer who bravely exposed himself to cannon fire, waving his RAF greatcoat aloft, more than 60 PoWs, including him, were killed by pilots who could have no reason to imagine that a column on the move consisted of other than the enemy.
The figures for those who perished on these marches can only be estimates. Somewhere in the region of 10 per cent did not survive the ordeal. Commissioned by the Royal Air Forces ex-PoW Association, Pamela Taylor’s iconic study of a PoW dragging his remaining possessions on a makeshift sled commemorates those who did not reach the end of their terrible journey.
An extract from The Telegraph Newspaper after a ceremony to commemorate those who died on the ‘Long March’. Summer 2002
‘The marches were long and desperately arduous. Some POW’s walked for more than 500 miles and were on the road for many months. Hundreds died of exhaustion, disease and starvation. Those who survived were awed by their experience. How they escaped with their lives and eventually reached home is a gripping story of endurance and courage.
Extract from ‘The Last Escape’ by John Nichol & Tony Rennell
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us to ‘disrobe’ and shower. Our old uniforms were dumped into large containers but I did remember, however, to keep the piece of my parachute canopy and also my POW’s identity plate, together with the tailor’s scissors – my acquisition from Potsdam.
After donning my new uniform and packing the surplus equipment in a kit bag, I reported to the station orderly to collect a travel warrant, food coupons and some clothing coupons. My train time to Birmingham was given to me and I caught the next ‘lorry’ to leave the camp for Cosford Station. However, I had to stay overnight at Derby Station because of my lateness of departure but caught the early morning train to Lincoln to arrive home around 5.00 -6.00 am.
As I neared Lincoln I began to panic because of not knowing whether Jessie and the family knew of my existence. I walked from the Midland Station and arrived outside the door of No.4 William Street – and knocked.
Jessie came to the door with Dad’s mackintosh over her – we couldn’t believe we were together again. Everyone got up, even Grandma Dowse, to welcome me home. They did know that I was safe and had received my letters. It had been eight weeks however between receiving the ‘missing’ telegram and getting my first card from Dulag Luft, which was much longer than the norm for being advised. This of course was due to being held as a hostage and also travelling unnecessarily to arrive at Frankfurt.
Coming home was a wonderful experience and it was necessary to once again get to know my wife. There were both emotional and mental problems to pass through. I suppose today these would be dealt with by counselling, but such a process was not known in 1945.
Within twenty-four hours of getting home Jessie told me that I had been commissioned and had even received my new RAF number. The commission was backdated to my application in October 1944. It was therefore necessary for me to return to Cosford to obtain the changes of uniform, clothes coupons, shoes, socks, shirts etc. This meant staying two days at Cosford and then returning to Lincoln, but using first class travel. What a difference a day makes!
On my return home I went to Atkinsons the military tailors to be measured for my ‘best blues’, peak cap etc. All of this I had to pay for myself. I had already purchased a Canadian Crombie great coat from an officer who was being demobbed at Cosford before returning home. It was of better quality than could be obtained in the UK and was in excellent condition. I was able to obtain my mackintosh coat straight away so for May was adequately equipped.
After a few days in Lincoln Jessie and I went to Bridlington for a week. We stayed at Maud Gilberts, she had lived in Lincoln on Great Northern Terrace and Jack and Ethel had helped and supported her when she lost her husband at Dunkirk. As she hailed from the North East she had eventually returned to Bridlington.
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[Photograph]
Flying Officer Eric William Scott and Mrs Jessie G Scott
[Photograph]
Identity Disc
[Photograph]
New Wings
[Photograph]
Final entries in Observer’s and Air Gunners Flying Log Book
[Page break]
I forgot to mention that my leave was for sixteen weeks and if I wanted anything either medically or otherwise I had to report to RAF Wittering, near Peterborough. Jessie gave up her job to be with me. As it happens I did have to go to our local G.P. because a rash of spot appeared on my body. He said it was caused by enrichments of the blood with returning to a normal diet. During my leave I went into town towards mid-day and to the Black Bull in the Hight Street as I had learned that returning military personnel congregated there. On my first visit I was amazed to see my old school friend Frank Curtis. He was a WOP/AG on Halifax’s, flying from Yorkshire. His left leg was missing, apparently having been virtually severed by shell fire whilst attacking flying bomb sights [sic]. He had been in hospital for some months but was now home on indefinite leave and on crutches. He was married to Lillian who unfortunately had contracted TB, but recovery was hopeful. The four of us spent many happy hours together and I travelled with Frank to Ely hospital to try on his new tin leg. After two or three visits he eventually came away with his tin leg on. It was a painful process learning to walk again, but eventually he succeeded in using it permanently with the help of a stick, and handed back his crutches.
During my sixteen-week leave I was visited by Jack our Canadian Navigator and I also saw Jock Nichols at Cosford. Snowy I did not see but learned from other New Zealand Ex POW’s that he was on a draft to return home, so that accounted for the four crew members who had safely returned to the U.K.
Wel all enjoyed V.J. day together – Frank and Lillian, brother-in-law Jim and sisters-in-law Mary and Janet, the latter cartwheeling down the road and also paddling in the beck. My leave came to an end and I reported to RAF Wittering where they fed us on venison and knocked us into shape military fashion. I was volunteered to lead a flight of NCO’s and other ranks on an official parade in Peterborough. I had forgotten all of my drill procedures so had to go ‘cap in hand’ to the Station Warrant Officer for verbal and physical instruction to enable me to carry out this function. So Flying Officer Scott had his first official function to perform since being commissioned.
After two or three weeks at Wittering I was re-musterd as a Flying Control Officer and posted to Pershore, near Evesham. We worked in three eight hour shifts 6.0am-2.0pm being the first. It was interesting work and, with the aid of a batwoman (WAAF) who kept my uniform, shoes, etc. immaculately clean, woke me at the appropriate times for duty, made my bed, changed towels, dealt with the laundry etc., life was quite good. Another officer who had been on flying control at Pershore for some months had rented a house in Cheltenham and his wife and daughter lived there whilst he commuted every second day to stay with them for 36 hours, which was allowed within the shift system.
It transpired that he was going on leave for two weeks and that the house would be vacant for that period. He gave me the opportunity of living there with Jessie for that time, paying rent and fuel costs. We jumped at this opportunity of being together and Jessie travelled down to Cheltenham, Ist Class! to meet the departing wife and family and to get to know the house and its workings before they actually left.
I had already received my cycle from Lincoln so, on my 36 hour break from duty I would pedal into Evesham, catch the Black and White bus to Cheltenham and they
35
[Page break]
[Photograph]
Jessie and Eric with Jacqueline - (aged three months)
[Photograph]
Vickers-Armstrong Wellington III
Postcard sent from Jack and Marjorie Morval on 1st August 1994
[Page break]
would look after my bike. It was a good arrangement and we really enjoyed that time together, even visiting Weston-Super-Mare. On departing Weston-Super-Mare on one particular visit we decided we would purchase a block of ice cream to take home. We put the block on the luggage rack above us as we were on the front seat near the door. Imagine our surprise on seeing runny ice cream dripping off the rack at the back of the bus. It was definitely a case of keeping a ‘low profile’! Cheltenham at that time was a very high class Spa town and we explored it thoroughly.
Following Jessie’s return to Lincoln, I was sent to Watchfield, the place where my flying began, on a Flying Control Officer’s course. This lasted two to three weeks. I then continued my duties at the control tower at Pershore until my demobilisation became imminent in August. The RAF advised me that they would be willing to extend my commission, but would require me to be posted to Hendon as a flying control officer on passenger transport. I pondered this issue and received much advice from both service friends and those at home. I decided eventually that if I stayed in the RAF both Jessie and I would be shunted around both in the UK and overseas and that our times apart would be unacceptable. I advised the RAF that I wished to be demobbed. Towards the end of August I reported to London where I received the necessary discharge papers, sports coat and flannels etc. and a travel warrant to Lincoln.
My life in the RAF was at an end and my leave was given to the end of September. After a week at home, before which Jessie had moved from 4 William Street to her mothers at 61 Great Northern Terrace, I reported to Clayton Dewandre to take up my career again as a technician. Because of my break in apprenticeship I was classified as a Dilutee. My weekly salary was £4.19s.6p, barely a living wage but somehow we managed.
Jacqueline was born on 18th of October 1946 at Great Northern Terrace and was the first baby to be delivered by our ex Royal Navy GP Dr. Leane. He always referred to her as his first demob baby.
That winter of 1946/47 was very cold with hard layers of snow. A quick thaw in April 1947 caused widespread flooding in Lincoln and we had to move out, going uphill to my sister Mary’s in St. Hugh’s Street. It took many days of mopping up, cleaning and disinfecting to make our two rooms habitable again.
In June 1947 we acquired a house to rent at 22 Chelmsford Street, through the good auspices of George James’ mother (sister-in-law Janet’s mother-in-law) who knew the Landlord, a Mr. Dalton.
After six/eight weeks of hard work we moved in and this was really the beginning of our life as a family.
36
[Page break]
[Newspaper article]
THE
Prisoner of War
THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN ORGANISATION, ST. JAMES’S PALACE, LONDON, S.W.1
VOL. 4. No. 39. THE FINAL ISSUE July, 1945
Message from Field-Marshal Lord Chetwode
THIS is the last issue of “The Prisoner of War.” There is no longer any need for the journal since those who were prisoners or internees in Europe are now free and with few exceptions are at home again.
The Red Cross and St. John War Organisation rejoices that this piece of its work has been finished. No Editor, I am sure, ever saw his paper come to an end with such satisfaction as the Editor of “The Prisoner of War.”
The flow of letters that has come from next of kin has told us how eagerly each copy of the journal was looked forward to each month. Time and again, mothers and wives have written to say that it has seemed to bring their dear ones nearer to them. I am certain that all who were prisoners and are now happily restored to their families will remember it as one of the best services which the Organisation has rendered. Their gratitude is a reward which we are proud to have earned.
To every man who has been a prisoner, and to every family now reunited, I wish a future of abiding peace and renewed happiness. They will all be mindful, I know, as are we in the Red Cross and St. John War Organisation, that war still rages in the Far East and that men and women of our race are held captive by the Japanese. There we still have work to do and for their next of kin we shall continue to produce “Far East,” the sister journal of “The Prisoner of War.” I am confident that we shall have the good wishes and the active support of all to whom, directly or indirectly, this journal has been a source of comfort during the three years of its existence.
The Editor Writes –
IT falls to me as Editor to make my final farewell in this last issue of The Prisoner of War. At the beginning of 1944 I wrote in these columns that the best New Year’s wish I could offer to all our readers was that before many months had passed they would no longer be our readers. That wish was fulfilled for some, as the repatriation ships came in during the year, but for many the eagerly awaited day was deferred until victory had been won. To-day there are no more Kriegies, no more letters from German camps and lazarets, no more Red Cross parcels – and no more need for this journal.
I cannot believe that any editor ever owed so much to so many of his readers. It has been on their letters, and those they received from their men in exile, that this journal has been built up. We depended on them for most of the news and all the photographs of life in the camps that we have published.
“Far East” will Continue
Far East, our companion journal, which started on its separate existence near the beginning of last year, will outlive us. It will be published as and when information becomes available about the lot of those in the hands of the Japanese. Unhappily news in the past has been rare, and the services that it has been possible for the United Nations to render have been limited, irregular, and unevenly distributed. But everything that it is humanly possible to do is being done. The Governments, the Red Cross Societies, the Protecting Power, the International Red Cross Committee and their delegates on the spot are leaving no stone unturned to bring succour to the prisoners.
“Not Forgotten”
On other pages of this last issue appear articles by the heads of the various sections of the Prisoners of War Department which have ministered to the many needs of prisoners in Germany and Italy. For all of them and their colleagues their work has been in the nature of a mission cheerfully and lovingly undertaken in the knowledge that they were not only succouring fellow-countrymen and women in exile but were helping them to realise that they were not forgotten by those at home.
F.M. Lord Chetwode, O.M.
On this page appears a message from Field Marshal Lord Chetwode, O.M., the Chairman of the Executive Committee of the Red Cross and St. John War Organisation. It is upon him, as its supreme administrator, that the heavy burden falls of directing and inspiring the manifold human activities of the Organisation.
Not the least of the reasons why hundreds of thousands have had cause to be grateful to the Organisation for its work during these war years had been its “personal touch.” Sir Philip Chetwode crowned his brilliant career as a soldier by this great mission for the men in the Forces. Our readers will join us in congratulating him upon the barony which the King had conferred upon him in recognition of his distinguished work for sufferers in this war.
IMPORTANT ANNOUNCEMENTS
(See Page 16)
Dublin Core
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Title
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The memoir of Eric William Scott
Description
An account of the resource
Text and numerous b/w photographs (some of which are also located in sub-collection albums) covering from immediately before and during World War II - (1939-1946). First page has colour photographs and description of prisoner of war medal. Continues with account of RAFVR training including time at the Air Crew Reception Centre, St John's Wood, London, initial training at Stratford-upon-Avon and elementary flying training at RAF Watchfield. Gives account of journey to the United States to continue training on the Arnold Scheme at Turner Field, Albany, Georgia, Callstrom Field, Arcadia Florida, Gunter Field, Montgomery Alabama and Craig Field, Selma, Alabama flying Stearman, BT-13 and Harvard. At the last location an accident brought an end to his pilot training and he continues as navigator/bomb aimer at Picton in Ontario Canada. Pages contain many photographs, exttracts from the cadet handbook and his logbook. On return to UK he did operational training a RAF Moreton in the Marsh where he crewed up. He got married just before posting to North Africa. Gives account of journey to join 205 Group in North Africa and of first tour on 142 Squadron where he flew 38 operations and of life in North Africa. After this he was posted as an instructor to an operational training unit in Qastina Palestine where he had an opportunity to visit Jerusalem, Haifa, Bethlehem and Tel Aviv. In June 1944 he agreed to do a second tour and was posted to 37 Squadron at Foggia in Italy. Gives account of operations including gardening in the Danube river. Gives account of final operation to Maribor marshalling yard in Yugoslavia where after attack by night fighter he baled out of his aircraft. Follows with account of capture by Croatian military. hand over to the Germans and journey to Stalag Luft 7, Upper Silesia and life in prisoner of war camp. Then underwent the long march back to Germany in the face of Russian advance. Concludes with repatriation and life after return to England.
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E W Scott
Format
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Thirty-seven page printed document with text and photographs
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BScottEWScottEWv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Lincoln
England--Bedfordshire
England--London
England--Warwickshire
England--Stratford-upon-Avon
England--Wiltshire
England--Manchester
Scotland--Glasgow
Canada
New Brunswick--Moncton
United States
Georgia--Albany
Florida--Arcadia
England--Gloucestershire
England--Cornwall (County)
North Africa
Algeria
Algeria--Blida
Tunisia
Tunisia--Qayrawān
Middle East--Palestine
Middle East--Jerusalem
West Bank--Bethlehem
Israel--Tel Aviv
Israel--Haifa
Italy
Italy--Foggia
Romania
Romania--Ploiești
Slovenia
Slovenia--Maribor
Poland
Poland--Opole (Voivodeship)
Germany
Germany--Potsdam
England--Shropshire
Florida
Georgia
New Brunswick
Israel
West Bank
England--Lancashire
Danube River
Temporal Coverage
Temporal characteristics of the resource.
1941-02
1941-10
1941-11-03
1941-12
1942-01-06
1942-01
1942-02-09
1942-03-24
1942-05
1942-06
1942-07-02
1942-11
1943-04-19
1943-05-27
1943-06-09
1943-10-03
1944-06
1944-07-23
1944-10-21
1945-03
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.
Publisher
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IBCC Digital Archive
Contributor
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Anne-Marie Watson
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
142 Squadron
37 Squadron
aircrew
bale out
bomb aimer
Caterpillar Club
Dulag Luft
Flying Training School
Harvard
lack of moral fibre
love and romance
mine laying
navigator
Operational Training Unit
pilot
prisoner of war
RAF Cardington
RAF Cosford
RAF Moreton in the Marsh
RAF Watchfield
recruitment
Red Cross
searchlight
shot down
Stalag 3A
Stalag Luft 7
Stearman
the long march
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2214/40046/SDunnFT1319229v10002-0001.2.pdf
15d7935091da3140e2bba8cf7cc7e8e2
Dublin Core
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Title
A name given to the resource
Dunn, Frederick Thomas
Dunn, FT
Description
An account of the resource
45 items. The collection concerns Sergeant Frederick Thomas Dunn (1319229 Royal Air Force) and contains his logbook, memoir, correspondence, clippings and photographs. He flew operations as a bomb aimer with 102 Squadron and was killed in a mid-air collision on return from Berlin 22 November 1943. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Josephine Guinness and catalogued by Nigel Huckins. <br /><br />Additional information on Frederick Thomas Dunn is available via the <a href="https://losses.internationalbcc.co.uk/loss/207983/">IBCC Losses Database.</a>
Date
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2018-02-14
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.
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Dunn, FT
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Title
A name given to the resource
My life in the RAF - chapter 1,2 and 3
Description
An account of the resource
Autographical account of life at the beginning of the war including service in ARP in Swindon. Reasons for volunteering for the RAF. Registered for military service in February 1941. Waiting for call-up. Induction at St John's Wood London and sight-seeing in London. Journey to Stratford and description of initial training at 9 ITW. Describes wartime journey for leave. Continues with move to West Kirby camp. Goes on to describe another period of leave. Moved to camp for under training aircrew at Heaton Park, Manchester. Moved to Liverpool to embark for voyage overseas. Goes on to describe voyage in November 1941. Stopped at Freetown Sierra Leone but not allowed ashore. Continues voyage to South Africa. Continues to describe activities on the voyage including sports with Army personnel on board.
Creator
An entity primarily responsible for making the resource
F T Dunn
Temporal Coverage
Temporal characteristics of the resource.
1941-02
1941-10
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--London
England--Warwickshire
England--Stratford-upon-Avon
England--West Kirby
England--Manchester
England--Lancashire
England--Liverpool
Sierra Leone
Sierra Leone--Freetown
South Africa
England--Swindon (Wiltshire)
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
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Thirty-six page handwritten document
Identifier
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SDunnFT1319229v10002-0001
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Conforms To
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Pending text-based transcription
Is Part Of
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Dunn, Frederick Thomas. My life in the RAF
Air Raid Precautions
civil defence
Initial Training Wing
military living conditions
military service conditions
RAF Heaton Park
recruitment
sport
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2214/40049/SDunnFT1319229v10002-Transcript.2.pdf
73a2212dfd8e0b0d676104b75464c587
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
Dunn, Frederick Thomas
Dunn, FT
Description
An account of the resource
45 items. The collection concerns Sergeant Frederick Thomas Dunn (1319229 Royal Air Force) and contains his logbook, memoir, correspondence, clippings and photographs. He flew operations as a bomb aimer with 102 Squadron and was killed in a mid-air collision on return from Berlin 22 November 1943. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Josephine Guinness and catalogued by Nigel Huckins. <br /><br />Additional information on Frederick Thomas Dunn is available via the <a href="https://losses.internationalbcc.co.uk/loss/207983/">IBCC Losses Database.</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-02-14
Publisher
An entity responsible for making the resource available
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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Dunn, FT
Dublin Core
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Title
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Transcript of My life in the RAF
Description
An account of the resource
Transcript of F Dunn's memoir describing life before and after joining the RAF. Includes induction and starting off in the RAF in England and then sea voyage to South Africa and then initial training in Bulawayo, Zimbabwe.
Creator
An entity primarily responsible for making the resource
F T Dunn
Temporal Coverage
Temporal characteristics of the resource.
1941-02
1941-10
1942-01-14
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Wiltshire
England--London
England--Warwickshire
England--Stratford-upon-Avon
England--West Kirby
England--Manchester
England--Lancashire
England--Liverpool
Sierra Leone
Sierra Leone--Freetown
South Africa
South Africa--Durban
South Africa--Johannesburg
South Africa--Centurion
South Africa--Gauteng
Zimbabwe
Zimbabwe--Bulawayo
England--Swindon (Wiltshire)
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
Format
The file format, physical medium, or dimensions of the resource
Twenty-three page printed document
Identifier
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SDunnFT1319229v10002-Transcript
Conforms To
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Pending review
Pending text-based transcription
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Is Part Of
A related resource in which the described resource is physically or logically included.
Dunn, Frederick Thomas. My life in the RAF
Air Raid Precautions
aircrew
civil defence
military living conditions
military service conditions
recruitment
sport
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1742/34417/NHowellJ170423-01.1.jpg
75ce69a769c81db2a21779dc3537980c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1742/34417/NHowellJ170423-02.1.jpg
41eaa05f7350212406c084e794cbadad
Dublin Core
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Title
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Howell, Jack
J Howell
Publisher
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IBCC Digital Archive
Date
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2017-04-23
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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Howell, J
Description
An account of the resource
Five items. The collection concerns sergeant Sergeant Jack Howell (55260 Royal Air Force) and contains his log book, photographs ans newspaper clippings. He flew operations as a wireless operator with 144 Squadron and was killed 10 April 1941. <br /><br />The collection has been donated to the IBCC Digital Archive by Jeff Howell and catalogued by Barry Hunter. <br /><br />Additional information on Jack Howell is available via the <a href="https://losses.internationalbcc.co.uk/loss/111358/">IBCC Losses Database.</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Faversham [indecipherable word] and East Kent Journal
21st NOVEMBER, 1941
[non-war unrelated articles and advertisements]
NOTABLE RECORDS OF FAMILY SERVICE
Four Sons and a Son-in-law
Mr. Frank Ward, of Water Lane, Ospringe, has four sons and a son-in-law serving in H.M. Forces. All are in the Army.
Eldest of the sons is William Ward (42) a Private in The Buffs, whose home is at 65 Upper Brents. He was serving in the last war in the King’s Royal Rifles and was in France for two years. Before joining up for the present war about two years ago he was working in Messrs. Burley’s brickfield at Sittingbourne.
Frederick Ward (37) is a Private in the Pioneer Corps in which he has been serving since last May. He is a single man and makes his home with his father. Before joining up he was working in Messrs. Cremer and Whiting’s brickfield.
Edgar Ward (36) is also a single man, residing with his father. He volunteered soon after the war broke out and is a Signaller, at present serving in the Middle East. He, too, was working in Messrs. Burley’s brickfield before he joined up.
The other son, Timothy Ward (30), is a regular soldier. He has been in the Army for nine years and is a Sergeant in The Buffs. For five years he was in India and in the early part of the present war he was in France. He is married and his home is at Canterbury.
The son-in-law is A. Robson, a Canterbury man, who was called up just recently.
Another son, Frank Ward, of 4 Flood Lane, is serving in the Home Guard.
–
Y.M.C.A. CENTRES
To the Editor [missing word] “News”
appeals now being made to the generosity of the people of Faversham, may I, as the mother of two daughters, address one on behalf of the Y.M.C.A., especially to the parents.
Many of the young women of Faversham have gone into the W.R.N.S., A.T.S., W.A.A.F., Land Army and Industrial work, and for their benefit the Y.M.C.A. provides in its Club Canteens places where friendly contact may be made with other young women, away from the atmosphere of barrack-dormitories or village billets.
Mrs. Churchill commends this appeal to you and uses these words:- “I know that after two years of war everyone is already working hard in their various spheres – but the need of the Y.M.C.A. is essentially one of the moment. It is not only the girls now being called up who ask for our help but their parents, who – seeing their daughters leave home for the first time – are anxious that they shall find the comfort and friendship of the Y.M.C.A. Centre in the unfamiliar lives on which they are entering. I feel confident that the “Men of Kent” and “Kentish Men” will be well to the fore in giving the fullest support to this appeal, which I commend to you all from the bottom of my heart.”
Donations – please make them generous! – should be sent to me at Newton House. All will be acknowledged.
P.K. JOHNSON,
Mayoress.
3, Briton Road,
Faversham.
–
(Continued from Column 2)
that occasion when he bales out, he landed in the middle of a wood at three o’clock in the morning.
Writing to his parents at the time he was reported missing an officer said: “A long series of flights had been carried out by your son with marked success and gallantry. This, in fact, was his 53rd raid and the pride which you must feel in him and what he has done is shared by us.”
–
Charles Lewis Dorman
In June last we recorded that Charles Lewis Dorman, of the Royal Navy, had been killed in action. He was then described as a 1st class Stoker. On Friday last, however, his wife (who is a daughter of Mr. and Mrs. Urbane Beach, of 5 Front Brents, Faversham) received the information that on April 24th. only about thr[missing letters] weeks before he was killed, he had been promoted to Acting Leading Stoker [missing letters]
–
[missing letters]LED BY ENEMY ACTION
[missing letters]mer Faversham Resident
During enemy action over south-east England on Tuesday, Mrs. Rosetta Castle, formally of Faversham, was killed, and [missing words] Mr. A.G. Castle was [missing words] injured.
Mr. Castle [missing words] many years with the firm of Messrs. Henry S. Tett and Co., Faversham [missing words] years he had been [missing words] house.
Mrs. Castle [missing words] daughter of the late Mr. and [missing word] William Broad, of the Bull Inn, [missing word], and a sister of Mrs. H. Chittenden, of Faversham.
–
SERVING THEIR KING AND COUNTRY
DOWNS, Terry Alfred, 2nd Engineer H.M.S. Dominence (M.V.) (79 Upper Brents).
DOWNS, Ronald Arthur, Ordinary Seaman, H.M.S. Glendower (79 Upper Brents).
MARSH, Monica Rosa, A.C.W./2. W.A.A.F. (28 Forbes Road).
PARNELL, P.E., A.C.W./2, W.A.A.F. (23 Willlow [sic] Avenue, Lower Road).
SMITH, Percy, Fitter, R.A.O.C. (35 Stone Street).
–
[boxed] News
YOUNG AIRMAN’S DEATH
STORY OF HOW HE WON D.F.M.
ALLEGED ASSAULT IN POULTRY MARKET
LOCAL POPPY DAY RESULTS
EX-POLICE OFFICER’S WEDDING
KILLED BY ENEMY ACTION
DEATH OF RESIDENTS
FAVERSHAM YOUTH’S THEFTS
ANOTHER FAMILY SERVICE RECORD
THE TOWNSWOMEN’S GUILD
COUNCIL WORKERS’ WAGES [/boxed]
–
GALLANT YOUNG FAVERSHAM AIRMAN
STORY OF HOW SERGT. JACK HOWELL GAINED THE D.F.M.
SERGT. JACK HOWELL, D.F.M., the gallant young Faversham Airman, who some months ago was reported missing, is now, alas, reported killed.
Only a few days before he met his death he had been decorated by the King with the Distinguished Flying Medal. The story of the circumstances in which he gained that award reveals the resource, the courage and the bravery of our lads of the air and excites our pride in them.
Sergt. Howell was the son of Mr. Albert Howell (who is himself now serving in the Air Force as a Sergt. Instructor) and Mrs. Howell, of 70 Abbey Street. He was only 19 and was one of the youngest airmen to gain the D.F.M.
[photograph]
It was in the middle of April last that news was received that he had been posted as missing since the 10th of that month.
His parents have now had a notification from the Air Ministry that Sergt. Howell "was killed in action when engaged in air operations over enemy country."
They have also received the following letter from H.M. the King: "The Queen and I offer you our heartfelt sympathy in your great sorrow. We pray that your country's gratitude for a life so nobly given in its service may bring you some measure of consolation."
This young man made no boast of his achievement in gaining a decoration, indeed he had not even told his parents, who first learned of it through the Press!
And it was only just recently that his father saw the official record of the award. In few words it tells a stirring story and recalls how, when it became to baling out, Sergt. Howell succeeded in getting an unconscious comrade out of the plane.
Here is the official record:-
February, 1941. While returning from operations over the enemy countries, the aircraft in which Sergt. Howell was wireless operator and air-gunner was badly damaged from A.A. fire, the starboard engine being put out of action and the aerial masts shot away. Later, while crossing the North Sea, the observer collapsed and it was found he was badly wounded in the chest. As the aircraft was losing height the pilot gave orders to throw all heavy equipment overboard. Sergt. Howell fixed up an improvised trailing aerial and was successful in getting contact with a coastal station which guided them back by keeping close contact. Shortly after reaching the coast of England the port engine caught fire and failed. The order came quickly for the crew to bale out. Sergt. Howell, dragging with him the unconscious observer, baled out and was successful in pulling the observer's rip-cord before releasing his own. To use the words of his pilot (stated in his report) Sergt. Howell's coolness, courage and devotion in the face of grave danger was an example of heroism and comradeship."
Sergt. Jack Howell was educated at Faversham District Schools and afterwards went into the grocery trade as an assistant. But it had been his ambition to be an airman and in 1938 he joined the Royal Air Force.
As already indicated, he was a very unassuming lad. When he was last home on leave – only a few weeks before he met his death – it was noticed that he was wearing the gold caterpillar, a badge presented to airmen who are forced to bale out from their planes while on duty. He had said nothing about it, but it was gathered that on
(Continued at foot of column 5)
–
Mr. THERM ON ACTIVE SERVICE
FUELLING OUR PLANES . . .
[photograph]
AS BRITAIN’S FIGHTER PLANES streak across the sky at 300 and 400 miles an hour, a gas by-product is helping them to attain these high speeds. Benzole – distilled at the gas works – is the “anti-knock” component of thousands of gallons of high-performance aviation fuel.
FAVERSHAM GAS COMPANY
88-90 WEST STREET FAVERSHAM
“THE BLUE OF HEAVEN IS LARGER THAN THE CLOUD”
[page break]
Two FAVERSHAM [missing words] JOURNAL Friday, November 21st, 1941
[non-war unrelated articles and advertisement]
REMEMBRANCE AT THE BRENTS
British Legion and Home Guard Attend Service
Members of the Faversham Branch of the British Legion and the Women’s Section paid their annual visit to The Brents Church for a service of remembrance last Sunday afternoon. this year a considerable contingent of members of the Home Guard also attended. Among the British Legion representatives were the Mayor, Councillor Phil Johnson (Chairman of the Branch), Coun. C.E. Ely (one of the Vice-presidents) and Mrs. Cooper (Chairman of the Women’s Section).
The service was conducted by the Vicar, Rev. J.A. Osbourne, the lessens being read by the Mayor.
Before proceeding with his address the Vicar welcomed the Mayor and expressed appreciation of his visit again, also of the fact that he had taken on his important office for the fifth year in these strenuous times when there was a state of continual emergency.
He welcome [sic] also the British Legion, an organisation which for many years had been caring for those who fell by the way in the last war and was now taking up the additional task of helping those in trouble through the present war, and was exhibiting that social spirit which was so valuable in a time like this. Good work had indeed been done, and was being done by the local branch of the Legion. He had had experience (said the Vicar) of two or three branches and he could in all sincerity compliment the Faversham Branch on being the best among them.
He welcomed, too, the members of the Home Guard. It was the first time they had attended this church and he was pleased indeed to see them and hoped it might not be the last occasion. They represented a new and vigorous force of free men who had taken on the job of helping the country in its hour of need and had put themselves in a position to defend the hearths and homes of England. They were the symbol of the free men of England in this critical hour.
The Christian Religion And The War
Speaking of the connection between the Christian religion and the war, the Vicar said it might be asked what connection there could possibly be between the figure of Christ and all the horrors of this ghastly business of war. By way of answer he [missing word] General Smuts – one of the most [missing word] [missing letters]arkable statement of our time [missing words] said: “We are fighting for [missing word] compared with which the betterment of our earthly lot means nothing. I look upon this war as one of the great religious wars of the world; it is once more the historic fight which has had to be fought out from age to age – the fight between light and darkness.” And another great statement, President Roosevelt, in his appeal to his people, based that appeal upon the Christian claims and interests of humanity in this world.
The preacher referred also to two other outstanding figures, namely the Emperor of Ethiopia, who, it was reported, marked his return to his country and people by the holding of a Christian service, and Chiang-Kai-Shek, the leader of China, who in his long struggle was holding on to the truths of the Christian faith.
Later he said we were determined that the world which God had given to us should not be turned into a great concentration camp, but that human personality was preserved – in the Lord. He stressed those last words, remarking that we could not and would not succeed if we relied upon our own strength.
The service concluded with the recital by the Mayor of the British Legion’s act of remembrance, the Last Post and Reveille and the singing of “O Valiant Hearts” and the National Anthem.
The collection was for Mrs. Churchill’s fund for Red Cross aid to Russia.
–
[unrelated article and photograph]
–
THE BRITISH LEGION
Armistice Night Supper
The Faversham of the British Legion held its usual Armistice Night supper on Tuesday, November 11th. at the Recreation Club, and was well supported. They had as guests a number of soldiers stationed in the district, including their Commanding Officer.
In welcoming the guests, His Worship the Mayor, who is also Chairman of the Branch, stated that the Branch affairs were really being carried on by a few loyal members some of whom had been on the Committee practically since its inception. It was their desire to hand over at the end of this war to the younger ex-service men a flourishing organisation in good financial condition, when the ex-service men of the last war could take a well-earned rest.
Replying on behalf of the military to a toast to the Forces, the Officer present stressed the importance of not making the mistakes that were made after the last war. This country, he remarked should not disarm again until all other nations had done so. The only guarantee of world peace was a strong British Empire.
Home Guard Recruiting
Mayor E.H. Wix, speaking for the Home Guard, pointed out the seriousness of the threat of invasion, which must still be expected. The terrible treatment meted out by the Huns to womenfolk in the conquered countries could certainly be expected here if they got control of any part of this country. If invasion came the main job would be to kill Huns and this must be left to the armed forces, i.e. the Regular Army and the Home Guard. He was perturbed at the thinning of the Home Guard ranks as the younger men were called to the Colours. There was far too much complacency about, possibly due to the recent immunity from heavy bombing and the gallant resistance of our Russian Allies. He made a strong appeal to all ex-service men to do their utmost to get recruits for the Home Guard.
Capt. R.A. Darney in proposing the toast of the Chairman pointed out that this Branch was very fortunate in having as Chairman a man who was also Chief Magistrate of [missing word] town.
Colonel Hooper, [missing letters]wledging a toast to himself, [missing words] reminiscences of service [missing words] back one and said that in [missing words] [missing letters]anaged, since wondered how they [missing words] wireless, [missing words] been a real Gentleman’s War!
The musical part of the proceedings comprised piano-accordeon [sic] solos by Miss Fettes, a humourous monologue by the Mayor, songs by Mr. A.J. Hurn and community singing by the whole company. Mr. Jack Knowler was at the piano.
–
ENGLISH SAGA
By DOROTHY DEVEREUX
(née Dorothy Keech)
These were the best of us,
These were the ones who died for England’s sake,
For love and honour – thus they sped with glorious feet out into war.
To have, to give, we take
And, worshipping, adore.
These were the rising youth,
These were the ones who grew in England’s soil.
Who scorned to slight the truth,
To fill the world with babbling tales of wrong.
They had no heart to spoil
The beauty of life’s song.
These are the changeless ones,
These are our past, our future and our all –
Our fathers, brothers, sons –
They fell beside us, even as we fell.
But England will not fall
And she will live to tell.
–
German Gun Scrapped
New Romney Town Council have decided not to dispose of two 17th Century guns but a German machine gun received after the 1914-18 war is to go for scrap.
[advertisements]
KEEP TAPPING THE V . . . – THE SIGN OF THE FREE.
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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Gallant Young Faversham Airman
Description
An account of the resource
A newspaper cutting with a description of how Jack was awarded a DFM. This was awarded because he assisted an unconscious colleague to bale out of their damaged aircraft.
Creator
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Faversham News
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-11-21
Spatial Coverage
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Great Britain
England--Faversham
England--Kent
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Format
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One double sided newspaper cutting
Identifier
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NHowellJ170423-01, NHowellJ170423-02
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Temporal Coverage
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1941-02
1941-04-10
Contributor
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Sue Smith
Steve Baldwin
aircrew
anti-aircraft fire
bale out
Distinguished Flying Medal
killed in action
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1236/16938/YThompsonKG1238603v1.2.pdf
38bf4f87faac14a74f63bfdefa71a20a
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
Thompson, Keith G
K G Thompson
Description
An account of the resource
95 items. The collection concerns Flight Lieutenant Keith Thompson DFC (1238603 Royal Air Force) and contains his log book, documents, photographs and training material as well as his navigation logs. He flew operations as a navigator with 101 and 199 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Mark S Thompson and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-07
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Thompson, KG
Access Rights
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Permission granted for commercial projects
Transcribed document
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Transcription
Text transcribed from audio recording or document
DEC 41 –
JLY 42 –
[Underlined] TORQUAY [/underlined]
[Underlined] DEWINTON [/underlined]
[Underlined] TRENTON [/underlined]
[Underlined] TORONTO [/underlined]
[Page break]
1238603
THOM [obscured]
1238603
THOMPSON. R.G.
RAFVR.
His book. Pat No missing “You mucky cat” to ken not [indecipherable]
[Page break]
[Underlined] TORQUAY [/underlined]
[Underlined] Sun 14/12/41. [/underlined] marmalade & tea RAIN. Church Parade 8-45 AM 2/- for 6 Xmas Cards of Eric. Roast beef & spuds, cabbage; Lyon’s & almond cream. RAIN. Letter to [underlined] Ma & Elsie. [/underlined] cheese & spuds; jam & cake. 9d at Burlington “Freedom Radio” & Joe E Brown in “The Gladiator”.
[Underlined] MON. 15/12/41. [/underlined] usual breakfast. 2/- for P’s book. 1/- allotment to start Xmas day. Stake [sic] pie peas, sprouts, spuds (roast) rice. Rankled my ankle. Meat roll & beet. 1/2 at Odeon “Dance Hall”. Claudette Colbert in “Skylark” about Russian red + “3 in a Shell Hole”
[Underlined] TUES. 16/12/41. [/underlined] usual bfast. [Underlined] Went sick [/underlined] 1/- for card. Chop, sprouts, spuds; 2 baked apples & carnation. Wrote letter to [underlined] Gm. & Gp. Machin & Annie [/underlined]
[Page break]
sos roll, spuds; jam & cake. ACT. 7-25 SIRE 8-5 PM. Lecture on English by Robert Graves. Sent cards to P & J; Annie; Mrs. Mace; Mrs. Down; Carlton; U George; & letter to Gpa & ma. [underlined] Machin. [/underlined]
[Underlined] WED 17/12/41. [/underlined] usual bfast. no letters corned beef, peas (split) & onions rice. Medical EXAM. Cheese & spuds. TO NAVI. Parceled [sic] book for P & elephant for Annie.
[Underlined] THURS. 18/12/41. [/underlined] usual bfst. Posted book (7d) & eleph. (3d) Fish, carrots spuds; rice (good.) Relief guard. eleph. For E. (2/6d) scent for Ma 2/9d & 3 1/2 d & 4d postage. meat & spud pies St. James’ Guard with rifle & bayonet 9 to 11 & 3 to 5. Cocoa & sandwiches after 11.0PM. tea, sos & bread 3-0 AM Of duty at 7-0 AM till 10-30 AM
[Page break]
[Underlined] FRI. 19/12/41/ [/underlined] No bfst. 2 sos rolls at RAF canteen. Kit parade 10-30 stew, peas, spuds, jam tart. Letter from Ma. Toast & cheese spuds; jam. Sent Xmas cards to Miss French, Colin & Dennis. Bought 2/6d book of stamps, 1/2d Burling “Mr Smith goes to Washington” & “A Day in Russia.”
[Underlined] SAT. 20/12/41. usual bfst. Parade 8-45 AM. Cheese ord. coffee corned beef, beet, spuds; prune tart Phil 4/6d. Went round Woolies. Meat pie; cake; jam. Cards from A. Edie; U. Edgar, & A. Ella. 2/4d at Regal “Lady be Good” Ver Good. “Shot in the Dark.”
[Underlined] SUN. 21/12/41. [/underlined] usual bfst. 11-0 SIREN 11-10 Letter [underlined] TO Peg. [underlined] £1 pay. Tough meat, spuds, sprouts; stewed apricots & cust.
[Page break]
Had tea with Phil & Geog. at Mrs. Lovie’s & Miss Adams’ “After death I live2 Corham as worn by native. Stamps.
[Underlined] MON. 22/12/41. [/underlined] usual bfst. Room inspection. Chair removals meat pie, sprouts, spuds; trifle. Letter & card from Elsie. 9d Burlington (1/2d) “Virgina Mad. Coral technicolor”. “Doctor takes a Wife.” Letter from Doris. Card from A. Annie & U. George. Had tea supper at NAAFI. [indecipherable] & chips; jam tart & custard.
[Underlined] TUES. 23/12/41. [/underlined] usual bfst. NAVI on boats. parcel from Gm. Machin & card. Mutton, sprouts, baked spuds; rice. ROCK END (pigs) letter to [underlined] Doris & Elsie [/underlined] 2 sos rolls, jam & bun. Fire
[Page break]
picquet. Patrol 8-0 to 8-30. Telephone 10-30 to 11-0.
[Underlined] WED. 24/12/41. [/underlined] Spuds, bacon; cornflakes. Went to St. James for rice. Made fire in Orderly Room. Letter & Papers from [underlined] Ma. [/underlined] Card from David & Mrs. Mace. Rabbit, beans, spuds; rice. Sent letter TO [/underlined] Elsie & Doris & Gm Machin LAST NIGHT. [/underlined] Meat roll, beans, spuds; brd & jam. Practice march past. ROCK END. “Nobodies Sweetheart” & “Nothing but the Truth” Bob Hope & Paulette Goddard. 1/2d at Odeon.
[Underlined] THURS. 25/12/41. [/underlined] Went to Communion 7-15 AM. Had usual bfst March past.
Pork & turkey, sprouts & spuds Xmas pud, pint beer & 10 cigs served by officers & NCOs
[Page break]
10/- from S.P.T. parcel from Ma, Ham & pickles, Lyons mincepie for tea. Posted letter to Ma & POP (F) On St. James’ Guard. Glass cyder at NAFFI. [sic] On from 9 to 11-0 PM then 3 to 5AM Cocoa, ham sandwich & Lyons mincepie for supper. Had to miss ‘late dinner’ at RAF canteen at 7-30. 10/- for doing guard.
[Underlined] FRI 26/12/41. [/underlined] Usual bfst. Went on parade 11-0 AM. Drill & then run. Chop & sprouts bread pud. Brains Trust Meat pie & spuds Late Pass. Went to Regal 1/10d “- - - Congo” & “This Man Reuter” came in at 23.05 hrs.
[Underlined] SAT. 27/12/41. [/underlined] usual bfst. Drill by F/Sgt. Corned beef
[Page break]
spuds, beans; bread pud. Went to Odeon again. Meat & spuds. Went to Amn’s Rest for supper.
[Underlined] SUN. 28/12/41. [/underlined] Didn’t go for bfst Voluntary Church Parade. RAIN Pork, sprouts, spuds & rice. 2/8d for Prop. 2d Babbas. Walked back. 2 kippers for tea. “Odeon” 1/2d Arthur Askey in “Ghost Train” “ROC” & “Homicied Bureau.”
[Underlined] MON. 29/12/41. Usual bfst. signed for boat Went to Baths. Mutton, peas, bkd. spuds; prunes, apple & milk. Letter [underlined] from & TO Ma [/underlined] Morse. Haircut. cheese & toast, jam & cake. Guard 7-0 hrs to 21-00 & [underlined] TUES. 30/12/41 [/underlined] 0300 to 05.00 & 1100 to 1300 hrs. Corn flakes spuds & bacon. Went for Wellingtons to Perry’s. Letter to S.P.T.
[Page break]
lamb chop, turnip, carrots, bkd spuds rice. Shepherds pie & jam.
[Underlined] WED 31/12/41. [/underlined] cold & frosty. Usual bfst. Papers from Ma Diary from Miss French. Sos & spuds. Lectures by AOC. Commodor [sic] Critchley. Cheese & spuds. [Underlined] NO LATE PASS [/underlined] 1/2d at Electric. “Ships with Wings” about the Ark Royal. “Special Despatch” (M) OR’s “Put-put Troubles” Donald Duck
[Underlined] THURS. JANUARY 1st. 1942. [/underlined] Usual breakfast. Went to baths. 9 pigeons down Corned beef, carrots, turnips; stewed apricots & white sauce. Letter, card & 5/- from Annie. FLY KIT insp. Sos roll & peas, jam & bun.
[Underlined] FRI 2nd/1/42 [/underlined] bacon, bread & dip. March past. Air Commodore
[Page break]
[Underlined] FAIROAKS. [/underlined]
Critchley. Parcel 7d & letter to [underlined] Gran. [/underlined] Letter to [underlined] Ma. [/underlined] 2 Meat pies, spuds; rice. Inspection of flying kit by S/Ldr. 1/2 pt. of beer in ante-room (officers mess) £1 & 6d on stamps (British CBal) Meat roll, corned beef & pickles; jam. Left Torquay 10-30 PM 2 hrs wait at Newton Abbot. Pulled by EDWARD VIII
[Underlined] SAT. 3/1/42 [/underlined] 5-30 AM PADDINGTON.
9-15 AM army bus to Waterloo Dash-board fired. New bus 8-0 AM. Passed Buckingham Palace, Houses Parl, Big Ben 9-30 AM. Leave Waterloo. 10-15 AM Woking Passed Brooklands. Bus to EFTS.
[Underlined] SUN. 4/1/42. [/underlined] Wrote & posted letter to [underlined] Ma. [/underlined] porr.; bacon fried spuds bfst.
[Page break]
Din. Beef, spuds, sprouts choc. sponge. Run & then shower. 3-30 jam sandwich & cake. 6-0 soup; meat pie spuds; ground rice.
[underlined] MON 5/1/42. [/underlined] porr. Toast & egg aldis lamp; gen. on flying. arma (missed PT) bacon pie spuds, cabbage; Lyons pie, parachute 140, 1/2 hr bus ride to ‘drome 20 min. flip after explanation of controls. Soup; meat pie spuds; stewed prune & apples Issued with log book & text books.
[Underlined] TUES. 6/1/42. Porr. Boiled egg Sheeps heart, spuds, carrots, beans, pud soup; meat pie, spuds; jam tart. [/underlined] Navi lect. & definitions, drill, sqd & PT.
[Page break]
[Underlined] LONDON pass. [/underlined]
[Underlined] WED 7/1/42. [underlined] sos, spuds, porr. Drill; NAVI; PT; beef, spuds, sprouts; sponge pud, soup sos meat, fried; spuds sprouts sponge pud.
[Underlined] THURS. 8/1/42. [/underlined] porr; bacon, spuds. Flying; lamb, spuds, cabbage prunes. Lecture on Airmanship. Drill, P.T; soup; spuds meat & spuds; prunes letter from [underlined] Ma & Dad [/underlined]
[Underlined] FRI. 9/1/42. [/underlined] porr. fryd spuds & sos; soup; spuds meat (pie) ground rice; £3-18 pay (£4-12-0) drill, navi-navi, morse before dinner (lunch) 3/10 return Waterloo. Union Jack full FREE ROLLS taxi to Church Army 8 1/2d for coca, beans, pie & rolls 1/- for bed.
[Underlined] SAT. 10/1/42. [/underlined] 9d for tea, beans, bacon & roll
[Page break]
Posted letter to [underlined] Ma. [/underlined] Passed HP & went into West. Abbey, Trafalgar Sq (passing Cenotaph & Downing St) Down Strand along Embankment & Tower Bridge & London Tower. Monument. Found St. Pauls Cathedral (beautiful) put 6d in Restoration Fund. Saw:- Nelson’s (bricked up) Dk. Wellington (a funeral car) Sullivan, Wren, Van Dyck, Blake (poet) Lawrence of Arabia, Beatty, Jellicoe & Roberts monuments & tombs Chapel to Kitchener. Dinner at St Martin’s in the Field (1/2d) food & bob 8d Sultana 4d B&B + tea 2d. [Underlined] 2/- for book for June. [/underlined] Newsreel BBC, House & St Georges Hall. Hd sos & mash at YMCA 2 1/2d choc WATERLOO. 5-57 dept at
[Page break]
6-3 arr. WOKING 7-0PM. Walked to ‘drome arr 8-5. [Underlined] Letter from Ma [/underlined]
[Underlined] SUN 11/1/42. [/underlined] beans on toast, porr. beef, spuds, cab. York pud; sponge. Wrote letter to [underlined] Doris [/underlined] after game of hockey. Letter to [underlined] Ma. [/underlined] soup & cheese on toast. Spuds; a type of blancmange.
[Underlined] MON. 12/1/42. [/underlined] bacon on toast & porr bacon; sos pud, spuds, cabb; prunes soup; corned beef, spuds, custard “Target for Tonight” & “Ride Tender boat, Ride” films in Mess.
[Underlined] TUES. 13/1/42. [/underlined] porr; poached egg on toast. [Underlined] SNOW [/underlined] cold meat spuds, carrots, parsnips; raisin pud; sos roll, spuds; soup grd rice. Letter to [underlined] Phil & Elsie [/underlined] Early bed (9-0PM.)
[Page break]
[Underlined] WED. 14/1/142. [/underlined] porr. Bacon & pikelet ham; cab & spuds; cust & gooseberries Parcel from Mayoress’ Fund scarf, socks, Balaclava; mints Mars, Fry’s choc, flavoured chews gum; shaving soap & tablet of Palmolive toilet soap. Soup; fried spuds, meatballs, suet pud & treacle.
[Underlined] THURS. 15/1/142. [/underlined] porr. boiled egg; bread & treacle; Stew, spuds; jam tart; Soup; cheese on toast spuds, currant sponge. L to [underlined] Syd. [/underlined]
[Underlined] FRI. 16/1/42. [/underlined] porr. sos, spuds. Beef, spuds, carrots; jam sponge. Soup, meat pie & spuds. 4/- Fred for X & chain. Film show “Star Reporter”
[Underlined] SAT. 19/1/42. 3/10 to London Sent book & telegram.
[Page break]
Soup, shep. Pie, spuds, cab. currant pud. 1/9d. Merle Oberon in “Lydia” at Odeon 1/10d. 11 1/2d [indecipherable] buns & tea at St. Martin’s. 1/2d [indecipherable] red. Letter from [underlined] Gran. [/underlined]
[Underlined] SUN. 18/1/42. [/underlined] porr. fried spuds, bacon. SNOW again. Finished letters to Ma & Gma, beef, spuds, cab, York pud 2; sago. football, pea soup; spiced minced meat & spuds; Lyons pie. Posted a letter to [underlined] Ma. [/underlined]
[Underlined] MON. 19/1/42. [/underlined] porr; sardines on toast, brd & treacle tart letter to [underlined] Gndma. [/underlined] sos. & bacon pie beans & spuds; prunes. No flying soup; corned beef, spuds; currant pud. MORE SNOW.
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[Underlined] TUES. 20/1/42. [/underlined] 3-6” SNOW. Porr. fried spuds & bacon. [Underlined] NO flying. [/underlined] WELL landed & took off. snow shuffting. spuds & carrots, beef; sago. more snow skuff. soup; spuds, cooked meat pie; currant pud. NO letters again BLAST!
[Underlined] WED 21/1/42 [/underlined] porr; sos fried spuds. Letter from [underlined] Ma. [/underlined] CHICKEN, cab, spuds, jam sponge. soup; meat pie & spuds, bread pud. More shoveling snow again today. Wrote letter to Ma & chit for mess tins (cancelled) to be kitted out before we leave.
[Underlined] THURS. 22/1/42. [/underlined] Posted letter to [underlined] Ma: [/underlined] porr; fried bread & bacon, more snow shoveling.
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mutton, spuds, carrots; choc sponge & sauce. [Indecipherable] & gun boats in. Drew new cap & [indecipherable] & tunic also MESS TIN & tin hat cover. Stew, saveloy & spuds; jam tart. “So Ends Our Night” film in mess 7-30 to 9-30 shown [underlined] News [/underlined] reel too. Letter from [underlined] Ma [/underlined
[Underlined] FRI 23/1/42. [/underlined] porr. poached egg on toast; bd & jam I fetched flying kit from Winkfield. Paper from Ma, corned beef, spuds, beans, carrots, parsnip, [deleted word] Xmas pud. £8.10.0d. a months pay. (10.4.0) soup; meat pie, spuds. Packed kit bags.
[Underlined] SAT. 24/1/42. [/underlined] porr fried spuds bacon. Given extra [indecipherable]
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[Underlined] LEAVE. 7 days. [/underlined]
got extra PT kit. Given pay books & 1250’s also passes. Set off for station 10.00 hrs. arr station 1030 hrs. Given tickets by F/Sgt. Arrived WATERLOO 1105 hrs Taxi to EUSTON 5/9d (Dug, Tommo & Spud) Tube from EUSTON to ST. PANCRAS. S/c 1145hrs caught 1200 hrs train at St. P. arr. ROTHERHAM. 1715 hrs. Taxi to GREASBRO 2/-
[Underlined] SUN 25/1/42 [/underlined] Went with Dad to Owens. Had din about 2 PM Then Dad & I went to DG Thompson’s Got home 6-30 PM & didn’t go out again
[Underlined] MON. 26/1/42. [/underlined] Took J, to school. Went to RGS. Nobody in at Powell’s. Saw Tich.
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[Underlined] TUES. 27/1/42 [/underlined] Took & fetched June at dinner time. SNOW Went to SPT. Elsie off bad again. Railway Warrant & letter FROM [underlined] Gran [/underlined] sent from 18 EFTS.
[Underlined] WED. 28/1/42 [/underlined] Went to G. Thompson to see Gnpa. Gave me 2/6d Went to Office then to Doris’s Had tea at Grove Left at 8 and went to ATC.
[Underlined] THURS. 29/1/42. [/underlined] Had hair cut & then called on U. Geog. Saw Elsie & her Ma. when I left. Went to Owen’s for my dinner. Had a bit of a look round. Had tea in canteen. Met Horace at 1615 hrs. Went to Empire saw “Dangerous Moonlight”
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[Underlined] FRI. 30/1/42. [/underlined] Went to LNE & got ticket & train times Took spuds to Dad at Owen’s. Went to SPT. Elsie returned to work; also Billie & lens. Dad came home 2-30 PM. Went to WVS with scarf, saw Doreen, Phil’s wife. Gave me 5/- Phil owed me. Went to see Gndad at office. Miss Colyton phoned Marshes for a taxi for AM. Went to Oldfellow’s Dance with Dad danced with Mr. Stapleton’s daughter & her friend.
[Underlined] SAT. 31/1/42. [/underlined] Taxi to station 2/- + 6d. Only Dad went with me to train at 9-20 arr at
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[Underlined] M’CHESTER. [/underlined]
Sheff 9-45. Train from there 10-01 arr. Mchster 11-40. Taxi 2/6d to Heaton Park. Billeted with 11 other Torquay lads in a tin hut. Went with Tommo & Spud to see Wallace Beery in “Two Gun Cupid” also William Lawson in “Tower of Terror” 1/10d & 2 x 3 1/2d bus fares.
[Underlined] SUN. 1/2/42. [/underlined] Missed bkfst. Gave pay books in & had “FFI” & “dental” Had dinner at YMCA Mchstr. roast beef & spuds 8d. 1/10d picts “Here Comes Mr. Jordan” DARN GOOD. Tea & biscuits at YM. 1/2d to see “Big Store” lift to Cannon St. on bus, free.
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[Underlined] MON. 2/2/42. [/underlined] Hut orderly cleaned room & rearranged beds. Swept floors. Soup, meat, spuds, Swede; stewed apple & custard. Lads don’t like new arrangement. Had tea 2/6d cod & chips; mince pie, 2 cups tea. 1/4d at Gaumont. Deanna Durbin & Chls Laughton in “It Started with Eve” DAMN good. “Ferry Pilot” & “Is everybody Happy”.
[Underlined] TUES. 3/2/42. [/underlined] Porridge; fried spuds & bacon. Sing song. Gave 1250 in to sgt. Stew, spuds, cabbage; bread pud & apple-custard. Billeted at Mrs. Jeeves
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3 Polefield Gardens, Preston Carried my & Tommo’s kit bags from dispersal point. 2 cups tea & piece of scone. Given Penny to Cause & freedom of some in general. Wrote to Ma.
[Underlined] WED. 4/2/42. [/underlined] porr: sos & gravy, 2 bread cakes. Aircraft Recc. Pictures also “Dangerous Talk.” Soup; beef, peas, spuds & baked spud; trifle. Gave tin hat & grn cape in. Fish, chips & bd. & jam for tea. Retreating in LIBYA [underlined] AGAIN. [/underlined] Posted letter to [underlined] MA [/underlined] this AM.
[Underlined] THURS. 5/2/42. [/underlined] porr; bacon, sos NAVI. soup; stew, spuds, raisin pud. Bond painted
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on kit bags. Meat pie strawby jam & ginger cake. Put name on kit bags.
[Underlined] FRI. 6/2/42. [/underlined] Letter to [underlined] Annie & David & from [/underlined] Ma. porr & haddock. 3 films at cinema & 2 true adventure tales One had on Altmark & other “Old Ginger”. out in Algiers. Minced meat, carrots, spuds: Soup. didn’t have sweet (stewed apple.) P.T. Made out 295. Potato cheese & sos; straw, jam & cake 6/11d to Rhm 6-35 from London Road. Rhm 9-15 PM (SHEF 8-45 took train 3 1/2d.) Went to Oddfellow’s to see Dad then went home.
[Underlined] SAT. 7/2/42. [/underlined] Took [indecipherable] to Dad;
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[Calculations] [/underlined] LEAVE 48. [/underlined]
went to S.P.T. to see Mary. Went back to Owen’s to Dad. Walked into & round town. Went home & had din. Took Sallie with us to Coop. Elsie & Geog. Called to see us.
[Underlined] SUN. 8/2/42. [/underlined] Went for run before din. Went to Watson’s, Mace’s & Gm’s Mars & Choc after din. 5-45 track to town to catch 6-14 train which came in at 6-45. (Did 15 mls. on bike). M’chester 8-45. Caught 73 bus. Bill & Jess came in at 12-45. I made cup of cocoa & had sandwiches Ma packed me. Tommo came in about 3-0AM.
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[Underlined] MON. 9/2/42. [/underlined] porr. haddock. More films etc. at Cinema. soup; stew spuds, turnip; & currant pud: cust, sweet. Table Tennis tournament. potato – cheese; bd, jam & cake. Made fire. Wrote to [underlined] Ma & Joyce [/underlined]
[Underlined] TUES. 10/2/42 [/underlined] porr. bacon & egg. Good lecture of music, amusing & entertaining. Soup; beef, turnip & spuds; fruit pie. D.R.I.L.L. sos & mash etc. Went with Jess & Gordon to see “Magic & Music” had fish & chips for supper. 3/-
[Underlined] WED. 11/2/42. [/underlined] porr. bacon & liver issued with shoes, towel, 2 vests & 2 anti glare shields. Rusty gave me a fag. Soup; beef, queens, spuds; stewed fruit. Had PM off. Went into city
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2/- cod & chips, Reading
[Underlined] THURS. 12/2/42. [/underlined] porr. sos. Lectures by officer bomber pilot stew, carrots, spuds, fruit pud. Morse. Meat pie, bd jam& br “The Great American Broadcast” at Park Cinema. Went with Gordon & Jessie. Variety in place of supporting film Fish & chips for supper. Parcel from [underlined] Ma. [/underlined] laundry & gloves.
[Underlined] FRI. 13/2/42 [/underlined] Letter from [underlined] Doris [/underlined] Haddock for b/fst. Lecture on music, last one. Soup, lamb, peas, spuds; apple pie. Drill. Beetroot & cheese. Letter from Ma. NO PASS.
[Underlined] SAT. 14/2/42/ [/underlined] Went back for tunic which wasn’t exchange
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after all. Soup; corned beef, peas & spuds, current pud. Letter from Joe, 2/- for book. 1/6d at Gaumont to see “It Started with Eve” Gordon bought another + & necklet. Wrote letter to [underlined] Ma & Doris. [/underlined]
[Underlined] SUN 15/2/42. [/underlined] porr: bacon & fried spuds, Church parade. Soup, beef, greens & spuds; stewed fruit. Posted letter to [underlined] Ma, Doris & Joe. [/underlined] Didn’t go out except to post letters.
[Underlined] MON 16/2/42. [/underlined] porr. minced meat “Battle of Atlantic” lecture & 2 films R.O.C. & Malaya. Soup; stew, spuds & carrots; sponge. Drill & Aldis. Potato & cheese. “Hold Back to Dawn” Chls Boyer.
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[Underlined] TUES. 17/2/42 [/underlined] bacon & beans. FILMS. Soup; corned beef. Swedes & Spuds; Suet, NAVI Sardine on fried bread; jam & cake. Finished Jig Saw.
[Underlined] WED. 18/2/42. [/underlined] porr. sos. Drill, Exchanged tunic. Letter from [underlined] Joyce R. [/underlined] York pud, beef, greens, spuds rice pud. & currants. Football match. Fish & Chips for tea. Letter from [underlined] Ma. [/underlined] (papers) & [underlined] Phil. [/underlined]
[Underlined] THURS. 19/2/42. [/underlined] porr. bacon & Shep. Pie. Films. Stew spuds, carrots; sponge pud and prunes & cust. Drill, Morse, Naafi. Meat pie, jam & Cust. Letter to [underlined] Ma, Phil & Joyce. [/underlined]
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[Underlined] FRI. 20/2/42. [/underlined] porr. haddock. shoveling coke. Soup, chop greens & spuds. Coke shoveling. Went into town with Gordon Bought record, choc & gums. Reg parcel from [underlined] Ma. [/underlined] Letter to [underlined] Ma. [/underlined] FAUNA C/SPRATT
[Underlined] SAT 21/2/42 [/underlined] porr. liver. £7 pay lect by Sqdn Ldr. Soup; corned beef, peas, spuds; sponge pud. Tried to get home. 4/- for book. ”Brigadier Gerard”. Money Order for £4. Parcled tin to send home. Borrowed Bill’s bike. [Underlined] FAUNA/SPRATT [/underlined] C Letter to [underlined] Ma. [/underlined]
[Underlined] SUN. 22/2/42. [/underlined] porr. fried bread & eggs, coffee: 9-30 parade Put in No. 4 flight. Dismissed. Soup; beef, greens, spuds, Y. pud.
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MANCHESTER → SCOTLAND?
trifle. Gordon posted letter to his ma & [underlined] mine [/underlined] (£4) Packed kit bags. Had tea in billets. Jess, washed shirt & collars. Bath.
[Underlined] MON. 23/2/42. [/underlined] Finished packing kit. Letter from [underlined] Joe. [/underlined] Carried kit to camp. Porr. Beans & bacon. Lecture by AOC. Air Commodor. [sic]
Soup; stew, spuds, greens; trifle. Wrote letter to Joe ready to post on boat. Gordon posted parcel to Ma. 8d. Bought loaf Bd. & cheese for our tea. Kissed Jessie “Good-bye” Reported at camp at 20.30. Bacon, liver, spuds; cake for sup. Also 4 slices bd. (Good meat) piece of cake & dough nut
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[Underlined] SCOTLAND [/underlined] – FOR CANADA.
Farewell by Wing Cmdr. Short service then Communion. SLEEP?
[Underlined] TUES. 24/2/42. [/underlined] Tea & meat pie 03.00 hrs. Set out for stn 04.15 hrs. arr. 04.50hrs. S/C 04.55 Carlisle 11.30hrs had some tea in mess tin. S/C 11.40 hrs arr. 15.30 hrs. Went out on ferry boat to S.S. ORBITA 15,000 ton steamer. [Underlined] LOST [/underlined] scarf getting hammock.
[Underlined] WED. 25/2/42. [/underlined] porr. sos & tea. boat drill. Went round the boat deck. Had a look down in to engine room. Soup: beef, spuds, beans, stewed fruit. Inspection by capn Boat Drill again. Haddock for tea. Weighed anchor 6-35-to 45. & lowered it after going up
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[Underlined] S.S. ORBIA – C.P. LINE [/underlined]
river a bit. S/C 9-45PM.
[Underlined] THURS. 26/2/42. [/underlined] porr. liver & tea. Reading book S. Spangled Manner Boat & dispersal drill. Soup; meat, spuds, peas; sago. Several lads sick. High Wind, ship rolling & pitching. Grand Sensation Makes you feel queer below decks. Bought 2days blocks (3d) of choc. Find book by Bev. Nichols. Boiled egg & Cheese for tea. Got a bad head but TUMMY OK so far. Gordon been sick. [Underlined] Watch back 1 hrs. [/underlined]
[Underlined] FRI. 27/2/42. [/underlined] Kipper for bkfst, felt dizzy, could only eat a bit. Soup, meat, spuds beans; dried apricots. Sea very rough. Ship pitching rolling
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beautifully. Makes you feel funny below deck but its OK on deck. Heavy swell & decent wind. Stew for tea. Sat on stern watching the moon on the sea. Used an empty kipper box then the spare anchor for a seat. Sat there until 9-30 PM. Went below deck emptied fire bucket & refilled it. Slept on hammock below table. Put watch back another hour.
[Underlined] SAT. 28/2/42. [/underlined] 5 sausages & tea for b/fst. Meat, Spuds; rice. Vegetable soup for tea. Sat on deck again. Watched
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Bert, Ray, etc playing at cards. Slept, or tried, on table.
[Underlined] SUN. 1/3/42. [/underlined] Shredded wheat; egg; jam for b/fst. Batted with Maurice before & after b/fst. Soup [indecipherable] mutton, spuds, beans; stewed fruit. Read “Saint Overboard” 9d for Liq Allsorts. 2 1/2d Mints. Curried beef & pickles. Went up on deck & dreamed again. Slept on floor.
[Underlined] MON. 2/3/42 [/underlined] Porr which Spud & I fetched from Galley. Liver. Batted. Heavy sea again. Screw coming out frequently. Got drenched on bows with Rusty. Soup; beef, peas, spuds; sago. Read “Aeronautica”
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Going on deck. Heavy sea. Had soup for tea. Bert & Spud fetched a second lot for me. Went up on deck for usual day dream. Watched the moon on the water. Went through a small rainstorm. Saw the eclipse of the moon.
[Underlined] TUES. 3/3/42. [/underlined] Batted. Porr. Kipper. Batted. Autograph. Usual din Cheese paste for tea also a bit of jam, Complaints made to orderly room re food. Used 3 hammocks to sleep on & under. Damn cold.
[Underlined] WED 4/3/42. [/underlined] Batted before & after breakfast. Kellogs & [underlined] 2 [/underlined] eggs for breakfast. Boat Drill. Cleaned buttons. Usual din. Soup; beef? Spuds, peas; sago.
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Cleaned boats. Sold last 2 necklets. [Underlined] I owe Dad 12/- for 3. [/underlined] Read “Saint Goes On.” Rabbit soup. Went on deck for usual. Saw phosphorous in water at stern & on st’bd side Reading “Advent’s of B/gdr Gerard.” Cup of coffee before we got in our hammocks. I HAD a couple of hooks [underlined] for a change. [/underlined]
[Underlined] THURS 5/3/42. [/underlined] Sos. Boat drill. Soup; meat, beans, spuds. Reading A.C. Doyle & “Chessman of Mars.” Stew, LOST my cap between deck (stern) & WC.
[Underlined] FRI 6/3/42 [/underlined] Bat, Stew & marmalade. Bat. Gave £5 to pay acnts. [underlined] NO RECEPIT [/underlined]
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Lecture by Adml (V.C) Soup; meat, spuds, peas; rice pud. 2/-. Chocolate off Cpl. 1/- off Warteman. Cheese, pickles & egg for tea and a little marmalade left over from b/fst. Drizzle but calm sea except for a light swell. Feeling terrible in fact lousy. Coffee (& biscuits?) for supper. [Underlined] 1 hr back [/underlined]
[Underlined] SAT. 7/3/42 [/underlined] Batted as usual. Officers offered Maurice some fags. Sos & mash. Cleaned buttons then had FFI. Soup meat, spuds, beans; High seas speed reduced to about 2K. ship pitching & rolling. Wind whistling thro’ riggin. Soup (maybe stew) as usual. [underlined] Our
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[Underlined] HALIFAX. [/underlined] Canada.
officers gave us a bottle of champagne. Shared it out on our table. Coffee as usual for supper.
[Underlined] SUN. 8/3/42 [/underlined] Porr. (terrible) stew. Batted as usual. P/O A/G gave us his home (Canada) address. Soup; meat, spuds, peas; sago. Land sighted 1-30 PM. Saw it myself 1-45 to 2 PM. Sea very calm & blue. Slight haze. Coast very rugged. Crossed bar at 4-0 PM. 3 or 4 tugs came out to tow us in. Catalina & 2 Hurricanes shot us up Scenery marvellous, pine trees lining the coastline. Cheese, egg for tea. Left ship 6-30 & got straight onto HALIFAX, NOVA SCOTIA.
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[Underlined] MONCTON [/underlined]
train. Bought 3 oranges & 3 apples. 3d each. (Sunkist oranges) Cars streamlined & headlamps full on. Houses all lit up. Still a little snow. It looks “fair grand” in fact. 3/- for 4 pieces of cake.
MONCTON, NEW BRUNSWICK
[Underlined] MON. 9/3/42. [/underlined] arr. 1-30 AM. had bacon, boiled egg, beans, tomatoes, 3 slices bread. 2 with apricot jam, All of it real good food. Had a hot shower then went to bed. Double decker beds, mine bottom one. Got up 8-15 [underlined] by my watch. [/underlined] consequently missed b/fast. NO cap so can’t go wandering about much. Writing PPS to
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Mum’s letter. Soup; York pud, stew, spuds, parsnips; rice pud. Parade 2-0 PM. FFI. Paid $10. Gave respirators into stores. Sent 60c (+5c) Cablegram home. Cheese, spuds, beans; brd & marmalade. Tried to get some stamps for letter to Ma. 5 cents for a bar of choc (nut milk.) YMCA film show “History Made at Night” Chls Boyer & Jean Arthur. 9-0PM Going to bed. Rain
[Underlined] TUES. 10/3/42. [/underlined] Porr. Egg on toast. Short route march after short lecture by Sqdn Ldr. Stew, spuds, tomatoes, prunes & cust. Bought 5 x 3c stamps. [Underlined] SENT letter TO MA. [/underlined]
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Route March. Dismissed in town. Went in Cathedral. Stopped by S.P. (Cpl.) for not having hat. Reported to Guard Room. Sos & mash 3 slices bread & marmalade. Went into town with Thos. He bought watch. $3.95c. (16/3) Sat reading in YMCA till 10-0 PM.
[Underlined] WED 11/3/42. [/underlined] Kellogs; smkd. bacon boiled egg, tomato. 8-30 AM – parade. Went to S/dn Ordly Rm. about cap. FFI 9.30. Packed kit and put it in Drill Hall. Drew 2 blankets for train. Went again with Howson, Thompson & Co to Ord. Rm. To go again “cette après midi”. Meat, spuds, carrots
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brown brd. & macaroni. [indecipherable] Coffee to drink. Managed to get a new cap & badge. No flash. Bought one in town 40c. Bacon & 2 eggs, spuds, turnip, peas & coffee Twice 50c each. Pies a la mode 15c. (Total $1.15c) Saw a bit of film show at YMCA. Parade 8-0PM. 402 Brown missing turned up about quarter past. Marched singing to station. Train set out 10-30 PM. Thos. Slept in bunk. 402 & I slept on seats.
[Underlined] THURS. 12/3/42. [/underlined] porr. sos & bacon, coffee while we were at a station. Put [underlined] watches back 1 hr. [/underlined] Soup (veg)
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Beef, spuds, carrots; 2 slices brd. & butter; apple pie from fight sledge. Roast veal, spuds, FRESH peas, 2 apricots & cup milk.
[Underlined] FRI 13/3/42. [/underlined] Slept upstairs. Porr. sos, fried spuds; coffee & milk. Had it in our own carriage. Stopped 1 hr at ONTARIO. (?) Bought Fudge & had nice long chat with girl. Asked what VR’s were for. 4 lads brought in a car to next station. 402 bought camera. Soup, pork & boiled spud; sago & apple, Brd. Butter & tea.
[Underlined] SAT. 14/3/42. [/underlined] FT. WILLIAM. Porr: bacon, spuds, scrambled egg WATCH BACK.
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bd. jm. coffee: Soup; beef spud, beans (kidney) fig & rice. WINNIPEG, 4-30 to 5-0 PM. CIVIC RECEPTION coffee & cookies in stn. RCAF band & pretty girls to dance with. Bought colour photo’s. 10 Players WINGS [deleted] provided [/deleted] presented by WPOA:W. also Madelon Bar. Going through the “Granary of the World” miles I should say 10’s of miles upon 10’s of miles of wheat land. [Deleted] Bacon [/deleted] cold meat, spuds, pickles; fresh [deleted] fruit salad [/deleted] brd, pud.
[Underlined] SUN. 15/3/42. [/underlined] Changed to hilly scenery. Porr: bacon smbld. egg. spud, bd & jam, coffee
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[Underlined] DE WINTON. [/underlined]
WATCH BACK. 9-5 Medicine Hat. Tomato soup; pork, peas, spud; fruit salad. Arr. Calgary 3-15 PM. 30 min bus ride to drome. Filled form up. Issued with pillow & slip, 2 sheets & blanket Cold meat, corned beef, spuds sweet pickles; pineapple cubes. “Weekend in Havana” 15c in Recc. Room.
[Underlined] MON 16/3/42. [/underlined] porr. bacon & egg goggles issued with text books 3 innoculations. Stew, spuds & sweeds [sic]; sponge pud. Dental exam. Handed pay bk in. Deficiency list made out. Put into room 4. Shepherds pie, spuds, prunes & cream; straw jam. Haircut 10c. “Ride ‘em Cowboy” 15c.
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[Underlined] TUES. 17/3/42. [/underlined] Fire siren 6-15 AM got up 6-30. Shall get up earlier in future. Kellog’s & milk; toast & scrambled egg; bd. & strawberry jam. Morse, Parachute, airmanship, engines. Soup; swedes, baked spuds (2) meat; bread pud. 1 hrs. flying WORST flight I’ve ever had, $10 pay, Sos, baked spuds, tomato sauce; bd & jam. Laundrie & pass “Son of Monte Cristo.”
[Underlined] WED. 18/3/42. [/underlined] porr: bacon & pancake (treacle,) bd, jm. Coffee Prop swinging. 1 hr (affil) flight. Not so bad. Soup; pork, apple, spuds, peas; rice pud. Xray for TB. at Cal. Bagslate Hospital.
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THEORY OF FLIGHT
Bought camera $1.75 & film. Corned beef, cold meat & spuds; apple pie, brd, jam. “Santa Fe Trail” Errol Flynn & Olivia de Havilland.
[Underlined] THURS. 19/2/42. [/underlined] Sos, bacon & Kellog’s. T of F. Airman (FILMS) Signals (test b’s) Arms; Air. Rec; Sighting (general talk,) Tom. soup; roast beef, baked spuds, cabbage; raisin pud, biscuits & [indecipherable] NOT too good. Meat pie, onion & gravy; apple & cust.brd, plum jm. “He stayed for breakfast.”
[Underlined] FRI. 20/3/42. [/underlined] Porr: Bacon & Egg. Room orderly. [Deleted] Soup [/deleted] Take offs, circuits & bumps (3) not too bad. Soup; meat
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pie, spuds, peas; raisin tart. Aircraft Rec. (Grumman Martlet 38’ 330, Buffalo 35’ 330 MPH. Stirling & Halifax 99’ 270MPH M’chester 80’ 280 MPH.) Films on theory of flight. Applied for Camera Permit. Cold meat corned beef, fried spuds; jam fritter; bd, jm, tea. Letter [underlined] to Joe [/underlined] (long delayed.) “Appointment for Love” Chls Boyer Margaret Sullivan.
[Underlined] SAT 21/3/42 [/underlined] Porr; scrambled egg & bacon. Navi (films) Air, Rec. & Signals. Soup; stew, spuds, carrot; apple pie. Flying washed out, lift into Calgary. Saw F/Sgt. Hall & Arms Sgt. Thos bought FUL-VUE $8.75 camera. Salad Coca
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Cola (orange) Ice cream 45c. Bought Scarf for Pat ($) Photo of “dick” & lighted street. 20c (iced drink & coffee) 5c “Life Saverz.” 50c on bus 11-15PM back to camp.
[Underlined] SUN. 22/3/42. [/underlined] Kellogs; bacon & egg; rasp. jm & an orange. Went to communion. Soup; beef, spuds, cabbage, muffin apple & prunes. Reading & sleeping. Cold meat & corned beef, spuds, lettuce & cheese tart; bd. & jam. [Underlined] Letter to Ma [/underlined] (at long last) “San Francisco”
[Underlined] MON. 23/3/42. [/underlined] Porr. bacon & tomato Air. Rec; Signals; T of F: Airmanship. Soup; [indecipherable] spuds, sweeds [sic], choc pud & white sauce. Clark Gable Jeanette Macdonald, Spencer Tracy were in “San Francisco”
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No flying (snow & low cloud) Odd jobs in Drill Hall. Cold meat, corned beef, spuds (fried) & lettuce sponge cake & jam sauce brd & jam. “Navy Blues” with Ann Sheridan & Jack Oakie,. Scarf to Pat for her BDay.
[Underlined] TUES. 24/3/42. [/underlined] poached egg & toast; Kellogs. Snow again. Arms lecture (sights) Set Drill Hall out for boxing. Soup; beef, spuds, cabbage; apple pie. Signals, Browning Gun, Navi. Sos, cheese, spuds, [deleted] cabbage [/deleted] peas; prunes & custard (twice) brd. jm, tea Took laundry in, managed to get camera permit. Boxing match, no Cinema. Norman Yates won light wt.
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[Underlined] Wed 25/3/42. [/underlined] porr bacon & pancake brd & treacle. Signals, Navi; Engines. Onion soup; pork, apple, baked spuds, peas; rice pud. Washout flag put out just before was due to go up. Freezing mud on controls. Cold pork, spuds, cheese & [indecipherable] tom. sauce; raisin tart. “Topper Returns” Joan Blondel & Roland Young
[Underlined] THURS. 26/3/42/ [/underlined] Grapefruit juice; porr; sos. Tom; orange mar’ld. Circuits & bumps (not too bad.) Dinner similar to usual Forgotten details. Lectures then supposed PT. Meat pie spuds & onion gravy. Marmalade Dorothy Lamour, Robert Preston & Preston Foster in “Moon Over
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Burma” also “Border Vigilante” Usual “bullshit” being Thursday night.
[Underlined] FRI 27/2/42. [/underlined] 5-0AM had to keep running untill [sic] siren went. Cleaned boats & buttons for C.O’s parade. Bacon & egg breakfast. No time for porr. or jam. Passed parade OK. Short prayers by Padre. Now on lectures Fish, spuds, peas; soup; apple pear & cust. 3 or 4 loops with roll off top. 2 or 3 spins. Strt. & level bit wonky owing to bumpy weather. Pass to Sat. night. Minced meat & spuds ginger tart; marmalade. “Mutiny on the Bounty” Chls Laughton & Clark Gable, Big Ben on Wireless
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[Underlined] SAT. 28/3/42. [/underlined] Porr; bacon & egg; marmalade. Lift in lorry to Calgary. Blocking 15c, 2 toothpaste 25c 2 films 50c [underlined] rasp sundae [/underlined] 15c. Took Spud & Ray’s films to be developed, also took mine. 10c on Street Car to MANCHESTER. Lift in car to 2nd. junction to end of lane on small farm van. In car down lane right to the camp. Pork chop & fried spuds; jelly & whipped cream; marmalade. “Stablemates.” Wallace Beary & Micky Rooney.
[Underlined] SUN. 29/3/42 [/underlined] Porr, bacon & egg & orange marmalade; Church parade& Holy Communion. Soup; beef, swede, fried spuds; fruit salad. LOW FLYING. Very bumpy
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cold meat, corned beef, spuds apple & custard; mar’lade. “Virginia” Mad. Corrall. Technicolour.
[Underlined] MON. 30/3/42. [/underlined] Porr. Tomatoe [sic] & bacon. Room Orderly. Take offs & landings. [underlined] TERRIBLE. [/underlined] Soup; stew, spuds, cabbage; sponge pud. Lectures;- Morse, Air Recc.; T of F[deleted word] Airmanship, [/deleted] PT, [/deleted] fish cake, spuds (fried.) cake & cheese; bd, jam. Talk with Gordon. “U. Boat”
[Underlined] TUES. 31/3/42. [/underlined] Poached egg on toast, Porr. G.I.S. orderly. Soup; meat (beef) sweeds [sic], spuds, apple pie. $20 pay. 3 lands none of ‘em good. 909 got lost & made precautionary landing. Sos meat, spuds, tomatoe [sic]: prunes & cust.
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“Ladies in Retirement”. Ida Lupino & Louise Hayward. BUS CRASH
[Underlined] WED 1/4/42. [/underlined] Dorie & Birkenst [missing letters] very badly hurt. Porr; bacon & pancake. 3 circuits, middle landing not so bad. last LOUSY. Log books to be signed by FLT. Com. Soup; pork, apple, sweeds [sic], fried spuds; rice pud. Few more circuits & bumps. Went to see flight commander with F/SGT. Hall. PACKED UP. Onions & spuds, fried meat; custard tart. Reading all evening. Cold shower & bed.
[Underlined] THURS. 2/4/42. [/underlined] Porr; sos & toms. Fetched parcel which turned out to be the one I sent
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to Pat, Mon. 23rd. 6c on it but wants more on it. Haydon gone up solo. Can’t put her down very well. He had 1 hr. solo, & 3 runs to get in. Soup; meat, sweeds [sic], spuds, sponge pud. Rain & slight wind. Only an [deleted] aff [/deleted] “April shower”. No more news re my flying. Shall remuster to Obs. Or [underlined] ground mech. [/underlined] Sun lovely & hot. Meat pie, spuds & beans; apple pie; brd. & marmalade. Hopalong Cassidy in “Secrets of the Waste Land”, also “Buy [deleted] may [/deleted] me that Town.”
[Underlined] FRI. 3/4/42. [/underlined] Marmalade & brd. Went to see the Padre. Soup; fish, spuds, peas; raisin tart.
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Lectures. Recc; Arms, Navi, Airmanship. Nice bit of drill. Dust storm. Very high temp. Meat, spuds, spag & cheese; jam fritters; marmalade. No picts. Orange crush & 2 bars choc. (11 cents). Snow.
[Underlined] SAT. 4/4/42. [/underlined] Sos & egg; coffee. Lectures. Browning, Air Recc, Engines, Morse. Soup; Meat pie, spud Carrots. Dust storm. Flt. Sgt. Took Yates & myself into Calgary. 5c (+6c) for Pat’s scarf. 26c for photo’s. Only 4 turned out. Stake [sic], chips; apple pie à la mode (ice cream) coffee 50c. Street Car to Zoological Gdns. Took a roll of film & reloaded. Took film in & bought another (25c) Went to picts
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(74c) saw “The Fleets In”. 75c for taxi back to Camp.
[Underlined] SUN. 5/4/42. [/underlined] Didn’t go for breakfast. Church Parade 9-0 AM. Communion afterwards. Soup; beef, baked spuds, cab, fruit salad & cust. Dust & snow storm. Cold meat corned beef, sweet pickles spuds; custard tart. Finished book by Jane Gray.
Bette Davis in “The Letter.”
[Underlined] MON. 6/4/42. [/underlined] Porr; bacon & egg coffee Room orderly. Air Recc; Navi; Engines; T of F; Airmanship Test. Soup; meat, spuds, peas, brd pudding. Link at 14.15 hrs. told them I was W/O. Then
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returned to crew room & was sent up with the Flt//Com. “Great Dictator” with Chls Chaplin.
[Underlined] TUES. 7/4/42. [/underlined] Grapefruit juice; porr; bacon & tom’s. No flight Soup; meat (stew) spuds; currant pud. Lectures. Sos, spuds, onions; fruit & jelly tart. Paulette Goddard & Fred Astaire in “Second Chorus” also Hopalong Cassidy in “In Old Colorado”.
[Underlined] WED. 8/4/42. [/underlined] Porr sweetened with honey; poached egg on toast; coffee & jam. Lectures. Soup; meat, spuds (fried) cab; rice pud. Dust storm ؞ NO Flying. Sent cable with address & Greetings to Pat 83c x2. $22.14 for Stirling.
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No pictures.
[Underlined] THURS. 9/4/42. [/underlined] A hell of a night-mare. Slept in fits & starts. Cold & shivering. Went sick. Temp. 103 & Pulse 102. Admitted to S.S.Q. ISOL Took two cascaras & 2 other pills. Can only have liquids.
[Underlined] FRI. 10/4/42. [/underlined] Porr & coffee. Went to lav. Sweating like a bull. Transferred to [deleted word] general ward. Soup & raisin tart for din. Shep. pie & cake for tea. Gargle pills & cascaras.
[Underlined SAT. 11/4/42. [/underlined] Allowed to get up Had about half of each meal sent in.
[Underlined] SUN. 12/4/42. [/underlined] Porr: egg & tea
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Discharged from hospital Still feel weak & have no appetite. Went for laundry (65c.) No mail through yet. Going down to “flights.” Blancmange & jellie; brd & jam. “They Died with Their Boots On” Errol Flynn & Olivia De Havilland.
[Underlined] MON. 13/4/42. [/underlined] Passed O.K. by MO. F/LT. Price took me up for a few circuits & bumps. New idea for “take offs” using rudder Keep her a lot straighter “The Night of Jan 16TH” Robert Preston & Hellen Drew also full technicolour cartoon “Mr Bug goes to town. [Underlined] RAIN [/underlined]
[Underlined] TUES. [/underlined] 14/4/42. [/underlined] Gnd. Lectures.
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Stew & spuds, sponge pud & tea. Duststorm. [Underlined] Cable from HOME. [/underlined] Fish cakes, cake, cheese. “Song of the Island” Betty Grable, Victor Mature & Jack Oakie also cartoon & two news reels.
[Underlined] WED. 15/4/42. [/underlined] Snow storm. Haircut. Soup & apple pie. Raffle of ciné camera 25c. $25 pay. 50c for extra messing Lectures (usual.) Sos, onion spuds; prunes & cust. Another [underlined] CABLE from HOME. [/underlined]
[Underlined] THURS. 16/4/42. [/underlined] Kellog’s; bacon & pancakes. Lectures. Pork, rabbit, apple, peas & spuds; apple & cust. Dust storm again. Film “Sub patrol.”
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Meat pie, spuds, onions; fruit & jelly. “Men of Boy’s Town” Spencer Tracy & Mickey Rooney Dog episode.
[Underlined] FRI. 17/4/42. [/underlined] Porr. Sos & egg. C/O’s parade. 45 mins with F/Lt. Price last landing not so bad. Link at 12.00. Fish, spuds & sponge pud. Lectures. Meat, spuds sweeds [sic]; apple & biscuit. Went down to the river to cut some trees to decorate Sgts. Mess. F/Sgt. Hall gave us a glass of beer each. Laundry.
[Underlined] SAT. 18/4/42. [/underlined] Tomato juice; bacon & scrambled egg. Lectures. Meat pie, spuds
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cabbage; rice pud. Link at 2-15 PM. No flight. Pork chop & spuds; custard tart. Went 6-30 bus (70c) into Calgary. Fetched films 38c. & bought a new one 30c. Bought an egg flip 15c. Props 50c. Choc. & Mints 20c. 45c for pictures “A Gentleman after Dark.” “Cadets on Parade.”
[Underlined] SUN. 19/4/42. [/underlined] Porr. bacon & egg. Parade & inspection at 7-15. 30 mins. flip. 2 circuits. Could go solo [underlined] if [/underlined] “take off” was straight. Communion. 75c for Holy Bible. Beef, carrots, spuds; raisin tart; tea. Helped push “kites” into hangars. Cold meat, ham, spuds, sweet pickles
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blancmange & orange jelly. Went down to river to take some snaps. Took pullover off. “Penny Serenade” Irene Dunn & [deleted] Robert Stewart [/deleted] George Grant. Quite good.
[Underlined] Mon. 20/4/42. [/underlined] porr. sos & tom. coffee. Room Orderly. Lectures. Tom. juice; lamb, peas, spuds; apple & cust; tea. Hot sun. Link 4-30. Pilchard, meat & spuds; rasp jelly & apricot tart, glass milk, cup tea. Oh! what a tea. 2 oranges & 3 apples. (20c) “The Gay Falcon” George Sanders & Wendy Barrie, “Four Jacks & a Jill” Ann Shirley.
[Underlined] TUES. 21/4/42. [/underlined] Grapefruit juice; porr. bacon & egg. 25 mins. 2 circuits landings (approach not too good) & take offs not as usual. 25c tea.
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[Underlined] GOGGLES PINCHED. [/underlined]
Stewed stake [sic], carrots, spuds, raisin tart. Dust storm. Lectures. Meat pie & spuds; prunes & cust. brd. & jam “49th. Parallel” Raymond Massey, Laurence Olivier. Indian Scene taken at Banff.
[Underlined] WED. 22/4/42. [/underlined] bacon, flap-jack milk tea. Lectures. York. Pud. Spuds, beef: date pud. SNOW & RAIN [Underlined] LETTER from Ma. Sent 30/3/42 air mail. [/underlined] Ham egg, fried spuds; custard tart. Cable (code) to Ma. 63c. Went to extra Morse & Navi.
[Underlined] THURS. 23/4/42. [/underlined] Tomato juice; Kellog’s; egg & sos. tea. 45 mins with F/LT. Randal CFI Test. Pork, apple, spuds; rice. F/Sgt. Hall, F/Lt. Price, F/Lt.
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Randal, S/L Bayliss, Link Officer’s report. M/O’s report. List of RAF trades to be returned to F/Lt Randal tomorrow AM. Gave him my log book. [Underlined] Don’t really know what to remuster as. [/underlined] Pork (cold) peas, carrots, spuds; apple & cust. milk. Marx Bros in “Big Store”
[Underlined] 24/4/42. [/underlined] Bacon, egg; apple; marm & brd, coffee. CO’s Parade Chased round with chit for flying clothing which in end was useless. Reported to “adjy” again at 10-30AM. told to report for duties to F/Sgt. I/C. orderly room. Clearing [deleted] room [/deleted] stores, cleaned O/O’s room. Soup; fish, spuds, cabbage; apple pie, tea.
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Went to see CFI. F/Lt. Randal to tell him I wanted to be OBS. Reported back at O. Room Just about finished room (stores.) Saw assistant “adjie” got chit to go to lectures. Went to G.I.S., O. Room for AP’s. Got Browning book, F/Sgt. Anstee wangled book on Bomb Sights & Mach. Gun fire control mechanisms. Sos, onions spuds; cake; brd. jm, tea. Skimmed “Bomber Command.” Went for a walk with Maurice Brown.
[Underlined] SAT. 25/4/42. [/underlined] Porr. Poached egg on toast, marm & tea. Running round for orderly room. RAIN & SNOW.
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Soup, stake [sic] & kidney pie, carrots, spuds; apricots & cust 70c for bus ticket. Cleared & straightened locker, to FIND [underlined] LOST ??? [/underlined] spoon. Had usual walk round Calgary. Bought lock & 2 chackles for kit bags (50c.) 15c. candy (liq. allsorts, Aeros) Took film to be developed for Jimmy & myself. 30c. for meat pie, spuds, carrots; date sq. (cream) & glass milk. Bought Penguin book on Derbyshire 19c from Hudson Bay Co., Ltd.. 45c. for see Charles Chaplin in “Gold Rush.” Pathetic & amusing. Went to Church --- 25c for 6 oranges.
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15c for ice cream sundae. 9-15PM & don’t know what to do. All dressed up in my best pants & [/underlined] 2nd [/underlined] tunic, greatcoat & no where to go. 10c for orange drink. Wended my way slowly back to bus station. Mr. Williams bought me a hamburger & Cake. [circled] 15c [/circled. Bus back at 11-30. Went to sleep in bus.
[Underlined] SUN. 26/4/42. [/underlined] grapefruit (1/2); porr; bacon & egg; brd. & marmalade. Watch mending, prop. sewing. Went to Communion. Beef, spuds, cabbage; fruit salad. Navi. exam. Not bad. Corned beef, cold meat, sweet pickles, spuds; custard tart: brd. Jam tea. Gen. on electricity
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to Tommy Holden. Sewed props on best tunic. John Barrymore & Kay Kyser in “Playmates.”
[Underlined] MON. 27/4/42. [/underlined] Tom. juice; Kellog’s: bacon & flap jack: tea. Orderly Room, used bike to take files etc. out. Soup; beef, carrots, baked spuds; apple pie & cust. Further “sorties” on bike. [Underlined] Letter from Ma, Doris, Joyce, Annie & Mrs Jones sent by sea. [/underlined] Meat pie, spuds; prunes & cust; brd, plum jam. “Louisiana Purchase” Bob Hope & Victor Moore.
[Underlined] TUES. 28/4/42. [/underlined] Tom. juice; porr; bacon & egg. Went to NAVI lecture. Then went to O.R. Soup; steak, spuds, cabbage; raisin tart. Back to O.R.
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Got “chewed up” by SEO. as if I knew I’d [underlined] never [/underlined] be a pilot. Damn & B - - & B - - - him. Tom. [deleted] beef [/deleted] juice corned beef, cold meat, spuds; rhubarb & cust. brd, jam & tea “Maltese Falcon” Mary Astor Humphrey Bogart.
[Underlined] WED. 29/4/42. [/underlined] Puffed wheat; toast, bacon & kidney; brd. Jam; tea. Navi, signal & air. recc. Tom soup; York pud, beef, baked spuds, carrots; date pud. O. Room again. Sos, onion & spuds, jelly tart, brd. jm. tea Caught 6-30 bus to Calgary. Film for Rendell. Prints for Wilson & myself. Gave a film & 4 negs in to be done. Choc. milk shake 10c Scrambled about to finish roll
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of film. Had chat with chap in Liggets then went to bus station where I met Mr. Hughes (10-15) We had a choc. shake & then he made a date with a couple of “dames”.
[Underlined] THURS. 30/4/42. [/underlined] Tom. juice; porr: bacon & egg: brd. jm & coffee. Navi (marks) [deleted word] 178/200. Aldis Lamp. [Underlined] 12 weeks ANS. 3 Astro. 6 bomb . & gunnery. [/underlined] $21 Pay. Pork & apple, peas & spuds; rice pud. $1’s worth of stamps. [Underlined] Letter AM. to Ma. [/underlined] Carrots, spuds, neat; cust. tart; brd. apricot jam. “All that Money Can Buy.”
[underlined] FRI. 1/5/42. [/underlined] Grapefruit juice; Kellogs sos & egg. Navi then O.R.
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Glass milk; fish, spuds, cabbage steamed pud. Ord. Room removing stationery. Ham & egg & fried spuds; jelly cream; brd. & jam; coffee. 70c. on bus. Met tallest girl at bus (7-15) Went to meet other girl. Fetched film from Ligget’s (20c & 35c) & 20c worth choc. 47c each for picts. Mickey Rooney in “Andy Hardy’s Love Story.” Had to catch 11-0 bus back to camp.
[Underlined] SAT. 2/5/42. [/underlined] Scrambled egg on toast; porr: brd jam; coffee & an orange. Took DRO’s out & one or two files Finished letter to Doris & wrote one to Annie. Glass
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of milk; steak pie, spuds, cabbage; cream tart. 3PM bus (50c single.) [Deleted letter] $1 each for a room at the [deleted] Yale [/deleted] ALEXANDRA Hotel. Shared with Bert. Now changing into civvies. Took 4 negs to be printed. Went to Mandarin & had:- apple juice; individual chicken pie, spuds & fresh peas; chocolate sundae & coffee 55c. Went & played skittles (30c.) milk shake (10c.) Choc. (20c) Fudge (15) Post cards (15c) Autograph album (20c.) orange drink (10c) Went to see Davey & Burtenshaw in Hospital. $1’s worth of stamps. Saw Mr. Hughes at Bus Stn. but
CHURCH (10c)
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he hasn’t made a date. [Underlined] Posted letter to Doris & Annie AIR MAIL. [/underlined] Started letter to Joyce.
[Underlined] SUN. 3/5/42. [/underlined] Grape fruit juice; ham & egg; coffee (40c) at Mandarin. Went to church service at 11-0. (10c) a darn good choir. Grapefruit juice chicken, spuds, peas & carrots; salad; plum pud; coffee (65c) at Jimmy’s. Went to YMCA & walked round streets a bit. Went through Rodeo Arena & sleds. (46c) Fish & chips; milk. Went to Church at 7-30 (10) then went to Social. Fetched coat & bag from YMCA at 10-30 & went to bus station. Found. THE
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10c Candy.
girls there & dated ‘em for Wednesday. 50c. on bus back to camp.
[Underlined] MON. 4/5/42. [/underlined] Grapefruit juice; Kellogs; bacon & egg; coffee. O. Room. Spuds, Cabbage. Beef; apple & cust: O Room. DROs Pass. Went to see Padre He has sent letter to Olds. (Miss Grange.) He gave me small prayer book & C. of E in Canada Magazine. Meat (minced) pie, spuds; creamed jelly; brd. jam & tea.
[Underlined] TUES. 5/5/42. [/underlined] Tom juice; porr; sos & egg; brd. & jam; coffee. O. Room to do usual. Made 1580’s out for 47 Course. Took CDC private round to have his clearance chit
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signed. Tom. soup; steak & kidney pie, spuds, cabbage; prunes & cust. O. Room. “Reaching for the Sun” Joel McRae & Ellen Drew also “Ghost Breakers” featuring Bob Hope (LAST NIGHT) Fish & spuds; cream tart; brd & jam; tea. Bought pop & 2 apples. “Million Dollar Baby” starring Pricilla Lane & “March of Time”.
[Underlined] WED. 6/5/42. [/underlined] 1/2 grapefruit; porr. bacon & flat cake; brd, jam; coffee. O. Room. Got $17 credit from accounts. Meat, spuds; raisin tart. O. Room. Had haircut (trim) 10c. Fetched laundry 50c. Went to see “adjie” about
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reserves form but he had none. Bert Oddy managed to ger 4-5 days so he’s coming with me. Booked out after giving kit, blankets etc. into the charge of Cpl. Leach. 70c. on bus. $1 for room at Alexandra Hotel. Bert ‘phoned farm O.K. for both of us to go. (gave him 15c towards 25c for call.) Went to young lady’s house. 20c. for choc. 94c for pict’s. 20c for coffee. Wallace Beery [inserted] & Shirley. [/inserted] in “
Walked home with aforementioned young lady. [Circled] X [/circled] and Good-night 00-25 hrs Closing down now 0045 hrs (7-5-42) Bert not in YET.
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[Underlined] HARMATTAN. [/underlined]
[Underlined] THURS. 7/5/42. [/underlined] apple juice: fish & chips; cream & lemon tart (40c) $1.50 bus fare. Left at 1-0 arr. 2-50. 10c for milk shake $1 for 4 films. Mr. Grange (B) Norah & Mrs. Grange met us in car at 3-0 PM. Met Mr. Grange (Snr.) & Bill the labourer. Ham & salad for [underlined] SUPPER. [/underlined] Coffee & puzzles for a night-cap
[Underlined] FRI. 8-5-42. [/underlined] 2 [deleted] fry [/deleted] fried eggs Went out & helped (?) mend fence. Meat pie, spuds, swede; pumpkin pie & cream. Birds nesting. Got four nests 5, 7, 4 & 5 eggs. Blackbird & magpie’s. Went out to see if we could shoot any gophers or birds. Boiled egg & salad.
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Given stamps by Mr. Grange. Brd (brown) & blackberry jam. Tool several photo’s (11) Helped get sheep in. Game of cards. Coffee.
[Underlined] SAT. 9/5/42. [/underlined] Coffee; por; & 2 eggs. Went into town with Mr. Grange to fetch “Art” from the station. Bought Bert a camera & box of ‘amo’ Beef, baked spuds, parsnip & York pud: pumpkin pie & cream; milk. Drove tractor round field & saw wheat & barley. Bert out riding with Norah & also shot a hawk. Ham & salad, blackcurrant jam. Went after other task with Bert. Pontoon again with Norah, Dorothy
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New lamb & 6 pigs.
“Art” & Bert. Bill gone out to Olds. Coffee. Very disquieted to find us all up on his return.
[Underlined] SUN. 10/5/42. [/underlined] Kellogs, & 2 eggs. Coffee. Helped move pig & nips. Went out in truck with “Bill”, Art & Bert & “Bill”. Electric welding. Beef, roast spuds, salad; orange jelly & oranges with cream & cream buns. Let Bert have a film. Cream tom soup; brd, jam, choc cake. CHURCHIL ‘s [sic] speech Cards & coffee ”Bill’s” eyes bad & I’ve got head
[Underlined] MON. 11/5/42. [/underlined] Shredded wheat & 2 fried eggs. Usual larking about + ice down my neck. Pounced upon by Norah & Dorothy. Went out shooting with Bert.
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Beef, spuds, peas; jelly & orange & cream. Cards. Went with Bert & “Art” to Olds to put ‘em on bus & train. Bought 4 films ($1.) 100 shot (70.) Milk shake (10.) 25c for gum & pastilles. Poor old Bert hasn’t found brick in his bag, kit, airman, for the use of. Wish I could see his face when he tries to put his pyjamas on. He took 4 films to be developed for me. 2 boiled eggs & jelly. (3 boiled eggs counting meself. and slightly soft at that pot were case hardened. Think I’ll throw meself out in the garbage to-morrow.
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Cards. [Deleted] Feed [/deleted] Fed lambs with Norah & put chickens up on their roost.
[Underlined] TUES. 12/5/42. [/underlined] Kellogs, 2 eggs. Helped (watched) Mr.; Bill, Bill & Co. repair fence. after helping Norah dry the pots. Norah washing clothes. Ham & beef, fried spuds & parsnip; choc blancmange & cream. Went out shooting. Got 2 nests & apart from that sweet FA. Helped Norah feed lambs & collect eggs after din & before supper. 14 Oatcakes & 3 cups of tea for supper. Changed another dollar. Fed lambs & put ‘em in pen also put chickens in their roost.
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[Underlined] WED. 13/5/42. [/underlined] Kellogs, eggs & toast as usual. Went out shooting again. No luck. Sos, spuds, beets; pumpkin pie. Norah gone to Red Cross meeting on horse. Cards with Dorothy. Going shooting for 1/2 hr. Poached eggs on toast. Rain & Snow. Fed lambs & put chickens on roost with Norah did ski over snow.
[Underlined] THURS. 14/5/42. [/underlined] Kellogs & eggs. Dried dishes & fetched wood in off barrow. Helped feed lambs & chicks. Pork & beans spuds; rice pud. Helped Bill try to repair wireless. Chicken & spuds; brd & jam
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Packed eggs after helping collect some & feeding lambs.
[Underlined] FRI. 15/5/42. [/underlined] Porr. fried eggs & toast. Helped feed lambs & let chicks out. Bill & I tried to plough big pasture. Took one of shares off but she still bucked “Cultivated” it in the end. Boiled chick rice & spuds, parsley sauce; rice pud & glass of milk. Helped dry dishes. Gave Norah a hand in the garden [deleted] after feeding lambs [/deleted] Norah’s Aunt called to fetch Dorothy & Charmaine. Pork & beans, potato cakes & jam. Rings with “Bill”. Norah & I went to his little house. Gave Mary our autographs.
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Went & fed lambs & put chicks up on roost. One dead, probably laid upon by lambs.
[Underlined] SAT. 16/5/42. [/underlined] Porr; eggs, scrambled Helped feed lambs after bfast. Looked through programmes of plays etc. Norah had collected while in England. Chicken, sauce, spuds & sweeds [sic]; cream & sponge trifle. Dried pots. Took Tony & Ted out shooting. Didn’t manage to hit anything (definite.) Rode back on “Bill’s” horse. Soup & eggs (boiled) Fed lambs. Reading after drying pots Bill mending “Arts” watch. Fed lambs & put ‘em to bed also put chicks up on roost.
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[Underlined] SUN. 17/5/42. [/underlined] Didn’t wake till 11-0. Kellog’s & 2 boiled eggs & coffee + tease (Norah.) Bill painting tractor wheels. Went with Norah to feed lambs & collect eggs. Picnic by the river quite a good time. Couple of little lads, one ginger, & a little girl Lila. Tony & Janice (ma & pa) He’s a lieut in Reserves at Olds. Supper sos, spuds, peas & banana tart. We all went out visiting afterwards in Tony’s car. We realy [sic] had a good time. 12-0 & we haven’t fed & put to bed Norah’s babies.
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[Underlined] MON. 18/5/42. [/underlined] Kellog’s & eggs. Norah washed shirt & pullover also socks. Carried water out for her. Also made himself a general pest as well as flunkey. The shy “lad” who turned out to be the [indecipherable] tease imaginable. My sympathy to his sisters. [Drawing] This illustration gives an excellent idea of how [indecipherable] his looks most of the time. Went & fed lambs & collected eggs before din. Tongue, spuds & onion sauce; lemon pie. Dried pots Fetched wood & then went & fed babies again. Nailed porch up & put hook on gate. 2 boiled eggs & fresh cakes for (tea) supper. Had last 3 shots at gopher
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in pig pasture. Tried to mend “Arts” watch but hairspring was bent. Fed & put to bed lambs & chicks.
[Underlined] TUES. 19/5/42. [/underlined] Late up but had shredded wheat & 2 eggs for breakfast. Dried pots. Fed lambs & collected eggs. Ham & tongue, spuds & tomatoe [sic]; cocoanut [sic] cream pie & glass of milk. Mr. G. dried pots. Went in car with Bill & Mr. & Mrs. G to see a man about shearing sheep. Forded river to get back. Went with Bill to seed bit more of field Salad & scones for supper Fed & put to bed lambs & chicks after music by Norah
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RETURN DE WINTON
Cleaned buttons & packed Norah made applepie bed for me. Damn her
[Underlined] WED. 20/5/42. [/underlined]
Two fried eggs, a prospect of two more for supper. Bill, Norah, Mr. & Mrs Grange brought me into Calgary in the car because they had 3 pigs & 2 crates of eggs to take to the Packing Station. Got Camera & 2 films for Norah Got film for myself. Bumped into Bert. We all had dinner at the Mandarin. Pork, peas & spuds; ice cream & coffee ($1.30 Bert & I paid bill.) Mr. & Mrs. Norah & I went to the Palace to see “Reap the Wild Wind.” Starring Ray Milland; Paulette Goddard
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[Underlined] Bought scarf for June [/underlined]
John Wayne, Raymond Massey & Preston Foster. They dumped Art & I at the bus stn, where I dumped my kit (20) Took 5 films to Ligetts. Had fruit salad apple pie & cream & cup coffee (35) Went to see young lady She & Ann took me to see a Mrs. Thomson (Scotch.) She gave me supper but I’m afraid I had to rush away to catch damn bus. Got kit & said Good-night to girls & Mrs. T’s son. Got kit out of stores also got bedding
[Underlined] THURS. 21/5/42. [/underlined] Egg & bacon & 1/2 grapefruit, coffee. Helping in Orderly Room
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again. Stew, spuds; rice. Sent cable home (65c) thanking Ma for her 3 letters & 2 cables. Sos, spuds & onion rhubarb & cust. Cleaned floor & then had shower. Went to see (15c) Bette Davis in “The Foxes”. Darn good acting and decent plot.
[Underlined] FRI. 22/5/42. [/underlined] Puffed wheat, bacon & egg. Ord. Room. Printed POR’s & DRO’s also diet sheet. Made passes out for Eddie & self Fish, spuds, carrots; sponge pud COs parade. Feet nearly burnt off. Sun scorching hot. Took DRO’s out. Steak, spuds, beet; apple pie; glass milk, brd jam & tea.
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[Underlined] Letter to Ma. [/underlined] Beethoven’s 5th. Symphony & Handel’s Largo in G.
[Underlined] SAT 23/5/42. [/underlined] Orange; porr; scrambled egg on toast. Posted scarf for June. Then went to Orderly Room. Usual stuff. Got “irons” & mug off Thompson 431. Bert got his pass(es) Meat, spuds, carrots; rhubarb & cust. 70c for bus ticket $2 [circled] 02 [/circled] for films. RAIN. 5c. on street car to BANFF road. Managed to get a lift for about 10 mls. then for another 10-15 mls. 20c for tea & apple pie. Another lift into Banff. Fish, spuds & beans after soup. Got [underlined] 11c. for June’s scarf. (POSTED) [/underlined]
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room at Mrs. Hodges. [Underlined] Very nice [/underlined] Went to see LADS (3) at hotel then went to Dance (55c) choc & drink (20.) Not so bad.
[Underlined] SUN. 24/5/42. [/underlined] Bfst at 1/2 11. cost 65c. Went for a row cost 25c for hour. [Underlined] RAIN. [/underlined] Went to baths this cost 30c. Went into Cave. Not very impressed. Kent’s a [underlined] “lot” [/underlined] better. Had a look in Museum. Din at Mandarin. Veg. soup fish, fried spuds, peas & sweet cold cab, fruit isle pud & coffee (60c) More RAIN & Bert tired. Went to Church. NO CHOIR & only one hymn (10c) Milk shake at Mand (15c) Short
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walk round in RAIN. Sorted prints & negatives for Bert & Norah. 30c for coffee & apple pie.
[Underlined] MON. 25/5/42. [/underlined] Dance till 3-0AM. Then went in car up to baths. Got back about 5-30AM Went to bed & got up about 12-0PM. Had dinfst roast pork, spuds & carrots, jelly & cream (55c) at Dominic More rain so went back to lodgings. Paid for room (50c) & bid our “adieus”. Set out on our way back about 1-30PM. Two middle aged ladies picked us up & took us right into Calgary.
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TUE 26
Met Art outside CPR Driving a taxi in his spare time. Went to Mandarin & had Veg. soup; fish & chips & carrots & vanilla pie & coffee (40) Went to young lady’s. Ann also there. Walked with them to street car on which they were going to Verna’s cousin’s. Took XX film to Ligget’s. Ready tomorrow 2-0 PM. Then went to see “The Spoiler” starring Marlene Dietrich & Randolph Scott. Also “Yokel Boy.” (45.)
[Underlined] TUES. 26/5/42. [/underlined] Had choc.
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Milk shake at bus station (15.) Got on 1st bus back. In bed about 2-30AM. Got up about 8-0AM Still Raining like billio. Bacon, kidney & toast; tom juice. Court martial on. Stew, spuds & carrots; prunes & cust. Feeling rotten. Stopped raining but road terribly sludged up. Got a few signatures on clearance chit. Glass milk; sos, spuds & cream tart. 6-30 & I’m in bed. Letter to Joyce.
[Underlined] WED. 27/5/42. [/underlined] egg & bacon & 1/2 grapefruit. Just about got clearance chit filled up sos, fried spuds & cabbage; plums & cust. Had MO’s sig.
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EN ROUTE for TRENTON
Took DRO’s out & then packed up. Adjie’s sig., then went to pay accounts, got $17 pay (to end of month.) Left camp in transport at 5-45PM after insp. By O. Officer (W/O out of maint.) Dropped me at station Put bags in luggage room (30c.) Got photo’s (43c.) Walked with “Babyface” to her music teacher’s. Went back to Liggetts & had salmon salad sandwich & cup coffee. (15c) Bought 2 films & choc (60c.) Train leaves 8-35 PM. actually left 9-0PM. Traveling with medical orderly. Went to bed 10-45. Lights put out
[Underlined] POSTED LETTER TO JOYCE [/underlined]
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11-5 PM.
[Underlined] THURS. 28/5/42. [/underlined] Woke 8-0 AM. Washed & cleaned teeth Grapefruit juice; bacon & 2 FRIED EGGS. & coffee. Still going thro’ SASK. but have left ALTA behind. INDIAN HEAD, WOLESLEY, GRENFEL Took photo of loco. Asked driver is it was the “Chinook He asked me where I was from. Said he was from L’POOL. Took me up on footplate & gave me about 50 ml. run. Took 3 photo’s FLEMING, ELKHORN. Ic’d water, roast lamb, spuds & carrots, glass milk, ice cream & piece of cake (Sgt. WAG, LAC (U/T pipped NAVI at SF) & RCAMC
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in last WAR & THIS one. (LOCO’ is one of the “Royal Class” It & our driver & conductor carried the King & Queen. He (our driver) & his pals took the driver & fireman of the “Coronation” round one of their CPR locoes. “Can’t talk to that” remark made by British driver re automatic stoker. Took photo of old & new “engineer” also of old eng & conductor (to be sent to eng. if O.K.) BRANDON DOUGLAS, CARBERRY, PORTAGE LA PRAIRIE (CNR LOCO) WINNIPEG had to change & get new sleeper. arr. 6-5PM & was still trying at 6-35PM
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was told finaly that there wasn’t one. Went back for my pack & got on train in [deleted] for [/deleted] end. Shan’t forget WINNIPEG for 1st or 2nd visit either. Will now try DINNER (supper.) [tea to US BRITISH] Cream of corn; beef, spuds, [indecipherable] pie; coffee. Still no berth but MIGHT be one on train behind. RENNIE, KEWAYDON. Got off at KENORA to get on train behind (“Lake of the Woods”.) Managed to get a berth in the end.
[Underlined] FRI. 29/5/42. [/underlined] grape. Juice; bacon & egg; coffee. Loco had several attempts to pull us out of NIPIGON. 25c PC’s
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JAPS
SCREIBER, JACK, FISH, CORVILLE. fish, spuds, carrots & peas; real custard & coffee. WHITE RIVER, FRANZ, CHAPLEAU (ONT.) Curry soup with rice; Fish, spuds, carrots banana cust. pud. 15c, choc & mints Changed about 11-0 PM at SUDBURY. Got on full train to Toronto again. Were are last put in a std. coach. Arrive TORONTO about 7-0 AM. [Underlined] SAT. 30/5/42. [/underlined] bfst on station. All Bran; bacon & egg; coffee & marmalade. Left TORONTO about 9-30 AM. Met up with M. Orderly going to Kingston DANFORTH, SCARBORO, WHITBY, OSHAWA, BOWMANVILLE, NEWCASTLE, PORT 10c. Milk fund for Toronto.
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[Underlined] TRENTON [/underlined]
HOPE, COBOURG, COLBOURNE, BRIGHTON TRENTON. about 12-0 PM. Corpl. Picked us up & our bags & took us to KTS. Dumped kit out of lorry then went for din, cooked meat, tom, spuds & cabbage, jam & bun Went to barrack stores for bedding (mattress, sheets, pillow & slip.) Dumped these on future bed. Went to O. Room to fill usual form in. Were then free. Had to change my barrack room. Bed I’d picked was occupied. Turned my kit inside out & set a few things straight. Too late for tea so went to barbers (25) then went in Y for a lock. Had none. Block choc. (5c.) Milk (5c) Pat. Meat sos (20c)
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10c. at theatre B. to see Jeanette Macdonald & Nelson Eddy in “New Moon.”
[Underlined] 31/5/42. SUN. [/underlined] Bacon & 2 eggs cake & coffee. Church parade 11-0 AM. Band etc;, etc; etc; Steak, spuds, peas; ice-cream, caramel sauce & choc cake; tea. [Underlined] Wrote letter to Mum [/underlined] (No.1) and ve sorted snaps & negs. 5c bottle milk; cooked meat, cheese & spaghetti, lettuce; lemon pie. 10c. to see “Joan of Paris” starring Michele Morgan & Paul Henreid. Darn good. Escape of 5 Free French from Paris. One British SS. & French girl killed later by firing squad. POSTED
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letter to Ma, with photos of Banff.
[Underlined] MON 1/6/42. [/underlined] Bacon & egg; coffee brd & jam. G.I.S. parade 8-0AM after barrack insp. Gen talk by Cpl. & F.O. Some quite good information about new Observer & Bombasier course. Stew, spuds, carrots; choc . blancmange; milk. Station Mag. for May. 10 x 10c stamps & 5 x 3c also cable to Ma. 95c. lettuce, cold spud salad, meat; rhubarb jam pie & caramel sauce, 5c bottle milk. Got maths book from library. Went to GIS to find DRO.’s.
[Underlined] TUES. 2/6/42. [/underlined] Didn’t go for ‘fst. Supposed kit insp. Went to GIS
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and found I was in 3 Sqdn. No. 7 flight. Stew & spuds; brd. pud & lemon sauce. milk. Parade at 13.00hrs. Took us after several different roll-calls to pictures. “Not so Dumb” showing a lion fighting a man also “Moon over Burma” starring Dorothy Lamour, Preston Foster & Robert Preston. Meat, spuds & 1/2 tomatoe [sic]; rhubarb & cake; tea. 10c. Lusc. & 10c ice cream. Washed pants, 2 prs. socks & 2 collars. [Underlined] Letter to Paddy. [/underlined] & part to Ma.
[Underlined] WED. 3/6/42. [/underlined] Didn’t go for bfst. On parade at 7-45. Bit of [underlined] drill [/underlined] (?) then P.T. P.T. was O.K. No letters posted – one to Paddy. Went
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& got temporary identity card. Pork, spuds, beet; cake, syrup, ice cream & milk to drink. Parade as usual at 1-0. Re-flighted to 2 Sqdn 7 flight. Helped (?) set field up for sports. Lettuce, corned beef, cheese & spaghetti: raisin tart; cheese & tea. Henry Ford & Barbara Stanwyck in “You belong to Me” (10c.) Strawberry Ice (10c.) Finished making pass out.
[Underlined] THURS. 4/6/42. [/underlined] Bacon & boiled egg: porr; brd & jam & coffee. C.O’s parade with band & everything NOT inspected. Marched back to our own parade ground. Roll calls but not on the important ones. Gave pass in. [Underlined] P.T. [/underlined]
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Beef, & baked spuds, cabbage; cake & chocolate sauce. No letters. Parade at 1-0 as usual. On medical roll. M.O. just asked a few questions, had a look at tonsils also told me to see a dentist. Hamburger, spuds, tomatoes; custard tart. AC blob gave me a lift into Trenton. $3.05 for train ticket to Toronto. 20c. for choc. Nothing much to see in Trenton so walked back to camp (30 mins.) Went up to Dry bar & bought carton of choc. ice cream (10c.) Jeanette Macdonald & Allan Jones in “The Firefly” about the Peninsular War Nap. & Wellington (10c)
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[Underlined] FRI. 5/6/42. [/underlined] Kellog’s; sos, & scrambled egg; honey & coffee. Gen talk by Cpl. in theatre then PT on the playing field. Corned beef, carrots, spuds & ginger pud; milk. No mail. Nobody in Records. 5c milk shake (usual choc.) YMCA show Deanna Durbin in “Spring Parade.” On roll for re-selection to-morrow so that 48hrs is dished. [Underlined] Cable from Ma. [/underlined] Corned beef, lettuce, spag ② cust tart tea. (10c. at Theatre B.) Bette Davis in “The Man who came for Dinner” with Ann Sheridan. Went to library. Took maths book back & got a story book instead. 2 x 5c. bottles milk Went for walk with lad from De Winton.
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[Underlined] SAT. 6/6/42. [/underlined] porr. bacon & tomato; brd jam & coffee. Went down to GIS for 8-0 [inserted] [underlined] Nobody there. [/underlined] [/inserted] So parade must be at 9-0. WHAT a memory! Not interviewed. Beef, spuds, beet; pumpkin pie 3 cups milk. [Underlined] Letter from Gram. [/underlined] Interviewed about 3 to 1/2 past Recommended as observer. Got my pass. Lettuce, corned beef; pumpkin pie. Walked into & out of Trenton. Bought toothpaste (29c.) [inserted] [underlined] 5c. milk [/underlined] [/inserted] 25c. on bus to Belleville. 25c Sal. Army. Walked into park but didn’t go into dance. 10c. choc at YMCA. 25c. back on bus. Shower.
[Underlined] SUN. 7/6/42. [/underlined] Kellog’s; bacon & egg; honey & coffee. Lift into Trenton. Walk round
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Went to church (dropped camera) Morning prayer & Holy Communion (5.) Walked back with Sgt. Too late for lunch so walked back to Trenton. 40c for B.C. salmon stake, [sic] spuds & peas; pineapple sponge & whipped cream, & coffee. 10c. choc. Walked to station, almost; & back. 15c. milk shake. Walked back to camp. Potatoe [sic] salad ham; cake & ice cream; milk. Feet & legs, especially feet, ache like billio. Finished letter to Ma. Went to Evening Prayer. (10c.) [Underlined] Posted letter to No II Ma. [/underlined] Walked back to camp. 5c. Milk.
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[Underlined] MON. 8/6/42. [/underlined] Porr. bacon & scrambled egg; cherry jam & coffee. Barrack Inspection. Gave pay book in & had defi. chit checked. Raking pebbles up. Beef, spuds, cabbage; choc. blancmange. PT then baths. Lettuce, cake & stew; apple pie. 5c. milk. [Underlined] Sent letter to Norah & Airgraph to Gran. [/underlined] 10c. choc. {MILK!) Several “shows” & “The Big House” Wallace Beery, Chester Morris Robert Montgomery. Darn Good 10c. worth.
[Underlined] TUES. 9/6/42. [/underlined] Kellog’s; bacon & tom, honey & coffee. Parade at 8-0. Insp. by NCO. On list to go before re-selection board but didn’t get to see ‘em. Given “slip” to go after
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din. Stew, carrots, spuds; pump pie & milk. Went before board (F/Lt & F/O.) no objection to me being observer. Washed shirt collars, pants & socks. Ham spud salad & [deleted] veg [/deleted] green salad; ginger pud & jam; condensed milk watered. $1’s worth of stamps. Changed library book. 5c. apple 10c. ice cream & 10c choc. “Ride ‘em Cowboy” 10c. at “A” theatre with Abbott & Costello.
[Underlined] WED. 10/6/42. [/underlined] porr. bacon & boiled egg; honey & coffee. Ensign parade. P.T. ident. card NOT returned. Soup; pork, spuds, cabbage; vanilla pie; milk. 5c. ice cream NO mail. Digging trench for trees. 5c. milk (for tea.) lettuce
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& beans; 2 x cake & choc. ice. 25c. haircut. 5c. orange crush, 10c. ice. Damn hot. 10c. theatre B “My Pal Sal” Rita Hayward, Victor Mature, Joan Sutton, Carole Londis pretty good.
[Underlined] TURS. 11/6/42. [/underlined] porr. sos & scram egg; coffee & jam. C O’s parade. Feet ache like heel. [Underlined] 2 cables 1 from ma & 1 from D. Dom [/underlined] given to me on parade. P.T. & swim. Got ident. card from GIS. Stew, carrots & spuds; lemon pie; cup milk & tea. [Underlined] Cable from lab (SPT.) [/underlined] Baling paper. Still darned hot & heavy. Liver, spuds & pickles rhubarb & cake, 5c milk. (83 1/2° in the shade) Barrack
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5c. choc & 5c, orange crush.
cleaning & inspection. Theatre “A” 10c. “Love finds Andy Hardy” with Mickey Rooney Lewis Stone, Judy Garland, Fay Holden & Cecilia Parker
[Underlined] FRI. 12/6/42. [/underlined] Porr. bacon & boiled egg; honey & coffee. Inspect. On Parade. Pay parade $17 NO letters. Fish, spuds, beet, vanilla pie; cup milk & 2 of tea. Usual standing about Impromptu concert in “B” Theatre also film show. Pass issued on parade square. Scrambled egg, macaroni, pickle sauce; sponge with caramel sauce. 5c. milk. 5c. Oran squash. 10c. ice. Theatre “B” “To the Shores of Tripoli” starring Maureen O’Hara, John Payne & Randolph Scot. After lights out ARGUMENT on British & governments (79°)
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[Underlined] SAT. 13/6/42. [/underlined] Porr. bacon & scrambled egg; honey & coffee. (73°) Walked into Trenton. Train don’t leave ‘till 2-45 Sent cable (77c.) to S.P.T. Din. At Boston Café (50c.) tomato juice; breaded Ont. Lake trout au Bechamel; chips; Orange Souffle pie à la mode (cream.) Walked around. 10c. choc: 15c lime shake; 25c. film. Offered lift while walking to stn 1st. part of train got in at 2-40PM. Took street car to YMCA (25c for 4 tickets) Walked to red triangle 50c. for bed. Tom juice; tongue, spud salad; pumpkin pie (40c) at café
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Near red Δ. [Deleted] Went in White Chef & found Les there. [/deleted] 29° Sunnyside 25c. milk shake etc. Met Les. as I was walking along, he dated me up. 30c. Soda (lime) & salmon salad. Met Les again at White Chef about 2-0AM. Met Freida Jew., Muriel Scot. & Mary
[Underlined] SUN. 14/6/42. [/underlined] Got up 10-0AM Had bfast. at place near red Δ grapefruit juice; bran flakes; coffee (25c.) Went around Toronto a bit. Fire Brigade out. Went to White Chef for din. (40c.) Apple juice; sos, (pork) spuds beet; custard pie. Met Doris & Pearl. Went with Doris to get her bag. Had a bit
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of a job to find place. Went & had supper across road. Doris had banana split, I had potato salad egg & tongue, coffee after tomato juice. (55c) 25c. for more tickets. Went back to Chef & had free cup coffee. Went for kit after autographs. Didn’t go for 9-45 train in end. Walked down street with D. 10c. Coca Colas. 50c photo’s. Put D. on car for home & went to station. Train due out at 11-15. Left at 11-20. Old Colony (orange) 10c. ) Close down 11-50.
[Underlined] MON. 15/6/42. [/underlined] arr. 2-0AM. 25c
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[Underlined] COLD. [/underlined]
on bus. Bed about 2-45 Porr; bacon & boiled egg; coffee. Usual morning inc parade & PT. Beef, spuds [underlined] roast [/underlined] & carrots; cake & prunes, milk & tea. 1 cup each. NO MAIL. Sat on Parade square till 3-10 with 20 other lads. No orders & all others gone so we went (72°) 5c. milk. NO MAIL. Mac, stew, cabbage (salad) 2 pieces pumpkin pie (75° at 5-0) 10c. at theatre “B” Laurel & Hardy “The Shop-worn Angel” Margaret Sullavan, James Stewart & Walter Pigeon. About last war. SHOULD NOT BE SHOW during wartime especially on a military camp. (74° at 10-30.)
[Underlined] TUES. 16/6/42. [/underlined] (62° at 7-30) porr
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scrambled egg; gooseberry jam coffee & milk. P.T. & swim aft. bit of drill. Stew & spuds, custard & jam; milk. Drill & film show “Cherokee Strip” cowboy film. Not bad. Ham & lettuce & spud salad; pumpkin pie 5c. milk. Walked into Trenton Photo of sign, church & main st. Took 4 films to be developed Bought another new one 25c. Bought Coca Cola 5c. Hardware store shut. Walked back to camp. Took photo of bus on way. Theatre “A” “Roxie Hart” Ginger Rogers, Geg. Montgomery. (74° @ 10-15 PM)
[WED. 17/6/42. [/underlined] Kellog’s; bacon & tomato, jam & coffee. Ensign Hasting. P.T. & baths [deleted] after [/deleted]
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[Underlined] NO MAIL. [/underlined] Beef, spuds, carrots; ice cream & choc sauce. 5c. milk & lime juice. Sports Meet. Bacon, beans, onions & lettuce; cake, choc [deleted word] sauce & vanilla blanc-mange; 1 cup milk; currant bread 10c. ice 10c. Theatre B to see “Cracker Jacks.” Darn good specialy [sic] the musical act.
[Underlined] THURS. 18/6/42. [/underlined] porr, scmbld egg; coffee & jam. CO’s parade then PT & baths. Went for damn ident. card Not there. NO MAIL. Pork, apple, spuds, carrots, rhubarb & cake. Film show. Stew, cabbage salad; rice & raisin pud. [Underlined] BARRACK INSP. [/underlined] Tried to
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Get IDENT. CARD ‘fore & after supper but the ruddy thing hasn’t been handed in. If I’m not fed up completely with everything Things just won’t go right. NO PASS, NO MAIL, NO INTEREST left or anything for anything. 25c. for meat pie, drink & ice from YMCA.
[Underlined] FRI. 19/6/42. [/underlined] Shredded wheat; sos; jam & coffee. Rained while we were on parade. Missed PT & went for ident card from records. Had photo taken for same. NO MAIL. Pork, spuds, peas, carrots; syrup & cake, cup of coffee. Parade as usual
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Went to records & to APM then back to records & finaly [sic] got another ident. card. Joe. E. Brown in a gangster comic. Meat, lettuce, beet; jelly & cake; tea. Walked into Trenton. Films $1.24. Diary 25c. Soap. 7c. Milk shake 15c. Choc 10c. Walked back to camp. 5c. bottle milk. 10c. Theatre B “King’s Row” DAMN GOOD Ronald Reagan & Ann Sheridan
[Underlined] SAT. 20/6/42. [/underlined] grape juice; porr, boiled egg. Packed & set out for Trenton. Bus set out 11-30. 5c. Coca, 15c. choc. cake & ice cream. 5c. choc. bus arr. 4-0PM. Sos, spuds, carrots, cust.
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coffee (2) 40c. Doris working till 1-0 AM. Went to Parkdale cinema to see “How Green is my Valley” with Walter Pigeon. Very good about 30c. Walked back in RAIN 50 mins. sharp walk. Got a bad temper. 2 hamburgers 3 cups coffee, glass milk, 25c. Bed about 2-0AM
[Underlined] SUN. 21/6/42. [/underlined] 2 hams, coffee milk. 20c. Took car to High Park. 25c for 4 tickets Had lay down & turned jumbled thought over in my mind but only made a worse jumble. Found baby squirrels. Took 2 snaps of a larger black one. Took queen car
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back after 5c. ice & walk past swimming pool “All Bran” 2 cups coffee 20c (3-15PM.) [Deleted] Fel [/deleted] Fetched kit from YM. Salad & glass of milk (Mary’s husband & I.) He went with me to bus depot. Bus out at 10-0. 3 doughnuts & coffee. 15c. 5c. orange drops
[Underlined] MON. 22/6/42. [/underlined] Arr. at camp 2-0 AM. Bed about 2-30. Up again at 6-45. Porr. bacon, boiled egg; marmalade & coffee. Navigation class. Beed, spuds, sweeds [sic]; choc. sponge & white sauce; milk. Navigation. Hamburger, salad & [deleted] word] gravy; rice pud; tea (P) Walked into Trenton. Took
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Snap of lake & station. Finishing roll so took it to be developed. 5c. Coca Cola. 5c. choc. Walked back & got in just in time for pictures “Thunder Afloat” Wallace Beery, Chester Norris & Virginia Grey. Darn good with usual “bull” about U.S. Navy. 65c. cable to Mum.
[Underlined] TUES. 23/6/42. [underlined] Kellog’s; bacon & scrambled egg; honey & coffee. Navi. Ident. card not finished. Lamb, spuds, cabbage; doughnut & syrup. Navi 25c. hair cut. Ham, lettuce, spaghetti macaroni radish & cheese; peach jam cake 15c. milk.
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10c. strawberry ice, 10c. picts “A” theatre. “Hellzapoppin” Olsen & Johnson & Martha Raye. Damn good comedy.
[Underlined] WED. 24/6/42. [/underlined] Porr, bacon & tom honey & coffee. Ensign hoisting, Navi. Pork, spuds, carrots; vanilla ice; milk. Arrangements for church parade. Navi. Sat & watched sports for few mins. Meat pie, beet, mac.oni ice cream with strawberry jam 2 cups cocoa. Barrack mop 6-30PM. 5c. Milk. 10c. theatre “B” “Hell Divers”. Wallace Beery & Clark Gable. U.S. Navy Air Corps.
[Underlined] THURS. 25/6/42. [/underlined] Grape juice porr; sos, spuds; coffee. CO’s parade. Navi. [Underlined] Letter from MA [/underlined]
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[Underlined] Cable TO June. (67c) [/underlined] Lamb, spuds, cabbage; choc. pie; milk. Navi. Fried spuds, mixed bacon & scrambled egg rhubarb & cake; 5c milk. Barrack insp 6-30 PM. 15c. choc. milk & 2 doughnuts. 5c. choc. nut. milk. [Underlined] Letter No. 3 to Ma. [/underlined] Photo of church.
[Underlined] FRI. 26/6/42. [/underlined] 1/2 orange; porr; bacon, scrambled egg; honey & coffee. Pay parade cancelled. Navi. [Underlined] 2 letters from Ma and one from Norah. [/underlined] Fish, spuds, tom. sauce; raisin pie cup milk. Got proper identity card from H.Q. Navi exam. 80% for plotting. 48 hour passes canceled. [sic] Stew fried spuds; fruit salad; tea
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Walked into Trenton. Bought pruners $2.85. fetched film 25c (all turned out.) 25c. banana split, 15c. vanilla milk shake. 25c. film. Walked back to camp Was told by his pal that R/O. Norman Groggs was in block 10B. 5c. bottle milk. 10c theatre “A” “Dancing Co-Ed” Lana Turner & Arty Shaw’s Band.
Went to see Norman. He got 50 hrs in England & 128 in America. Now U/T. OBS.
[Underlined] SAT. 27/6/42. [/underlined] grape juice; porr. bacon & boiled egg; honey & coffee. Gone Navi. Instruments in. Dodged PT. I washed shirt, pants, 2 prs socks & 2 collars.
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[Underlined] SAT. 27. [/underlined] PM.
Beef, spuds, sweeds [sic]; vanilla pie cup milk & tea. Parade 1-15. Stood for 2 hrs. then had rest then stood for further 1/2 hr. On March past tomorrow. Corned beef, fried spuds, beet; rice pud & cake; tea. [Underlined] Letter NO. 4 to Ma. [/underlined] phots squirrel, station, lake, dog Bert & I (taking photo) 10c. milk & 2 tarts. Theatre “B” 10c. Myrna Loye, Franchot Tone Rosalind Russel in “Man Proof” also Walt. Pidgeon. Pretty good. Short walk.
[Underlined] SUN. 28/6/42. [/underlined] Tomato juice; Kellogs; bacon & boiled egg; coffee. 10-0AM paraded in march past formation. Went to dinner 10-45. To parade again at 11-50 after
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din. Steak, spuds, cabbage; ice cream & marmalade, cup milk. Taken in lorry to Trenton. Marched through Trenton to parade ground. Service, salute & march past. Speech by Major General. Marched off square & dismissed. Girls Corps gave best performance from what we could see. Walked & got lift back to camp. Ham, spud salad & radishes; cake & strawberries; tea 2 cups. Jeanette MacDonald & Nelson Eddy in “Rose Marie”. Walked into Trenton. Bought milk shake 15c. & 6c x 2 Cakes. Walked back. Took 2 shots
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of sunset & moon on water (2 of each.)
[Underlined] MON. 29/6/42. [/underlined] Porr; bacon & scrambled egg; jam & coffee. Aldis & buzzer. Lamb, spuds carrots; pumpkin jelly pie; cup milk & tea. Aircraft recc, Compass swinging. Minced beef, cabbage salad, macaroni; choc. sauce & cake; 5c milk. (84° in shade.) Walk into Trenton. Nulty Studio shut, so took 2 of negs to Drug Store. 12c. Cake’s’ 30c. Airport & Town of Trenton folders. 10c. at Theatre “A” Bob Taylor in “Yank at Oxford”
[Underlined] TUES. 30/6/42. [/underlined] grape juice; Shredded Wheat; beans & bacon; coffee
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Aldis & P.T. Stew, new ‘tates; lemon pie. Saw Bert He’s got 7 days detention for being AWL. He went to room before reporting here. Star Charts. Minced meat, peas, spuds & radishes; rice pud; 5c. milk $17 pay 10c for 3 oranges. Took 8 negs to Nulty Studio. Got other 2 from Drug Store. (Simmons) 8c. 20c. for cake & coffee [Underlined] Storm. [/underlined] 10c. rasp. ice.
[Underlined] WED. 1/7/42. [/underlined] Porr; bacon, boiled egg coffee. Ensign hoisting. [Underlined] Cable from June. [/underlined] Sleep on sports field. Veal, sage & onion stuffing, spuds; cake & caramel sauce; milk cup. Had tooth filled & front one leveled [sic]
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down a bit, also had x ray of wisdom tooth, left bot. Signed over to RCAF pay accounts. Mathematics. Ham, spud & green salad, cheese; choc cake & ice cream; 5c. milk. [Underlined] Letter to Norah (shears.) 14c. [/underlined] Barrack inspection. 10c. show at Theatre “A” Gordini magician. 10c. orange. 5c. milk. TOOTH ACHE.
[Underlined] THURS. 2/7/42. [/underlined] Grape juice; porr; sos. & tom. (couldn’t chew sos) cup coffee. C.O’s parade. Tried to read préce on navi etc. 6c. orange drink. Beef, spuds, cabbage, raisin pie cup milk. Clothing parade got 2 karkhi [sic] shirts & a new tie. Helped stick a few of navi notes together
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Cold beef, spuds salad, lettuce; jam & cake; 2 cups cocoa. Walk to Trenton. Given lift from just inside drome area. 7c Coca Cola. 2 x 5c choc. 8 prints not done, Took in 25 more to be done. 30c. at Cinema “Tarzan’s Secret Treasure” darn good.
[Underlined] FRI. 3/7/42.[/underlined] Kellog’s; bacon & toms coffee. Navi. studying. P.T. Fish, spuds; rice pud; tea. [Underlined] Letter No. 2 from Ma & Doris. [/underlined] Arrived at dentists about 2-25 should have been 2-0PM. Xray showed that tooth should come out so he injected anaesthetic then he found that I’d got 48 hrs
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so he said he would leave it but filled top corner (fang) tooth. Have to go at 10-0 hrs. Astro lecture. Meat roll, fried spuds, lettuce; choc cake & prunes; weak tea. Lift by serg. in to Trenton. Left in CO. delivery. $3.05 for train ticket. 5c. peanuts. 3 x 5c choc. on train. $1.00 for bed at YMCA. Muriel pinched photo of me & Freida wants one of Doris & herself. 2 hambs 3 coffees (25c) Took Muriel home.
[Underlined] SAT. 4/7/42. [/underlined] 5c. coffee (2AM.) Gave Freida photo.
[Underlined] 10AM [/underlined] Orange juice; smbled egg toast & coffee 35c. Went to EATON’s. (butter, choc, cheese,
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ham & syrup) $1.60 + 96c post 13 blacking. Went & had a wash. 10c. coffee before. Strawberry pie & coca-cola 17c. 60c. picts with Muriel Paul Robeson in “Proud Valley” 30c sos & coffee & milk + good talking to & discussion with Agnes. Doris went with me to see “Tarzan goes to New York”. ($1.20.) 30c. cherry pie, 2 doughnuts, apple juice, coca cola. Took Doris home. X. 25c. street car tickets. 5c. coffee.
[Underlined] SUN. 5/7/42. [/underlined] bed 1-30 AM. up at 11-0 AM. 50c. real stake [sic], beet & gerkin. [sic] Photo of Jim & John, Agnes & John & 2 of Agnes & self. Doris took one of ‘em. Took John out to Sunnyside &
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[Drawing]
High Park. 5c. Ice in Sunnyside 12c. lime drink & ice. Took tram back. Comes onto Yonge past Central YM. 35c. scmbled. egg, peas, beet; 2 glasses of milk [Underlined] 7-00PM. ? 7-30PM ?? 8-0 PM [/underlined] Bought st. car ticket off John. Found Doris’s house OK but NO. Doris. Caught 9-45 train
[Underlined] MON. 6/7/42. [/underlined] Arr. Tn. 1-15AM. So darn tired I split $5 bill & went on bus back to camp. Bed about 2-45AM. Grape juice; porr; bacon & boiled egg; coffee. Gave shoes in to be repaired. Aldis & P.T. Beef, spuds, cabbage, raisin pie; cup milk. no mail. Clean sheet & pillow slip. Talk by P.O. Obs. & NAVI
[Page break]
lecture by another. Stewed beef, spuds & peas; rice pud; brd. cheese; 5c. Milk. [underlined] Wrote letter to Ma. [/underlined] Sorted snaps. Took roll film & 2 negs. (3 prints of each) into Trenton 5c. glass milk.
[Underlined] TUES. 7/7/42. [/underlined] Crumpet; bacon & scrambled egg; coffee & 1/2 orange. Aldis. 10-0 AM Dentist. Pulled bottom, left, far back tooth out. Made me feel dizzy but survived it OK. Stew & spuds; lemon pie; cup milk. Ship reco. Astro. Corned beef lettuce; pear & orange salad & cake; 5c. milk. $1.05. for prints. $1.88. for - WINGS. 5c. glass milk. 10c. Bromo Seltzer.
[Underlined] WED. 8/7/42. [/underlined] porr; bacon & tom coffee. [Underlined] Summer uniform. [/underlined]
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Astro Navi. [Underlined] Ham, [/underlined] spuds, cabbage; sponge pud & caramel sauce; 2 cups milk. Met. & Astro. Liver, fried spuds, raw veg. salad; ice cream, & cake; 5c Milk. [Underlined] Letter No 5 to Ma & Doris. [/underlined] 25c haircut 10c. strawberry ice. Washing 2 pairs “HOLY” socks, shirt, 4 collars, pasts & vest.
[Underlined] THURS. 9/7/42. [/underlined] Crumpet; bacon & beans; coffee. Aldis. Pork, baked spuds, peas. Pumpkin pie; cup milk. Ship Recog. Astro. Dentist took stitch out & fetched bit off bottom teeth. Sos, spuds, carrots; prunes & cake; 5c. milk. 30c Film; 6c. choc; 5c. milk.
[Underlined] FRI. 10/7/42. [/underlined] porr. bacon & scrm egg; coffee; Aldis. P.T.
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fish, spuds, beet; cake & sauce of some sort; 2 cups milk. Astro. [Underlined] NO PASS [/underlined] for an [/underlined] UNKNOWN REASON. [/underlined] Cold meat spud salad, lettuce, cheese; vanilla pie; tea (P.) 10c poems by Tenyson [sic]; 10c flash. 6c orange pop. Jimmy lent me book about RAF broadcasts. 10c. Theatre B. “Suspicion” Cary Grant & Joan Fontaine.
[Underlined] SAT. 11/7/42/ [/underlined] Kellogs; bacon & boiled egg; jam & coffee. Parade at 8AM. Marched to GIS then as a flight marched away & dismissed after waiting & nothing happening. Beef, spuds, turnip; choc. pie; cup of milk. [Underlined] Cable from Ma. [/underlined] Parade walk to Cinema. Nobody to work
[Page break]
projector to dismissed. Wrote airgraph to P & J; Miss French & David D. also letter to Mr. Cross (LOCO ENGINEER enclosed negative.) Hamburger, spuds, beet; jam & cake; cocoa. Boston Café. 40c. for salad, beef tongue; custard (egg) & cream; cup coffee. Jim. bought RAF brooch. Went to picts. 36c. “Silver Stallion” “Black Shadow” serial & “The Gay Vagabond.” 19c plumbs. 27c. Choc Milk shake. Sg. Coca Cola.
[Underlined] SUN. 12/7/42. [/underlined] Shredded Wheat; scrambled ham & egg; coffee. [Underlined] IMITATION [/underlined] CHURCH PARADE Is there any wonder youth is turning away from Church? Steak, spuds, peas & carrots; ice cream & water mellon [sic]; 2 cups
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milk. Letters, read & sleep. Ham, cheese spud salad, lettuce; cake, custard, jam; cup milk 26c. Cherry sundae, coca cola (iced) Walked to the Dam. Jim wanted to “run” all way back. 20c. salmon sandwich & iced orange drink. [Underlined] Posted letter to Mr. Cross (Brendan) [/underlined]
[Underlined] MON. 13/7/42. [/underlined] Porr. bacon & boiled egg; coffee. Muster Parade. Posted to a Manning Depot. Beef, spuds, carrots & pumpkin pie; cup milk. [Underlined] Posted [/underlined] 30c stamps. [deleted] let [/deleted] [underlined] airgraphs to P & L. David & Miss French. LETTER from Ma. [/underlined] Fetched tunic from tailors. Meat pie, spuds, lettuce; iced cake; 5c. milk. Letter writing to Ma. 10c. Theatre
[Page break]
10c. ice.
B. Bob Hop & Madelene Caroll in “My Favorite Blonde.” [Underlined] Letter to Mum & Dad [/underlined]
[Underlined] TUES. 14/7/42. [/underlined] half orange, crumpet; bacon & scrambled egg; jam & coffee. P.T. 3 [underlined] Papers from Ma. [/underlined] Stew, spuds, beet; raisin pie; cup milk 1/2 cup tea. Cinema show Bing Crosby in “Rhythm on the River” with Mary Martin & Basil Rathbone. Cold meat & spuds, lettuce; rice pud; 5c. milk. $10 pay & no GOOD explanation as to why. Signed over 50c for messing. 10c rice & orange drink.
[Underlined] WED. 15/7/42. [/underlined] Porr; bacon, boiled egg; coffee. Parade [underlined] 8-30. [/underlined] Beef spuds, cab, pump. pie; cup
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milk. 1-30 Parade. [Underlined] Papers & comics from Ma. [/underlined] F.F.I Packed kit bags. Liver fried spuds, radishes; cake & jam; 5c. milk. 10c. on bus. 5c. milk. Took letter to Nulty’s for Jim. Sat on River side & looked Holly’s photo’s. Walked back. 10c. vanilla ice. 10c. Theatre B. Marx Bros. “At the Circus”.
[Underlined] THURS. 16/7/42. [/underlined] Kellog’s; sos & tomato; coffee. Gave bedding in at 8-0. Parade again with kit at 1-30 beside KTS mess. Pork, spuds, peas; vanilla pie cup milk. Arrived at station about 2-15 on lorry. Arr. yards 5-15PM. Stood on stn. till
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6.30. Then went out to lorries & only just got ‘em. Drew sheets & pillow. Meat, minced spuds, lettuce; bun & tea 10c. choc ice bar on stn 25c. street car tickets. 15c. dough nuts & coffee. None of girls working, in White Chef.
[Underlined] FRI. 17/7/42. [/underlined] Grape juice; bacon beans & toast; coffee. F.F.I. Transferred to 7 sqdn. 7 flt. Beef spuds, carrots; sponge pud; tea
[Underlined] Closed. [/underlined]
This 17th day of July 1942
By
[Signature]
[Page break]
[List of crossed out numbers]
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[Diagram]
(3) 5:1 Transformer.
No. 22. S.W.G.
G & GB connections may need reversing.
Use 2 volt “dull emitter” valve, preferably o.1 amp filament. If 0.25 amp valve is used either a small dry accumulator or 20 [indecipherable] wet acc. should be used in place of V2.
[Page break]
[Calculations]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Keith Thompson's diary December 1941 to July 1942
Description
An account of the resource
During this period Keith Thompson did his basic RAF training in England then left for Canada to undertake his flying training.
Creator
An entity primarily responsible for making the resource
Keith Thompson
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-12
1942-07
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Diary
Text
Identifier
An unambiguous reference to the resource within a given context
YThompsonKG1238603v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Devon
Canada
Ontario
Ontario--Clarington--Bowmanville
Temporal Coverage
Temporal characteristics of the resource.
1941-12
1942-01
1941-02
1942-03
1942-04
1942-05
1942-06
1942-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
aircrew
entertainment
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/753/10751/ACotterJDP180828.2.mp3
e9a1567a26e03578b2f197371ed79bd9
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
Cotter, John David Pennington
J D P Cotter
Description
An account of the resource
Three items. The collection concerns Wing Commander John Cotter DFC (b. 1923, Royal Canadian Air Force) and contains an oral history interview, his log book and a memoir. He flew operations as a pilot with 158 and 640 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Cotter and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-08-28
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
Cotter, JDP
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JC: Yes, here we are.
PS: This interview is being conducted for the International Bomber Command Centre. The interviewer is Patricia Selby and the interview is John Cotter and the interview is taking place at his home. Can you give me your address [tone] and the time is 2.25. Where, when were you born John?
JC: They came over to England.
PS: No, when were you born?
PS: Yes, when we came over to England. Apparently I was, my mother was pregnant with me on the voyage over and when we got here they put me in to St Mary’s Hospital Paddington, where I was born.
PS: So Paddington. So how did your childhood go on from there?
JC: They bought a house in Hendon, just by Hendon Central tube station, a brand new house, on a mortgage and they were surviving on my mother’s money really. My father decided he’d leave the sea, big mistake of his, and he had a little tobacconist by the station and things went downhill from there. And eventually the Halifax Building Society foreclosed on the mortgage in about 1928, by which time I was five, and they repossessed the house and so they moved to a, the family to a flat in Finchley Road, near Swiss Cottage, and I remember that clearly because we were there about a year and things hadn’t got any better and my father had had to take commercial jobs going round selling things and in 1930 we had to, my parents were Christian Scientists and they got help from the Christian Science Church. When they were completely broke, had no money at all, all my mother’s money had gone, we had to go down to a place called Roe Green in, near Colindale and people, Christian Scientists, in council houses for example, were putting us up and the family was split up a couple of times with my brother and my mother in one house and my father and myself in another house. Eventually my father must have got a loan and he purchased a car in 1932, a little Swift, 1923 Swift, and he paid five pounds for it, I remember that. And he started selling eggs from this car. He’d go round the villages, selling eggs. And from that he progressed to a dirty garage, in Baker Street, where he was fitting tyres. We had the car at home and he would be spending his days fitting tyres on car wheels, motor cars, and eventually he got his own business and he bought it at Neasden, in Blackbird Cross at Neasden, he had a shop called the Boat House Tyre Service I think. And he had about three employees there, including one of my uncles, who’d also fallen on hard times, and things were going very well and so we moved into a very large flat in Edgware, with four huge bedrooms and three living rooms and it was up on the third floor of a block and we were over a block of shops, and we were over a shop called Gilbert Reeves in Edgware, Station Road, Edgware and we were now living very well. I passed my scholarship to a grammar school and in 1935 I went to the Kingsbury County School, grammar school. I’d done very well at ordinary school, elementary school, I’d always been top of the class. I now, for some reason, became almost the bottom of the class in the grammar school. I found that the competition was very heavy and I wasn’t doing very well. However, I hung on and I started in, there in August ’35 and August ’39 came along and war was declared in September the 3rd, by which time I’d decided I was going to join the Junior League of Oswald Mosley’s Fascist movement. Outside Edgware Station, which was a big station, the end of the Northern Line, so a big station, and one side of the station would be the Communist Party, workers selling the Daily Worker, and the other side would be the Fascists, Oswald Mosley’s man and I always liked him better, Oswald Mosley’s men, always looked better, smarter. And civil war in Spain had been going on for some time and we, my parents had a great friend called Mr Auty, who was a Spaniard and an olive oil importer and he said that the Fascist Party were the only hope for Spain and so I supported General Franco and led to numerous fights with me at school as nobody else seemed to support General Franco, except me. By the time the war broke out I was coming up to sixteen and that year I was supposed to take my School Certificate and I knew I’d do badly at it, so the war was a sort of relief for me. But I decided I’d better not join the Fascist Party as they’d now declared war on Hitler and my parents might be upset about that, me joining Oswald Mosely. Anyway the schools were closed, no sign of opening, so I said to my mother I’m not doing very well at school, I’d better get a job, and she said yes you should get a job and then you support the household by giving some rent. So I didn’t get a job, cause I didn’t know how to get a job, so she got a job for me. Mummy got me my job in a paper firm in Upper Thames Street, just off Blackfriars in London, at twelve and six a week and I went up there and worked there. And then mummy was always saying to me, John, you must get a job with a pension, you must have a pension. So she decided that the job in Upper Thames Street wasn’t paying, going to pay a pension so she’d get me a job in the Civil Service, which she did! She produced this job for me in the Clothing Office, in Whitehall and she said you start there in I think it was June 1940, which I did. And it was quite nice job, with a pension [chuckle] and I had my own responsibilities there, I was doing something all day. I was dealing with, the war was on, so I was dealing with requests from all the colonies when we had a big Empire then, for permission to export goods to certain countries were banned from receiving any goods, anything from Germany, so they had to apply to London. They come down through me, a little sixteen year old in the clothing office, and I was then circulating them to the correct department. I was quite happy doing that and the bombing started. I used to walk down Whitehall in the evenings, six o’clock in the evening, when we finished work, and the bombing had started, mainly in the East End, but some in the centre of London, and I’d get on the tube at The Strand, to go home, and I’d come out at the end of the tunnel which was at Golders Green, and you’d immediately be into the bombing again, because you’d been safe while you were in the underground but now the bombing had started. You’d see the searchlights and it was all going on, and I got fed up of this and then they started rationing as well. Whereas rationing hadn’t been very severe and I’d had plenty of chocolate and things like that to carry on with, you could get them in all the shops, now things started disappearing and you couldn’t get them any longer. I used to attend parties where a lot of, this is in Edgware, where a lot of the people, the youngsters, were joining the services. I saw these advertisements which said: ‘You too can bomb Berlin” and advertising for pilots and I got interested in this and I noticed that the qualification to be a pilot, to be in training as a pilot, if you were selected, you had to have an education up to School Certificate standard. Didn’t say you had to have the School Certificate, you had to be educated to the standard. So, mind [indecipherable], look around and thought jolly good, I could join the Air Force and I decided I would join and take the invitation to go and bomb Berlin. ”You too can bomb Berlin” and it showed you a man in pilot’s uniform, officer’s uniform, standing and leaning on a post in a nice building in Berlin and the building was crumbling from the bombing, and so I said to my younger brother who was about eighteen months younger than me, I said to Paul I’m going off to bomb Berlin, join the Air Force and he said right, I’ll come as well. I said you can’t, because you’re too young, you’re fifteen and the minimum age is seventeen, which I was, and he said I know, but what about if I put on my age to seventeen and you put, I said I’d have to put my age up and he said yes. So eventually we decided yes, he could join with me and I said you haven’t got to school certificate standard and you won’t have it. He said doesn’t matter I’ll join as well, I’ll try and join. So in February 1941, the two of us went down to the Air Force Recruiting Office in Deansbrook Road, Edgware. And we went in and I went in first and the recruiting sergeant asked me what I wanted to be and I said I wanted to be a pilot, and he said where were you educated, and I said Kingsbury County School, just about to take the school certificate and of course the schools were closed and so I left. He said that’s good enough, he said yes, we’ll send you up to Uxbridge and you’ll be interviewed there and if you’re satisfactory, you’ll be a pilot, you’ll be training for a pilot, I was nineteen according to my reckoning, and out I went and my brother went in after me. He was accepted as well, but not as a pilot, they said he could be a rear gunner, or a gunner, or a wireless operator. So he said he’d be a wireless operator do they said you’re going to Uxbridge as well. Funnily enough, a friend of his who was the correct age completely, went in after him, was sent back to his mother to get his birth certificate. They hadn’t looked for my birth certificate, or Paul’s. So we both went to Uxbridge the following day and there we were assessed and I was accepted for training as a pilot and Paul was accepted for training as a wireless operator and we were told to go home, carry on with our jobs and they’d call us up when they had room for us. That was in February, and I waited, carried on at the Clothes Office and I waited and waited and couple of chaps at the Clothing Office had, friends of mine, who’d also joined the Air Force, they were called up and I was still waiting. Anyway, the time came: July 7th 1941. I was told to report to Lords Cricket Ground, St Johns Wood, and I did, and there I was taken into the Air Force and I’d been a great cricket fan. Am I going on too long?
PS: No, it’s fine. It’s really good.
JC: Great cricket fan and I’d been to Lords many times and in those days only the poshest amateurs, proper amateurs were allowed to use the main pavilion at Lords. The professionals, the really top class cricketers, the p[professionals, had to use the side gate and this pavilion at Lords was a place that only MCC members were allowed in and I met some cricketers. And we were all marched in on the second day there at Lords, into this temple, where only amateur players were allowed in. Told to drop our trousers round to our ankles and lift our shirts up to our necks while a Medical Officer walked down the line inspecting us. [Chuckle] Then we were passed fit, obviously, and we used to go down to, you got, billeted in flats, blocks of flats that had obviously been commandeered and the tenant told to leave, and we were billeted in these flats and we used to march down to the zoo for our meals and march back again. So you’d march down for breakfast, and back to wherever you were working, march down for lunch and dinner. And then we were sent on an Initial Training Wing course and I went across to a proper RAF station at Brize Norton, which is still going, for my initial training course and when I came back from that, I was sent down to Brighton here, into the Hotel Metropole to await further instructions And obviously the further instructions were going to be to train, start flying training. We were obviously going overseas for that because most of the flying training was in Canada or South Africa. And I was down here for about four weeks in the Metropole Hotel and then I was shipped off to Manchester for a while, and from Manchester I was taken up to the docks at Glasgow, and put on a little old ship that had been carrying cargo obviously and we now had about twelve hundred chaps on board, and we were setting sail for North America and we were in a convoy, and it took us twelve days to get across the Atlantic. And the first four days I was so sick, I used to lie upstairs on the deck, near the lifeboats, and hope that the submarines would come and torpedo us, so put me out of my misery. After four days I perked up and I’ve never been sick since. We were billeted down in the holds with a lot of rough men who swore most of the time. I’d never heard much swearing in my life, certainly not at school, and swearing and cursing, these rough chaps were. They weren’t aircrew, they were going out to do other jobs, whatever they were. Some in the Navy and a lot in the Air Force obviously to man RAF stations in Canada or North America and I finished up in Saskatchewan, Moosejaw, Saskatchewan, for my initial flying course on Tiger Moths. You had to be capable of going solo on the aircraft after six hours training and the maximum you could do was twelve hours, and if you hadn’t gone solo after twelve hours, you’d, you weren’t considered good enough to be pilot and you’d be sent off for training as a navigator possibly, or something else, and after twelve hours I hadn’t gone solo. All the other people, all my friends had failed, as pilots, and I had no friends left there, they had all failed and gone off, sent off somewhere, and so it was only me and the people who’d gone solo, going flying away on little Tiger Moths and me, not allowed to go solo cause I wasn’t good enough. My instructor must have had faith in me because he asked the CO if I could have another two hours and the CO said yes, but after two hours, if I hadn’t gone solo I would be off, off the course, and after fourteen hours I still hadn’t gone solo so he asked to CO again for a further extension, he must have had great faith in me, and the CO said I’ve got to go to Calgary, get a message through to Calgary ask permission from the C in C, and got that permission and I had one last flight and he sent me solo. And I went solo and on my third landing I landed on top of my friend, who was in another plane and smashed the planes up. But they’d had such a time getting me through so far, they let me carry on. None of us, neither of us were injured, but we’d done considerable damage to the planes. I landed on top of him, I hadn’t seen him, on the runway, he was beneath me and I was landing my Tiger Moth, I thought I was clear on the runway, there was a big crunch and I hit his plane. However they had spent so much time getting me there to this stage they thought I’d carry on, so I carried on and finished the course and passed out, quite well, and I was sent up to another base at Saskatoon and, North Battleford actually, and did an Oxford course where I had no trouble whatsoever. I went solo in about four hours and finished the course quite well and at the end of the course, because they needed pilots in Canada and North America because there was training in, over in the States as well though the war hadn’t started in, America wasn’t in the war yet, most of the pilots who passed out were, thought they were going to stay in Canada or North America as instructors or staff pilots, except for the bottom sixteen of us, who were to go home, and I was sixteenth from the bottom of course, so I was one of the ones that came home. And this time instead of going across the Atlantic on an old steamer, we were sent down to New York by train and we arrived in New York one evening at about six o’clock and we were marched from Pennsylvania Station to the other station in New York, erm, not to the other station, to the docks, and we marched down to the docks and on board, and marched on board the Queen Mary, which was empty except for us, which was about sixty of us and nobody on board. And twelve of us were sent to this cabin, one large cabin, and said we were in this cabin and we said well the place is empty why can’t we have some, a cabin each? They said no you’re twelve of you in here. There are only six bunks and so the arrangement is you will have a bunk every other night and the rest of the time you sleep on the floor. And this is the Air Force so you had to be, do as you were told. And then on the first night we were there, just started to sleep and we heard this marching and boots coming on, and the Queen Mary was filling up with American troops: war had broken out and they were one of the first detachments to come to England. They filled up the plane, the ship completely, so much so that we realised why we were all in this one cabin, cause everywhere else were American troops. The Queen Mary set sail, in four days and we were across the Atlantic. Didn’t come in a convoy, just set sail by itself, and it went so fast that it crossed the Atlantic in four days and discharged all its troops and then came whistling back. Did this all throughout the rest of the war and neither the Queen Mary nor the Queen Elizabeth were sunk. So they got all the troops across. So we were back in England now and after many tribulations I got up to [pause] Wymeswold to start my training and that’s where I start that, in February 1943.
PS: So you did more training again, when you got back to England.
JC: Oh yes. Yes. You’d only done enough training on small aircraft. So now they were deciding where you were going and it was pretty obvious that most of us would be going into Bomber Command because it was a big command now. They’d had the Battle of Britain. The fighter boys had defeated the Germans in the Battle of Britain, by air, and now Bomber Command was getting all the impetus, raids started on Germany and German cities. And I never had any trouble at all, after all that trouble with my first solo, I never had any trouble at all from then on, in training, and I eventually found myself on a squadron, after. I’d come back in August 1942 and I arrived on the squadron a year later, nearly a year later. So I’d done a lot of training, obviously.
PS: That was 158 Squadron.
JC: 158 Squadron, yes. And I joined a crew, and, a very good crew, there’s a photograph of them out there in the hall, very good crew. Seven of us and certainly myself, I never [emphasis] worried about not coming back from an operation or anything like that. There were people who were worried but I never had any trouble with, at all with my crew, they were all marvellous chaps. We used to go out on our operations and come back, and, as you’ll see in there, we were, we got ourselves, because the accommodation at Lissett was tin sheds, huts, we got ourselves accepted in to an Army Sergeant’s Mess in Bridlington where we lived in a nice house with proper fires and a brick built building on the sea front, at Bridlington which was an Army Sergeant’s Mess and we were adopted, our crew were adopted there and the Army provided, it was a Company Sergeant Major who arranged it, the Army Company Sergeant Major who arranged it, and he said anything you want, and if you’re called back to base, you’ve got to go back to base quickly, we’ll give you the transport back. So they fed us and beered us, gave us beer and we had a marvellous time, our crew. There were, I remember once, we used to go out, say seven thirty in the evening, and we’d all be taking off for a target and there’d be a queue waiting for take off on the runway, and once, just in front of us, something happened. We couldn’t get past this aircraft, it wasn’t moving. It was a great friend of mine, Doug Robinson who I knew was the captain of it, and eventually the Flight Commander came out from Operations and spoke to them on board and then a closed van came out as well, followed I think, and this closed van was there about five minutes and then off it went and the plane then turned round, oh, the plane then turned round and taxied off the tarmac, on to the grass, to allow us to pass. We just passed it and he was sitting there on the grass. And the reason that it had happened, one of his crew came up and said he couldn’t carry on, described he was too much.
PS: Too frightened.
JC: Too much, too frightening, yeah. I learned that the closed van that had come up, he was put in the van and whisked off and taken off basically, and that was what happened in the war, if you, it was known as Lack of Moral Fibre. Wouldn’t happen now of course, but, wouldn’t call it Lack of Moral Fibre, but in those days, LMF we called it. They were taken off the base immediately because they didn’t’ want him mixing with anybody else. Fortunately nobody in my crew were like that and you see there, we went through the war with no problems whatsoever. Whereas most of our friends were having trouble, you know, getting very damaged aircraft, [pause] horrific experiences and we had nothing like that.
JS: How did that make you feel?
JC: Hm?
JS: How did you feel about that?
JC: We were very callous, in the war. When you came back from a trip and you found that three or four aircraft were, hadn’t come back, and it’s friend of yours on one, friends on another aircraft and you would say they’d gone for a Burton, which meant they’d been shot down and killed possibly. Very callous, you’d say: “Well you shouldn’t have joined if you can’t stand a joke.” When shot down, things like that. Horrible really.
JS: I was going to say, how did you, now, looking back how did you?
JC: Horrible.
PS: It was your way of coping, presumably.
JC: Yeah. But you see, you see there every six weeks we got leave; a weeks’ leave. We lived like kings really. We got petrol, there was no petrol for other people, we had petrol, we had cars, or motorbikes. You had a petrol allowance. So you’d have enough petrol from Bridlington to go down to London for the weekend. I never did because none of my crew had cars, but other crews had somebody had a motor car and they’d do that, so. We had meals which were eggs and bacon and sausages and goodness knows what, but you couldn’t get in civilian life, you were rationed to all that. And after every trip we had this before we left and when we came back.
JS: But you were out for a long time, you must have been hungry when you got back.
JC: Oh, we were hungry, yes.
PS: You said every six weeks you had a break, in the weeks that you, those six weeks, how many raids would you do? Roughly.
JC: I depended, it depends I suppose. I would say when you, you’d go back and you’d do about five raids and then six weeks had gone by, or maybe, or sometimes, we started off our time at the squadron on the Battle of Hamburg. Hamburg, the main port, we did four raids on the city, in about four weeks. Gave them a very heavy raid every week and we reckoned we’d demolished the major part of the city by the end of that time and then we, Bomber Command switched, possibly I think Berlin, or Frankfurt, mainly Berlin after Hamburg, in my time. You’ll see there that I did raids on a lot of German cities, Kassel, Frankfurt, Stuttgart, all over the place. And you did, I did my way, it was all very exciting, all very exciting. And at the end of my tour I was, I remember the last trip I did was to Dusseldorf, and I got back from Dusseldorf and at the briefing, debriefing, you walk into this hut and the Station Commander, whose name was Group Captain Waterhouse, would be standing at the entrance to greet you as you came in, and that last trip he said to me, well young Cotter, that’s you finished. I said I’d like to carry on, sir. He said we’ll see about that. I hadn’t asked my crew, I was so exuberant, hadn’t asked my crew. I think my crew would have followed me on, I hadn’t asked them, I just assumed they would. Anyway we didn’t get it, I didn’t get my request, because within four days I was shipped up, sent on leave for a week then shopped up to the north of Scotland to a place called Lossiemouth, which I had never heard of before. I’d never been to Scotland apart from when I’d gone to Glasgow to board the ship. I was sent up to this place Lossiemouth, to train the, where they were training the French Air Force who, to be in Bomber Command. These were Frenchmen who were from Algeria, French officers and men from Algeria, which hadn’t been conquered of course by the Germans, and they’d had the Free French Air Force there, and now they wanted to operate in Bomber Command and that was my job to help train them, which I liked. Couldn’t speak a word of French cause I’d been a duffer at school where I learned French, but I got on well with them. And I was there till the end of the war. I kept saying to the Wing Commander Flying, I’d like to get back on operations and they used to tell me to get out of the office and not waste their time. And the last one was a nice Wing Commander O’Dwyer and he obviously thought well of me because he commanded a station later and when I wanted to stay in the Air Force when the war ended, he arranged that I got a good job, and I stayed in the Air Force. I’d been married, to my first wife, in July 1945 I got married, and I went for an interview with BOAC and I was accepted by BOAC, and I met my wife who was working in King’s Road, Chelsea. We met in a pub at, in Chelsea, and said, in her lunchtime, and I said I’ve got this job with BOAC and Margaret said how much are they paying you? And I said well initially they’re paying me, I think it was, three hundred and eighty pounds a year as a trainee. She said you’re getting more than that in the Air Force and I said well I am, yes and she said well it’s no contest is it, you stay in the Air Force. I took her advice, because she was older than me, and sensible I thought, so I stayed in the Air Force, and for another twenty years and did quite well there and finished as a Squadron leader and twenty years later, I got a chance to go into civil flying, to retire from the Air Force with a small pension and go into civil flying and that’s what I did. So I went to a firm called Dan Air and I was there for the, till I was sixty, when I, you had to retire as captain of aircraft in those days so that.
PS: So you really enjoyed your flying.
JC: I did enjoy my flying.
PS: You were awarded the DFC. Would you like to tell me how that came about?
JC: Yes. In 640 Squadron, oh, 158 Squadron at Lissett, we were C Flight. There were three, two, three flights in the squadron: A, B and C, and we were C Flight and in December 1943 they decided that we would convert onto a more efficient mark of Halifax with new engines, better engines, and C Flight would go across to Leconfield, permanent station, near Beverley, about twenty miles or so from the city, and form a new squadron. And we formed the new squadron called 640, the number 640 and the Squadron Commander was a chap called Ruby Ayres who was very nice, a very good fellow and he’d been sent to Australia in the war, at the beginning of the war, to get the training scheme over there sorted out. So he’d now come back and taken command of 640 Squadron. Brand new squadron and after about six months or so, no about four months, he decided that they’d been through all these operations and nobody had been, got a decoration. So unbeknown to me, I was suddenly called up into the Wing Commander’s office, Wing Commander Ayres, Squadron Commander, and he said now Cotter, you had a difficult time the other night, a difficult time this night, is that right, I said yes, but nothing serious sir, he said no, but it’s very difficult, you carried on, all of this. I didn’t know what he was talking about but anyway, what he was doing was deciding that I would have the DFC, first one in the squadron. And about three weeks later, or four weeks later, I was asleep in the mess after lunch which I normally did, cause they had chairs like this and used to go to sleep, and I was woken by Alan Smart one of the other, my colleagues, who’d had a terrible time in the war, he’d been shot up to pieces and managed to get back each time, and he came in and shook my shoulder and said you’ve got the DFC, John. I said what, he said you’ve got the DFC. I said oh, thanks and went back to sleep as far as I remember. [Laugh] And then, and then I was eventually called to Holyrood House. This is when I was at Lossiemouth, I’d gone to Lossiemouth and I was called to Holyrood House in Edinburgh and I was given the DFC by King George Sixth, think it was the sixth.
[Other]: What had you done to get it? What have they said that you’d done?
JC: Where’s the book, which I got out, big one there, you see, that one
PS: Because I don’t think they just give them out for, sweeties. I’ll, ‘John Cotter. This officer has proved himself to be a most capable and resolute captain of aircraft. He has participated on a large number of attacks on well defended targets, including several against Berlin and Hamburg. One night in February 1944, Pilot Officer Cotter took part in an attack on Schweinfurt?
JC: Schweinfurt.
PS: On the outward flight, engine trouble developed, but despite this Pilot Officer Cotter continued to target and bomb it and afterwards flew the aircraft back to this country where he made a safe landing at an airfield near the coast. His determination to complete this mission successfully was highly commendable.’ So you did it on three engines. Out and back. That must have made you very tired.
JC: Well it was, yes. I remember that, one you were talking about there. I landed at Tangmere, along the coast here. Used to be an airfield there.
PS: So what did, after the war when you stayed in the Air Force, what sort of things did you do then?
JC: [Laugh] Now, the, they’d just decided, after the war, to have exchange postings with the Americans. Some Americans would come over here and serve with us and some of us would go over there and the first stage postings took place in February 1940, [pause] 7, 1947, and I was on it. They selected me, to go out there and on to an American base. I was a married man of course by this time. The first year they said you can’t take your wife, cause you’re only going to go for a year, you don’t know where you’ll be in America, and they sent us down to, there were four Flight Lieutenants and five Wing Commanders going. Wing commander being about three steps higher than a Flight Lieutenant. Four junior offices and five senior officers. And I remember the four junior officers got together and went down to Air Ministry for a briefing. We got to this briefing at Air Ministry in Kingsway, London and it consisted of this Group Captain coming in and saying now, the best paper for football, English football results, is the New York Times so get that while you’re over there and you’ll get all the results, and that was about it: that was the briefing. So the next thing we knew we were on this liner about to go, going to America. We landed in New York, we landed in Halifax actually, Halifax, Nova Scotia and we were trained down to New York. We got there and they put us up in hotels there, called the Lexington. Lexington Hotel, on Lexington Avenue, known as the Sexy Lexy in the Air Force, the Air Force always used it, and we were there, and of course back home things were, as the war had finished things were even worse than they were during the war. The rationing was more severe and we were really, those post, immediate post war years were a bit thin for food and things and we’re now going to America, the land of plenty, and so we enjoyed ourselves in New York. We were there about four days and then we were bussed down then, down to Washington, Washington DC, and to the Pentagon Building, which is the big military, American Military Headquarters where we had an RAF delegation there. And the things we noticed, I noticed, straight away, was all WAAFs, the Women’s Air Force, were very, very smart, and chic. Where the WAAFs at home had woollen stockings because of rationing of course they couldn’t get silk stockings, all the WAAFs in Washington had silk stockings, or nylon stockings I suppose they were, certainly much smarter and looked a lot cleaner and more with it than our malnourished crowd back home. And so I was sent in to see this Air Marshal, and the first thing he said to me, he said when you come in to see me you are dressed correctly, you don’t have the hat on the back of your head. Go out and dress correctly and come, wait for [indecipherable] to back again. So out I went with my tail between my legs and looked at this very smart WAAF that I’d been admiring, I no longer admired her, cause I thought she should have warned me about that and I did have, my hat on the back of my head, as I had in there.
PS: Yeah.
JC: Yeah. And it’s not smart, that’s wartime stuff, and I was still on wartime stuff and I quite deserved what I got. Anyway, he decided I wasn’t, I wasn’t suitable material for Washington, for the American Air Force so I was sent home, in disgrace, basically, tail between my legs. Fortunately, I wasn’t the only one, there was one of the Wing Commanders as well sent back, some reason. [laughter] So I came back, quite miserable feeling, on the same boat, almost. But again, we were, like the Queen Mary during the war, we had to share cabins, everybody was cooped up. I mean in the cabin on the return journey I remember there was a chap from Preston and his wife. Preston in Lancashire they came from. They’d been in America twenty two years and he was coming home, he and his wife, they’d had enough, you know, of America, after twenty two years. They’d gone out there just after the First World War and he’d been working as a painter and decorator and now he was coming home, he and his wife. Don’t know what they did when they got home, but anyway. We got home and it was the making of me.
PS: Pardon?
JC: It was the making of me, because I got to Air Ministry and I said [pouring of tea] I’d like to have a good postings, overseas. And they said not a chance! I said why not, and they said, I haven’t been overseas yet on a posting and they said we need people like you. I said why, said you’re a good instructor and we need, and it was just when we were building up the Air Force again, thank you darling.
[Other]: Let me give you that.
JC: After the war Stalin, er, Churchill had said there’s an Iron Curtain coming down over Europe. Churchill had been out in Washington and he announced it quite, quite strongly there: there’s an Iron Curtain coming down, and so we had started to rearm against the Russian Menace. They needed instructors because they were recruiting people who had just been discharged from the Air Force, and had been working and hadn’t liked it and were coming back in the Air Force and so I obviously was thought of as a good instructor, which I think I was, because I never lost my temper with anybody; I explained things calmly. So I was given this instruction job up in, flying, flying, up in Yorkshire, back in Yorkshire again, in a place near Ripon, Yorkshire, and I progressed from there and I did very well in the Air Force. And when I asked for a permanent commission, a General List Commission as a permanent officer, I got what I wanted and I had no reason to want to leave the Air Force except that I’d been sent to Birmingham, University, to take charge of the University Air Squadron and I was flying light aircraft there, Chipmunks, and I realised that that was, I wouldn’t progress any further getting back on to heavy aircraft again in the Air Force. And so the chance came up for a, after 1962, when I could retire on a small pension and so I arranged with Dan Air to join them. I had friends in Dan Air and so I left the Air Force and retired and became a civil pilot and did that for the rest of, stayed with Dan Air.
PS: Do you think staying on in the Air Force made it easier to sort of drift back into normal life after the war?
JC: Yes, yeah. I had a very good, very good career. Never out of work, so, never at the Employment Exchange. [Laughter]
[Other]: But you lost your brother, didn’t you, sadly, in the war.
JC: Hmm?
[Other]: You lost your brother, sadly.
JC: I lost my brother.
PS: So wasn’t without, was some sadness. Was that at the beginning or had he done?
JC: No, he’d been sent out to Canada. He’d been, hadn’t been taken into the Air Force. We’d joined together if you remember, but I’d been called up July ’41, he wasn’t called up till ’42, early ’42 and he was a wireless operator, wireless operator/air gunner and he was sent to Canada to join a squadron there, nearing the end of the war and they realised that when Germany collapsed they’d still have Japan to fight. So they’d build up the squadrons in the facing, in the areas facing Japan Vancouver and places like that and my brother was at Vancouver. And one night the aircraft they were in taxied back in again cause it had a fault, and my brother and another chap got out, to have a fag, you weren’t allowed to smoke in RAF aircraft then, in those days, and as happened many times actually, it happened up at Lossiemouth this type of thing as well, the aircraft taxied into them, accidentally [gasp] and they were cut to pieces by the propeller, unfortunately.
PS: That must be even harder to cope with.
[Other]: He was very young. Where were you dad when this happened, dad? Were you in Scotland, at Lossie?
JC: I was in Scotland. I was flying actually, was about two in the morning and I was flying with a French crew and I was called into Control Tower, so I brought the aircraft in, shut it down and I got out, went into the Control Tower and it was my sister on the phone to me from London, saying they knew that Paul had been killed, in Canada, and would I come home, if possible, to support my mother? And I said I will do what I can and I went and saw the CO and he said, “I can’t let you go for very long,” he said, “you can go for the weekend.” So I had to come down for, just to London for the weekend from Scotland, so it was a case of coming down one day and going back the next day basically. But I came down and supported my mother because my father was in the Navy so, in the war, so.
PS: She needed someone.
JC: Yeah. And my sister was only about seven, no, she was about twelve, twelve.
PS: A lot for her to cope with.
[Other]: You also told us, do you remember, stories before you joined up when everyone was going down the air raid shelters, when London was being bombed, and you didn’t, did you, your family, you’d drive out to the countryside.
JC: No. Oh yes. My father insisted that when the air raids started, in earnest, September 1940, we must [emphasis] go out to St Albans, somewhere clear of London completely. And he used to drive the car out to St Albans and park in a field there and my mother and sister would go and I refused to go and my brother refused to go, and my mother had a Great Aunt, a sister, known as my Great Aunt Nellie, who was mentally deficient, and my mother had brought her back from Australia with her and she looked after all the, I suppose it was a condition of the, her parents’ will that she look after Nellie. So Nellie used to be there with us. She was a nurse maid for us as kids and she was still with us at Edgware and I remember nanny, when the bombs used to start Nellie used to go out on the veranda, look up at the sky and shout: “Bugger you Mr Hitler!” [Laughter] Then she’d come back in again. Well my father and mother used to go to the field at St Albans, and we were admittedly on the fourth and fifth floor of the buildings and nothing happened to us, and there used to be a saying in the war: the bomb won’t hit you unless your name’s put on it or your number’s on it. And I didn’t go into air raid shelters cause it was very smelly.
[Other]: What happened to the field where your dad used to drive?
JC: Oh. Bomb dropped in the next field!
PS: Oh no!
JC: Yes! Yes!
[Other]: So they all stopped going as well!
JC: So they stopped going, yes. [Laughter] So they all came back to the flat.
PS: So you’ve enjoyed your life, on the whole.
JC: Oh yes. Yes, had no employment problems. I was, I spent half my life in the Air Force. You see the Air Force was the making of me; it educated me really. I was sent on numerous courses in the Air Force: on how to write properly and how to do this, that and the other. I enjoyed my time in the Air Force and again I enjoyed my time in civil flying, flying all over the world.
PS: You have been such a pleasure to interview. I’ve really enjoyed interviewing, well I haven’t interviewed you, I have let you talk, [Laughter] it’s been really informative. Thank you very much indeed. Is there anything else you want to talk about, or need a break?
JC: Not really, you’ll see in there -
[Other]: Would you like to show Pat your medals?
PS: Yes.
JC: Oh. In there. Fijians, who were in the Army, and taking them up to Malaya to fight in the jungle with us. Because we were fighting communists, Chinese communists in the jungle.
PS: Was that after the war?
JC: This was after the war, this was 1950 ish. So when you would have been about five, this was going on.
PS: Yes. Do you mind if I do this? Now, I’ve got you and your medals. That’s lovely, thank you very much. It doesn’t hurt for me to have them as well.
[Other]: Exactly.
PS: They are lovely. Did they give you this think to put them?
JC: No, no.
[Other]: They were hanging off dad.
JC: Yeah. I often used to go to my reunions and they medals would be hanging half way down.
[Other]: With a nappy pin. [Laughter]
JC: This allows you to put, this goes in your pocket.
PS: Oh I see!
[Other]: Had it redone recently, haven’t you dad.
JC: This is a chap over in East Sussex somewhere, just past Eastbourne.
[Other]: Eastbourne.
PS: He’s very clever.
JC: Yes. He’s ex-Army.
Dublin Core
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Title
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Interview with John David Pennington Cotter
Creator
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Patricia Selby
Publisher
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IBCC Digital Archive
Date
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2018-08-28
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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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ACotterJDP180828
Conforms To
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Pending review
Pending revision of OH transcription
Format
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01:16:47 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Free French Air Force
Description
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John was born in London, Hendon. His family fell on hard times in his early years. John and his brother, Paul, joined the RAF in 1941 as a pilot and wireless operator respectively. After initial training at RAF Brize Norton, John was trained in Canada, returning to Britain on the Queen Mary with the first detachments of American troops. In 1943 he did more training at RAF Wymeswold, then joined 158 Squadron at RAF Lissett. They carried out several operations to German cities. As part of a new 640 Squadron, he was awarded the Distinguished Flying Cross. John then trained the Free French Air Force at RAF Lossiemouth in Scotland. He stayed in the RAF for 20 years, finishing as squadron leader. He later became a civil pilot at Dan Air. John’s brother was killed in a propeller incident in Vancouver.
Temporal Coverage
Temporal characteristics of the resource.
1941-02
1941-07-07
1942-08
1943-02
1943-12
1944-02
1945-07
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
United States
Atlantic Ocean
England--London
England--Yorkshire
Germany--Berlin
Germany--Düsseldorf
Germany--Hamburg
Saskatchewan--Saskatoon
Scotland--Moray
Saskatchewan
Germany--Ruhr (Region)
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Anne-Marie Watson
Sally Coulter
158 Squadron
640 Squadron
aircrew
Distinguished Flying Cross
ground personnel
lack of moral fibre
Oxford
pilot
RAF Bridlington
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training
Women’s Auxiliary Air Force
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Title
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Harris, Jack
John Harris
J Harris
Description
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Three oral history interviews with Jack Harris (b. 1920). He served as a navigation instructor before flying operations with 550 Squadron.
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IBCC Digital Archive
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2019-01-17
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Harris, J
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Transcription
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PS: This interview is being conducted for the International Bomber Command Centre. The interviewer is Patricia Selby. The interviewee is John Harris. The interview is taking place at [buzz] Tunbridge Wells [buzz] and the date is the 31st of January 2019 and it’s 10am. When were you born, John?
JH: I was born on the 21st of September 1920. I was born in Gillingham, Kent which at that time was the largest borough in Kent with a population of sixty thousand people who depended heavily on the Royal Naval Dockyard at Chatham which was a very big employer, and there were also other army units at Old Brompton and other places in Chatham. I was born in very modest circumstances, I suppose. It was a traditional family residence with a front room which was kept under wraps Monday to Saturday and opened up on Sunday when relatives or friends came for tea and that was the big social point of the week. Yes. Very, very modest beginnings. And then when I was aged about four, my parents who had both been shop assistants decided to open up their own shop which was a confectionist and tobacco shop. And we moved to 465 Canterbury Street say when I was about three or four. I was still on a little tricycle and the garden path had to be widened slightly to take my tricycle. I remember that. Living as a small boy in a sweetshop was a mixed blessing [laughs] and it was easy to overdo the pleasures particularly as I soon found my way around the sweet shop. Where the best chocolates were kept and such. So I was brought up with a pretty sweet tooth. Yes. But anyway I went to Napier Road Elementary School at the age of five and stayed there until the age of ten when I got a scholarship to go to Gillingham County School for Boys in Third Avenue Gillingham, which was a fairly new school. It had probably been built four or five years before, and it had a school of about four hundred pupils. It had very big playing grounds with cricket pitches, rugby pitches and a hockey pitch and unusually it had its own swimming baths which was pretty small. About twenty yards. Twenty five yards long or so. But it was quite unusual for schools to have their own swimming pool. Yeah. So I [pause] stayed at the County School and took two exams in about 1935, and I was then aged fifteen. And at that time the government was very worried about the spread of venereal disease and they decided that students in the fifth form, who would be aged about fifteen, would be given talks or lectures on the dangers of venereal disease. And we were the first class to start this new instruction. The physics master gave the lesson. It was unfortunate because he had a slight stammer which was a legacy of the Great War. But his lecture was built around a series of photographs which he passed around for all the boys to see and these boys, these photographs showed up in considerable detail what could happen to your private parts if you caught gonorrhoea or syphilis and it wasn’t a terribly happy experience. And it had a very, very daunting effect on, on my life and I was a slow beginner. So that affected me quite a bit really. That you didn’t want to, to get involved with that sort of thing you see.
PS: Yeah.
JH: So it put a considerable break on my social activities with the other sex [laughs] But there we are. That was what the government wanted to do. And of course in a way their lesson got home because we were all pretty scared about the whole thing. Yeah. Yeah. So when I was sixteen I passed the matriculation exam with quite good results. Distinction in maths and French. And I then sat the entrance exam for the Civil Service to become a Civil Service clerk. And there were exams held in every big city and I had to go up to London to the Civil Service premises at Burlington Gardens. And there in a big hall they’d assembled about two or three hundred desks and we all had to sit down and take this exam. They came around, put the question paper on your desk and then they said: ‘You can turn the paper over and you’ve got two hours to complete the paper.’ [laughs] Quite, quite, quite a stiff test. I mean you know it was pretty important and you could see the other two hundred and ninety nine you were competing with [laughs] Yes. But I managed to pass that exam. I also took the exam for the London County Council to be a clerk with them and passed that as well so I got jobs offered with both. But I accepted the job with the Civil Service as a clerk and started off in the Intelligence Department of the Air Ministry in, I think it was June or July 1936. You see. Yeah. Yeah. Because I, I had to wait for the inter-house cricket competition to be finished because I was the best batsman in our house cricket team. [laughs] So how little things influence things. But anyway I started work and they started me off in a section in air intelligence which dealt with security. Well, the word intelligence was pretty, sounded pretty well to a young boy, you know. And we were responsible for security in the Royal Air Force and we had contacts with MI5, the counter intelligence agency that rounded up foreign spies. The RAF liaison officer with the Secret Service was a friend of my boss in, in our department and he was always coming in once a week for a chat and so on. Not, not that he said anything of importance. It was just social chat, you know. But anyway [pause] I started that job, I think in 1937, and then when war broke out [pause] one Friday we were told to pack everything up and tie it up and label it and put it in desks, filing cabinets and cupboards. All these cupboards, cabinets and desks were labelled and so on. And war was declared on the Sunday morning and on the Friday afternoon we, we cleared up everything and put it in the cupboards and filing cabinets and we were given railway warrants to go on the Saturday to a school at Harrow and Willesden. This school had been evacuated. The children were all sent away to Devon, Cornwall, Wales and so on. That was a mass evacuation. So we arrived at this school. Our desks, cupboards and filing cabinets were in a classroom. Well, we were provided with a telephone. We were all there on the Sunday morning. We heard Neville Chamberlain declare war and about fifteen minutes later the air raid warden siren sounded and we trooped off into air raid shelters built in the playing fields. But of course nothing happened. It was a false alarm. So the Air Intelligence Department from Kingsway London had been evacuated to a school at Harrow in North London. Yeah. It was, it was, just a Grammar School. A secondary school like, like ours in Gillingham, you know. But I mean it was quite amazing how the move was done and the telephones were connected and working all, all within a twenty four or a thirty six hour period. In some ways it says quite a lot for the planning that was involved. Yeah. Yeah. We, we stayed at Harrow for about a month. And this was the period of the Phoney War. Nothing was happening and then they moved us back to central London. Yeah. Yeah. Yeah. So I remember that, and although young men were conscripted for military service on their eighteenth birthday, I was exempt from conscription because I was in what was called a Reserved Occupation and if, if they thought the job you were doing there and then was more important to the war office, war effort then being in the army or the other services you got exemption from the call up. So I carried on as a Civil Service clerk. But then when Dunkirk came along in May and June 1940, the Civil Service bosses relaxed the rules and they said that young men like me could be released to join the services if you wanted to be aircrew or a glider pilot or a parachutist. So I applied to be aircrew straightaway and I went before an Aircrew Selection Board at Uxbridge and got through all that and they accepted me as a trainee pilot. This would be about July or August. [pause] Oh God, my memory’s failing me. God.
PS: Don’t worry.
JH: Yes. This would be about July 1940 but the RAF training machine was so overwhelmed with new people coming in, that they couldn’t accept me for two or three months and I had to wait until mid-October 1940 when I was sent down to Babbacombe on the outskirts of Torquay which was the Receiving Centre for new trainee pilots. And we went to Babbacombe. It was a Receiving Wing it was called and you were attested. You took the Oath of Allegiance and you got a service number and then we drew a uniform, an RAF uniform and we started introduction to RAF drill and early lectures on Royal Air Force law and so on. And we were only there for a fortnight when I was posted to Number 5 Initial Training Wing at Torquay where we were in a requisitioned hotel called the Elfordleigh. And there were three flights of students with fifty student pilots in each flight and we started off our pilot training with lectures in air navigation, meteorology, the principles of flight and beginning to be introduced to machine guns and how they worked and so on. And of course there was lots of drill involved and a certain amount of sport. That course lasted eight weeks and we finished just before Christmas 1940 and we were due to go on to an Elementary Flying Training School to start to learn flying Tiger Moths. But first of all it was winter time and all the RAF airfields then were grass airfields and in the winter they got too soft and boggy and couldn’t be used for flying. Also, the training machine was being overwhelmed by this new influx of would be pilots and there was no flying unit we could go to and they sent us to Paignton just to mark time, and waste time for two months until we could be sent away to start flying training. So I didn’t start my flying training until February 1941 when I was sent to Fairoaks near Woking to start to learn to fly on Tiger Moths. Fairoaks was a grass airfield. It was also belong to an aircraft factory in the corner of the airfield which was making certain planes. I can’t remember what they were, but anyway, anyway we started flying training in Tiger Moths. The instructor sat at the front. No. Sorry. The pupils sat in the front cockpit. The instructor was behind and the instructor gave you instructions with a gosport tube. He spoke down a tube which came in to your earphones and of course you started off with circuits and landings, learning to fly the thing and land it. To do local flying and then a little bit of cross country flying and that was it. We did about forty or fifty hours on Tiger Moths and then we were ready to go on to the next stage of flying training and I went up to a service flying training school at Grantham in May 1941 to learn to fly Oxfords which were a twin engine trainer. And again you did circuits and landings, local flying, you did formation flying, you did some cross country, you did some bombing exercises on a bombing range and you finished up by doing night flying. Grantham wasn’t a good airfield for night flying because the airfield was shaped like an inverted saucer and you couldn’t see the far end of the airfield. Also it was alongside a main road with telegraph poles and telegraph wires so it wasn’t good. So the night flying was meant to be done from a World War One grass airfield on the other side of Grantham which was called Harlaxton. But at the end of the runway, the end of the flare path at Harlaxton, there was a factory making twenty millimetre cannon for Spitfires and Hurricanes and it was a priority job to get these British fighters equipped with this twenty millimetre cannon and they were scared that if the flare path was laid out at Harlaxton it would attract German intruder bombers and the bombs could fall on the factory. So they stopped us flying from Harlaxton at night and we were sent up to Ingham just north of Lincoln which was not a proper airfield. There were no buildings of any sort. Just tents, telephone and slit trenches. But it was a grass airfield of course. A farmer’s field converted to an airfield, but you could lay out a portable flare path which gave you eight or nine hundred yard take-off and landing strip. So we went up to Ingham and my instructor did three or four dual circuits and landings with me at night. And then he got out and he said: ‘You’re on your own. Go and do your first solo night take-off and landing.’ So I taxied to the end of the flare path, got the green light and the Aldis lamp from the flare path controller who was at our end of the flare path and he gave me a steady green, so I opened the throttles and took off down this flare path. I’d got about two thirds of the way down this flare path when I noticed in the corner of my windscreen there was a reflection of five or six bright yellow flashes behind me. Well, I knew what they were. A German intruder bomber was dropping a stick of bombs along our flare path chasing me up the flare path. Well, I saw the flashes from the first five or six bombs. When the last two bombs burst, I heard the crump of the burst and got the push of the blast so it sort of helped me down the flare path. Anyway, I got into the air, climbed up to about forty or fifty feet, retracted the undercarriage, put out my navigation lights because I didn’t want the German bomber to pick me up and shoot me down. And I turned cross wind and looked back and our flare path had been turned out you see. It had been turned off. They had turned it off. In those days each RAF airfield, when flying at night, had a red beacon which was portable and it was located within a mile or two of the airfield and it flashed two Morse Code letters. So for Ingham our pundit was flashing I and, I for India and N for nuts you see. So I went to this portable flashing beacon at a height of about a thousand feet and circled it for a minute or so and then I thought well this isn’t a good place to be because the German will come to the beacon anyway and look for me. So I mean I turned off my navigation lights so I had no contact with the ground. No radio. So I didn’t know what to do. My own flare path had been put out. I, I had to find another flare path. I’d, I’d got about three hours fuel left to fly but dawn was still four or five hours away so somewhere I’d got to find a flare path and make a landing at night and I’d never done a solo night landing before. So I formed a little plan and I flew south for five minutes looking for a flare path. Came back to our beacon. Nothing. I flew east for five minutes, came back, nothing. I couldn’t fly west because we were getting near the hills. Getting near the Pennine Hills. So then I flew north for five minutes and I was flying now at about two thousand feet and I was just looking for a flare path and suddenly I saw what was called a hooded flare path. It was a proper flare path with two lines of lights you see, but there was a hood over the lights so you could only see the lights from low level. You couldn’t see them from high up. So I lined up on this flare path, set my gyro to make sure I’d got the right heading, did a circuit and landing, dropped my wheels down, down downwind. Came around, put my flaps down and landed. I’d had no radio contract with the airfield and I landed on this flare path which was actually a runway and it was an airfield being used by a night fighter squadron flying Defiants and they had a couple of aircraft up looking for the German bomber that had bombed my flare path you see. Well, of course I was a big surprise to them. It was, they had no warning of my arrival. As I came over the end of the runway, the runway controller in a caravan at the end of the runway told his ops room that he’d got a stranger. An Oxford had just landed. Well, they shepherded me to a dispersal and I switched off. So both I and the aircraft had got down in one piece safely albeit to a completely strange airfield. But it had a happy ending you see [laughs] So that was quite an introduction to night flying.
PS: Yes.
JH: Yeah. We’ll have a cup of coffee. Yeah. Yeah. Yeah.
PS: Right. Ok.
JH: Yeah.
[recording paused]
PS: You’re on.
JH: Well, [pause] about ten days after that incident where the Germans bombed my flare path I finished my flying course on Oxfords. And I received my wings on the 2nd of August 1941 and I was commissioned on that day. And then all the big tailors; Gieves, Orchid and so on had representatives that they sent to officer’s messes and you could be measured for your uniform and it would be made up and then you’d have a fitting. And you could get your uniform within oh two or three weeks. It was quite well organised. Unfortunately, I had come top in my navigation exam. And when I finished this course on twin engine Oxfords and got my wings, they made me a navigation instructor and I was sent away to a navigation instructor’s school at Cranage in Cheshire and we spent six or eight weeks learning a bit more about navigation in general but specialising in astro navigation using sextants to take shots of the stars, the moon and the sun. And you could get position lines from your sextant readings and plot these on the chart and get a fix. If you had taken shots on three stars you could get a fix which should give you your position at night to an accuracy of about ten miles which was a lot better than they’d had up ‘til then. So there was all this emphasis on astro navigation and particularly on the various star constellations and we had to get out and identify these at night when, when the sky was clear enough and so on. But the RAF had great hopes of astro navigation but it was overtaken by other better means of navigation soon after so it didn’t catch on as a mainstream of navigation. It was always a back up aid if you needed it. Yes. Yes. So [pause] I did about a six or eight week course at Cranage and I was then qualified to teach navigation. And you’ve got to remember I was only twenty one. Still pretty young. Yeah. So they sent me down to Number 3 Service Flying Training School at South Cerney near Cirencester and I taught navigation to each group of student pilots that came along. And they had to get enough in to, to pass navigation exams and so on. Each course consisted of fifty student pilots and they were learning to fly Oxfords and we were teaching them navigation. Each course of fifty students included eight or ten Polish pilots. And these had been perhaps members of the Polish Air Force or young Polish men wanting to fly who’d used an escape route to get out of Poland and be passed down through five or six countries. Czechoslovakia, Hungary, Bulgaria, Romania into Turkey and finally they’d reached the RAF in Palestine and there they’d be vetted to make sure that they weren’t German spies. But then they would be accepted into the Polish Air Force and sent to England for training. So that’s why we had a lot of Poles on each course. Now, the training included some exercise learning how to drop bombs from two points of view. One being the pilot accepting instructions from the bomb aimer about getting on to the aiming point and the other being the actual bomb aimer who was guiding the pilot and giving instruction to the pilot to make sure that he lined up properly on the aiming point. And a bombing detail consisted of two pilots in an aircraft flying to the practice bombing range which was on mud flats in the Severn Estuary and took about ten or twelve minutes to fly to the bombing range. And then one pilot would go down to the nose where the bombsight was and he would guide his pilot friend to drop six practice bombs on this bombing range and they would change over and the other would do the bombing and the other would do the flying in the pilot’s cockpit. So the actual dropping of the bombs took about fifty minutes and with flying back to base the whole flying detail would be about an hour and twenty minutes or an hour and a half. [pause] One day, two Polish pilots took off to do this practice bombing exercise but they took a long time to come back and the Oxford only had fuel for about four hours flying but these two Poles didn’t come back to South Cerney and enquiries were made as to whether anybody had reported an Oxford crashing somewhere. They, they thought they’d crashed you see. Well, after about four hours these two Polish pilots returned. They hadn’t got any practice bombs on board. They’d dropped them all. They’d flown out over the English Channel at low level to get below the German radar screen. They got to the French coast. They flew up and down the French coast until they came to a German barracks flying a swastika flag and they dropped their twelve practice bombs on the German barracks. [laughs] Now, these practice bombs were very small. Only about eleven or twelve pounds each. They were just filled with magnesium powder so that you could plot them to give a cloud of dust. But they had a small explosive charge that gave a flash. That was all. But anyway, after about four hours these two Poles returned and they said what they’d done and of course everybody was a bit upset because they completely ruined a day’s flying programme. Apart from causing concerns about a missing aircraft, they’d ruined the next couple of day hours that aircraft was due to fly. So the chief instructor had to tear them off quite a large strip but at the same time he had to admire their aggression. [laughs] They weren’t going to waste any practice bombs. So I carried on instructing at South Cerney until May 1942 when I was posted to Canada to become a navigation instructor at a new Operational Training Unit that was being set up in Canada. But we ran into some problems straight away. The Operational Training Unit we were going to was meant to fly Hampden twin engine bombers and the crews were meant to be trained for night operations in Bomber Command. And that is where astro-navigation still played some considerable part. But unfortunately, the airframes for the Hampden bombers were made in Canada so the airframes were available but the engines were Mercury engines made by the Bristol Aircraft at Bristol in England. Well, the engines for the Hampdens never arrived. They’d been put on a ship to cross the Atlantic and the U-boats had got it and sent the ship to the bottom. So we had no engines. And of course you can’t do anything with a bare airframe. So for four or five weeks we were in limbo with virtually nothing to fly. So they made an emergency decision. The Air Ministry had ordered from Lockheed Aircraft Company at Burbank in California a number of day twin engine bombers called the Ventura which was an adapted version of the Hudson maritime patrol aircraft. Well, the Ventura used the Hudson wings and the Hudson wings were built for flying for long periods at low level, at low speed on maritime patrols you see, and the wings weren’t suitable for a day bomber which had to be a high speed bomber. So the concept of making the Ventura a day bomber never worked out. We, the RAF did order a small number. Perhaps seventy or eighty aircraft. They equipped three squadrons in Bomber Command but the casualty rate was too high and they couldn’t get away from German fighters. They couldn’t defend themselves and the casualty rate was just too high so the Ventura was never a success as a day bomber as it was meant to be, but it was quite an interesting aircraft to fly. It had very modern systems. The Americans were very good with instruments, electrics and auto pilot. Much, much better than actually the RAF equivalent and it was still an interesting aircraft to fly. So I carried on flying Venturas at Pennfield Ridge in New Brunswick, Canada which was one of the Maritime Provinces and heavily dependent on forestry, agriculture, orchards and fishing and so on and generally a rather poorer part of Canada. Yeah. Yeah. So I, I stayed on teaching navigation and then they made me a staff pilot on Venturas and I could lead students on formation flying and certain air firing exercises and so on. So I did quite a number of hours on Ventura aircraft. So then in January ’44, I was sent back to England on a troop ship from Halifax in Nova Scotia, and I came back on a troop ship called HMS Andes which when war broke out had been under construction. So it was a fairly new ship and they were able to finish it as a troop ship and it could take, you know, several hundred RAF people. So we were, I think I was on one of the top decks. A deck it was, and a cabin with six bunks in it. Three double tiered bunks occupied seven officers. The seventh had to sleep on the floor so we took it in turns to sleep on the floor. But we didn’t come back in a convoy. The Andes was fast enough to make the Atlantic crossing unescorted and if you could cruise along at seventeen or eighteen knots you were probably going fast enough to avoid the U-boats and so on. So we came back to Gourock in the Firth of Clyde at Glasgow. That was our landing point. Yeah. Yeah. I’m sorry, I’m wrong there. We came back to Liverpool. We landed at Liverpool. We landed at Liverpool, yeah. Sorry. And then I started my training with Bomber Command and I went to Number 30 OTU at Hixon, near Stafford, flying Wellington bombers. I was the pilot and I acquired a crew of; navigator, bomb aimer, wireless operator and one air gunner. So we became a crew of five and we did all our circuits and landings, local flying, cross country, bombing exercises, air firing exercises, formation flying, fighter affiliation and night flying and so on. And then after about eighty or ninety hours on Wellingtons, we finished that course and we were ready to go on to the next step on the Bomber Command training ladder, and we went to a Heavy Conversion Unit at Sandtoft near Doncaster to learn to fly the Halifax four engine bomber. And there I added on a flight engineer and a mid-upper gunner to my crew. So at that point we became a crew of seven and we did the same sort of exercises; circuits and landings, local flying, cross countries, bombing, air firing, fighter affiliation and night flying. So we did forty hours flying on Halifaxes and then we were sent to Number 1 Lancaster Finishing School at Hemswell where we all did a quick conversion course on to the Lancaster and it was just circuits and landings, day and night flying and I think one cross country. We were only there for about two, two and a half weeks and then we were qualified Lancaster crew and I was posted to Number 550 Squadron flying Lancasters based at North Killingholme near Grimsby. We arrived about teatime on the 30th of August 1944 and there was an air of gloom everywhere because that day the squadron commander, a wing commander had been shot down on a daylight raid on a French target but unfortunately he didn’t come back. So we did a couple of cross country exercises on the squadron, particularly getting used to a navigation aid called H2S which was a downward looking radar which gave you a picture of the ground and you could identify towns and water features which helped a lot with the navigation. So we did two or three training exercises with the squadron and I had to start my tour by doing a second pilot trip with an experienced crew which I did on the 10th of September 1944 and the target was Le Havre port. And we attacked it in daylight so the whole sortie was very short and we were only over the target for two or three minutes and we hardly saw any flak. Just a few puffs of smoke. A few. But it wasn’t much good from the point of view of getting me used to enemy defences. So our first raid as a complete crew was a night sortie on the 10th of September to Frankfurt and we went on a totally clear night with no cloud. But Frankfurt and Mainz it’s twin city had about two hundred searchlights and they were all alight as we came over this target and you could see three or four aircraft had been coned by, you know twenty or thirty searchlights each, and they were being plastered with flak. So that didn’t do the morale a lot of good. But anyway, we, we got through all that alright. That was a flight of just over seven hours. And then we started to do three or four daylight raids on targets in or near Calais. There was a gun site that was firing shells into Dover and southern England. There were a lot of German troops in Calais which were trying to stop the allies capturing the port because we wanted to get the port for the port facilities it offered you see. Loading supplies and so on. Yeah. So we did three or four day sorties and then we [pause] we were sent on one daylight raid in October, early October, to an inland port on the River Rhine at Emmerich which was being used to bring German reinforcements in. And they sent us in in daylight at a height of eleven thousand feet which was pretty low and the German flak gunners had no trouble in picking you up as target. And suddenly a flak shell burst about thirty or forty feet in front of me. Fortunately just below me. Just a few feet below. I saw the red flash as the shell burst. I jumped out of my skin. I knew I was going to be severely tested in the next few minutes. There was one very loud bang which we found out when we landed was because a blind landing aerial on the outside of the fuselage just below, just by my left knee had been shot clean away. And we took a lot of flak fragments in the port wing and one fragment punctured one fuel tank and the mid-upper gunner reported fuel streaming back from this tank and I could tell from the petrol gauge that it was leaking pretty badly. The needle was going down. So we had to run all four engines off that one tank to make best use of what fuel was remaining in it. And I checked around with the crew. Nobody was hurt. We were all unharmed. That was a bit of a surprise in a way. And when we landed we found we’d got over seventy holes in the port wing in the bomb bay doors of the fuselage and so on. So we’d taken quite a pasting from this flak shell. But anyway, we got back alright and then we set out to do a lot of night raids on mostly targets in southern Germany like Stuttgart, Munich, Leipzig, Nuremberg and so on, interspersed with raids on Ruhr Targets like Essen and Dusseldorf and then three raids on Cologne we did as well. On one of the Cologne raids we were hit by flak again but that time minor. We only got ten or twenty holes. Yes. Yes. So there was one particular episode during my tour with 550 Squadron. About halfway through our tour, our flight engineer fell off his motorbike and broke his wrist and he was out of action for five or six weeks, in which period we carried on flying doing six raids with a replacement flight engineer. So when my crew had finished their thirty raids, the flight engineer had only done twenty four because he’d missed six of them. So I got the whole crew to volunteer to fly six extra raids to finish off the flight engineer which meant that I as a pilot did thirty seven raids all together, because I’d started with the second pilot trip you see. So I, there weren’t, there weren’t many people on the squadron that had flown more raids than that. Yeah. And we, we got through the tour alright. As long as you were in the middle of the bomber stream you were relatively safe from night fighters. The night fighters were the biggest danger because with their twenty millimetre cannon firing upwards they came underneath you and you couldn’t see them and they fired up in to your fuel tanks and engines and so on, and usually the first burst was pretty fatal. But the night fighters were looking first for bombers on the edge of the bomber stream where they would be easier to pick up you see. But I had a good navigator and he kept me in the middle of the bomber stream and we were never attacked by a night fighter. So I take my hat off to my navigator there. He was really responsible for the crew coming, coming back unharmed from all these raids. Yeah. Yeah. We finished up. Our next to last raid was the Dresden raid where we, we flew for ten hours twenty minutes. And unfortunately when I started up my own aircraft, the brake pressure was too low and we couldn’t taxi out and take off. We had to switch quickly to the reserve aircraft which was already bombed and fuelled up. So we were taken to the reserve aircraft and we flew the sortie in the reserve aircraft. But not surprisingly the reserve aircraft was a very tired out aircraft and possibly had a twisted fuselage. It didn’t fly too well and I had to use much more fuel than usual in climbing up to altitude and we started to get a bit short of fuel and coming back across France we realised we didn’t have enough fuel to get to North Killingholme, so we landed at an emergency airstrip at Manston in Kent. Just next to Ramsgate. And we landed there about ten past seven in the morning just as it was getting light. Yeah. So, that, that was that was a long, long sortie. Ten hours twenty minutes was our longest sortie. That’s ten hours twenty minutes from take-off to landing. But that means, what with starting the engines during the early take off checks, taxiing to the take off point, taxiing back after you land, I’d been strapped to that seat for over eleven hours you see. Quite a long time isn’t it? [laughs]
PS: A very long time.
JH: Yeah. Yeah. Yes. Ok. So shall we have a rest now?
PS: Yes.
JH: Yes. Yes. Yes.
[recording paused]
JH: I’d finished my tour and I was posted in early March 1945 to a Halifax Heavy Conversion Unit at Sandtoft where I was an instructor and deputy flight commander. And of course we were training crews on the Halifax first and then they would go on to the Lancaster. And the war with Japan was still on and they were due to go up to the Pacific Islands to bomb Japan but Japan came out of the war in, I think it was August 1945, and obviously there was no need to carry on training crews. So we had a very awkward period where they didn’t really know what to do with all the aircrew they’d got, and holding units were set up just to [laughs] just to sleep and feed them but not, not really knowing what to do with them. So it was a rather awkward time. And I had a stroke of luck. I took some leave and my home was in Gillingham in Kent so I went up to London quite a lot. And I was walking the streets of London and I met a squadron leader who I knew and we started chatting and he, he was in charge of pilot postings in the Air Ministry and he said to me: ‘You know, pilots and aircrew are going to have a difficult time for the next few months until everything gets sorted out, but — ’ he said, ‘If you like I could get you a job in the Air Ministry.’ Well, I leapt at it you see. So I was posted to the Air Ministry on the 1st of October 1945. And first of all I was a flight lieutenant but fortunately in about March ’46 they made me an acting squadron leader and I was pretty pleased with that at the age of twenty five. Life was looking pretty good. And then a month or two later about April or June, April or May ’45, they gave me a permanent commission which I accepted as quick as I could and I was going to stay in the RAF permanently you see. So that was a lucky break for me. Yeah. So then in March 1948, I went back to flying duties and had to take a refresher course flying Oxfords at Finningley near Doncaster for six or seven weeks. And then I was posted to an Operational Conversion Unit flying Dakotas at North Luffenham near Oakham in Rutland and I acquired a pilot and a wireless operator, so we were just a crew of three and we learned to fly a Dakota transport aircraft and the Dakota could transport about thirty or forty troops. It could drop paratroops. It could tow gliders, and you could also drop containers as supply dropping to troops on the ground. So we had to practice all those exercises. But the main thing was doing a long cross countries to get the navigator exercised and so on. So that was fine. And I carried on until March 1948. No, sorry. [pause] I carried on ‘til February ’49. That’s right. February ’49 when I was posted out to the Far East and we went up on a troop ship the Devonshire which was the services troop ship, you know. Yeah. Now, we’ve got —
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 Jack Harris. One
Creator
An entity primarily responsible for making the resource
Patricia Selby
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-01-31
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. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AHarrisJ190131, PHarrisJ1901
Conforms To
An established standard to which the described resource conforms.
Pending review
Format
The file format, physical medium, or dimensions of the resource
01:15:33 audio recording
Description
An account of the resource
Jack Harris was born in Gillingham, Kent. At sixteen, he undertook employment as a clerk in the intelligence department of the Air Ministry. He describes the brief evacuation of his department to Harrow in 1939 and receiving permission to leave his reserved occupation and volunteer for aircrew in 1940, when he was sent down to Babbacombe. Harris began training as a pilot on Tiger Moths in February 1941 at RAF Fairoaks, followed by Oxfords at RAF Grantham and RAF Ingham. Harris describes night flying at Harlaxton before going to Ingham. He describes his first solo night flight, when a German intruder bomber caused the landing flares to be turned off, forcing him to find an alternative airfield to land. In 1941, Harris was made a navigation instructor and was sent away to a navigation instructor’s school at RAF Cranage in Cheshire. He then served as a navigation instructor for pilots at RAF South Cerney until May 1942, when he was posted to an Operational Training Unit in Canada as a staff pilot leading Ventura training exercises. In January 1944, Harris returned to England and trained on Wellingtons at RAF Hixon, Halifaxes at RAF Sandtoft, and converted to Lancasters at RAF Hemswell. In August 1944, he joined 550 Squadron based at RAF North Killingholme and completed thirty-seven operations. He compares his first daylight operation accompanying an experienced crew to Le Havre with his first solo pilot operation at night to Frankfurt. He also recounts anti-aircraft fire puncturing a fuel tank and seventy holes into their wing during a daylight operation over the Rhine River, and his penultimate operation to Dresden. In March 1945, Harris was posted to a Halifax Heavy Conversion Unit at RAF Sandtoft. Finally, Harris describes receiving a permanent position in the RAF in 1946 and training to fly C-47s before being posted to the Far East in 1949.
Contributor
An entity responsible for making contributions to the resource
Tilly Foster
Julie Williams
Steph Jackson
Language
A language of the resource
eng
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Surrey
England--Lincolnshire
England--Gloucestershire
England--Staffordshire
England--Lincolnshire
England--Harrow
Canada
France
France--Le Havre
Germany
Germany--Frankfurt am Main
Germany--Dresden
Rhine River
Temporal Coverage
Temporal characteristics of the resource.
1939
1940
1941-02
1942-05
1944-01
1944-08
1946
1949
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
30 OTU
550 Squadron
aircrew
anti-aircraft fire
bombing
bombing of Dresden (13 - 15 February 1945)
C-47
Flying Training School
H2S
Halifax
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
navigator
Operational Training Unit
Oxford
pilot
RAF Cranage
RAF Fairoaks
RAF Grantham
RAF Harlaxton
RAF Hemswell
RAF Hixon
RAF Ingham
RAF North Killingholme
RAF North Luffenham
RAF Sandtoft
RAF South Cerney
RAF Torquay
recruitment
Tiger Moth
training
Ventura
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1433/44668/BYatesRPYatesRPv1.1.pdf
893603c8b8a05658e79498035ad29c2c
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
Yates, Richard
R P Yates
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-18
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
Yates, RP
Description
An account of the resource
One item. The collection concerns Warrant Officer Richard "Dick" Yates (Royal Air Force) and contains his memoir. He flew operations as a wireless operator/ air gunner with 35 Squadron and became a prisoner of war
The collection was loaned to the IBCC Digital Archive for digitisation by R P Yates and catalogued by Trevor Hardcastle.
Dublin Core
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Title
A name given to the resource
My Wartime Memories by Richard Yates
Creator
An entity primarily responsible for making the resource
Richard Yates
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
England--Bedfordshire
England--Wiltshire
France
France--Brest
Germany
Germany--Hamburg
France--Boulogne-Billancourt
Germany--Essen
Germany--Cologne
Germany--Ruhr (Region)
France--Lorient
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
86 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BYatesRPYatesRPv1
Description
An account of the resource
Richard 'Dick' Yates was a wireless operator/air gunner on 35 Squadron flying Halifax. He was shot down and became a prisoner of war. Dick did his basic training at Blackpool. While at Cranwell for wireless training he flew in DH 86 and Valentia.
Temporal Coverage
Temporal characteristics of the resource.
1940-10-01
1941-02
1941-04
1941-06
1941-08
1941-08-16
1941-11
1941-11-24
1941-11-30
1942-01-06
1942-02
1942-03-09
1942-03-13
1942-05-08
1942-06-08
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
19 OTU
35 Squadron
Air Observers School
aircrew
bale out
bombing of Cologne (30/31 May 1942)
Dominie
Dulag Luft
forced landing
Gneisenau
Halifax
Halifax Mk 1
Halifax Mk 2
love and romance
Morse-keyed wireless telegraphy
Operational Training Unit
prisoner of war
Proctor
RAF Cardington
RAF Cranwell
RAF Jurby
RAF Kinloss
RAF Linton on Ouse
RAF Wyton
RAF Yatesbury
recruitment
Scharnhorst
Stalag Luft 3
Stalag Luft 6
the long march
training
Whitley
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/161/2026/PCushwayAW16010003.2.jpg
85cdb7940d7aa07b4ce0b1a731ea4766
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
Cushway, Arthur. Album
Arthur Cushway's photograph album
Description
An account of the resource
28 items. A photograph album with multiple pages. It contains pictures taken during Arthur Cushway's aircrew training in Great Britain and in Canada. Subjects include airmen and aircraft and sightseeing in Great Britain and North America, including Niagara Falls, Ontario, New York and Reykjavik in Iceland.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemary Lester and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
PCushwayAW1601
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[names of those present on the photograph]
Harvey, Wallis, McNiven, Chandler, Sinclair, Salt, Munro, Drew, Siddall, Tolmic, Cushway, Morris.
[underlined]Feb. 1941[/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Observers (U/T) Journey
Babbacombe Empty corner, First Flying Kit and The Harbour, Babbacombe
Description
An account of the resource
The first photograph is a terrace with a wooden fence and trees, captioned 'Empty Corner, Babbacombe, Devon Feb 1941'. The second is a group of 12 men in Sidcot suits, captioned 'First Flying Kit "C" Flight, No 1 Squadron 8 I.T.W. Newquay Cornwall'. Their names are listed. The third is a view of the harbour with a small jetty and cliffs. Captioned 'The Harbour Babbacombe Devon Feb 1941'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-02
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PCushwayAW16010003
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. Training Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Devon
England--Cornwall (County)
England--Newquay
England--Torquay
Type
The nature or genre of the resource
Photograph
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1941-02
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
aircrew
observer
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/161/2028/PCushwayAW16010005.1.jpg
1b0cd5f55dd840ee794c21574573c988
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
Cushway, Arthur. Album
Arthur Cushway's photograph album
Description
An account of the resource
28 items. A photograph album with multiple pages. It contains pictures taken during Arthur Cushway's aircrew training in Great Britain and in Canada. Subjects include airmen and aircraft and sightseeing in Great Britain and North America, including Niagara Falls, Ontario, New York and Reykjavik in Iceland.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemary Lester and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
PCushwayAW1601
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
Cornwall and Devon
Description
An account of the resource
Cornwall and Devon scenes. The first is of a bay with The Headland Hotel above houses. Captioned ' Newquay, Cornwall'. The second is of a rocky island and cliffs, captioned 'Off Pentire Head, Cornwall, Apr 1941'. The third is of a bay and headland taken through trees. There are houses and a jetty in the distance. Captioned 'Babbacombe, Devon Feb. 1941.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1941-02
1941-04
1941-07
Format
The file format, physical medium, or dimensions of the resource
Three b/w photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PCushwayAW16010005
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--Newquay
England--Torquay
England--Cornwall (County)
England--Devon
Type
The nature or genre of the resource
Photograph
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1941-02
1941-04
1941-07
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/812/23576/PEllamsG16030006.2.jpg
f7c4003b382b4ccda6bf316f882b9760
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
Ellams, George
G Ellams
Description
An account of the resource
60 items. An oral history interview with George Ellams the son of Wing Commander George Ellams OBE (b. 1921), and documents and photographs concerning his fathers service. He flew operations as a wireless operator with 223 and 199 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Stephen Ellams and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Ellams, G
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
George Ellams' early service
Description
An account of the resource
First George plus one other outside wooden hut, captioned 'Boy, 3 Wing, Cranwell'.
Second, seven individuals wearing Sidcot suits, captioned 'Flying Training Feb 1939. North Airfield Cranwell.'
Third sixteen airmen, captioned 'Flight Gang',
Fourth of three individuals standing n front of wooden hut, captioned "Gen - Men", Senior entry Cranwell'.
Fifth George head and shoulders captioned 'L.A.C. Mechanic, Aldergrove 1940 N.Ireland.'
Sixth corporal standing in hut doorway, captioned 'Gang - boss.' 'Corporal Radio Section, Aldergrove Feb 1941.'
Format
The file format, physical medium, or dimensions of the resource
Album page six b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PEllamsG16030006
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Northern Ireland--Antrim (County)
Great Britain
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1939-02
1940
1941-02
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1385/25518/SBakerDA19210428v20001-0001.2.jpg
bfceeda30964d216ccdf3aec48cc0031
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1385/25518/SBakerDA19210428v20001-0002.2.jpg
f306fb84e29bc1e4905d1be0c630c445
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1385/25518/SBakerDA19210428v20001-0003.2.jpg
dcd7d0024e66108d15658728fb7f6993
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1385/25518/SBakerDA19210428v20001-0004.2.jpg
cb45864444b63f56abcdf1b5bf48ec60
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1385/25518/SBakerDA19210428v20001-0005.2.jpg
7258d331d4e7afc5c9301f75f98d11b5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1385/25518/SBakerDA19210428v20001-0006.2.jpg
69aa32c250c5560a6b53cb49da0b532f
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
Baker, Donald Arthur
D A Baker
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
2018-11-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Baker, DA
Description
An account of the resource
187 items. Donald Arthur Baker (b. 1921) travelled from Southern Rhodesia to England in 1940 to join the Royal Air Force. Trained as a pilot in 1941 he was operational with 144 Squadron at RAF North Luffenham flying Hampdens. He was shot down on 5 November 1941 and remained a prisoner of war mostly in Stalag Luft 3 until 1945. He return to farm in Southern Rhodesia after the war. The collection contains letters to his mother throughout the war as well as other correspondence and documents including his prisoner of war log with photographs and notes.
The collection was loaned to the IBCC Digital Archive for digitisation by June Baker Maree and catalogued by Nigel Huckins.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
A DIARY OF DAD’S WAR TIME STORY TAKEN FROM LETTERS WHICH HE WROTE TO HIS MOTHER IN RHODESIA.
The letters were always addressed “My Dearest Mother” and signed off “Your loving son, Donald” We don’t really know why the letters were not addressed to both his father and mother. The letters were written on a fairly regular basis, every one or two weeks, and in addition to that he “wired” home regularly as the letters took between 6 weeks and two months to reach home. Once Dad was in the POW camp the news was mundane and occasionally censored. My impressions from the letters were his strong mindedness to become a pilot, get his wings and be a part of the real action in the war. He never mentioned what happened on the night of the 5th November when his plane was shot down, and anything about his rescue, capture and interrogation. Once the war was over he very seldom spoke about this time in his life, but I want to fill in the gaps, and piece together information to complete the story.
JUNE 1940
The first letter written to his mother was on the 8th June 1940 using Rhodesian Railway’s letterhead, from the Chief Accountant’s Office in Bulawayo. Dad was then just 19 years old. Obviously there had been talk of the war but not much serious thought given to it as he mainly wrote about his sport which at the time was “rugger” second league, and due to an ankle injury he had to give it a rest for 3 weeks. Dad’s social life was also the topic of conversation, having been to a cabaret, the first he’d been to for a long time and he enjoyed it as his partner was a bit of allright. [sic] Being a member of the Bulawayo Young Peoples club also provided some form of social life. And then his place of abode also cropped up “Shifted into the Sussex Hotel at the end of the last month. It is allright [sic] so far, but will soon tire of it I expect. My roommate has a wireless so we are quite comfortable. The room wasn’t exactly built last year” And then, as if an afterthought after he’d closed off, he told his mother that he had received his Certificate of Registration.
The next letter was undated, and starts off by apologising to his mother who was obviously worried about him, the reason being that Dad had forgotten to post the previous letter. Tobacco was fetching good prices that year in Rhodesia.
Talk of the war is now an important topic in the letter and the beginnings of his political interests starting to bud. “Yes things definitely seem to have taken a bad turn for us overseas. However, I reckon it will serve to make the British nation wake up as we seem to have felt before that we couldn’t help winning just because we are in the right. However I guess the Germans will have to put all they’ve got and a bit more if they reckon on conquering Britain in a month or two. Fancy France capitulating under the terms imposed by Hitler. However, I suppose they would only have been wiped out completely. I have been caught for part-time training. I only wish they would call me for the air force as I can’t imagine that I am helping by paying the occasional pensioner. A woman could do the job [underlined] nearly [/underlined] as well.” Douglas Legg, who had joined the RAF, was probably an influence in Dad’s life as he paid Dad a visit and said he was having the time of his life in Salisbury.
Work at the office was getting busy; the war increased the amount of work he had to do.
But still there other things he needed to tell his mother. This girl he used to write to in Nyasaland had written saying she was passing through on her way to the falls with her parents. “Well, they came last Thursday and stayed at the Grand. Apparently the girl became “society” after she left Umtali. She is only 17 but anyone would think she was 27 what with earrings, lipstick and rouge. The “old man”, a hang of a pompous guy of course had to have some drinks. In my best tone I said a shandy, but you can imagine my surprise when this kid says “gin & mixed”. I just pole-vaulted out of the door and was sick the next day. I was just out of my element.”
Lastly, it did not look like he would make it home for the Rhodes & Founders weekend because of the training scheme that had been implemented and public holidays were part of the deal.
[page break]
The letter that followed was written in pencil, undated, still using the RR letterhead. Granny had been down to visit Phyllis in Chipinga. The weekend following was R & F and it was just an impossibility to get home for that. One chap had seen the magistrate, adjutant and Colonel to get off but they weren’t having it. The General Manager had written and said Dad was being called up on the first July or soon afterwards. Dad had written to the RAF to request that he is drafted with recruits going overseas and he needed to train his replacement at work. “I am teaching a new woman to do my job so am pretty busy. It’s a hang of a job because she is new to the work and every little thing has to be explained an [sic] I am not by any means an eloquent orator”
Jack had written to Dad and also wanted his company for the R & F weekend but that was not going to happen.
Letter no. 4 dated the 13th July, marked the commencement of his military career. Written on plain paper, in pencil, the envelope marked “On Active Service” and posted from the No. 2 training Centre, Bulawayo meant that he was “doing his stuff”. His call up number was No. 778186. He had to report on Friday 12th July to the RAF and he was preparing to be sent either to England or Canada for training. “There is a big crowd of us in camp. I am n [sic] the second draft and we leave not long after the first, which is said to be leaving next Wednesday. We are said to be following them about 1 week afterwards but of course this is not in the least official but everyone says the same so I guess there must be something in it.” Dad was so hoping to go home for a visit first, he needed to bring his kit home and sort out one or two things like his insurance policy and money matters. He was bored in the camp as they did very little, only about 2 hrs drill a day and the rest of the day they just loafed. Issy and Horace were both in the camp with him. Granny had sent him £1 and about which he had to say the following “It will be more useful than ever now, as it is bitterly cold here especially sleeping on the ground. However it’s for a good cause and the fellows are pretty happy.” (I think Harold Wilson needed to be reminded of that when he betrayed the very men who fought so gallantly for England in the War.) Dad was so glad it was the RAF and thought it would be No 1 if he could have been sent to Canada as he never knew when he would see that country otherwise.
This was the last letter written from home soil, before sailing by ship approximately the 28th July 1940. There are no details about which port he sailed from or his voyage over, except that he had posted a letter from Cape Verde to granny, but that is not with the collection of letters that I have. I would like to find out some more information on the journey to the port and whether or not he saw his family before leaving.
JOURNEY TO ENGLAND BY SHIP AS A RECRUIT FOR THE RAF
The address on the next letter dated 26th August 1940, reads as follows: DA Baker, RAF no. 778186, Rhodesian Air Contingent, C/o The High Commissioner for S. Rhodesia, Rhodesia House, 429 Strand, London WC2. Dad was stationed at Bridgenorth, Sulop, [sic] Shropshire. He had probably been off ill as he started the letter saying he was feeling fit again though he had not really got his voice back. (Probably picked up flu whilst travelling on the crowded ship.) “I haven’t started on any Air Force work yet. We are just doing marching and a spot of musketry now and again. We were all injected against Typhoid and Tetanus or something like that last Saturday. However apart from a fairly stiff arm it did not affect me at all. We were given 48 hours Light Duty after it so had quite a loaf. We all had to go for a shoot today. The distance was 25 yards and we were given 25 shots to blaze into the target. The chaps here reckoned the Rhodesians could shoot well enough so they did not take our scores. Consequently the fellows were shooting the props and knocking the targets down.” Dad had been to Wolverhampton but found things expensive, rationing made some things difficult to find. Cigarettes (decent ones) were 1/6 for 20 but Dad obviously had a good stock of them as he had bought 500 on the boat for 12/6. The beer in England was not to their liking.
“People here are very hospitable to Colonials and make us very much at home. The fellows in camp are not so keen on us as they reckon we are rather a “tough” and ungentlemanly crew. Of course
[page break]
there is a general feeling of sort of superiority having come 7000 miles and all that sort of thing. We are all looking forward to getting to our squadrons as this camp is getting on our nerves because actually it is only a camp to instil discipline and all we seem to do is march, spit and polish and clean up our knives and forks and plates, but we are getting used to the last part as we had that on the boat” … “Must get my wings on my chest or some badge as I really couldn’t just stay down on the ground and polish plugs …
We were all very proud of the uniforms the first day, but there are so many men in kit that it has worn off.”
The planes flying overhead at night and air raid sirens seemed to keep everyone awake at night. Dad started to make contact with relatives, Uncle Jim and the rest of them up there in Scotland and was planning on a visit. Family news cropped up in the letter as Harry and Betty were married and his best wishes were bestowed on them.
The next letter was not dated, but presumably written a week or so after the last approximately the 1st September 1940. Written on blue writing paper with ink pen. Dad still had not received any of his mother’s letters since leaving Rhodesia. He had received mail from Aunt Ella and Aunt Bess (Somerset). “They seem to think I am one big hero coming all this way to join the Air Force and all that sort of stuff. We are supposed to be leaving this camp anytime from now to go to a training school. We hear the Germans every night, supposed to be raiding the Midlands towns and they all seem to pass pretty near here. Am getting quite used to being “droned” to sleep” “Had a bit of fun in a bus the other day. A pal and I were speaking Afrikaans and we heard everyone saying we must be Polish. You can imagine their surprise when we spoke to the conductor in perfectly good English. When they heard we were Rhodesian, they didn’t half make a fuss of us. Everyone here seems to think that colonials are just the cats pyjamas, in particular the girls.”
Still no news from the relatives up north, but expecting to hear from them soon.
We are supposed to be leaving this camp anytime from now to go to a training school. A lot of Rhodesian have already left for their respective centres and am also keen to start on something new as we do nothing but drill here from morn till night. We hear the Germans every night, supposed to be raiding the Midlands towns and they all seem to pass pretty near here. Am getting quite used to being “droned” to sleep” Air Raid sirens still an annoyance, but also such a dismal sound. The All Clear sounded a lot better. They knew when German planes flew overhead because they had did not have [sic] a steady roar “but comes in intervals”. Bombs had been dropped fairly close by at 3 am one morning and some people were killed. For entertainment the lads when [sic] into Wolverhampton to watch a “bio” and a bus ride but because of they had to be in at 9.30 and the bus ride was an hour to get back, their night life was severely curtailed.
On the 9th September Dad wrote that he was pleased to have had some mail from home at long last. He had begun to think that there was no more British merchant Navy, the letter took so long! Dad was thrilled to have been accepted as a pilot but was waiting in anticipation for the Medical Test, which was to follow in two days time. “I sincerely hope I pass (Medical) as I am looking forward immensely to get a crack at these bally Nazis that we hear every night. It is most annoying to lie in bed and just listen to them and not be able to do anything about it. However will just have to put up with that for another five months and then maybe I’ll get a chance to do something as a pilots course takes at least that long … The Empire relies on me to turn the tide”
It was obvious from his letters by now that Dad wanted to be part of the action and did not enjoy doing things like foot drill on the square every day. Only the aircrews were left in the camp, all the Rhodesians having been drafted to various stations. The weather was now beginning to get pretty cold; winter was just around the corner.
The next letter was written on the 16th September 1940 on blue stationary, still stationed at Bridgnorth. He was very pleased to tell his mother that he passed his Medical for a pilot and was now waiting to be posted for training. Good news – 175 Germans down yesterday. The weather had changed since his last
[page break]
letter, drizzle and cold. On a social visit to Wolverhampton the sirens went off at 8. pm but the dance they were at continued, despite the raid. “We left at about 10 pm and so tried to get lodgings and we walked that town till 2 am without success. In desperation we went to an air raid shelter and managed to get an hours sleep till 6 o’clock. We then found an hotel that we knew about but couldn’t find it in the “black out” and lost ourselves in the effort. However we took a bed at 6 am and breakfast at 2 pm. What a night as it was cold and raining and nobody seems to be able to direct one to anywhere decent. Saw a 6 weeks old Chronicle today. Big headlines about Rhodesian Air Contingent arriving in Britain. Must have caused quite a consternation when we left at the dead of night. Yes, I heard you shout” (I wonder if that meant granny was at the station to see them off?)
On Thursday the 26th September 1940, using the official Air Force letterhead but still using the Rhodesia House address in London Dad wrote “I suppose by now Harry will be back from his honeymoon” Dad had managed to get to Somerset to see his relatives. He went by train, changing at Birmingham and a few other places before arriving at Castle Cary. He surprised everyone by arriving unannounced. He wrote about Aunt Bess, Uncle Jack, Dan, Bruce, Bert Baker, visiting Wyke house, people in Millbourne Port. “I had a jolly fine weekend and really enjoyed it.” The weather was getting increasingly colder in Bridgnorth. (That was quite a journey there and back considering Dad had to change trains quite often, catch a bus and walk a fair distance without having any directions from the relatives, and being new to England.)
On Friday 9th October 1940 Dad wrote from his new base, in Paignton near Torquay. “It is very lovely down here, as the scenery is so wonderful. Most of the air Force here is billeted in Hotels as it used to be a very popular seaside resort in peacetime. There are four of us in my room (all Rhodesians) and it is not too bad as we have plenty of fresh air with a big window overlooking the sea.” However the next day they were leaving for a 3 week Maths course at another camp nearby. Thereafter there would be a 5 weeks Navigation Course, 8 weeks at Elementary Flying School, 8 weeks at Advanced Training School, altogether six months of hard work before seeing any action. If Dad failed any of the exams then his future career as a pilot would come to an end, leaving them with the option of gunner or observer, so naturally Dad was very keen to pass. “The atmosphere at a Pilots Training School is much different to the last place I was at as generally speaking the fellows are pretty “high class” and the Officers and M.C.O’s [sic] are the very best they can find, and cadets are treated more or less like gentlemen again.”
[underlined] November 19th 1940. [/underlined] With the postal service taking some 6 weeks to 2 months to reach Rhodesia, Dad wrote to wish every one a happy and prosperous New Year at home. He was anticipating spending Christmas with one of the relatives.
“Am just continuing on the same old course which should be finished at the end of this week as we have started on the various exams. We were issued with flying kit the other day and believe me it is really lovely stuff and warm as anything.”
Being mid-winter and Dad did not tend to go out much, apart from a dance which was rather overcrowded so he went home early. Also the black out didn’t make it easy to get around after dark. With exams coming up Dad chose to a spot of swotting instead. [sic]
Letter dated 15th December 1940 on official RAF letterhead, pale blue with envelope to match and 6 ha’penny stamps arrived in Inyazura on the 18th February 1941. (By then the news was so out of date it must have been frustrating for the family keeping up with Dad’s news.) Dad was saddened by the news of Harry Roberts. “I am very sorry indeed to hear such sad news and it is terribly hard luck on Phyllis. However as you say Phyllis has courage and I’m sure she’ll bear up and get over it but nevertheless it must have been an awful shock to her.”
In the meantime Dad had some leave and visited relatives in Scotland for the first time. He stayed with the Tullochs, relatives on his mother’s side, went to see Uncle Jim’s school where he more or less took the salute. Babs Tulloch, his cousin was studying at medical school so he did not see much of her, but
[page break]
they managed to Jack Buchanan at the Kings Theatre. [sic] His Uncle Jim Dunn gave him a lecture of about two hours on religion which he was in the habit of doing but Dad “took his dose like a lamb as he didn’t think he was in a position to argue about such things”. He also visited an Auntie Isobel who was busy in the shop. Then he also met with Bella Stephenson, and Aunt Nellie, Bella Strachan and her husband. Dad had not forgotten his sister and sent her a telegram of condolences from Glasgow. The trip up to Glasgow was not that easy, the train service was not good because of the air raids and it took from Friday afternoon until Sunday afternoon at 4.30 to arrive. He was exhausted as he had not slept much on the train on the Friday night and then stopped over at a B&B in Carlisle that cost him 6d. The journey back was equally as long and tedious and caused him to be one day late so he was in a spot of trouble. In the meantime the training in Paignton was progressing, all necessary exams passed and just waiting to be posted to an EFTS. and Dad had been promoted to Leading Aircraftsman. The pay went up from 2/- to 5/6 per day. The rest of the letter concerned money matters and his insurance policy and an offer of money for Phyllis. It was a very newsy letter, extra long to make up for the week he lost.
Letter dated the 29th December 1940 described his Christmas in Paignton where there was a lot doing and which he enjoyed. There was a dance in Torquay, which they left late and had to get a taxi home. A very benevolent family had three of them for Christmas midday dinner, which seemed strange to him. He and his roommate visited this family a number of times as they enjoyed the warmth and peaceful atmosphere away from the barracks. Over the Christmas period he went to a couple of dances which he enjoyed thoroughly. (I think his time in Paignton was the happiest for him.)
1941
5th January 1941. Saw snow for the first time, some six inches of snow on the hills and around and bitterly cold weather. On a route march into the hills the fellows participated in some snow fights which resulted in some facial injuries because the snow was frozen. All the ponds were frozen up and walking quite dangerous, worst of all is doing PT outside in a vest and shorts “which nearly kills us” Still in Paignton in seems, [sic] expecting to leave for E.F.T.S. soon near Hull once the weather clears up a little.
New Years eve was a big success, went to a local dance. Otherwise not much news, just a mention of some friends of Dad’s from Rhodesia and what they doing [sic] in the Air Force.
On 14th January, Dad wrote that he had been posted to 4 E.F.TS. flying school in Brough, fairly near Hull. Kept very busy, lots of lectures and then studying. Lectures all morning and then flying the in the afternoon, [sic] weather permitting. The students had to average well over 60% on all subjects in order to pass
“Up to now have done 2 and a half hours which is all dual, just learning the various manoevers [sic] etc. but the instructor is always there to check up and show you how it should be done. It is just fine flying around. We have a very nice lounge and separate writing room nicely furnished. We have tablecloths again, cups and saucers instead of mugs and last but not least by a long way … we have butter, jam and sugar on the table. There is also a mess where we can get beer and soft drinks so generally speaking we are living like gentlemen. We sleep out every second night in an old Sunday school building so that in the event of a lot of air raids we can get a decent nights sleep, but nothing has happened so far”.
Usual address “Some where in England” 24th January 1941. Due to good old English weather no flying for nearly a week. Dad had to placate Granny, she was worried and not heard from Dad for so long. The reason being that mail from the UK 2nd – 22nd November had gone missing, which is hardly surprising consider [sic] there was a war going on.
“We are trying to learn all sorts of things to become pilots and it seems to me as if being able to fly a plane is about the least important thing. This navigation is still a bit of a myth to me as there are such an awful lot of things to do and work out before starting on a flight. It is such a common thing to hear about a bomber going to the other end of Germany and back that it seems childs [sic] play, but I’m thinking they are pretty smart.” Doesn’t that sound just like Dad!
[page break]
Very welcome post received from his mother, and a letter from Harry which took Dad about an hour to decipher! The sea voyage did not have a good effect on the chocolate so Dad asked his mother not to send anymore, cigarettes yes!
Sunday 2nd February 1941. The usual discussion about letters received and sent, the miserable weather and lack of flying. Examinations passed but more to come, lectures from 8.30 – 5.30. Sunday’s in England not much happening and “must be just about the sleepiest thing imaginable”.
12th February 1941. Not much to report other than a bit of flying and about ready to go solo, weather permitting. So far Dad had done 8 hrs flying, but needed to get in 42 hours flying before moved to next base for more advanced training. Some correspondence exchanged between Dad and Babs Tulloch, who had sent Dad a pair of woollen knitted gloves.
Socially not much happening, the closest place is Hull but the bus costs a bit too much. However they did get to see a bio: Erol Flynn “The Sea Hawk” and then went to an enjoyable dance in the evening.
18th February 1941 Dad keeping fit, received a couple of newspapers dated 27th December and 3rd January, so a bit out of date by then. Douglas Leggo getting married. No letters from his mother in five weeks which was cause for concern and also had no news about Buster. Still busy with exams, very little flying because of the weather, so not much news.
24th February 1941 Two letters had arrived, and about 4 newspapers so news from home was very welcome. Busters kids had whooping cough at the festive season. Final exams finished, just waiting for results. Lots of flying when the weather is good, and recently had some sunshine. Not much news, pretty much the same thing done every day.
10th March 1941 Still at Brough and ground instruction now completed. Up until then Dad had only flown 25 hours in 8 weeks. Letters received from Mrs. Bartons niece, Babs Tulloch but still so few letters coming through from Inyazura. Dad wanted snaps of Charlton, Harry;s [sic] honeymoon.
And then a big money mix-up:
“Do you remember that time I was hard up and cabled home for money. Well you cabled £11.10.0 but the post office at Paignton made a mistake and sent me only 10/- which at the time seemed rather strange, but I couldn’t do anything about it. However they discovered it about 2 months later (that was honest of them) and have duly paid over the remaining £11 with much apology.”
(This letter took a whole two months to get to IY)
Posted from Cary Hill House, Castle Cary, Bath Sunday 30th March On 10 days leave, so visited relatives.
“Arrived here last night and meant to make it an unheralded visit but I had a telegram waiting for me when I arrived to say that leave had been extended from 2nd April to 9th April. When my leave is over I have to report to my new station, which is about 40 miles north of London. I believe it si [sic] quite a nice place so I hope I shall enjoy it there. Actually I was quite sorry to leave Brough as we had grand crowd of fellows there and we had a good time”
The letters written in April must have gone astray, 11th May 1941 was the date of the next letter. First solo cross country was [deleted] from here [/deleted] [inserted] across [/inserted] to Worcester then north of Shresbury, [sic] passed right over the old camp at Bridgnorth. The next cross country was a bit of an adventure, having got lost near Salisbury, and after flying around in circles for about an hour they had to make an emergency landing to refuel. Started night flying on the 10th May, only started at 3 am because of an air raid. There had been a tragedy the previous week when the instructor and another pupil cam [sic] into land with its navigation lights on. the Germans spotted it and shot at it. They had to crash land and the pilot and instructor were wounded
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Donald Baker's war time story taken from letters which he wrote to his mother in Rhodesia
Description
An account of the resource
Stars in June 1940 based on letters written to his mother. Tells of life in Rhodesia before being called up and travelling to England, Discusses war as well as work and social life and initial training in Rhodesia. Goes on to describe a little of journey by ship and the life in England including bombing. Mentions RAF basic training camps in August 1940. Mentions medical for pilot and starting training (maths an navigation courses). Goes on leave to Scotland and describes Christmas. January 1941 sent for elementary flying training which is completed about March 1941. Account finishes in may 1941 with mention getting lost and emergency landing.
Format
The file format, physical medium, or dimensions of the resource
Six 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
SBakerDA19210428v20001
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.
Zimbabwe
Zimbabwe--Harare
Zimbabwe--Bulawayo
Great Britain
England--London
England--Shropshire
England--Bridgnorth
England--Staffordshire
England--Wolverhampton
England--Devon
England--Paignton
England--Yorkshire
England--Hull
England--Somerset
England--Castle Cary
Temporal Coverage
Temporal characteristics of the resource.
1940-06
1940-07
1940-08
1940-09
1940-10
1940-11
1940-12
1941-01
1941-02
1941-03
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
RAF Bridgnorth
RAF Paignton
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38291/SPalmerRAM115772v10034.2.jpg
693e9ee7d6c1562bbaa0ea7c7efe071b
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
Palmer, Robert Anthony Maurice
R A M Palmer
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
2017-10-30
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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Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
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
Palmer V.C pathfinder fact sheet
Description
An account of the resource
Includes biographic details, service history and account of last operation for which he was awarded the Victoria Cross. Completed 111 operations on three squadrons, took part in Cologne 1000 bomber operation. Awarded Distinguished Flying Cross twice. Detailed account of last operation and mention of losses. Includes drawing of Lancaster, Mosquito, Victoria Cross and 75, 149, 109 squadron badges.
Temporal Coverage
Temporal characteristics of the resource.
1944-12-23
1939-08-22
1940-09-07
1945-03-23
1941-02
1944-09-10
1944-12-08
1944-01
1944-08
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Cologne
Germany--Pforzheim
Great Britain
England--Cambridgeshire
England--Kent
England--Gillingham (Kent)
England--Suffolk
England--Norfolk
Scotland--Moray
Germany--Essen
France
France--Le Havre
Atlantic Ocean--English Channel
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
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
One page printed document
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10034
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.
105 Squadron
109 Squadron
149 Squadron
35 Squadron
582 Squadron
75 Squadron
8 Group
aircrew
bombing
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
killed in action
Lancaster
Master Bomber
mid-air collision
Mosquito
Oboe
Pathfinders
pilot
RAF Feltwell
RAF Little Staughton
RAF Lossiemouth
RAF Mildenhall
shot down
Victoria Cross
Wellington