2
25
96
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32310/CWittyAR-170323-010044.2.jpg
a7bd3789c53b82e18fe71d80090a1019
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32310/CWittyAR-170323-010043.2.jpg
98cd4cadb920a8d18afef48cef37250c
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
Witty, A R
Witty, Ron
Witty, Ronald
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
2017-03-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Witty, AR
Description
An account of the resource
118 items. The collection concerns Flight Lieutenant Ronald Witty DFM (1520694 Royal Air Force) and contains his log book, navigation charts and logs of all his operations, photographs and correspondence home from training in South Africa. He flew thirty operations as a navigator with 12 Squadron before going as an instructor on 1656 HCU and then 576 and 50 Squadrons after the war.
The collection has been donated to the IBCC Digital Archive by David Witty and catalogued by Nigel Huckins.
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
Navigation log - Op No 13
Description
An account of the resource
Details of squadron, aircraft, captain, navigator, date, orders, route and page and half en-route navigation observations. Annotated in black pen. Note on top right 'Op No 13 (Boulogne)'.
Creator
An entity primarily responsible for making the resource
A R Witty
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-15
Format
The file format, physical medium, or dimensions of the resource
Two page printed form with handwritten entries
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
CWittyAR-170323-010043, CWittyAR-170323-010044
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Atlantic Ocean--English Channel
France
France--Boulogne-sur-Mer
Temporal Coverage
Temporal characteristics of the resource.
1944-06-15
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
12 Squadron
aircrew
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
navigator
Normandy campaign (6 June – 21 August 1944)
RAF Wickenby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32309/CWittyAR-170323-010041.2.jpg
a56157428ab4253498ef2f123861d955
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32309/CWittyAR-170323-010042.1.jpg
b8b93620ffd0e86d0840ca06af2b2af0
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
Witty, A R
Witty, Ron
Witty, Ronald
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
2017-03-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Witty, AR
Description
An account of the resource
118 items. The collection concerns Flight Lieutenant Ronald Witty DFM (1520694 Royal Air Force) and contains his log book, navigation charts and logs of all his operations, photographs and correspondence home from training in South Africa. He flew thirty operations as a navigator with 12 Squadron before going as an instructor on 1656 HCU and then 576 and 50 Squadrons after the war.
The collection has been donated to the IBCC Digital Archive by David Witty and catalogued by Nigel Huckins.
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
Navigation chart - operation number 13
Description
An account of the resource
Map showing south east England and northern France with pencilled route from Lincoln area to Boulogne. Annotated top middle 'Op No, 13, (Boulogne), 15/6/44'. On the reverse 'Op 13 Boulogne (2cd daylight)'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-15
Format
The file format, physical medium, or dimensions of the resource
One map with pencilled navigation marks
Type
The nature or genre of the resource
Map
Identifier
An unambiguous reference to the resource within a given context
CWittyAR-170323-010041, CWittyAR-170323-010042
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Atlantic Ocean--English Channel
France
France--Boulogne-sur-Mer
Temporal Coverage
Temporal characteristics of the resource.
1944-06-15
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
A R Witty
aircrew
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
navigator
Normandy campaign (6 June – 21 August 1944)
RAF Wickenby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1817/32279/LWittyAR1520694v1.2.pdf
dfeb88f111e1be8091783d8a2c508035
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
Witty, A R
Witty, Ron
Witty, Ronald
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
2017-03-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Witty, AR
Description
An account of the resource
118 items. The collection concerns Flight Lieutenant Ronald Witty DFM (1520694 Royal Air Force) and contains his log book, navigation charts and logs of all his operations, photographs and correspondence home from training in South Africa. He flew thirty operations as a navigator with 12 Squadron before going as an instructor on 1656 HCU and then 576 and 50 Squadrons after the war.
The collection has been donated to the IBCC Digital Archive by David Witty and catalogued by Nigel Huckins.
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
A K Witty’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for A K Witty, navigator, covering the period from 1 April 1943 to 24 July 1946. Detailing his flying training, operations flown, Instructor duties and post war flying duties with 576 and 50 squadrons. He was stationed at RSAAF East London, RAF Halfpenny Green, RAF Desborough, RAF Chedburgh, RAF Hemswell, RAF Wickenby, RAF Lindholme, RAF Fiskerton, RAF Sturgate and RAF Waddington. Aircraft flown in were Anson, Wellington, Stirling, Lancaster, Halifax, and Lincoln. He flew a total of 30 operations with 12 squadron, 9 daylight and 21 night. His pilot on operations was Sergeant Holbrook. Targets were Bruz, Hasselt, Aachen, Berneval Le Grand, Sangatte, St Martin de Varreville, Acheres, Flers, Evreux, Gelsenkirchen, Le Havre, Boulogne, Aulnoye, Wissant, Domleger, Orleans, Dijon, Tours, Courtrai, Kiel, Stuttgart, Caumont, Le Catelliers, Trossy St Maxim, La Rochelle, Russelsheim, Fromental and St Reguier
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWittyAR1520694v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
South Africa
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Belgium--Hasselt
Belgium--Kortrijk
England--Lincolnshire
England--Northamptonshire
England--Staffordshire
England--Suffolk
England--Yorkshire
France--Argentan
France--Berneval-le-Grand
France--Boulogne-sur-Mer
France--Bruz
France--Calais
France--Cherbourg Region
France--Dieppe (Arrondissement)
France--Dijon
France--Evreux
France--Flers-de-l'Orne
France--La Rochelle
France--Le Havre
France--Longvilliers
France--Maubeuge
France--Orléans
France--Pas-de-Calais
France--Paris Region
France--Sainte-Maxime-sur-Mer
France--Saint-Riquier
France--Tours
Germany--Aachen
Germany--Gelsenkirchen
Germany--Kiel
Germany--Rüsselsheim
Germany--Stuttgart
South Africa--East London
Germany--Ruhr (Region)
France--Les Catelliers
France--Domléger-Longvillers
France--Saint-Martin-de-Varreville
France--Sangatte
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-05-07
1944-05-08
1944-05-11
1944-05-12
1944-05-24
1944-05-25
1944-05-28
1944-06-02
1944-06-03
1944-06-04
1944-06-05
1944-06-06
1944-06-07
1944-06-09
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-17
1944-06-18
1944-06-22
1944-07-02
1944-07-04
1944-07-05
1944-07-06
1944-07-12
1944-07-13
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-25
1944-07-30
1944-08-02
1944-08-03
1944-08-10
1944-08-11
1944-08-25
1944-08-26
1944-08-27
1944-08-28
1944-08-31
1945
1946
1944-06-16
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
12 Squadron
1653 HCU
1656 HCU
50 Squadron
576 Squadron
84 OTU
Advanced Flying Unit
air sea rescue
aircrew
Anson
anti-aircraft fire
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Cook’s tour
Gee
H2S
Halifax
Halifax Mk 2
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Lincoln
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operation Dodge (1945)
Operational Training Unit
RAF Chedburgh
RAF Desborough
RAF Fiskerton
RAF Halfpenny Green
RAF Hemswell
RAF Lindholme
RAF Sturgate
RAF Waddington
RAF Wickenby
Stirling
tactical support for Normandy troops
training
V-1
V-2
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1187/31549/LWatsonJR1605406v1.2.pdf
501f3aa015650de589fa38da68a1c63d
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
Watson, John Robert
J R Watson
Description
An account of the resource
Seven items. An oral history interview with warrant Officer John 'Jack' Watson DFM (b. 1923 Royal Air Force) his log book and photographs. He flew three turs of operations as a flight engineer with 12 and 156 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Watson and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Watson, JR
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
John Robert Watson’s observer’s and air gunner’s flying log book
Identifier
An unambiguous reference to the resource within a given context
LWatsonJR1605406v1
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
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. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
An established standard to which the described resource conforms.
Pending review
Description
An account of the resource
Observer’s and air gunner’s flying log book for J R Watson, flight engineer, covering the period from 2 November 1943 to 30 March 1945. Detailing his flying training and operations flown. He was stationed at RAF Faldingworth, RAF Wickenby, RAF Warboys, RAF Upwood and RAF Husbands Bosworth. Aircraft flown in were Halifax, Lancaster. Oxford and Wellington. He flew a total of 77 operations, 12 with 12 Squadron and 66 with 156 Squadron. Targets were Brunswick, Berlin, Magdeburg, Leipzig, Stuttgart, Schweinfurt, Augsburg, Essen, Nuremburg, Cologne, Dusseldorf, Karlsruhe, Friedrichshafen, Somain, Montdidier, Nantes, Boulogne, Duisburg, Dortmund, Aachen, Calais, Longues, Foret-de-Cerisy, Fougeres. Lens, Middlestraete, Oisemont-Neuville, Donges, Hamburg, Cassan, Trossy, Abbeville, Caen, Lille, Russelsheim, Kiel, Connantre, Moerdijk, Saarbrucken, Wilhelmshaven, Heinbach, Opladen, Hannover, Mainz, Wiesbaden, Politz, Bohlen, Wesel, Worms, Chemnitz, Hanau, Hildesheim, Harpenerweg and Munster. His pilots on operations were Flight Lieutenant Cleland and Wing Commander Scott.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
England--Cambridgeshire
England--Leicestershire
England--Lincolnshire
France--Abbeville
France--Boulogne-sur-Mer
France--Caen
France--Calais
France--Donges
France--Fougères (Ille-et-Vilaine)
France--Lens
France--Lille
France--Longues-sur-Mer
France--Montdidier (Hauts-de-France)
France--Nantes
France--Neuville-aux-Bois
France--Normandy
France--Paris Region
France--Sézanne
France--Somain
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Braunschweig
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Dortmund Region
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Euskirchen Region
Germany--Friedrichshafen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Hildesheim
Germany--Karlsruhe
Germany--Kiel
Germany--Leipzig
Germany--Leipzig Region
Germany--Leverkusen
Germany--Magdeburg
Germany--Mainz (Rhineland-Palatinate)
Germany--Münster in Westfalen
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Schweinfurt
Germany--Stuttgart
Germany--Wesel (North Rhine-Westphalia)
Germany--Wiesbaden
Germany--Wilhelmshaven
Germany--Worms
Netherlands--Rotterdam Region
Poland--Police (Województwo Zachodniopomorskie)
France--Creil
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-01-14
1944-01-20
1944-01-21
1944-01-22
1944-01-27
1944-01-28
1944-01-29
1944-01-30
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-06-03
1944-06-05
1944-06-07
1944-06-08
1944-06-09
1944-06-15
1944-06-16
1944-06-17
1944-06-24
1944-06-27
1944-07-02
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-12
1944-08-13
1944-08-16
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-27
1944-09-12
1944-09-13
1944-09-15
1944-09-16
1944-09-17
1944-09-20
1944-10-05
1944-10-06
1944-10-14
1944-10-15
1944-10-16
1944-12-03
1944-12-12
1944-12-17
1944-12-28
1944-12-29
1944-12-30
1945-01-02
1945-01-03
1945-01-05
1945-01-06
1945-01-14
1945-01-16
1945-01-17
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-17
1945-02-21
1945-02-22
1945-03-02
1945-03-05
1945-03-06
1945-03-18
1945-03-22
1945-03-24
1945-03-25
Contributor
An entity responsible for making contributions to the resource
Mike Connock
12 Squadron
156 Squadron
1667 HCU
85 OTU
aircrew
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
flight engineer
Halifax
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Me 410
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Pathfinders
RAF Faldingworth
RAF Husbands Bosworth
RAF Upwood
RAF Warboys
RAF Wickenby
tactical support for Normandy troops
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1108/31105/MSaintTJ1452007-180212-01.1.pdf
b29166bb88a459f1e1acc8d8b77c3a0f
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
Saint, Margaret
T J Saint
M Saint
Meg Saint
Description
An account of the resource
Three items. An oral history interview with Margaret Saint (b. 1922) as well as her husband Trevor's flying logbook and his diary/memoir. He flew as an air gunner with 514 Squadron in 1944.
The collection has been loaned to the IBCC Digital Archive for digitisation by Margaret Saint 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
2018-02-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Saint, TJ-M
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
May 1941 5/6 T J S & Kev Palmer joined the RAF at READING Went separately to CARDINGTON FOR swearing in, attestation & tests
Sept 2 41 TRAIN TO PENARTH - COLLECTED UNIFORMS.
4 TRAIN TO BOURNEMOUTH BILLITED [sic] PRIVATE HOUSES Several weeks training - Sq bashing & having an enjoyable time TRAINS TO WENDOVER & RAF HALTON 2 WEEKS FATIGUES STARTING ARMOURER (GUNS) course.
Jan 1942 After course finished posted to HENLOW Kev Palmer to SWINDERBBURY [sic] WORKING ON GUNS & GUN TURRETS WORKING ON HURRICANES FROM CANADA
Spring 42 VOLUNTEERED FOR AIRCREW MEDICAL & TESTS at CARDINGTON
AUTUMN 42 POSTED TO LORDS CRICKET [inserted] GROUND [/inserted] - STAY IN VICEROY CT FOR A FEW WEEKS (THE TIME IN LONDON WAS FREE OF AIR RAIDS - 4 WEEKS LATER 2 RAIDS WITH [underlined] 100 LOST [/underlined]
NOV - DEC 42 POSTED TO ITW SCARBOROUGH YORKS 3-4 MONTHS COURSE. PASSED TO TRAIN AIR BOMBER
MARCH 43 POSTED TO HEATON PARK MANCHESTER TO PREPARE TO TRAIN IN CANADA. UNEXPECTEDLY POSTED TO CAMP AT LUDLOW. UNDER CANVASS & LABOUR DUTIES
JULY-AUG 43 VOLUNTEERED FOR TRANING [sic] AS AIR GUNNER
4 TRAINING AT MORPETH WING LITTLE HORWOOD CREWED UP TRAING [sic] STRADISHALL
FEB 44 514 SQUADRON
[page break]
514 Squadron RAF WATERBEACH
3 LFS 3 LANCASTER [deleted] FLYING [/deleted] [inserted] FINISHING [/inserted] SCHOOL HAVING FLOWN IN STIRLING AT 1657 CU (CONVERSION UNIT) STRADISHALL (SUFFOLK) LAST FLIGHT AT 3 LFS [deleted] 28 JAN 1944. [/deleted] 18 FEB 1944 FELTWELL PROBABLY HAVING 7 DAYS LEAVE
CREW GOING TO 514 SQDN WATERBEACH CAMBS
FLYING LANC [underlined] MARK I’s [/underlined] AT 3 LFS NOW FLYING [underlined] MARK II’s [/underlined] at WATERBEACH NEEDING CONVERSION COURSE to TRAIN IN MARK II’s RADIAL ENGINES TRAINIG [sic] FROM MARCH 4th TO 22nd MARCH
18 MARCH 1944 1st OP TO [underlined] FRANKFURT [/underlined] (22 TOTAL LOSS) NO LOSSES 514
22 MARCH 2nd OP TO [underlined] FRANKFURT [/underlined] (34 TOTAL LOSS) 2 LOST FROM 514 SQ F/L NICHOL 4 POW 2 EVS 1+ [symbol for dead) F/S UNDERWOOD 2 POW 5+ (The 2nd operation gave our crew a rough view of what lay ahead for us. The Captain Wishart had full [2 indecipherable words] as a 2nd jockey flying with experienced crew. We saw many aircraft on fire and falling. The target was lit by flares & searchlights
[page break]
The normal procedure with Bomber operations was to start with a [underlined] met [/underlined] [indecipherable word] wind speed Then the bomber aimer used drifts to give a air speed & send it back to HQ by wireless operators. The result at HQ was queried & sent back a different result because the wind speed too high. As a result most a/c went off course an [sic] bombed wrong places
[page break]
[underlined] 24th March [/underlined] We were briefed for [underlined] BERLIN [/underlined] There had been a big campaign to destroy Berlin over a number of raids in late 1943 & in the New Year. This was to be the last of the major raids. (TOTAL LOSS 73) 514 LOST F/O LAING 6 Crew lost 1 POW Routing over the BALTIC sea in order to approach from the North. Very powerful searchlights of blue light (as modern car headlights) caught several planes and within minutes we were one of next victims. The skipper heavily corkscrewed us to get clear of the lights - but had [underlined] *runaway props [/underlined] (*The propellers were variable pitch but went to fine pitch which stopped biting the air. The props on the other side pulled us round in a spiral) which put us into a diving corkscrew which we fell some 8 thousand feet. At the same time a high pitched sound - hellise [sic] HELLISH sound.- Due to the great skill of Wishart the props were fixed and saved us from certain death. Had to jettison our bombs & head 500 miles back to UK at some 8ooo feet dangerously low and vunerable [sic] I spotted a 2 engined aircraft & fired a burst of tracer.
The main force running into trouble with incarate [sic] INACCURATE wind speeds. Many bombed at wrong places *See end of [indecipherable word]
[page break]
The general idea was the Nurenburg, [sic] [insert] RAID [/inserted] would have got us away from the RUHR area. Crews thought it would be straight fowd [sic] Night fighters were waiting for us and also the wind speed was very high. Navigators were misled
Wishart and crew flew 2000ft higher than the main force. We were still very “GREEN” & inexperienced - but some how we avoided the real trouble.
On the way back we had to fly through a cold front - with bad icing we landed at Waterbeach with very little fuel.
The announcement on the BBC twelve o’clock news caused considerable worry. I telephoned as soon as possible & at least our family were relieved
[page break]
MAR 26 [underlined] ESSEN [/underlined] (TOTAL LOSS 9) 514 NO LOSSES
Mar 30 [underlined] NURENBURG [sic] [/underlined]
The heaviest CASUALTIES OF THE WAR [underlined] 96 LOST [/underlined] A WHOLE BOOK WRITTEN ON THIS SUBJECT 514 LOSSES P/O CROMBIE 5 Lost 2 POW - W/O McGowan FORCE LANDED 2 BALED OUT NO INJURIES - F/O HOOD 6 POW 1 LOST + - F/S GREGORY 6 LOST + 1 POW - F/O HUGHES 6 LOST + 1 POW
Rear Gunner & I were in the same room as GREGORY & CREW They called us (Brassey & I) the horizontal air force always lying on our beds A FIRST REAL SADNESS OVER their loss
Service police took all their kit away (normal practice)
11 April 11 [underlined] AACHEN [/underlined] (AIX LA CHAREL) [sic] (TOTAL 9 LOSS) F/O THACKRAY 6 LOST 1 POW
26 April [underlined] ESSEN [/underlined] (TOTAL 7 LOSS) No Loss 514
[page break]
27 April [underlined] FRIERICKHAVON [sic] [/underlined] No Loss 514 (TOTAL 18 LOSS)
We were expecting to fly on to an (probably CORSICA) island in the med. after bombing we were ordered back to U.K. Rather disappointing. FREDRICHHAVEN [sic] was on LAKE CONSTANCE Switzerland was on the other side.
MAY 1st [underlined] CHAMBLY [/underlined] (TOTAL) 5 LOSS) F/Lt CURTIS ALL LOST
MAY 7 [underlined] NANTES [/underlined] (TOTAL 1 LOSS) NO LOSS 514
May 9 [underlined] CAP GRIS NEL [sic] (NO LOSS
Cap Gris Nel [sic] was a short trip just across channel to attack large guns
MAY 19 LE MANS (TOTAL 3 LOSS) F/S SHEARING 4 LOST 1 INJ 1 BALED OUT F/L GRAY HIT BY FLAK CRASH LANDED GRAVELEY ALL SAFE
MASTER BOMBER & HIS DEPUTY COLLIDED THE MASTER BOMBER DIRECTED to main force over [inserted] the [/inserted] AIR on many OCCASSIONS [sic] SOMETIMES THEY USED VERY RIPE LANGUAGE
The Master bombers were very VUNERABLE [sic] & could be picked by night FIGHTERS
[page break]
21 MAY [underlined] DUISBURG [/underlined] (Total 29 lost) [underlined] SGT GIBSON ALL LOST UNABLE TO LAND WITH BOMB LOAD CRASHED IN SEA. P/O WINDSOR ALL LOST. F/S MEDLAND DFM 3 LOST+ 2 EVADED 1 POW.
A few crew members escaped made their way back to UK
22 May [underlined] DORTMUND [/underlined] No Losses 514
SEVERE ICING - CAUSED SEVERAL AIRCRAFT UNABLE TO CLIMB. (including us)
The Wing Commander & crew had an 8000lb bomb which could not be dropped only at a certain height. Most of the crew had to bail out before the bomb could be dropped in the N. Sea. 1 Aircrew died. (Total (29 LOST)
[page break]
27 May AACHEN (Total 12 lost) F/L TAYLOR All Lost
[underlined] ANGERS [/underlined]
28 May A low level flight below 100’ all the way to the Bay of Biscay. Passed over Marlow (probably Whit Sunday 1944 (Total 1 LOST)
A beautiful afternoon hopping over the land to keep at low level to avoid RADAR. We were given lemons instead of oranges. A lot of our flying was very enjoyable - we were not always waiting for trouble
31 May TRAPPES (Total 4 LOST) No 514 losses
10 June DREUX (Total 18 Lost)
A number of raids were to bomb railway yards & sites for firing flying bombs (We were thus unknown of the buzzbombs)
11 June NANTES (Total 4 Lost No 514 loses
14 June LE HARVE (Total 1 Lost) No 514 losses
[page break]
15 June [underlined] VALENCIENNES [/underlined] Total 5 Lost F/S PROWLES 5 LOST 1 EVA
21 June DAMOLEGER [sic] (daylight) (No Losses)
Our Squadron had to practice daylight flying (not as the Americans in formation but untidy groups. Talk about dangerous flying! We flew on gagles [sic] as some geese do!
23 June I’HEY (5 Lost) No Loss 514
30 June VILLERS BOCAGE
Daylight raid HIGHLY SUCCESSFUL on 2nd & 9th Panzer divisions Field Marshall Montgomery asked for the raid (Total 2 Lost) F/O WOODS 7 LOST FO HANESSON 5 LOST 2 INJ
The aircraft from 3 Group (us) were flying at a certain height and accurate time. The other group were due to fly higher and a little later. We were late & they were early. I noticed sticks of bombs coming down (in daylight). One of our LANCS was hit by a bomb. We saw one of the crew ran across at Waterbeach (obviously caught napping) and just got on board - the one hit by a bomb
July 2 BEAUVIS No LOSSES No LOSS 514
[page break]
[underlined] VAIRES [/underlined]
7 July (FLYING BOMB SITES) Pepered by flak. Lots of holes in a/c 1 piece thru’ navigators table [underlined] No Losses [/underlined]
10 July [underlined] NUCOURT [/underlined] Daylight attack flying bomb sites [underlined] No Losses [/underlined]
12 July [underlined] VAIRES flying bomb sites
23 July [underlined] KIEL [/underlined] 4 LOSSES
25 July [underlined] STUTTGART [/underlined] 21 LOSSES F/O MIDDLETON ALL LOST
The last operation. It had a large variety of experiences. The Mark1 LANCS could [inserted] not [/inserted] so had [deleted] dropped [/deleted] to drop a couple of bombs to get height. The air temp was [deleted] height [/deleted] HIGH. Saw many combats flames & tracer fire. On way back saw a number V1s en route to London. Lower & faster than us. the skipper was [indecipherable word] over [indecipherable word] cumulus for fun [boxed] TOTAL LOSSES ON THE SAME AS US - [underlined] 397 [/underlined] [/boxed]
[page break]
On the 26th July 1944 our crew Wishart and six airmen completed a tour of 29 operations. I think we went out at about 1130 AM back to the aircraft and thanked the ground crew. The NAAFI van had just arrived and custard tarts were on sale - custard tarts were a prominent land mark in my 22 years
To say the least this day I have never dreamed that I would survive to see the 29th op. During the tour 21 aircraft crashed & crews from 514 Squadron were either killed injured or made prisoner. Some of the targets were very long & dangerous a few of latter ones were shorter; but everyone was vunerable. [sic]
The skipper NORRIE WISHART once said you’d have to have 50% luck & 50% ability. I thought out crew were reasonable chaps and was very lucky to be one of them. The rear gunner Fairbrass was a slightly older man with wife and child in digs in Cambridge. He was pure Tottenham and had a North East London accent.
[page break]
We sometimes went out together to Cambridge & Bury St Edmunds when at our unit. Fish & chips and cinema. I don’t [inserted] think [/inserted] we drank too much beer but Brassie felt ill when we travelled in a RAF transport bumpy & hot on one occasion. Early in 1944 when we where on Stirlings going out to town was very cold. Having been issued with white silk gloves - ideal for air gunners - but not for eating chips. The result was silk became stiff like boards and didn’t [indecipherable word] it to [indecipherable word] freezing operations
The crew - Wishart (pilot) (Awarded THE D.F.C.) D GRAY (Navigator) [indecipherable name] (air bomber) Cartwright (flight engineer) TURNER (wireless operator) Fairbrass (rear gunner) T Saint (mid upper gunner)
I remember them as highly qualivied [sic] men. They all had to be good at their jobs. I cannot remember the navigator lost - which was one of the most vital aspexs [sic] of the aircrews. The flight engineer
[page break]
had to look after engines and keep tabs on the petrol consumption. The bomb aimer was in the plane to work with the pilot and drop his bombs accurately - which was the sum total of us doing the operation. Wireless Ops was there to listen in helping the navigators & guiding us by mapping the route by beacons.
The two gunners were not there to attack [deleted] aircraft [/deleted] [inserted] BANDITS but to watch endlessly for [deleted] combats [/deleted] [inserted] NIGHT FIGHTERS [/inserted] (tough planes) the gunners telling the pilot to bank port & starboard to try and look beneath the plane.
Just before New Year 1944 Fairbrass & I were sent on a weeks course on Newmarket race tracks, or near the tracks where an airdrome was on flat ground. Most of the flights were on Wellingtons & cooperating with a fighter (either a Hurricane or Martinet We were “attacked” by these fighters each having cine cameras. All the attacks were from above (diving down to attack us). Later on when we were operating over enemy territory - we were going to be attacked from below. the fighter had a gun upward fighering [sic] - trying to shoot our petrol tanks
[page break]
During the 5 months from Feb to July 1944 life on 514 SQUADRON was fancy free compared with previous RAF stations. Most of the discipline was in the aircraft and crew. Operations took place on various days & nights but otherwise there [deleted] was [/deleted] [inserted] were [/inserted] hold ups as on flying [deleted] during [/deleted] due to fog & full moon.
On an operation day work was very active. BESIDE bombing up & briefings & air tests filled up the days and ready for take off usually late evening.
On other days crews were “stood down” at 2 PM which allowed us to go to Cambridge & wherever.
On several occasions I got on to the Ely road outside the camp and hitch-hiked to Marlow. In spite of less traffic on the roads there were lorries & business cars ready to pick up service people. The best way was to go to Royston & A1 to HATFIELD & then Rickmansworth & Denham
[page break]
I usually got to Marlow by 5.30 contacted my parents & Meg. The next morning was slightly more ‘dicey’. 7.18 train to London - Algate [sic] (met) Leytonstone Epping Forest etc. Looking back I must have had a fair bit of nerve to be back before lunch and not be missed.
The war went on seven days a week but in order to have leave (which was needed to get away from flying) six days were made available every six weeks. The leave list for crews was going to be altered because of the losses. The more ops you survived the crews had to fill up the gaps. It was sad when you found you had to fill up the gaps because so many crews were missing and the more senior you were you had more leave.
On one of the leaves D Day took [inserted] June 6 1944 [/inserted] place (June 6th). All leave was cancelled except Navy & aircrew. Meg & I cycled to a pub above Pleasant Hill & watched gliders & tug planes - going South. Felt very guilty.
[page break]
At the end of our tour we had probably two weeks leave and in Summer weather had picnics by the river and heard gunfire from the continent.
We went to another camp for a few days and more leave & then Fairbrass & I were posted to a place called Brada near Inverness. We travelled on the Aberdonian express (only allowed to go at less than 60 miles an hour. It was quite a respite and a long way from the war.
The idea was to interview the air gunners (all ex operational) to find future jobs for us. During our tour of ops the invasion of France hopefully leading to the end of the war. In my case I had been an armourer and it was possible to make me revert back to [inserted] my [/inserted] trade. There were jobs for gunners to be target towers & armament instructors. This was what would be my [indecipherable word] 1st choice after further training.
[page break]
The time at Brada was helping hay making and Brassie & I visited Loch Ness. The Farmer invited me to Sunday tea - the largest meal I had since 1939.
Hanging over our heads was the possibility of going out East to fight the Japs - a dreadful thought. After Brada we seemed to have infedinite [sic] leave - with no station to go to.
When I had volunteered to be an air gunner - the Wing Commander said we could carry on later to train as Air Bomber after we’d completed our tour. They kept there [sic] wire and sent a telegram to offer training for Air Bomber. I declined as by this time I was a bit of a veteran & sargeants [sic] stripes and the telegram offering me an armament job at Belfast University. I declined this one and within a short time I was to be posted to WEST FREUGH - Stranraer on the Mull of Galway Just across the water from Ireland
[page break]
Another long rail journey to CARLISLE. Caught a train very early AM to travel on a single line through very rugged country. Just before Stranraer a huge port which had been built for the invasion - Cairn Ryan. Apparently one of the huge landing floats were built there and towed down to NORMANDY. West Freugh was a brick built station & reasonably comfortable. Most of the chaps were ex ops like myself. Aircrew came back from Canada and needed extra tuition. I was supposed to be an instructor but they expected me to go on an air armament course.
Just after Christmas 1944 I was sent on a course to Many (Lincs) Manby was quite near the North Sea and was billody [sic] cold. January ’45 had snow & ice. I had lots of classes and talks on training to lecture in the air on Wellington.
[page break]
Another Christmas in the war 1944 Next door to our hut (full of ex aircrew) were WAAFs & On the 25th it was too good a chance to make a visitation to our next door neighbours, Which we did. Most of there girls were in bed - it was very respectable in fact one chap became engaged to one of them
We heard later that a RAF Station in Ireland (IRELAND) where a similar thing happened - the C.O. came down heavily on some of the chaps.
On another occasion a party of WAAFs from the cookhouse - sitting reading on the bed - tipped me out on the floor - very good fun
[page break]
Meg & I [deleted] went [/deleted] [inserted] met [/inserted] in LONDON on a Saturday. Very cold damp & overcast ROCKETS were falling at intervals No good worrying about them as there was no warning unlike the bombing raids. The war in Europe was held up by severe ice & snow
At the end of the armament course I called in at Marlow for a couple of days & heard of the death of Gus Howard. Gus was Captain of a Lanc & having been on a diversary [sic] trip but was shot down as he came in to land.
I went back to West Freugh with a heavy heart
In early Spring 1945 I was then a teacher instrutor [sic] & lectures courses such as bomb aimer, one day I walked into a lecture where sitting in the front was Sgt [missing name] ex [indecipherable word] school - senior to me. A great pleasure & big joke.
Weather was beautiful in the Mull of Galloway & cycling was easy
[page break]
Suddenly the war in Europe was ending & aircrew were going to be an embarrassment. A lot of us were posted ‘en mass’ to PWLLHELI where was little to do and short of space. Thus people went home on weeks of leave.
On one of the leaves from Scotland Megs & I wanted to plan a holiday, but my mother wasn’t to approve so had to tell our parents we wanted to marry in July.
Owing to the uncertainty of the posters we might have had a problem, but it all worked out.
We were married of July 14 1945 at Brimsfield [sic] Church by the Rev de Lacie Wain. Everyone helped in the village for the reception & a car down to Gloucester Station. We arrived in Dunster & spent a week with a lady in digs. Coming back to Birdlip there was a telegram giving me another 7 days leave.
[page break]
I was back & forth [indecipherable word] to Wales until there was a posting to TERNHILL (another brick built camp.
I was by this time a Warrant Officer & was allocated a room for two in the mess. On the second day I was at Ternhill an airmen ( a W.O.) who had a big wangle going on. He spent the week between Ternhill & London taking back eggs etc from farms. He suggested I went with him and I asked the farmers wife if I could bring my wife down for a weekend. Megs made an instant friendship with the wife and stayed at Longford nearly a year.
Soon afterwards I was allowed to live ‘out of camp’ and having Meg with me in a bed sit in the old farm house. The farm at Longford was down a long lane a mile from the camp. Mr & Mrs Masters farms have outside loo with a two hole seat & tin bath and tap in the dairy.
[page break]
We had lovely big fires and had great comfort for newly weds. We had a double bed upstairs with chamber pot & wash stand. I had very little to do at the camp - an occasional lecture. Megs got a job at Jones Motors as a typist at Market Drayton.
I [deleted] was [/deleted] [inserted] went [/inserted] to 2 courses from Ternhill one to Sutton on Hill for aircraft recognition and another to Brize Norton for a lecture course. All things don’t last forever so a lot of aircrew and officers had to move to the nether end of Lincolnshire to HIBALSTOWE.[sic] There was little or nothing to do at this place. Most of us were planning how to get back to Market Drayton.
We went to Scunthorpe to a tawdry club but I was able to see the Steel Works after dark with flames & sparks from blast furnaces.
Some of the chap were sitting [indecipherable word] certifate [sic] exam. Many aircrew had lower demob numbers so demob was within site [sic]. I frequently went back to Longford by train & hitch hiking. One [indecipherable word] time ready for Easter 1946
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
Trevor Saint diary/memoir
Description
An account of the resource
Diary from joining the RAF in may 1941, through training as groundcrew and then volunteered for aircrew and eventually trained as air gunner and posting to 514 Squadron. Describes operations while on the squadron and notes details and losses. Provides occasional thoughts on operations and produces various anecdotes. Mentions completing tour of 29 operations on 26 July 1944 and includes his thought about his crews survival, lists crew names and writes about operations and activities after his tour was complete. Continues with account of Christmas 1944 and other activities in 1944-45. Mentions visiting London and rockets falling at intervals and about the death of an acquaintance. Concludes with activities towards the end of the war.
Creator
An entity primarily responsible for making the resource
T Saint
Format
The file format, physical medium, or dimensions of the resource
Sixteen page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MSaintTJ1452007-180212-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Berkshire
England--Bedfordshire
England--Reading
England--Dorset
England--Bournemouth
England--Buckinghamshire
England--Lincolnshire
England--London
England--Yorkshire
England--Scarborough
England--Manchester
England--Shropshire
England--Ludlow
England--Suffolk
England--Northumberland
England--Morpeth
Scotland--Dumfries and Galloway
England--Cambridgeshire
Germany
Germany--Frankfurt am Main
Germany--Berlin
Germany--Essen
Germany--Aachen
Germany--Duisburg
Germany--Dortmund
France
France--Angers
France--Paris
France--Saint-Quentin-en-Yvelines
France--Dreux
France--Nantes
France--Le Havre
Atlantic Ocean--English Channel
France--Valenciennes
France--Villers-Bocage (Calvados)
France--Beauvais
France--Vaires-sur-Marne
France--Nucourt
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Stuttgart
Germany--Nuremberg
Germany--Ruhr (Region)
England--Hampshire
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1941-05
1941-09-02
1942-01
1942
1942-10
1942-11
1943-03
1943-07
1943-08
1944-02
1944-02-18
1944-03-18
1944-03-22
1944-03-24
1944-03-20
1944-04-11
1944-04-26
1944-05-21
1944-05-22
1944-05-21
1944-05-26
1944-05-31
1944-06-10
1944-06-11
1944-06-14
1944-06-15
1944-06-21
1944-06-25
1944-06-30
1944-07-02
1944-07-03
1944-07-10
1944-07-12
1944-07-23
1944-07-25
1944-07-26
1944-03-30
1944-03-31
Contributor
An entity responsible for making contributions to the resource
Robin Christian
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
514 Squadron
air gunner
aircrew
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
ground crew
ground personnel
Hurricane
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 2
Normandy campaign (6 June – 21 August 1944)
RAF Brackla
RAF Cardington
RAF Feltwell
RAF Halton
RAF Henlow
RAF Stradishall
RAF Swinderby
RAF Ternhill
RAF Waterbeach
RAF West Freugh
Stirling
tactical support for Normandy troops
training
V-2
V-weapon
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1108/31101/LSaintTJ1452007v1.1.pdf
337ce15643b729c8e5d24ede11f0bfde
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
Saint, Margaret
T J Saint
M Saint
Meg Saint
Description
An account of the resource
Three items. An oral history interview with Margaret Saint (b. 1922) as well as her husband Trevor's flying logbook and his diary/memoir. He flew as an air gunner with 514 Squadron in 1944.
The collection has been loaned to the IBCC Digital Archive for digitisation by Margaret Saint 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
2018-02-12
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Saint, TJ-M
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/.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LSaintTJ1452007v1
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
Description
An account of the resource
Flying log book for T J Saint, air gunner, covering the period from 22 August 1943 to 10 May 1945. Detailing his flying training and operations flown. He was stationed at RAF Morpeth, RAF Wing, RAF Little Horwood, RAF Newmarket, RAF Stradishall, RAF Feltwell, RAF Waterbeach, RAF Manby and RAF West Freugh. Aircraft flown in were Anson, Wellington, Stirling, and Lancaster. He flew a total of 29 operations with 514 squadron, 5 daylight and 24 night. Targets were Frankfurt, Berlin, Essen, Nuremberg, Aachen, Friedrichshafen, Chambly, Nantes, Cap Gris-Nez, Le Mans, Duisburg, Angers, Trappes, Dreux, Le Havre, Valenciennes, Domleger, L’Hey, Villers Bocage, Beauvoir, Vaires, Nucourt, Kiel and Stuttgart. His pilot on operations was Flight Sergeant Wishart.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Terry Hancock
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
England--Norfolk
England--Suffolk
England--Tyne and Wear
France--Domléger-Longvillers
France--Angers
France--Beauvoir-sur-Mer
France--Dreux
France--Le Havre
France--Le Mans
France--Nantes
France--Nucourt
France--Paris Region
France--Pas-de-Calais
France--Valenciennes
France--Vaires-sur-Marne
France--Villers-Bocage (Calvados)
France--Yvelines
Germany--Aachen
Germany--Berlin
Germany--Duisburg
Germany--Essen
Germany--Friedrichshafen
Germany--Kiel
Germany--Nuremberg
Germany--Stuttgart
Germany--Frankfurt am Main
France--L'Haÿ-les-Roses
Germany--Ruhr (Region)
France--Cap Gris Nez
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-11
1944-04-12
1944-04-26
1944-04-27
1944-04-28
1944-05-01
1944-05-02
1944-05-07
1944-05-08
1944-05-09
1944-05-10
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-27
1944-05-28
1944-05-29
1944-05-31
1944-06-01
1944-06-10
1944-06-11
1944-06-12
1944-06-14
1944-06-15
1944-06-16
1944-06-21
1944-06-23
1944-06-24
1944-06-30
1944-07-01
1944-07-02
1944-07-07
1944-07-08
1944-07-10
1944-07-12
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1945
Title
A name given to the resource
Trevor Saint air gunner's flying log book
1657 HCU
26 OTU
514 Squadron
Advanced Flying Unit
air gunner
Air Gunnery School
aircrew
Anson
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Feltwell
RAF Little Horwood
RAF Manby
RAF Morpeth
RAF Newmarket
RAF Stradishall
RAF Waterbeach
RAF West Freugh
RAF Wing
Stirling
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1768/31027/BCleggPVGibsonAv10002.2.pdf
461d84ae34aca7a38fdf91cc0e14dd9b
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
Clegg, Peter Vernon. Gibson, Alan - folder
Description
An account of the resource
Eight items. Contains operational record of Squadron Leader Alan Gibson AFC DFM RNZAF including extracts from his logbook, letter from his rear gunner, reports on operation to Mailly le Camp and document with quotations.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Clegg, PV
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
Extract from log book of Squadron Leader Alan Gibson AFC DFM RNZAF
Description
An account of the resource
Extracts from the operational log book of Alan Gibson covering his tour of 31 operations on 166 Squadron.
His pilot on his first operation was Flight Sergeant Burnett. Pilot Officer Allen also flew on one operation with him.
Format
The file format, physical medium, or dimensions of the resource
10 b/w photocopied sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
BCleggPVGibsonAv10002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
France
France--Paris
France--Rouen
Germany
Germany--Düsseldorf
Germany--Cologne
Germany--Karlsruhe
Germany--Essen
France--Mailly-le-Camp
France--Rennes
France--Dieppe
Atlantic Ocean--English Channel
Germany--Duisburg
Germany--Dortmund
Germany--Aachen
France--Le Havre
France--Boulogne-sur-Mer
France--Jura
France--Normandy
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-03-18
1944-03-19
1944-04-09
1944-04-10
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-05-03
1944-05-04
1944-05-07
1944-05-08
1944-05-10
1944-05-11
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-06-06
1944-06-07
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-22
1944-06-23
1944-06-24
1944-06-28
1944-06-29
1944-06-30
1944-07-02
1944-07-12
1944-07-13
1944-07-14
1944-07-15
1944-07-18
1944-07-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
166 Squadron
aircrew
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Distinguished Flying Medal
Lancaster
Me 110
Normandy campaign (6 June – 21 August 1944)
pilot
RAF Kirmington
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1177/30923/LValentineLD185002v2.2.pdf
4370f23ab84e97488217947be39bf5ab
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Valentine, Leslie
Leslie Dudley Valentine
L D Valentine
Description
An account of the resource
Six items. An oral history interview with Leslie Dudley Valentine about his father Flying Officer Leslie Valentine (458646, 185002 Royal Air Force) and his service in the RAF. Collection also contains Leslie Valentine's pilots flying log books and photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Leslie Valentine 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
2018-03-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Valentine, LD
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
Leslie Valentines pilots flying log book. Two
Description
An account of the resource
Pilots flying log book two for Leslie Valentine, covering the period from October 1943 to 27 November 1945. Detailing his flying training, operations flown and duties with 2nd Tactical Air Force communications flight. He was stationed at RAF Finmere, RAF Bicester, RAF Hartford Bridge and RAF Brussels. Aircraft flown were, Boston, Blenheim, Oxford, Anson, Proctor, Auster, Dominie and Me 108. He flew a total of 60 operations with 88 squadron, 53 daylight and 7 night operations. Targets were, Mantes Gassicourt, Hirson, Cambrai, Douai, Lille, Dinard, Evreux, Boulogne, Le Havre, St Seuvaur, Foret de Grimbosq, Le Bas de Breville, Mezidon, Hamburges, Caen, Laval, Le Mans, St Malo, Glos, Liverot, Angers, Beny Bocage, Conde, La Fleche, Orbec, Rouen, La Feuille, Falaise, River Orne, Cap Gris Nez, Escalles, Breskens, Arnhem, Nijmegen, AmersFoort, Roermond, Oldenzaal, Viersen, Randerath, Geldern, Dunkirk, Grevenbroich, Emmerich, Rheinberg, Xanten, Udem and Holdorf.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LValentineLD185002v2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--English Channel
Belgium--Brussels
England--Hampshire
England--Oxfordshire
England--Buckinghamshire
France--Angers
France--Bény-Bocage (Canton)
France--Boulogne-sur-Mer
France--Caen
France--Cambrai
France--Dinard
France--Douai
France--Dunkerque
France--Evreux
France--Falaise
France--Hirson
France--Issoudun
France--Laval (Mayenne)
France--La Flèche
France--Le Havre
France--Le Mans
France--Lille
France--Lisieux
France--Mantes-la-Jolie
France--Mézidon-Canon
France--Normandy
France--Orbec
France--Orne River (Orne and Calvados)
France--Pas-de-Calais
France--Rouen
France--Saint-Malo
France--Saint-Sauveur-le-Vicomte
Germany--Emmerich
Germany--Geldern
Germany--Grevenbroich
Germany--Kleve (North Rhine-Westphalia)
Germany--Rheinberg
Germany--Vechta Region
Germany--Viersen
Germany--Xanten
Netherlands--Amersfoort
Netherlands--Arnhem
Netherlands--Breskens
Netherlands--Nijmegen
Netherlands--Oldenzaal
Netherlands--Roermond
France--Mantes-la-Jolie
Germany--Ruhr (Region)
France--Cap Gris Nez
Germany--Heinsberg (Heinsberg)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-04-28
1944-04-29
1944-05-01
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-06-06
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-15
1944-06-17
1944-06-20
1944-06-22
1944-07-07
1944-07-08
1944-07-09
1944-07-10
1944-07-17
1944-07-20
1944-07-29
1944-07-30
1944-08-01
1944-08-02
1944-08-03
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-09-21
1944-09-23
1944-09-26
1944-10-02
1944-10-03
1944-10-06
1944-10-28
1944-11-06
1944-11-11
1944-11-19
1944-11-21
1944-12-03
1944-12-11
1945-01-27
1945-01-29
1945-02-02
1945-02-04
1945-02-09
1945-02-10
1945-02-14
1945-02-16
1945-02-22
1945-02-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
13 OTU
88 Squadron
Advanced Flying Unit
aircrew
Anson
anti-aircraft fire
Blenheim
bombing
Boston
Dominie
Flying Training School
Initial Training Wing
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
Proctor
RAF Bicester
RAF Hartford Bridge
Second Tactical Air Force
strafing
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/563/30565/MEdwardsAE2202190-161024-02.1.pdf
7dfb03f98dec5e4c851be8133025505d
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
Edwards, Allan Ernest
A E Edwards
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Edwards, AE
Description
An account of the resource
Six items. Collection concerns Warrant Officer Ernest Allan Edwards (b. 1924, Royal Air Force). He flew operations as a flight engineer with 514, 7 and 582 Squadrons. Collection contains an oral history interview, biography, list of 42 operations and photographs of aircraft and people.
The collection has been donated to the IBCC Digital Archive by Ernest Allan Edwards and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Operational notes
Description
An account of the resource
Lists 42 operations with dates, targets, aircraft, fuel, bomb loads, times and accounts of sortie for each one. Mentions Pathfinder marking, occasional air sickness, Master Bomber, number of aircraft lost on some operations, damage to aircraft on a few sorties and other details.
Creator
An entity primarily responsible for making the resource
A E Edwards
Format
The file format, physical medium, or dimensions of the resource
Cover and seven 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
MEdwardsAE2202190-161024-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
France
Atlantic Ocean--English Channel
Germany--Braunschweig
Germany--Magdeburg
Germany--Berlin
Germany--Augsburg
Germany--Stuttgart
France--Lille
France--Laon
France--Paris
Germany--Cologne
Germany--Karlsruhe
France--Nantes
Belgium
Belgium--Louvain
France
France--Boulogne-sur-Mer
Germany--Duisburg
Germany--Aachen
France--Dunkerque
France--Calais
France--Rennes
France--Tours
France--Lens
France--Saint-Omer (Pas-de-Calais)
France--Nucourt
France--Abbeville
France--Vaires-sur-Marne
France--L'Isle-Adam
France--Neufchâtel-en-Bray
France--Creil
France--Le Havre
France--Brest
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--Baltic Sea
Germany--Kiel
Poland
Poland--Szczecin
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-01-14
1944-01-21
1944-01-27
1944-02-25
1944-03-01
1944-04-11
1944-04-18
1944-04-22
1944-04-24
1944-05-11
1944-05-19
1944-05-21
1944-05-25
1944-05-28
1944-05-31
1944-06-04
1944-06-07
1944-06-10
1944-06-11
1944-06-15
1944-07-02
1944-07-05
1944-07-09
1944-07-10
1944-07-11
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-23
1944-07-24
1944-07-27
1944-08-03
1944-08-04
1944-08-03
1944-08-07
1944-08-25
1944-08-26
1944-08-29
1944-09-09
1944-09-11
1944-09-19
1945-01-31
1944-04-19
1944-08-08
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.
514 Squadron
582 Squadron
7 Squadron
aircrew
anti-aircraft fire
bombing
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
Bombing of Trossy St Maximin (3 August 1944)
flight engineer
Heavy Conversion Unit
Lancaster
Lancaster Mk 2
Lancaster Mk 3
Martinet
Master Bomber
missing in action
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
pilot
RAF Little Staughton
RAF Warboys
RAF Waterbeach
tactical support for Normandy troops
training
V-1
V-weapon
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1671/30470/LCameronD173516v2.1.pdf
9909f78d20b7acfc578dc3f2efa9da88
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
Cameron, Don
D Cameron
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
2020-08-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cameron, D
Description
An account of the resource
90 items. The collection concerns Flight Lieutenant Don Cameron (173516, Royal Air Force) a pilot who flew Lancaster on 115 Squadron. Collection contains his log books, a memoir, a aircrew categorisation card and photographs.
The collection has been donated to the IBCC Digital Archive by Neil Cameron 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
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
Don Cameron’s Royal Canadian Air Force pilots flying log book. Two
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LCameronD173516v2
Conforms To
An established standard to which the described resource conforms.
Pending review
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.
Description
An account of the resource
Royal Canadian Air Force Pilots flying log book two, for Don Cameron, covering the period from 24 January 1943 to 1 October 1947. Detailing his flying training, operations flown, instructor duties and post war flying duties with 246 and 242 squadrons. He was stationed at USAAF Napier Field, RAF Windrush, RAF Docking, RAF Little Rissington, RAF Wing, RAF Little Horwood, RAF Silverstone, RAF Wratting Common, RAF Waterbeach, RAF Witchford, RAF Feltwell, RAF Lindholme, RAF Lulsgate Bottom, RAF Finningley, RAF Snaith, RAF Dishforth, RAF Homsley South, RAF Oakington and RAF Full Sutton. Aircraft flown in were Harvard, Oxford, Wellington, Stirling, Lancaster, and York. He flew a total of 33 operations with 115 squadron, 5 daylight and 28 night. Targets were Berlin, Schweinfurt, Augsburg, Frankfurt, Villeneuve St George, Laon, Rouen, Cologne, Dusseldorf, Karlsruhe, Nantes, Cap Griz Nez, Courtrai, Le Mans, Duisburg, Dortmund-Ems Canal, Boulogne, Aachen, Calais, Ouistreham, Le Havre, Valenciennes, Mont Didier, Domleger, L’Hey. Biennaise, Villers Bocage, Beauvoir, Watten, Vaires and Nucourt. His pilots on operations were Flight Lieutenant Halley, Warrant Officer Jolly, Pilot Officer Cameron and Flight Sergeant Rellew.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Callum Davies
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Belgium
Germany
Great Britain
United States
Atlantic Ocean--English Channel
Alabama--Dothan
Belgium--Kortrijk
England--Buckinghamshire
England--Cambridgeshire
England--Gloucestershire
England--Hampshire
England--Norfolk
England--Northamptonshire
England--Somerset
England--Yorkshire
France--Amiens Region
France--Beauvoir-sur-Mer
France--Boulogne-sur-Mer
France--Caen Region
France--Calais
France--Laon
France--Le Havre
France--Le Mans
France--Montdidier (Hauts-de-France)
France--Nantes
France--Nucourt
France--Pas-de-Calais
France--Paris
France--Rouen
France--Vaires-sur-Marne
France--Valenciennes
France--Villers-Bocage (Calvados)
France--Watten
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Cologne
Germany--Dortmund-Ems Canal
Germany--Duisburg
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Karlsruhe
Germany--Schweinfurt
Alabama
Germany--Ruhr (Region)
France--Ouistreham
France--Domléger-Longvillers
Temporal Coverage
Temporal characteristics of the resource.
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-24
1944-02-25
1944-02-26
1944-03-22
1944-03-24
1944-03-25
1944-04-09
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-05-08
1944-05-10
1944-05-11
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-25
1944-05-28
1944-06-04
1944-06-06
1944-06-14
1944-06-15
1944-06-16
1944-06-18
1944-06-21
1944-06-23
1944-06-24
1944-06-27
1944-06-28
1944-06-30
1944-07-02
1944-07-05
1944-07-06
1944-07-07
1944-07-08
1944-07-10
115 Squadron
1651 HCU
1656 HCU
1678 HCU
17 OTU
242 Squadron
26 OTU
aircrew
bombing
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
Flying Training School
Harvard
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Dishforth
RAF Feltwell
RAF Finningley
RAF Full Sutton
RAF Lindholme
RAF Little Horwood
RAF Little Rissington
RAF Oakington
RAF Silverstone
RAF Snaith
RAF Waterbeach
RAF Windrush
RAF Wing
RAF Witchford
RAF Wratting Common
Stirling
tactical support for Normandy troops
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1671/30465/BCameronDCameronDv1.1.pdf
b0bff7f94bf1612f872c86b64efb811e
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
Cameron, Don
D Cameron
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
2020-08-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cameron, D
Description
An account of the resource
90 items. The collection concerns Flight Lieutenant Don Cameron (173516, Royal Air Force) a pilot who flew Lancaster on 115 Squadron. Collection contains his log books, a memoir, a aircrew categorisation card and photographs.
The collection has been donated to the IBCC Digital Archive by Neil Cameron 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
[Illustration showing Lancaster Bomber with following text superimposed]
World War II & Flying Memoirs
by Donald Cameron
[handwritten] To Neil & Diane
With love from Dad
Don Cameron
June 6, 2000 [/handwritten]
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
[Photo of man in RAF uniform]
[bold] How did I get to be in Scotland and England for 15 years? [/bold]
Most of you will have heard this story already, but just in case, here it is again.
In 1937, my sister, Miriam arranged to spend her summer holidays with a visit to Scotland. I went with Mum and Dad to see her off at Union Station. I don’t think the train was out of sight, when Dad said, “Let’s go off to Scotland too”.
I told them that I could not really go, because I had promised to go to a boys’ camp at a farm just north of Klienburg, as nature study leader. This camp was got going by one of my brothers Ken’s friends, Al Richardson. The boys were mostly from Dufferin St. Baptist Church. We had cycled up there quite often in the spring to get things all set up. Of course Ken could not go either, because he was already working.
Well my parents quickly arranged for Mrs Mascall to be our housekeeper while they were away and Mum and Dad took off for their holiday in Scotland.
1938 was the year of the Empire Exhibition in Glasgow Scotland and I was hoping that somehow I get to see it. We had friends, Dr. Ernie and Bella Pallet. We knew them as Uncle Ernie was a government veterinarian. He suggested that I should work my way to Scotland on a cattle boat. I went for that in a big way, so he
2
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
arranged the whole thing. I was to start my trip at the stock yards at St. Clair and Keele Street, where I was to get aboard the caboose of the cattle train. Actually I first had to climb up into the shunting engine, while they were hooking up the train, great fun for a sixteen year old. Then I climbed down and changed into the caboose. This part of my journey cost $2.00. There were three of us in the caboose, me and an old Glasgow man, as well as the regular guard. It was quite a ride. Canadian Pacific had started their express freight trains, which was something new at that time. I was surprised to see a spanking new passenger engine on the front of our train. I was able to sit up top and look out over the train and all around as we took off along the CP line across the city just north of Dupont St. very close to home, then out through Agincourt on the line that still comes through Whitby. As night came on I was given a mattress to sleep on and it was on top of what looked like a storage chest, with a flat top. Everything was just dandy until the engineer decided to slam on the brakes. This was no stop like on a passenger train. I went sliding, mattress and all right off the bed place and hit the front of the caboose. The guard had a good laugh. So did I, once I realised that nothing was wrong. This happened just near Trenton.
Next day, I had to arrange about signing on as part of the crew of the cattle boat. Apparently I was the youngest of the lot. They decided that that I should be pantry boy and that did not please me at al. I had hoped to be looking after the cattle. Strangely, the cattle were breeding stock. Usually, I thought, Canada imported breeding cattle from Europe, but apparently it worked both ways.
One of my duties was to take the brass ventilators off the officers’ cabin doors, polish them, and put them back on. I had them all set up in the pantry, perched myself on a high stool and started to clean them up. Well, the captain came by and started yelling at me. I hadn’t a clue was [sic] he was saying, although I found out later that he came from Port Gordon in Banffshire where my mother was from. Anyway, I got fired as pantry boy and was put with the other cattlemen. I was happy about that. We had a real nice smooth trip across the Atlantic. It was like a mill pond. A big Basking Shark seemed to follow us all the way. I had never seen one of them before.
There were all sorts of surprises; we were not strictly a cattle boat; we had other cargo as well. I remember watching as they loaded all sorts of stuff. I remember that there were crates marked Singer Sewing Machines. As we sailed up the Clyde, I was surprised to see the big Singer Sewing Machine factory on the banks of the Clyde.
We docked at Princess Dock in Glasgow, right in the centre of the city. We were told to wait board until Customs and Immigration came aboard to clear us. Well I sat for a good half hour and then decided that nobody seemed anxious to see me. So off I went. I had an address to go to and started off on a tram. I was meeting Emily Gault, one of the women who made our house their meeting place. These women were in Toronto in domestic Service. Emily worked in Rosedale.
We got together alright and I made some visits to the Empire Exhibition. Then Emily was to take me north to
3
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
visit her family in Thurso, right up in the very north of Scotland. I remember that I had a hard time realising that it could possibly be 11 p.m. and still be quite light.
[blank space - missing photo?]
My big memory from his visit was my first flight in an aircraft. The lane was a DeHaviland bi-plane with a crew of one, the pilot. The door to the cockpit was left open and I wondered how this guy could fly this plane and take pictures of the WWI battleships that had been scuttles in Scapa Flow back in those old days.
After that I went to visit all my relatives in Buckie and Aberchirder. Finally I settled in Aberdeen with Aunt Miriam and Uncle John. I had a great summer holiday.
My father had asked me to look at a course with the North of Scotland College of Agriculture. We intended to go into a horticulture business together, once I graduated from my training. I really did not want to train in Scotland and told him that I would much prefer to go to Niagara College for my training. The result was that I suddenly realised that I was due to report in Glasgow for my return trip to Canada, but had never gone to see the college in Aberdeen. Their head office was in an old Victorian building at 41 ½ Union Street on the 5th floor. The elevator was an old fashioned wire covered affair, which did not impress me at all. I took a look at the big mahogany door with frosted glass and gold lettering and decided this was not for me. Before I had turned to come away a woman came up behind me. She said, “You want the North of Scotland College of Agriculture? This way.” She seemed to almost push me through the door. I know she did not actually, but anyhow I was in.
Well they did have a good course. One of my spur of the moment decisions made me sign up for the course. So there I was a guest of my aunt and uncle which my Dad had arranged if I should decide to stay. Before I could start my course, they required a year’s experience working in horticulture. If I wanted, I could work without pay, in their experimental gardens at Craibstone. I started almost immediately.
As Craibstone was about 5 miles from where I lived in Aberdeen, I soon got permission to buy a bicycle.
I well remember the day war was declared. On Sunday, September 3rd, 1939 I came out from morning
4
[page break]
Donald Cameron: World War II and Flying Memoirs
worship service to find that special editions of the Press and Journal were being sold on the street corners. Britain had declared war on Germany after they refused to withdraw from Poland. We had been reading about their Blitzkreig tactics throughout their take over of so many countries in Europe. I thought, “They will sink this little island!”
By this time I had finished my year at Craibstone. I started the course and I did finish my first year. Of course by this time Britain was at war with Germany. The government wanted to increase food production as much as possible. I was asked if I would postpone my training until after the war. I told them that I felt sure the answer would be, “Yes”, but as I was here at my father’s expense, it would have to be his answer. His reply to my cable agreed. The college then employed me at Craibstone as one of their gardeners
Britain had conscription, so one by one the workers were absorbed into the armed forces. I gradually took over different jobs. The last one I took over was to operate their big Dennis power mower. The lawns were to be cut with light and dark stripes and very straight. Mowing one direction I would make a light stripe. Going back the opposite direction it showed up as dark. The job was to keep all lines straight. Mr. Cox, their head gardener wondered whether I could manage this task. I was willing to try. He watched as I did a few lines and decided that I could do the job just fine. I must admit that they did look good.
My age group came along for conscription. I reported, showing my passport to show them my age. They told me that I was not a resident, just a visitor and could not be conscripted. I was amazed and asked if anything could stop me from volunteering. No, I could certainly do that. I made my way to the RAF recruiting office and volunteered for the RAFVR (Volunteer Reserve).
Eventually I was asked to report at Lord’s Cricket Grounds in London. We were in a holding centre until we could finally be sent to an ITW (Initial Training Wing). They were really pushing pilot trainees through at this time and all ITW’s were going at capacity. I was sent instead, to a bomber airfield, Hemswell in Lincolnshire, where the education officer did his best to teach us what we had to know. I did manage to pass, although more than half of our course did not make it. They were sent to a regular ITW.
After finishing my ITW course at Hemswell in Lincolnshire, I was eventually posted to a holding centre in the Metropole Hotel in Brighton. This seemed to be a place where trainees were kept until somewhere would be available to start them on their flying training. In all I was there for 16 weeks. It was a case of being present for morning parade, where a roll call ensured that you were present. This was followed by a march along the promenade, for no better reason than there was nothing else to do with us. It did not take long for a few of us to find that being in the tail end of this parade, we could easily vanish down a side street and be lost. There was a convenient Lyon’s café, that had delicious crumpets and marmalade. The local YMCA, I think it was, had a good billiard table. I became pretty good with billiards and snooker during this period. I did get a task to do in the post office in the hotel. Apart from sorting out the mail for inmates like myself, we also collected the old newspapers for
5
[page break]
Donald Cameron: World War II and Flying Memoirs
disposal. I started doing the Daily Telegraph crossword puzzle, which developed my liking for good crosswords. We did get really fed up down in Brighton. A posting to Rhodesia came up, so I volunteered to goo there for my flying training. After getting various inoculations for all sorts of diseases, I got a week’s embarkation leave. Then I was told that since I came from overseas, I could not be sent overseas for my training. Apparently they had lost one or two who had just vanished once they were away from Britain.
Eventually I did get a posting to an elementary flying training school at Booker, near Marlow in Buckinghamshire. I was happy at last to be flying, but it had taken until March 23rd, 1942 to get to this stage. I thoroughly enjoyed flying. Apart from my actual training there are events that I will never forget.
Early in my training my instructor was flying us to an auxiliary field. I decided that my harness was not tight enough. I pulled the release and began to pull them tighter when I noticed that the horizon was beginning to slowly go around. He was doing a slow roll. I had no time to even attempt to do up any of my harness. All I could do was to brace myself on the sides of my cockpit and hold myself from dropping out as the ground went slowly pas as I looked down at it. When I told him what had happened he had a good laugh.
Again, early in my flying, it might have been my first flight (but I’m not sure about that), my instructor, an ex-fighter pilot got together with a Boston fighter bomber. The two of them decided to have a mock dog fight. It was great fun, but my poor stomach. It was not accustomed yet to this kind of thing. I sat, holding my stomach, but enjoying the whole thing.
My first experience at night flying was quite something. We took off into the inky blackness of the blackout. The idea was to fly a square pattern to the left after getting up to 1000 ft. Then as we turned to complete the square, we should find that we were approaching the landing strip again ready for descending to make a landing. It was a scary feeling, to think that we were actually doing this with no navigation aids at all. However after several circuits it gradually became just the thing to do.
I was in real trouble on Easter weekend. The day before the weekend I was flying solo doing circuits and landings. I came in to land, right in front of the commanding officer’s office. There was a gusty sort of wind and I had trouble getting the plane to land. Right away I remembered the important instructions. With any difficulty in landing, give the engine full power and go round again for anther[sic] circuit. I opened up the throttle and got the shock of my life. My port wing just dropped and hit the ground and the poor old Tiger Moth flipped right over, nose to the ground, leaving me hanging upside down in my harness. I quickly released my harness and dropped onto the ground. Then I remembered – turn off the ignition switch. I crawled back under the plane and did so. I was to report to the commanding officer right after Easter weekend.
I went into London for the weekend, and spent the time with my brother, Ken. He was stationed at RCAF
6
[page break]
Donald Cameron: World War II and Flying Memoirs
headquarters in London at Canada House. Unfortunately I forgot the the[sic] last train from Marlebone Station left 5 minutes earlier on Sunday nights. I just missed it. In fact I saw it pulling out of the station. We went to Ken’s place overnight, and I got up and made my way to the station, but the train I got was not the first one in the morning. I was on the mat for not being back to base by 11:59 hrs. I had to see the Commanding Officer about that. Well it turned out that he gave me 7 days jankers for that. Then I had to wait to see him about my upside down landing. I was really down in the dumps, thinking I would probably fail as a pilot. What a surprise when he sent a message out that he did not want to see me about this, as he had watched my attempted landing and said I had done everything right. What a relief. I didn’t mind my 7 days of picking up litter etc. after that.
After 41 hrs. 5 min. of flying training at Booker there was another change of policy. There would be no more flying training in Britain. All training would be overseas.
All pilot trainees were to have a flying test after 8 hours flying to judge whether they should continue as pilot trainees or switch to some other aircrew training. I was told that I was to be sent to the U.S.A. for my training. We got the impression that they were sending the better flyers to the “General Arnold” scheme. I don’t think I was any better than most, but my 8 hour test was done after 41 hours flying.
Primary Training, Lakeland Florida. PT 17.(Stearman)
I finished flying at Booker EFTS on May 10th, 1942. We were sent overseas in the old ‘Leticia’ which had been converted into a troop transport. We soon found ourselves in Moncton, New Brunswick, awaiting posting to get flying once again. I somehow found that we would be two or three weeks, so applied for leave to visit Mum and Dad in Toronto. I got it! It was great to see them again and to visit with lots of people that I knew. Then it was back to Moncton where we found a good swimming hole beside a railway line, not far from our base.
Finally we boarded the troop train, which was to take us to somewhere in the southern States. One of our stops turned out to be in the Union Station in Toronto. It looked as though we would be there for a while, so I phoned home and told Mum which platform we were stuck on. She came down and was able to meet a good few of my friends who were training with me. I think she was able to spend about an hour talking to us all.
7
[page break]
Donald Cameron: World War II and Flying Memoirs
Fourth row, fourth from right:
[photograph]
Course 43B
Lodwick School of Aeronautics[?] 1942.
8
[page break]
Donald Cameron: World War II and Flying Memoirs
worship service to find that special editions of the Press and Journal were being sold on the street corners. Britain had declared war on Germany after they refused to withdraw from Poland. We had been reading about their Blitzkreig tactics throughout their take over of so many countries in Europe. I thought, “They will sink this little island!”
By this time I had finished my year at Craibstone. I started the course and I did finish my first year. Of course by this time Britain was at war with Germany. The government wanted to increase food production as much as possible. I was asked if I would postpone my training until after the war. I told them that I felt sure the answer would be, “Yes”, but as I was here at my father’s expense, it would have to be his answer. His reply to my cable agreed. The college then employed me at Craibstone as one of their gardeners
Britain had conscription, so one by one the workers were absorbed into the armed forces. I gradually took over different jobs. The last one I took over was to operate their big Dennis power mower. The lawns were to be cut with light and dark stripes and very straight. Mowing one direction I would make a light stripe. Going back the opposite direction it showed up as dark. The job was to keep all lines straight. Mr. Cox, their head gardener wondered whether I could manage this task. I was willing to try. He watched as I did a few lines and decided that I could do the job just fine. I must admit that they did look good.
My age group came along for conscription. I reported, showing my passport to show them my age. They told me that I was not a resident, just a visitor and could not be conscripted. I was amazed and asked if anything could stop me from volunteering. No, I could certainly do that. I made my way to the RAF recruiting office and volunteered for the RAFVR (Volunteer Reserve).
Eventually I was asked to report at Lord’s Cricket Grounds in London. We were in a holding centre until we could finally be sent to an ITW (Initial Training Wing). They were really pushing pilot trainees through at this time and all ITW’s were going at capacity. I was sent instead, to a bomber airfield, Hemswell in Lincolnshire, where the education officer did his best to teach us what we had to know. I did manage to pass, although more than half of our course did not make it. They were sent to a regular ITW.
After finishing my ITW course at Hemswell in Lincolnshire, I was eventually posted to a holding centre in the Metropole Hotel in Brighton. This seemed to be a place where trainees were kept until somewhere would be available to start them on their flying training. In all I was there for 16 weeks. It was a case of being present for morning parade, where a roll call ensured that you were present. This was followed by a march along the promenade, for no better reason than there was nothing else to do with us. It did not take long for a few of us to find that being in the tail end of this parade, we could easily vanish down a side street and be lost. There was a convenient Lyon’s café, that had delicious crumpets and marmalade. The local YMCA, I think it was, had a good billiard table. I became pretty good with billiards and snooker during this period. I did get a task to do in the post office in the hotel. Apart from sorting out the mail for inmates like myself, we also collected the old newspapers for
5
[page break]
Donald Cameron: World War II and Flying Memoirs
disposal. I started doing the Daily Telegraph crossword puzzle, which developed my liking for good crosswords. We did get really fed up down in Brighton. A posting to Rhodesia came up, so I volunteered to goo there for my flying training. After getting various inoculations for all sorts of diseases, I got a week’s embarkation leave. Then I was told that since I came from overseas, I could not be sent overseas for my training. Apparently they had lost one or two who had just vanished once they were away from Britain.
Eventually I did get a posting to an elementary flying training school at Booker, near Marlow in Buckinghamshire. I was happy at last to be flying, but it had taken until March 23rd, 1942 to get to this stage. I thoroughly enjoyed flying. Apart from my actual training there are events that I will never forget.
Early in my training my instructor was flying us to an auxiliary field. I decided that my harness was not tight enough. I pulled the release and began to pull them tighter when I noticed that the horizon was beginning to slowly go around. He was doing a slow roll. I had no time to even attempt to do up any of my harness. All I could do was to brace myself on the sides of my cockpit and hold myself from dropping out as the ground went slowly pas as I looked down at it. When I told him what had happened he had a good laugh.
Again, early in my flying, it might have been my first flight (but I’m not sure about that), my instructor, an ex-fighter pilot got together with a Boston fighter bomber. The two of them decided to have a mock dog fight. It was great fun, but my poor stomach. It was not accustomed yet to this kind of thing. I sat, holding my stomach, but enjoying the whole thing.
My first experience at night flying was quite something. We took off into the inky blackness of the blackout. The idea was to fly a square pattern to the left after getting up to 1000 ft. Then as we turned to complete the square, we should find that we were approaching the landing strip again ready for descending to make a landing. It was a scary feeling, to think that we were actually doing this with no navigation aids at all. However after several circuits it gradually became just the thing to do.
I was in real trouble on Easter weekend. The day before the weekend I was flying solo doing circuits and landings. I came in to land, right in front of the commanding officer’s office. There was a gusty sort of wind and I had trouble getting the plane to land. Right away I remembered the important instructions. With any difficulty in landing, give the engine full power and go round again for anther[sic] circuit. I opened up the throttle and got the shock of my life. My port wing just dropped and hit the ground and the poor old Tiger Moth flipped right over, nose to the ground, leaving me hanging upside down in my harness. I quickly released my harness and dropped onto the ground. Then I remembered – turn off the ignition switch. I crawled back under the plane and did so. I was to report to the commanding officer right after Easter weekend.
I went into London for the weekend, and spent the time with my brother, Ken. He was stationed at RCAF
6
[page break]
Donald Cameron: World War II and Flying Memoirs
headquarters in London at Canada House. Unfortunately I forgot the the[sic] last train from Marlebone Station left 5 minutes earlier on Sunday nights. I just missed it. In fact I saw it pulling out of the station. We went to Ken’s place overnight, and I got up and made my way to the station, but the train I got was not the first one in the morning. I was on the mat for not being back to base by 11:59 hrs. I had to see the Commanding Officer about that. Well it turned out that he gave me 7 days jankers for that. Then I had to wait to see him about my upside down landing. I was really down in the dumps, thinking I would probably fail as a pilot. What a surprise when he sent a message out that he did not want to see me about this, as he had watched my attempted landing and said I had done everything right. What a relief. I didn’t mind my 7 days of picking up litter etc. after that.
After 41 hrs. 5 min. of flying training at Booker there was another change of policy. There would be no more flying training in Britain. All training would be overseas.
All pilot trainees were to have a flying test after 8 hours flying to judge whether they should continue as pilot trainees or switch to some other aircrew training. I was told that I was to be sent to the U.S.A. for my training. We got the impression that they were sending the better flyers to the “General Arnold” scheme. I don’t think I was any better than most, but my 8 hour test was done after 41 hours flying.
Primary Training, Lakeland Florida. PT 17.(Stearman)
I finished flying at Booker EFTS on May 10th, 1942. We were sent overseas in the old ‘Leticia’ which had been converted into a troop transport. We soon found ourselves in Moncton, New Brunswick, awaiting posting to get flying once again. I somehow found that we would be two or three weeks, so applied for leave to visit Mum and Dad in Toronto. I got it! It was great to see them again and to visit with lots of people that I knew. Then it was back to Moncton where we found a good swimming hole beside a railway line, not far from our base.
Finally we boarded the troop train, which was to take us to somewhere in the southern States. One of our stops turned out to be in the Union Station in Toronto. It looked as though we would be there for a while, so I phoned home and told Mum which platform we were stuck on. She came down and was able to meet a good few of my friends who were training with me. I think she was able to spend about an hour talking to us all.
7
[page break]
Donald Cameron: World War II and Flying Memoirs
Fourth row, fourth from right:
[photograph]
Course 43B
Lodwick School of Aeronautics[?] 1942.
8
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
While flying Oxfords, I was sent to Docking in Norfolk to practice the use of radio beam approach. Off to one side of the beam the radio signal was the letter ‘A’ in Morse code. On the other side it was ’N’. When the dot?dash merged with the dash/dot, they made a constant continuous signal and that was right on the beam.
My flying at Windrush was completed on July 20th, 1943. I was given a 72 hour pass, before reporting to No. 26 OTU (Operational Training Unit) at RAF Station Wing. On the train heading up to Aberdeen, a fellow asked what I was doing on this leave. I told him that I only had a three day pass and had no idea whether I was going to my wedding or not. I soon found out. Mary and I were married on July 24, 1943. It was a beautiful sunny Saturday too. It was in the middle of the Aberdeen Trades Week holiday and there were no facilities open for the reception. We had 14 at the reception in Mary’s Aunt’s tenement flat, next door to where Mary lived. My Aunt Barbara happened to be in Aberdeen that weekend. I insisted that she come to the wedding. She said she was ‘Black Affronted’ she had nothing to wear. I insisted that she come in whatever she was wearing. We, of course, had nowhere to go for even a brief honeymoon, but another friend, Jean, got on the telephone to another friend, Jeanie.
Jeanie had the hotel in Huntly. The phone call was hilarious. It started something like this, “Is that you Jeanie? Well this is Jean. There’s this couple just newly married. They just have this weekend. Could you put them up?” When we got to Huntly, (incidentally, my Aunt Barbara travelled with us on her way back to Buckie) we found that Jeanie had cleared out the Bridal Suite for us. (Short but sweet, the honeymoon).
13
[page break]
[photograph]
Operational Training Unit
Strangely enough, I was a day late in reporting to No. 26 Operational Training Unit, and even more strangely, nothing was ever said about it. Here, at RAF Station Wing, (Little Horwood) I was crewed up and we flew Wellingtons Mk. 3’s and 10’s. Our flying began on August 16th 1943. We worked up to our special exercise, dropping leaflets on Rouen in France. I have included this with my operational flying in detail.
During some of my night flying, I had a new experience. While taking off one night one of my tyres burst. I did manage to get the plane off the ground, but called up to let control know about it. My flight commander came on the
14
[page break]
radio and told me to just circle until all night flying was completed. My crew were of differing opinions as to which tyre was gone. I felt that it was the port main wheel. My bomb aimer was sure it was the starboard wheel. I decided to go with my own decision, because I was flying the plane, and it certainly felt like the port wheel. After many tedious hours of circling the airfield I got instructions to land. My flight commander spoke to me, giving me very detailed instructions as to what to do. I was to land using the starboard wheel to land on. I was to try to keep my port wheel off the runway as long as possible. I could expect the plane to veer off the runway as once the port wheel came down. I had to repeat everything back to him. Then he wished me a good landing, and said that he would be right behind me on his motor bike when I landed. Well I got it down on the starboard wheel, but as soon as we lost all lift the port wheel came down we veered into inky blackness. When we finally came to a stop, he was right there. I was calling each of the crew to make sure they were OK. He yelled to me to get out in case of a fire. Luckily there was no fire, but I did find the end of my port propellor imbedded about six inches behind my head. Nobody was hurt!
It was while we were here that Mary sent me a telegram telling me that grandmother had died. She did not specify that it had been her grandmother, so I figured I might get some time off. I went in to the commanding officer with the telegram and he gave me a 72 hour pass. I could leave in the morning after finishing all my night flying that night. By the time I arrived in Aberdeen, I had fallen asleep in the train. Mary had come to the station, but no Don. The cleaners came in, because the train had to leave again, so luckily they wakened me and I arrived at 31 Justice Street not very long after Mary and her uncle.
That crew of mine was split up after my navigator, Hugh Maher (pronounced Marr) RCAF, was invalided out of the air force and sent home to Montreal.
I was posted to No. 17 OTU at Silverstone, to take over a headless crew. Neither they nor I were very happy about this, but we soon got to know each other. They had not completed their OTU training, so I flew with them until they had all completed their various exercises.
We advanced from OTU first to 1651 Conversion Unit at RAF Station, Wratting Common, where we all had to get familiar with flying the Short Stirling. We flew the Stirling Mks. 1 and 3. I did not like the Stirling. This took us to January 5th, 1944.
15
[page break]
So much for the Stirling; we were off to 1678 C.F. Waterbeach where we were introduced to the Lancaster Mk.2. My first flip in the Lancaster was familiarisation with F/O Coles. Again we had a burst tyre. F/O Coles made a beautiful landing at Newmarket Race Course. On January 25th, 1944 we were sent to 115 Squadron at Witchford, near Ely. I was now a flight sergeant.
October 4th, 1943: Special Exercise
This was my first flight over enemy occupied Europe. I wondered how I would react. Fortunately I was O.K.
On this night there was a raid by 406 aircraft on Frankfurt, with a diversionary 66 Lancasters bombing Ludwigshafen. There were 12 Mosquitoes went to Knapsack power-station, 1 mosquito to Aachen, 5 Stirlings did mine laying in the River Gironde, 8 O.T.U. sorties. There were no losses on the Ludwigshave [sic] raid. On the Frankfurt raid there were 10 RAF aircraft lost, 5 Halifaxes, 3 Lancasters, 2 Stirlings. One of 3 American B17’s was lost. I was one of the 8 O.T.U. sorties. We were not aware of these other activities.
At this time I was doing my operational training, flying Wellingtons, at RAF Station, Wing. We were to go on a special exercise, our first time over enemy territory. We were to fly to Rouen in France, then up wind, a distance predetermined by the winds at the time. Then we were to drop our leaflets which would float down to Rouen to inform the French people a bit of what the Allies were doing 2.
It was a funny feeling to be flying over enemy controlled territory for the first time. Our route was planned for us, but unlike later bombing raids there was no exact timing. We were to fly south to the Needles (Isle of Wight), then across to Fecampe on the French coast, south to Rouen, and then west, almost to Le Havre, where we were to drop our leaflets. Then we were to turn north east to Fecampe once again, then home via the Isle of Wight.
The weather was fully overcast, but the clouds were quite low. We climbed into bright sunlight and headed for the needles. I had a rough idea of how long this should take us and was soon asking my navigator, Hugh Maher (pronounced Marr) if we were nearing our turning point. “No, not yet,” came the reply. It seemed to me that we must have passed the
2 I have included a copy of this leaflet in these memoirs (see page 16).
16
[page break]
Donald Cameron: World War 11 and Flying Memoirs
[page written in the French language]
[page break]
needles when I asked again. He had not yet fixed our turning point. Eventually I said to Hugh that by now, I was sure that we must be right across the English Channel and over the Cherbourg Peninsula, and asked what his air plot told him. He told me that he had not maintained his air plot, because this aircraft was fitted with GEE. He had been unable to get a fix with GEE.
Great! Now I felt certain that we were lost somewhere over France. After establishing that there was no way he could work out any reckoning of where we were, I had to resort to radio. The Wireless Operator called for a fix – no reply. I asked him to try again with a priority. This he did. Yes, we were over the Cherbourg Peninsula of Normandy. I then told Hugh that we would fly north east from this fix. He was to use only dead reckoning navigation, no GEE. When we reached our intended crossing route of the Channel, he would guide us to Fecampe, Rouen, up wind to dropping point, back to Fecampe and so on. This we did. How ever after leaving the French coast, Hugh decided to get himself a fix using GEE radar. He was really worried. He came on the intercom telling me that he had just got a fix with GEE. We were not over the English Channel, but were over the North Sea.
A fix with GEE is a definite thing. I began to doubt Hugh’s ability with his dead reckoning navigation. To reach base we should fly roughly west south west. He gave me the course to fly. Eventually he told me that we should be crossing the cost. It was pitch black but there was no sign of a coastline even though the clouds were no longer below us. I told Hugh that we were certainly not crossing a coastline, but he assured me that he had been doing an air plot, dead reckoning since the Fix. Well I said that we should get an answer on the R.T. That was my job, so I called. No answer, I called using the distress call, “May Day”. No reply.
At this point I asked the Wireless Operator to ask for a fix using a priority. No reply. We were fairly low on fuel by this time so I said, “Same again with S.O.S.” Back came an immediate fix. We were over Brittany, in France.
To get home I had to turn almost 180 degrees. Then I gave my crew the serious news. One wing was completely empty of fuel. Both engines were using the almost empty port wing tanks. We still had a 60 gallon tank full, not much to fly very far. When the engines stopped we would pull the cross feed to use both engines on this 60 gallon tank. If they stopped after that was gone we would bale out.
Once again we were over 10/10 cloud, and as things turned out, this helped up. The airfield at Christchurch, near Bournemouth was having problems with their lighting. My bomb aimer was the first to see clouds off to starboard with lights going on and off, lightening them up.
We headed straight for them and I called up to get permission to land, asking what the cloud clearance was. I also told them I was very short of fuel. They told me that I had 800ft clearance under the cloud and told me to land. As we broke through the cloud, incidentally now using the last 60 gallon tank, I found right in front of me a beautiful runway lit with green lights at the beginning, white along the
18
[page break]
sides and red towards the far end. I did not care what airfield Command station, Hurn. Later in my career I was based at this field with B.O.A.C.
Poor Hugh! Once back at OUT, the navigation boys did a thorough review of his night’s efforts. They credited him with successfully flying to the target area and to the dropping point. It was the GEE fix that was the big error. The chain of stations were designed for the east coast of Britain. They were useless off the south coast, where we were flying. Previously he had suffered a severe bash on his head, coming out of a crew bus with his equipment. The rear slanted doors had slammed on his head. Later, while flying with another crew doing practice bombing with smoke bombs, they apparently had a very heavy landing, which set off one smoke bomb they had not dropped. He was standing in the astro-dome and figured the quickest way out of what seemed to be a burning aircraft was to bash his way through the Perspex dome.
They found that he no longer had the ability to navigate. He was invalided out of the RCAF and sent home to Montreal. My entire crew was split up. I was sent to R.A.F. Station Silverstone, where I took over a crew which had no pilot.
January 30th, 1944
This is the night I first went on a bombing raid. I did not pilot the aircraft. The pilot was F/Lt. Hallet. He was a Newfie and really wonder how he ever qualified as a pilot. When we crossed the enemy coast on the way home, he this was, I just landed. It turned out to be a Coastal asked me whether I would like to fly right back to base, which of course I gladly did. As we came in to make our landing, he asked me what the green light was, just before the runway. “There has always been a red light there before.” The light, of course was the glide path indicator. If you were high it shone amber. If you were too low it shone red. Right on the correct glide path it shone green. I explained to him what it indicated. On his next bombing trip, he actually hit the top of one of the Drem light poles on the way in.
However he was terrific as an operational pilot, and I picked up some valuable tips from him. He pointed out the slight difference between our Pathfinder markers at the target and the decoy markers dropped by the Germans. He also showed me a Lancaster going down in flames and the German oil bomb which simulated this. We called them Scarecrows. Since the end of the war, we found that the Germans had no such things as these scarecrow bombs. They had, however a type of gun and gun sight which fired up from below on an angle. They called it in German, “Slant Music.” Maybe this is what we saw.
Before the briefing, we knew it was to be a long tripfull load of fuel. However, it was still a shock to walk into the briefing room. There was a big map of Europe with a red tape running from our base at Witchford, across the North Sea, over Denmark and the Baltic Sea. Then there was a 90 degree turn south to Berlin. The homeward trip was right across Germany, south of Brunswick and Hanover, north of the Ruhr, across Holland and back to our base. I really believed that this was to be the last day of my life here on
19
[page break]
earth. Yet there was no thought of not going. After all, this is what all my training had been for. In fact this was some final training for me before I took my crew with me. It proved to be an excellent training trip. I did not know any of this crew I was flying with, but they did a very good job. F/Lt. Halley made a point of showing me various things, some of which I have mentioned. At interrogation after the trip they did a good job of giving an accurate account of what happened. I felt ready now to tackle such a sortie on my own. However on 115 Squadron new pilots always did two trips as second pilot. My next trip would be on February 15th, 1944.
This raid was made up of 534 aircraft. There were 440 Lancasters, 82 Halifaxes and 12 Mosquitoes. 33 aircraft were lost, 32 Lancasters and 1 Halifax or 6.2% of the force.
February 15th, 1944
This was my second sortie as a second pilot. This time I flew with a crew, every one of which had the DFM (Distinguished Flying Medal). The pilot was an excellent flyer, but in my estimation, not a good captain of his crew. I honestly believe they probably got their DFM’s in their fabulous interrogations, or de-briefings. I was really amazed at what I heard.
Fortunately it was a quiet trip, as far as contact with enemy fighters or flak were concerned. Again, the target was Berlin and we flew a very similar route to the one on January 30th. All the way along there was very little silence between crew members. One would talk to another and so on. My crew were never like that, even on local flights. On the ground we were just a great bunch of guys, but once inside the aircraft they were a real good crew.
There was a very unfortunate occurrence. After we had turned south from the Baltic and were flying towards Berlin, the intercom system broke down. There is a system of light signals for the bomb aimer to let the pilot know how to approach the target, to replace the, “right right” or “left” verbal instructions. Instead, the bomb aimer shouted his instructions from his position down by the bomb sight. The pilot couldn’t hear properly what he had shouted, turned the plane fairly quickly. The bomb aimer presumed they were being attacked by a night-fighter and jettisoned all our bomb load. There was quite a mix up until they set off for home, with bomb doors closed. As I recall, the intercom did come on again, so things settled down more or less.
In my judgement, our load of bombs were dropped well east of Berlin. Of course we were not told of other activities that night, but I did see a raid in progress in Frankfurt-on-Oder. I think our load was somewhere between these two targets.
Back at base we were ushered in for interrogation. According to that crew we had been attacked while running up to the target. The bomb aimer had taken an opportunity as we levelled off to drop our bombs, he claimed, pretty close to the markers etc. etc. I could not believe my ears. Mind you, from my point of view, I could not have had two second pilot trips with better teaching. The first on January 30th showed me how; this one showed me how not to. From now on I would be skipper of my own crew.
20
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
There were 891 aircraft on this rain, 561 Lancasters, 314 Halifaxes and 16 Mosquitoes [sic]. The records show that on this night, apart from this raid, 23 Mosquitoes [sic] attacked 5 Night-fighter airfields in Holland, 43 Stirlings and 4 Pathfinder Halifaxes carried out mine laying in Keil Bay. Also 24 Lancasters made a diversionary raid on Frankfurt-on-Oder.
Total sorties this night were 1070. 45 aircraft were lost, (4.2%).
February 24th, 1944 - February 25th, 1944
On the 24th, I flew with my own crew for the first time. We bombed the ball bearing factory at Schweinfurt. Then, on the 25th, we bombed Augsburg. On the Schweinfurt raid there were 734 aircraft involved, 554 Lancasters, 169 Halifaxes and 11 Mosquitos. This was the first Bomber Command raid on this target. On the previous day 266 American B17’s had raided this target. Bomber command introduced a new tactic on this night. 392 aircraft and 342 aircraft separated by a two hour interval. The first wave of bombers lost 22 aircraft, 5.6% of the force. The second wave lost only 11 aircraft, 3.2% of the force. Total losses were 33 aircraft, 26 Lancasers [sic], 7 Halifaxes - 4.5% of the force. These sorties were very similar and the same thing happened to us on both trips. It was a weird sort of route and seemed to last forever. Actually it was 7 hrs 45 min on the 24th and 7 hrs 15 min on the 25th. On both occasions we were routed over France and almost to Munich, before turning north to our targets. Many of our bomber stream wandered over Switzerland in error, The Swiss, true to their neutral position, fired anti-aircraft flak, apparently well away from any planes, but giving no excuse for the Nazis to say they were favouring the Allies. We ourselves did not track over Switzerland.
Our problem was with the searchlights around Munich. Both nights they got me coned in what were obviously radar controlled lights. One lit up on me and immediately the manually controlled lights swung right onto me as well. So there I was, very new to this job and feeling very naked; on view to the whole of Nazi Germany. To say I was scared would be putting it extremely mildly.
I immediately threw the Lancaster into a violent, “Corkscrew” manoeuvre. This is what was drilled into us once we started flying bombers. Mind you, I had never actually done it before, and luckily for me, we were taking part in a second raid that night, on Schweinfurt. What I managed to do was to keep the fires of Schweinfurt somewhere in front of me as I threw that aircraft down to port and up changing to starboard and so on. It seemed like hours that I was in those searchlights. Luckily the smoke from the target area blacked out some of the searchlights, and by this time the radar-controlled lights would be trained on some other unlucky aircraft.
Ever since those two sorties I have had a strong aversion to searchlights of any kind, even those used in advertising.
Another incident happened on the Augsburg sortie. Before we were caught in the serachlights, I noticed out of the side of my vision that, “Taffy” Jones had his arm up in
22
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
the air. What made me look round, I’ll never know, but we were very fortunate that I did. Taffy was obviously the only one who saw a Messerschmitt 110 attacking us from above and starboard. He was apparently speechless with fear, which is not really surprising, but could have killed the lot of us. As I looked round to see what Taffy was doing, I realised what was happening and gave the stick a quick shove forward. With the Lancaster II, with Bristol Hercules engines you can cut all engines by doing this. I must have dropped a few hundred feet, but we saw all the cannon fire pass overhead. I spoke to Taffy after we got back to base. I asked him to try to poke me, or something if he couldn’t speak.
On the Augsburg trip someone had timed our searchlight ordeal. We were coned in searchlights for 10 minutes.
Taffy was a very good and very thorough flight engineer. Once we were back at base, my thoughts were to get through our interrogation, then our bacon and eggs and off to bed. Taffy, of course had to give a full report which included dial readings of quite a few dials. He always was last one off the plane. I was always trying to egg him on. Once I had finished our tour, my ground crew, “Chiefy”, told me that they estimated we would last only about three or four sorties. They thought I was always arguing with my flight engineer.
Mind you, I felt that we could not possibly get through any of our sorties, even before we got airborne!
March 24th, 1944
We set off on March 22nd for a sortie to Frankfurt, but had to return to base shortly after take off because of the failure of our port inner engine.
On March 24th, our next sortie was back to Berlin for me and first time for my crew. As it turns out this was the last major bombing raid on Berlin. 811 aircraft took part in this raid, 577 Lancasters, 216 Halifaxes, and 18 Mosquitos. 72 aircraft were lost, 44 Lancasters and 28 Halifaxes - 8.9% of the force.
In spite of strong winds which were not forecast, we had no difficulty in reaching our target. Our route home was the one I had followed during two previous trips to Berlin. This was south of Brunswick and Hanover. Jog around the north end of the Ruhr, etc. If we had followed the route given me by my navigator, Rex Townsend, we would have flown right across the Ruhr with all its flak. Fortunately, many ahead of us made this mistake, and it was strictly because of a serious error in the forecast winds. At any rate, using the Ruhr searchlights for guidance, we successfully negotiated our way.
After that things began to go wrong. First of all our oxygen supply ceased to function. I maintained our height until we crossed the coast and were over the North Sea. This was very likely the cause of our troubles; 20,000 ft is far too high without oxygen.
23
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
[missing photograph or text]
[four obscured words]
Once over the sea, we came down to under 10,000 ft so that we would not suffer any effects of lack of oxygen. Another unforeseen thing happened. Low cloud had formed over all of East Anglia We must have passed fairly close to our base, judging from the talk we heard on the RT. However my navigator was not able to get us to Witchford, in fact, according to his findings we were still a good distance from Witchford. On we flew, my RT signals were getting fainter. When Rex told me we were approaching base, I realised we were nowhere near and were getting a bit low on fuel. Fog was forming on the ground. As it turned out we were very close to Ludford Magna in Lincolnshire. They were equipped with FIDO, the fog dispersal system of gasoline fires along both sides of the runway. I called up and received permission to land. It was nice to get down onto the ground that night.
If this trip of ours to Berlin sounds a bit tame you should watch the video, “Night Bombers.” This is about a sortie to Berlin just a week or so before this. You would get some idea of what all our bombing trips were like.
How I Became a Commissioned Officer
Sometime between April 14th and April 18th, 1944 I no longer was F/S (flight sergeant) but became P/O (Pilot Officer). This is a crazy, almost unbelievable story.
Up until this time on 115 Squadron I was a flight sergeant. My crew were all sergeants. We all used the Sergeants’ Mess. We all lived in one Nissen Hut. This was a very good way to live.
24
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
Our flight commander, Squadron Leader, George Mackie wanted all his pilots to be Commissioned Officers. I was well aware of this, but was quite happy living together with my crew, so did nothing about it. George Mackie was a typical air force guy, complete with a big handle-bar moustache. Incidentally, he was from Aberdeen. His family owned Mackies Dairy in Aberdeen.
I got pretty good at avoiding this little business of applying for a commission. However, one morning I made my way to the flight office. Very unusual, the office was empty, except for Mackie. As soon as I went in he said to me. “Ah Cameron, just the man I wanted to see. Take a seat at my desk.”
I could see the forms all laid out for me to complete.
Mackie went over to a filing cabinet, took out his revolver, put in a full six rounds and pointing it towards me said, “Now fill in those forms.”
He was laughing and so was I by this time. I told him that he could very well be court martialed [sic] for threatening me with his revolver.
Who would they believe with such a story, you or me?’ Well I pretty well had to fill in the forms for him. This is how I advanced from an NCO to a Pilot Officer.
One strange thing about my flight commander, he was not a pilot. He was doing his third tour as a Bomb Aimer. The pilot of his crew never got beyond the rank of Flight Sergeant. They were lost on a trip to LeMans on May 19th, 1944 after he finished his 25 sorties.
Apparently, our crew were the only ones who reported seeing a Lancaster going down in flames on that trip.
Mackie must have had access to all the interrogations. He told me that I was the only one reporting this. As you can imagine, he was very upset. He asked me whether there was a chance of any survivors. I had to tell him that if they were in that plane, none of them could possibly survive. It just blew up.
I was sent on 7 days leave at this time, so that I could purchase my new uniform. A friend of mine, who was in the RCAF, P/O Don McKechnie said that I should not travel in a NCO’s uniform, now that I was a P/O.
Mary and I had our photograph taken during this leave. We have it on the wall in our front room. A careful look would show you that the pilot wings are actually RCAF and not RAF.
May 9th, 1944
This was a very short trip, just across the Strait of Dover to Cap Griz New. We carried deep penetration bombs. Our instructions were to bring back the bombs if we could not identify the target. Our target this time was one of the rocket launching sites for the V2 rocket which could not be avoided until they exploded in London.
25
[page break]
Donald Cameron: World War 11 and Flying Memoirs
[photograph]
26
[page break]
We found the whole area was covered with 10/10ths. cloud, so we returned with our full load of bombs. Of course, we were still far too heavy to land. Our instruction were to jettison some of our fuel load, so this is what we proceeded to do. We emptied two tanks, one in each wing. One tank emptied just fine, but the other one emptied into the wing. The fuel ran into the bomb bay. The fumes from this fuel filled the whole aircraft. I didn’t realise that these fumes were affecting the crew, except the rear gunner, who was sealed from things in his gun turret.
It was not until I started to make my final approach that I began to realise that these fumes had made me a bit drunk. I certainly did not fancy landing without my full capacity to know what I was doing. Don’t ask me why, but I had not brought along my goggles. In any case I had to stick my head out my side window to clear my head. Mind you I had to more or less close them to just a slit because of the speed. Never mind, we made a good landing with our full load of bombs. I made sure that I had my goggles with me after that
These are a few other incidents that happened to us during our Bombing tour. Here are one or two incidents during some sorties.
Dusseldorf: April 22nd, 1944
597 aircraft took part in this raid. There were 323 Lancasters, 254 Halifaxes, 19 Mosquitos.
On each night bombing raid, one or two squadrons were given the task of being a support to the Pathfinder squadrons, who mark the target for the main force. We still had to try our best to bomb the target aiming point, but this was not our main function. We had two jobs. One was to give the Pathfinders a bit more cover. The other was to toss out lots and lots of, “Window.”
Window was strips of foil, the length of which were designed to appear on radar as aircraft. I believe the first time it was used was on a raid to Hamburg. It succeeded, making the German radar showing millions of aircraft. This provided cover for the main force coming behind us, but not for us. We had to try and bomb the aiming point, either by the markers, if available, or by our own recognition of the target. There was no problem; the Pathfinder Force were doing a good job.
This was entirely different from bombing with the main force. We were accustomed to a barrage of anti-aircraft fire, but this time it was not a barrage, they were aiming at individual aircraft, and that included us. This was much more scary; this was much more close generally than we were used to.
Duisburg: May 22nd, 1944
510 Lancasters and 22 Mosquitos carried out the first large raid on this target for a year. 29 Lancasters were lost, 5.5% of the force.
27
[page break]
Most of this trip was like any other trip, but two things stick out in my mind.
The first was as we approached the target. There were Lancasters circling everywhere, and cloud seemed to cover the whole target. They were obviously having trouble in finding the target. I instructed my Bomb Aimer, Attwood, that we would open the bomb doors as we ran up on the centre of the brightly lit clouds. If the worst came to the worst he should let them go as near to the centre of the searchlights as possible. Actually, this strategy worked in our favour. I soon found out the reason for all the circling. As we approached the centre of the lit up clouds, there was a big hole right down to ground level, and there, right on our path were the target markers. We were able to get an aiming point on our photograph. I was glad that we did not have to circle and try again.
Coming out of the target area, we had one of our many narrow escapes, and so did a German night fighter, who was heading into the target area to see what he could do. If he had been even six inches (15 cm) lower, or we had been that much higher, I am sure that we would have scraped each other and probably both planes would have been badly disabled and would have crashed. As he whizzed over us we felt the bump of the change of air pressure. That was the closest I ever got to a Junkers 88.
Cologne: April 20th, 1944
357 Lancasters and 22 Mosquitos took part in this attack. 4 Lancasters were lost.
After our Berlin Raid on March 24th, there was a change in the role of Bomber Command. Although Harris was still our commanding officer, he now came under General Dwight Eisenhower. This meant that the emphasis was no longer that of knocking out German industry, but was more designed to help with the coming, “Second Front.”
We had trips to Ville Neuve St. George on April 9th, and Laon on April 10th. We had some flak damage on this trip. Then it was Rouen on April 18th.
These were mostly railway marshalling yards, making railway transport more difficult for the Germans.
However, on April 20th, it was back to industry in Cologne. The Lancaster we were flying had one bad failing. It was very slow in climbing. All planes had various quirks, but I did not like this one.
Our route to Cologne took us to a point due south of Cologne, then we turned north to the target, climbing from 18 to 20 thousand feet. I knew that our aircraft would have no hope of making this climb and keep on time, so I instructed Rex Townsend, my navigator, to make our time at the turning point one minute ahead of the scheduled time. Unfortunately we arrived there one minute late.
I could not possibly climb to height without falling behind the bomber stream. I maintained our speed, but we could not gain much height at all.
28
[page break]
We went ahead and dropped our bombs on target and were immediately hit, I presumed, by flak. Two fires developed, one in the port wing outboard of the engines. The second one was in the starboard inner engine nacelle.
I gave the order, “Prepare to Abandon the Aircraft.” Then several things happened. My indicator light came on which tells me my wheels are down and locked. (I knew they were still up). Another light told me that I had the wrong supercharger gear on for landing. (Good, at 18 thousand feet I was not landing) Through my mind flashed the briefing we had before take off. The winds over the target are from 270 degrees. If we all bailed out, we would float right back into Cologne in our parachutes. I made a spur of the moment decision to blow up with the aircraft along with all my crew. We had it drilled into us that the maximum time we would have was 2 minutes, before the plane would blow up. Even today, I wonder how I could decide to kill all 7 of us. I guess it was the thought of floating back into Cologne in our parachutes.
Taffy Jones, my flight engineer, had clipped on his parachute in preparation for bailing out. He had the presence of mind to drag my one out from behind my seat and was holding it up for me to put on. You see, I was one of many pilots who did not have a pilot’s parachute. Instead, I had the same harness as all of my crew. This was clipped onto the chest when being used. Of course there was no room for me to wear mine, while I was flying the aircraft. I said to Taffy, “Just put it down there,” pointing to the floor beside my seat. Taffy told me, when we eventually landed, that when I said that, he was no longer afraid.” If he only knew!
Well the fires soon seemed to be dying down and both went out together. A pencil through the covers on my warning lights gave us darkness in the flight deck once again. However what would happen when I landed was anybody’s guess. Would my wheels lock down. I decided to head for our emergency landing field at Woodbridge. This had a runway three times wider than our normal airfields and it was much longer as well. It was also lit up like a Christmas tree. Two bright searchlights pointing up and converging welcomed aircraft that were in trouble. We could see these as we left the enemy coast. We were given permission to land. I instructed all my crew to take up crash positions as I made the approach, which they did. My wheels and flaps seemed to functioning normally, but we could not be sure. Then thankfully we made a perfectly normal landing. What a great relief!
Next morning my ground crew were flown in to examine the aircraft – C-Cameron. I never used the call sign C-Charlie. One of my ground crew decided to get up onto the wing. Hoe thought he saw something wrong from the ground. We watched as he reached down through a hole in the wing. He pulled out a live British incendiary bomb from one of our fuel tanks. We had not been hit by flak, but by incendiaries from a plane above us.
29
[page break]
D Day: June 5th/6th, 1944.
The Normandy Coastal Batteries
This day 1012 aircraft took part in raids on the costal batteries at Fontenay, Houlgate, La Pernelle, Longues, Maisy, Merville, Mont Fleury, Pointe-du-Hoe, Ouisterham and St-Martin-de-Varreville. 946 aircraft carried out their bombing tasks. Three aircraft were lost, 2 Halifaxes on the Mont Fleury raid, and 1 Lancaster on the Longues raid. Only two of the targets – La Pernelle and Ouisterham were free of cloud; all other bombing was based on Oboe marking. At least 5000 tons of bombs were dropped, the greatest tonnage in one night so far in the war.
Our target was the coastal batteries at Ouisterham. Although we took off in darkness this trip turned out to be our first daylight bombing. We did not use any different tactics which turned out to be a little bit scary. As we flew towards the target it began to get closer to daylight, I remember another plane from 115 Squadron came alongside me and we continued in a sort of loose formation towards the target. Others about us were doing the same, so that when we reached the target and tried to fly over the markers, we would have all collided. I was fortunate that I was able to drop my bombs on target, but there was no way that I could say my photograph would show this. As soon as the bombs were dropped, I climbed above the crowd to avoid collision with other planes.
I was due to go on leave on June 6th, but because of this trip, all leave had been cancelled. Mary and I had arranged to meet at Kings Cross Station in London, but instead I was on my way back across the Channel and into bed at Witchford. Fortunately I found someone trustworthy to waken me if leave was on again. As soon as he woke me, I was off to London. I was not too worried about Mary, as she knew where we had arranged to stay.
Instead, when Mary arrived at Kings Cross, she saw hundreds of service people but no Don. Somehow she saw this woman in air force officer uniform, but with a different cap to the WAAF of the RAF. She spoke to her and asked whether she were Miriam my sister. Of course she said yes, and that she was there to try to meet Mary. I had not been in touch with Miriam, but of course she knew of our arrangement to meet at Kings Cross. They spent most of the day together. Miriam took her to her office with the RCAF, and introduced her to some of the people she worked with.
Mary and I had a very happy week together. We stayed with Mrs. Clark who had a house in the Elephant and Castle area. We had a lucky escape with this leave. The night when I put Mary on the train for Aberdeen, while I made my way back to Witchford, the room we had slept in was demolished by a German bomb. I think it was one of their Doodle Bugs, the ones you could hear approaching and hoped would pass you before its engine stopped. Our room was upstairs. Fortunately Mrs. Clark lived one level below street level, but level with the back garden. She was not hurt, but had to be taken to a decontamination centre to get all the oil cleaned off. This was another of our narrow escapes during WW2.
30
[page break]
After D Day
June 14th, 1944. Le Havre. There were 221 Lancasters and 13 Mosquitos taking part in this raid. It was in two waves, one in daylight and the other later in the evening in darkness. We were in the second wave. The objectives were the fast German motor-torpedo boats (E-boats) and other light naval forces which were threatening Allied shipping off the Normandy beaches only 30 miles away. Both waves were escorted by Spitfires. 1230 tons of bombs were dropped including 22 Lancasters from 617 Squadron, each loaded with a 12000-lb. Tallboy bomb. The E-boat threat to the invasion beaches from this port was almost completely removed by this raid.
I reported no problems on this raid, but next morning, Chiefy Williams asked me what had happened. One of the propeller nacelles was bashed in, with the paint from a British bomb on the bashed part, another lucky escape that we were not even aware of at the time.
Including this raid on Le Havre, after D Day we did seven night bombing trips, mostly to railway marshalling yards. We also took part in 4 daylight raids, the last one on July 10th, completed our tour of operations. The final six or seven, although quite short trips were very worrying. We all felt that we could not possibly make it to the end of our 30 trips with 115 Squadron and the end of our tour of operations.
No. 3 Lancaster Finishing School.
RAF Station – Feltwell, etc.
After completing my bombing tour at Witchford I was sent to Feltwell. This was not far east of Ely. I was to be an instructor at this school. Crews came here after finishing their operational training, to get enough experience flying Lancasters before going to a bomber Squadron. I had to get experience in handling a Lancaster from a right hand seat, usually occupied by the flight engineer. They extended the connection of the wheel across from the regular control, for the instructor to use. The seat normally was fastened to the pilot’s seat and was clipped onto the right hand side of the aircraft when being used by a flight engineer. It was far from being comfortable. My complete training for this consisted of one afternoon, lasting 1 hour, 5 minutes. Now, I was an instructor.
Now that I was no longer flying with a bomber squadron, I found a room in a farmhouse about 5 miles from Feltwell in Methwold. This village consisted of 1 street, with 6 pubs. Our room had one 15 watt bulb for light. The floor slanted down from each side to a sort of trough along the middle. Mary came down from Aberdeen to stay with me. I told her that when I was finishing my flying for a day, I would fly over this house, and rev. up my engines, so that she would know I would be home shortly. This worked just fine until I once did an air test with another of the instructors. “Oh that’s where you live.” Mary never knew when I would be finishing. All my friends would rev their engines over the house.
31
[page break]
Mary, from about 500 miles north, could not understand the old man who owned the house. I, from 3000 miles away had to translate. The Norfolk dialect was really different to most English accents. His daughter and her husband kept house for him. They farmed a piece of land not attached to this property. The old man would sell her eggs from his chickens, as well as apples. In turn she would sell him any produce from their land. This was a new kind of family for us to experience. When we went on leave, to Aberdeen the old man would give Mary some apples. “Don’t tell Annie that I have given you these.” Annie had to buy her’s from him. What a way to live.
Some of the old Lancasters we flew at Fetwell were in very bad shape. Feltwell was not a paved airfield. We had to land on a grass landing strip. I had taken one crew to a bomber airfield for some experience. We were recalled because some fog was beginning to form at Feltwell. I took over the controls and flew back to base. They had lit some fire flares alongside the landing strip, but I had no difficulty in making my approach and landing. As I tried to turn the plane to starboard into where I was being guided, I could get no power from my port outer engine. I shouted to my guide to look at my port outer, as I could not get any power from it. He shone his light and yelled back that there was no engine there. It had dropped off as we landed. Years later I visited the aeronautical museum in Ottawa, with David, Patricia, Graeme and Heather. David and I were up looking into the cockpit of a Lancaster on exhibit there. Mary spoke to a man who was sitting on a bench looking at this Lancaster exhibit. Mary asked him if he had flown Lancasters. He said that no he had never flown, but he had worked as ground crew on them. He said that he had worked at No. 3 Lancaster Finishing School all the time it was in operation. I asked whether he had been there when the pilot of a plane that had just landed, asked the person directing the plane to shine a light on the port outer engine as he could get no power, and he said there was no engine there at all. He said yes, in fact he was the fellow who told me that there was no engine. What a small world. He belonged to an air force club in Oshawa and was very keen that I should join as well when he found that I lived in Scarborough. These clubs usually turn out to be just a drinking club, so I never did go near it.
After January 23rd, 1945, I was transferred to RAF Station Lindholme, near Doncaster in Yorkshire. This was a training station for Lancasters. We flew with crews who had not yet flown heavy bombers. They had a much more involved course of training.
I made a point of never looking at the students’ log books. I judged their flying ability from what they did for me. That was until I had one student, a flight lieutenant whom I thought was a danger to his crew. I looked in his log book and found that in his flying career he had never had less than, ‘Above Average’ in his records. I thought perhaps there was something wrong with me, so I asked the flight commander to take him up. He failed this man after a single trip and thanked me for letting him take him for a test.
On April 4th, 1945 I was sent on a flying instructors course at F.I.S. (Flying Instructors School) at Lulsgate Bottom, near Bristol, flying Airspeed Oxfords, where I did about 20 hours flying. This consisted of flying with only one
33
[page break]
engine, steep turns, really low flying, stalls, flapless landings, and forced landings (no power) – something called precautionary landings.
This turned out to be really great fun. I felt that this is how we should have been taught to fly Oxfords when I first started flying twin-engined planes. After this I became a category “C” instructor. While I was here, Miriam, my sister came from London to visit. We were able to take a tour through Cheddar Gorge and the cave. It was very interesting. The course lasted until May 4th, 1945, so of course Glen was born while I there. I was given 7 days leave to visit Mary and Glen in the Osborne Nursing Home in Aberdeen. They had to stay in the nursing home quite a long time because Mary developed a fever. They called it Milk Fever. She could not feed her baby, so he had to be brought up on National Dried Milk.
While on my way north I heard the announcement over the loud speakers at Crewe Station, that the war in Europe was finished.
Then it was more instructing at Lindholme for a short time. During this short time, I took some air cadets up for a trip in an Oxford.
I was still flying Lancasters as an instructor. However there was one interesting break. On July 6th, 1945 I took some passengers on what they termed a Cook’s Tour. The war in Europe had come to an end. My passengers were all service personnel from Lindholme. I took them across the North Sea to the Rhur in Germany, and we flew down over the Rhur to see what Bomber Command had done to German Industry there. In comparison, you would say that London, with it’s blitzes had hardly been scratched. It was absolute devastation.
On July 17th, 1945 I was sent to Bomber Command Instructors School at Finningly in Yorkshire. This is here I was paired with John Cooksey. Frankly, this is where I really learned how to fly a Lancaster. This even included how to land a Lancaster with no engines. Mind you, for safety’s sake the engines were left just idling, so that if I goofed we could soon have power. The instructor did the first no power landing and then asked me to try it. I came in with more speed than usual, thinking I was avoiding a stall. But when I leveled[sic] off for a landing I could not hold it down. It just ballooned up and I could do nothing about it. All he said was, “Do you know what you did wrong?” I of course said that I had approached too fast. He told me to try once more, and this time I had no problem.
John Cooksey and I got along together just fine. Neither one of us were really interested in becoming instructors. So I would put him through each exercise and he would do the same for me. If we did them OK and we did, we would spend the rest of the time exploring the countryside and coast around there. We were both upgraded to category “B” instructors. This is the highest anyone could be graded at this B.C.I.S.
I went back to Lindholme until I was sent to RAF Station, Snaith. This was a B.A.T. flight, where I was introduced to making a beam approach. The beam is a radio beam. On the beam we could hear a constant signal. If we
34
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
were off to one side we heard the morse code for “A” on the other side it was the letter “N”. One was dot - dash. The other was dash - dot, so that when they came together you heard a constant sound. This was done with Oxfords and Link Trainers.
1332 HCU (Heavy Conversion Unit)
RAF Station Dishforth
In February 1946, I was posted to Dishforth, where I flew the Avro York. This was just until I was familiar with handling this aircraft.
Transport Command. 246 Squadron. Holmsley South.
On March 9th, they sent me to 246 Squadron at Holmsley South. I was now a F/Lt. (Flight Lieutenant) in Transport Command, with my new crew. For the first time in my flying career, I had eco-pilot, and a really good navigator. They made sure that I was familiar with such
[photograph]
My Transport Command Crew at Cairo (jack Easton, Geof Sames, Gordon Megson, Me, Johnie Ottewell) April 26th, 1946
things as 3 engine landings and overshoots, flawless landings, ground controlled approach. This also included a GEE let down for bad weather approach. Then finally on April 15th, I started my first overseas trip. My route was from base to Castel Benito in North Africa and on to Almaza at Cairo.
35
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
Incidentally, my entire cargo was Sunday newspapers As we stopped at Castle Benito the ground crew were keen to get a copy of some. I told them not to meddle, but said I was off to see about my flight on to Cairo. They were pretty good; the cargo did not appear to be tampered with, but I am sure we had a few less papers. We staged at Cairo for two days, picking up the next plane to come from Britain. From there we flew to Shaibah at Basra. Then a long hop to Mauripur at Kirachi [sic]. Then another two day in Kirachi [sic]. Our next hop was supposed to be to Palam at Delhi, but we were asked to land at Jodhpur. This was my first experience of using a runway which was just a black strip of thick oil. Well I made quite a good approach to land right at the beginning of this strip, because it did not look to be very long. As I arrived over the
[photograph]
Almaza, Cairo June, 1946
hot black strip ready for a three point landing - the aircraft started to float upward with the very hot air rising from the runway. I was determined to get the plane down so I just waited until we stopped floating
up, then gave her lots of power as we started to fall. Hey, we made a nice safe landing after all, even if it was not too smooth. I was glad I had quite a bit of flying experience by this time.
On the way home from Delhi, we made the same stops, except for Jodhpur, but when flying on the final stretch across the Mediterranean, we had to call up the station at Istres in the south of France for permission to carry on, depending on the weather in England. We were asked to land, so we had an extra day on our trip.
My next trip was the same route, but straight from Kirachi [sic] to Delhi, no stop at Jodhpur. Again we were asked to stop at Istres on the way home.
No. 242 Squadron, Oakington
The next trip, we carried passengers, service personnel of course. This involved first flying from our base to Lyneham, which was an international base, complete with customs officers. We had seats fitted. They did not look too comfortable to me. We carried troops who were being sent to relieve some who were coming back to Britain. This trip was only to Cairo. On our return journey we were bringing one stretcher case, complete with a woman medical officer. The man had a brain tumour. One officer, a Naval Captain, which is a fairly high rank, did not turn up on time. Well I refused to hold up the trip for him, telling the staff that he could pick up
36
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
his luggage at Lyneham. I felt that getting my stretcher case to hospital in Britain was more important. There were a few fighter pilots among my passengers too. When we landed at Castle Benito, the plane just rolled smoothly along the runway with no kind of any bump. This was a rare thing for an Avro York. They could not be landed without a bump of some sort. My air quarter master (Steward) bragged to these fighter guys that I did this all the time. I reminded him that I still had to land them at Lyneham. By this time I was sure that Istres always asked us to land no matter what the British weather conditions before leaving Castle Benito. Sure enough, they asked us to land. However I told them that I was carrying an urgent Stretcher case and wanted to get him to a hospital as soon as possible. They did not hesitate to allow me to proceed. I realised that I had made one goof. The troops were all wearing tropical dress and wanted to change, but did not wish to embarrass the woman medical officer. I brought her up front with me and had told her that she could hear the various info. I received as we flew. When I pushed for not landing at Istres, she told me not to fly on if the weather was bad. The invalid was not that urgent. I had to tell her that there would be layers of cloud when we got there and maybe a bit of drizzle, but nothing to make it a dangerous landing. Actually we didn’t even have the drizzle, but did I ever bounce in on my landing.
Then I was sent with another crew to get some route experience for a trip to Singapore. F/Lt. Audis was the pilot. Well, after we left Basra and were flying down the Persian Gulf, I went back to have a rest. I don’t think I was really asleep, but suddenly I became aware that something was wrong. Even though the aircraft was cruising OK, I went up front and asked what the trouble was. Well the port outer engine was not functioning, something wrong with the supercharger. The pilot had decided to fly lower, so that he could see more closely things at ground level. However at the bottom of the gulf, we would have to climb to over ten thousand feet to get over some hills, before flying along to Kirachi [sic] over the sea. He got permission to land at Sharjah, where we would wait until a replacement engine could be flown to us. We were there from August 19th. to September 1st. Strangely enough a friend from my days on bombers flew the engine to us in a DC3 (Dakota).
Apart from one more flight along with another pilot, just doing an air test, that was my last flight with the RAF. I had flown total of 1201 hrs 50 min.
My flying with British Overseas Airways Corporation
While at Aldermaston, back at school, in training for my various licences, I flew once with Captain Green on an air test in a Viking aircraft , just for 1 Hr 20 min. This was strictly off the record and is not included in my log book. I also went up for an air test in a Dakota with Capt. Levy. This lasted !hr. 30mn. As we approached for a landing he suggested that I try the landing. I didn’t even know the speed to make the approach at. He told me the speed and said to go ahead. I would find that it would pretty well land itself. So I did land it and with a nice smooth landing.
I had to do some flying in the York again, which included landing fully loaded. I was sent on a cross country
37
[page break]
[italics] Donald Cameron: World War II and Flying Memoirs [/italics]
flight with another First Officer, F/O Clink. However I was to be in charge. We had all sorts of different personnel on board. They came and asked if I was ready for dinner. As I was in charge, I was to them Captain. Well you have no idea of the fancy treatment I was given. Of course the stewards were also in training and were being watched. I have never been so handsomely treated to a meal before or since.
When I was fully qualified I was sent to Turn, near Bournemouth.
My first trip as First Officer started on November 23rd, 1947. Captain Phillips was in charge. We flew to London. On the 24th our route was first to Bordeaux and then to Castel Benito, then on to Lydda. This was a staging Post for the crew. The plane flew on with a different crew. On November 28th we took over a different plane on to Basra and Kirachi [sic]. On November 30th we were off again, this time with a Cast. Maltin. We flew to Dharan at Delhi. When we took off from Delhi, as we were gaining speed for take off, Capt. Maltin suddenly shut the throttles right down and exclaimed, “Holy cow!” This surprised me to hear him say a thing like this, but when I looked to see the problem, there was a cow strolling slowly across the runway. I laughed and said to him, “I have never heard that expression used correctly before.” Captain Maltin flew us as far as Lydda on the way home. We found ourselves as supernumerary crew. In other words there were two crews, but only one plane, so we flew on in the same plane, but with a different crew. That saved us a day, as we stayed with the plane right through to Castle Benito, but were delayed a day, I think by a sandstorm before returning to base.
The next flight started on December 24th, 1947. We had two children by this time, so Christmas arrived a wee bit early, but, neither Glen or Patricia were aware of that.
The name of the plane was Macduff. G-AGOF. We flew to London late on the 24th. Our take off was on the 25th. None of us in the crew were happy about this. Neither were most of the passengers. Captain Kelly came aboard and looked around at the long faces, and asked the steward if we had Christmas Crackers on board. We did, so he asked that a cracker be given to every passenger and every crew member. There was a tiny decorated tree just at the entrance, which on the York was mid-way up the passenger cabin. When we all had our crackers Captain Kelly said, “Now all of you pull your crackers and put on the paper hat.” That broke the ice and we had a great trip after that. We made landings at Bordeaux for lunch (Christmas Dinner), then on to Castel Benito and Cairo.
Both passengers and crew had an overnight stop in Cairo. Then in early morning we flew down to Khartoum. A lovely breakfast was waiting for us in Khartoum.
As we flew south from Khartoum, Captain Kelly asked me to go back into the passengers to point out any wild game. He purposely flew fairly low and I pointed out large animals like giraffe and elephant and such like. Two little girls, about nine or ten years old, latched onto me at this time. They had a great time as I showed them quite a few animals on the ground.
38
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
As for me, I was very interested in not only seeing all this wild game, but also we flew low over the Murchison Falls on this branch of the Nile River.
We arrived in Nairobi on December 27th and were treated once again to another Christmas Dinner. I am afraid the two little girls ended up sitting on my knees, one on each knee. This was hardly airline etiquette, but by this time passengers and crew were just like one huge family. When we finally returned to base, we received no less than 5 letters, commending the crew for a great trip. Most were being sent out from England on a scheme to grow ground nuts (peanuts), which turned out to be a complete flop in the end. None were very happy about going.
After Nairobi we flew past Kilimanjaro, quite a nice sight to Mombasa, on the coast of the Indian Ocean. Then we headed south over Zanzibar to Dar es Salaam in Tanzania. This was our final destination and my first crossing of the equator. There were no celebrations on board.
Our return trip was still in the Macduff as far as Cairo. Then we staged, flying on December 31st in a York called Marston, G-AGSO. Between Cairo and Tunisia Captain Kelly gathered the whole crew up front. The radio was tuned to the BBC in London, and as the new year came in we had a bit of a celebration. We were unable to land in London because of fog and were diverted to our base at Hurn. Here was still a lot of cloud below us, but I suddenly spotted our base and gave Cpt. Kelly a nudge. He was determined to land at base, but the passengers must have wondered what was happening. To say the least it was not a normal approach, although to us up front it was certainly not dangerous. So we came to the end of one of my most enjoyable trips.
On January 22nd 1948, I did the same route again with Captain Bennett. Then my final trip was to India once again with Captain Buxton. This time we went one more stop after Delhi, to Calcutta.
I am not sure which of these trips this incident happened, but on one of our stopovers in Cairo, we arranged with a local man to take us from the Bentley Hotel (I think that was the name) to the Pyramids and Sphinx, with a tour up inside the Great Pyramid. We would pay him for the entire trip. We settled on a price. Everything went very well. I opted to ride an Arabian horse instead of one of their moth-eaten camels. All went very well including the climb up inside the pyramid, until nearly down inside. Then this guide decided he would like a bit more money. If we wouldn’t give him this he would leave us in the dark. He had been lighting our way with magnesium strips. Needless to say the poor guy was completely surrounded by us, and told he had better not try any tricks like that. I think he thought we would take the magnesium and leave him behind, but anyway we got out okay.
By this time, my left eye had really started to go blind. I realised that I could not renew my licence and so resigned from BOAC.
My total flying time, including air force and civilian was 1455 hrs 55min.
39
[page break]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
[medals and other insignia photographed on a black background]
[top] [RAF wings]
[1st row L to R] [1939-45 Star; Air Crew Europe Star; 1939-45 Defence Medal; 1939-45 War Medal]
[2nd row] [Bomber Command Tribute 1939 – 1945]
40
[page break]
Campaign Stars, Clasps and Medals
instituted in recognition of service
in the war of 1939 – 45
[list of awards]
[award certificate for those who served in Bomber Command 1939 – 45]
41
[page break]]
[italics] Donald Cameron World War II and Flying Memoirs [/italics]
[bold] Footnote to My Flying [/bold]
Mary and I were at our trailer up near Norland, when we received a phone call from our daughter, Patricia. She asked us what we would be doing on August 19th 2000. I looked at our calendar and told her that we had tickets for the theatre in Lindsay. We were going with some friends.
Well we were told to cancel these arrangements. Our three children had combined to give me a trip up in the Lancaster at the Canadian Warplane Heritage Museum in Hamilton. They had joined to purchase membership in this museum for me ($75). As well, they paid $1000 for a flight of about 45 minutes in the Lancaster. It was a real thrill to be back in a Lancaster once again.
[colour photo of man and woman in front of a stationary Lancaster]
42
[photograph of Donald Cameron wearing his war medals]
[article from the ‘News Advertiser’ dated 3rd September 2000, including photograph of Donald Cameron in front of a Lancaster aircraft]
High times for veteran flyer
Second World War pilot revisits his glory days
By Jane McDonald staff writer
When Don Cameron headed towards a certain aircraft on a sunny Saturday, Aug. 19, it was as though 55 years suddenly melted away.
“He strutted over that tarmac like a 20 years old,” says Pat Boocock of Ajax, the 53-year-old daughter of Mr Cameron who, with her two brothers arranged for her father to fly once again in a famous Second World War Lancaster. Mr Cameron wasn’t quite 20 years old when he joined the Royal Air Force in 1941. Originally from Toronto, he’d gone to Scotland in 1938 to study at an agricultural college. After war broke out the following year, he tried to join the air force when he reached the age of conscription.
“They told me, ‘No, you’re not a resident’” recalls the almost 79-year-old Whitby man. He joined anyway as a volunteer and headed for the southern United States to train as a pilot. And although he qualified as a fighter pilot, by the time he got back to England, he was posted to 115 Squadron, part of the RAF’s No. 3 Group Witchford. This meant flying multi-engine aircraft like the Wellington and Stirling. But his favourite by far was the Lancaster. Mr Cameron remembers, with the help of his log book, his first operational trip to Berlin when he piloted a Lancaster, the heavy four-engine bomber, many of which were built at Victory Aircraft, the Canadian Crown corporation at Malton, Ont.
[photograph with caption “Don Cameron still hadn’t come back to earth after flying in a Lancaster bomber, the same plane he flew as a pilot with the Royal Air Force during the Second World War. He went up on Aug. 19.]
“I flew five different (Lancaster) planes,” says Mr. Cameron of his time on operational missions. “Then somebody would take one up (when he was off duty) and not come back.” He had his own close calls like a particularly ‘nasty trip’ he made to Cologne, the city in northern Germany on the Rhine River, when his plane had two fires burning as he struggled to get his crew back to England.
“Cologne was the scariest,” he admits. It turned out to be British incendiaries that landed on us. We were coming out of Cologne and I gave orders to prepare to abandon the aircraft. Then the whole (pre-flight) briefing came back to me … I realized then that it would be better to blow up there than bail out and drift back into Cologne. That decision saved our lives.” Another time, after landing successfully on a grassy strip, Flight Lieutenant Cameron asked a ground crew member to shine his light on the port outer engine which he thought might have something wrong with it. “There is no engine,” answered the man.
But the plane he went up in Aug. 19 had all four engines. Lovingly refurbished by a dedicated group of volunteers, the pride of the Canadian Warplane Heritage Museum at Mount Hope Airport in Hamilton is the only airworthy Lancaster in Canada.
“I just heard about it on the radio three or four years ago,” says Mrs. Boocock. “I tucked it away in my mind but when my father started having heart problems, I thought we’d better do it soon.” She contacted the museum and was told her father could go up in its Lancaster for a ‘donation’. She and her two brothers came up with $1,000, which she says will be their father’s “birthday and Christmas” gift.
Mr. Cameron says he found the flight to be “quite similar” in many respects. “The only thing missing was the piece of armour plating that used to be behind my (the pilot’s) head,” he adds of the 45 minute flight that took him over Niagara Falls. And although it was “bumpy”, there was no need to worry about anti-aircraft flak hitting this Lancaster. One night in 1944, his plane came back from a sortie with 47 holes in it and he lost an eye after the war as a result.
“I really haven’t come down to earth yet,” says the happy and grateful family man. “It’s something I just never expected.”
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
World War II & Flying Memoirs
Description
An account of the resource
Writes of travelling to Scotland before start of the war and then joining the RAF Volunteer Reserve. Continues with account of training in England before going to Lakeland Florida for primary flying training, Cochran field for basic and advanced training on Harvard at Napier Field, Dothan Alabama. Continues training on return to United Kingdom at RAF Windrush flying Oxford. After getting married continues training at RAF Wing on Wellington and then on to RAF Silverstone and Wratting Common on Stirling followed by Waterbeach for Lancaster. Continues with account of first operation over Germany while still training at Wing on 4 Oct 1943. He then went to 115 Squadron at RAF Whitchford. He continues with accounts of first operation on 115 Squadron flowed by detailed accounts of operations in February and March 1944. Mentions that he was commissioned and then describes further operations to Germany and in support of D-Day operations and afterwards. Concludes with description of activities as an instructor at RAF Feltwell.
Creator
An entity primarily responsible for making the resource
D Cameron
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Sussex
England--Brighton
England--Buckinghamshire
England--High Wycombe
United States
Florida--Lakeland
Georgia--Macon
Alabama--Dothan
England--Gloucestershire
England--Buckinghamshire
England--Suffolk
England--Northamptonshire
England--Cambridgeshire
Germany
Germany--Schweinfurt
Germany--Düsseldorf
Germany--Duisburg
France
France--Normandy
England--Norfolk
France--Le Havre
Florida
Alabama
Georgia
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942-03-23
1942-05-10
1942-08-11
1943-05-21
1944-01-05
1944-01-25
1943-10-04
1944-01-30
1944-02-15
1944-02-24
1944-02-25
1944-04-14
1944-06-05
1944-06-06
1944-06-14
1944-06-15
Format
The file format, physical medium, or dimensions of the resource
Thirty-eight page printed document with b/w and colour photographs
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
BCameronDCameronDv1
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
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
115 Squadron
1651 HCU
1678 HCU
17 OTU
26 OTU
aircrew
bomb struck
bombing
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
crash
Flying Training School
Gee
Harvard
Heavy Conversion Unit
incendiary device
Initial Training Wing
Lancaster
Lancaster Finishing School
Lancaster Mk 2
love and romance
Me 110
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
promotion
RAF Dishforth
RAF Feltwell
RAF Hemswell
RAF Lindholme
RAF Silverstone
RAF Waterbeach
RAF Windrush
RAF Wing
RAF Witchford
RAF Wratting Common
searchlight
Stearman
Stirling
Tiger Moth
training
Wellington
Window
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1526/29154/LTeaseJ[Ser -DoB]v1.pdf
94d967ee89bd516193d9252705e81bfb
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
Miles, Reg
Reginald J Miles
R J Miles
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
2016-07-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Miles, RJ
Description
An account of the resource
102 items. The collection concerns Reg Miles (1923 - 2022) and contains his audio memoir, log book, photographs and documents. He flew 36 operations with 432 and 420 Squadrons.
The collection has been donated to the IBCC Digital Archive by R Miles and catalogued by Barry Hunter.
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
Jim Tease’s pilots flying log book
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.
Description
An account of the resource
Pilots flying log book for J Tease, covering the period from 13 June 1944 to 10 October 1944. Detailing his operations flown. He was stationed at RAF Tholthorpe. Aircraft flown was Halifax. He flew a total of 35 operations with 420 squadron, 14 night and 21 daylight. Targets were St Pol, St Martins, Bientques, Bamiers, Forest D’eawy, Thiverny, Nucourt, Caen, Ferme du Forestal, Ferfay, Stuttgart, Hamburg, Croix en Tournois, Foret Du Nieppe, Bois de Cassan, St Leu D’Esserent, Le Hague, Foret de Chantilly, Foret de Montritchard, Bons Tassilly, Brussels, Connantre, Marques-Mimoyecques, Le Havre, Castrop Reuxel, Osnabruck, Kiel, Boulogne, Calais, Bottrop, Sterkrade, Bergen, Dortmund and Bochum. His pilot for his first 'second dickie' operation was Pilot Officer Keegan.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One photocopied booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LTeaseJ[Ser#-DoB]v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Germany
Great Britain
Netherlands
Norway
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
Belgium--Brussels
England--Yorkshire
France--Béthune Region
France--Boulogne-sur-Mer
France--Caen
France--Calais
France--Creil Region
France--Falaise Region
France--Le Havre
France--L'Isle-Adam
France--Marquise
France--Montrichard
France--Neufchâtel-en-Bray
France--Nieppe Forest
France--Nucourt
France--Paris Region
France--Saint-Omer Region (Pas-de-Calais)
France--Saint-Pol-sur-Ternoise
France--Troyes Region
Germany--Bochum
Germany--Bottrop
Germany--Castrop-Rauxel
Germany--Dortmund
Germany--Hamburg
Germany--Kiel
Germany--Osnabrück
Germany--Stuttgart
Netherlands--Hague
Norway--Bergen
Germany--Oberhausen (Düsseldorf)
France
France--Creil
Germany--Ruhr (Region)
France--Chantilly Forest
Temporal Coverage
Temporal characteristics of the resource.
1944-06-14
1944-06-15
1944-06-21
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1944-07-12
1944-07-15
1944-07-16
1944-07-17
1944-07-20
1944-07-24
1944-07-25
1944-07-26
1944-07-28
1944-07-29
1944-07-31
1944-08-01
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-12
1944-08-14
1944-08-15
1944-08-18
1944-08-19
1944-08-27
1944-09-10
1944-09-11
1944-09-13
1944-09-15
1944-09-16
1944-09-17
1944-09-25
1944-09-26
1944-09-27
1944-09-30
1944-10-04
1944-10-06
1944-10-07
1944-10-10
1944-10-11
1944-07-18
420 Squadron
aircrew
bombing
bombing of Luftwaffe night-fighter airfields (15 August 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Halifax
Halifax Mk 3
Normandy campaign (6 June – 21 August 1944)
pilot
RAF Tholthorpe
tactical support for Normandy troops
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1414/28283/MWareingR86325-161005-57.1.pdf
5bcd0d87ba83800dcfd887d036d2d75e
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
Wareing, Robert
R Wareing
Description
An account of the resource
258 items. The collection concerns Flight Lieutenant Robert Wareing DFC* (86325 Royal Air Force) and contains his flying logbooks, prisoner of war log book, memoirs, photographs, extensive personal and official correspondence, official documents, pilots/handling notes, decorations, mementos, uniform badges and buttons. He flew operations as a pilot with 106 Squadron. After a period of instructing he returned to operations on 582 Squadron but was shot down and became a prisoner of war.
The collection has been donated to the IBCC Digital Archive by Andrew Wareing 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
2016-10-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wareing, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A F Hill’s flying log book extract
Description
An account of the resource
Flying log book extract for A F Hill, navigator, covering the period from 13 April 1944 to 7 August 1944 when he was missing on operations. He was stationed at RAF Warboys and RAF Little Staughton. Aircraft flown in was Lancaster. He flew a total of 25 operations with 582 squadron, 9 Daylight and 16 night. Targets were Essen, Somain, Montdidier, Nantes, Montcouple, Foret de Cerisy, Laval, Longues, Fougeres, Lens, Les Hayons, Blainville sur L’Eau, Villers Bocage, Oisemont Neuville, Nucourt, St Philibert Ferme, Colombelles, Mont Candon, Foret du Croc, Les Hauts-Boisson, Stuttgart, Coquereaux, L’Isle Adam and Mare de Magne. Evading capture he returned to the Great Britain by naval vessel on 14 September 1944. His pilots on operations were Squadron Leader Wareing, Wing Commander Dunnecliffe and Pilot Officer Sexton.
Format
The file format, physical medium, or dimensions of the resource
Sixteen photocopied pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
MWareingR86325-161005-57
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
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
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-06
1944-07
1944-08
1944-04-26
1944-04-27
1944-04-30
1944-05-01
1944-05-03
1944-05-04
1944-05-07
1944-05-31
1944-06-01
1944-06-05
1944-06-06
1944-06-07
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-24
1944-06-28
1944-06-29
1944-06-30
1944-07-02
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-28
1944-07-29
1944-07-31
1944-08-01
1944-08-03
1944-08-07
1944-09-14
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Cambridgeshire
France--Abbeville Region
France--Bayeux Region
France--Caen Region
France--Calais (Arrondissement)
France--Dieppe (Arrondissement)
France--Dreux
France--Fougères (Ille-et-Vilaine)
France--Laval (Mayenne)
France--Lens
France--Lille Region
France--L'Isle-Adam
France--Longues-sur-Mer
France--Montdidier (Hauts-de-France)
France--Nancy Region
France--Nantes
France--Normandy
France--Nucourt
France--Oisemont (Canton)
France--Somain
France--Villers-Bocage (Calvados)
Germany--Essen
Germany--Stuttgart
Germany--Ruhr (Region)
France--Saint-Philibert (Morbihan)
France--Forêt du Croc
France--Coquereaux
582 Squadron
aircrew
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
Lancaster
missing in action
navigator
Normandy campaign (6 June – 21 August 1944)
RAF Little Staughton
RAF Warboys
tactical support for Normandy troops
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/490/27465/LMillarJ1893458v10001.2.pdf
e352f9e02b4c620fe44613b7e6486819
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
Chinery, Donald
Donald Robert Chinery
D R Chinery
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Chinery, DR
Description
An account of the resource
Three items. An oral history interview with Donald Chinery (1921 - 2017, 1465877 Royal Air Force) his log book, and the log book of J Millar. Donald Chinery flew operations as an air gunner with 61 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pam Winter and catalogued by IBCC Digital Archive staff.
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
J Millar’s navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s, air bomber’s and air gunner’s flying log book for J Millar, air gunner, covering the period from 29 July 1943 to 27 June 1944. Detailing his flying training and operations flown. He was stationed at RAF Pembrey, RAF Newmarket, RAF Stradishall, RAF Leicester East, RAF Coningsby and RAF Skellingthorpe. Aircraft flown in were Blenheim, Wellington, Stirling and Lancaster. Having initially joined 620 Squadron he flew a total of 35 night operations with 61 Squadron. Targets were Chateauroux, Stuttgart, Frankfurt, Berlin, Essen, Nuremberg, Tours, Aachen, Paris, Brunswick, Munich, Schweinfurt, Bordeaux, Toulouse, Mailly-Le-Camp, Eindhoven, Nantes, Saumur, Ferme D’Urville, Pierre du Mont, Argentan, Rennes, Orleans, Poitiers, Aunay, Watten, Gelsenkirchen, Limoges, Rouville and Vitry. His pilot on operations was Pilot Officer Auckland. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LMillarJ1893458v10001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Leicestershire
England--Lincolnshire
England--Suffolk
France--Argentan
France--Bordeaux (Nouvelle-Aquitaine)
France--Caen Region
France--Châteauroux
France--Limoges
France--Nantes
France--Orléans
France--Paris
France--Poitiers
France--Rennes
France--Saumur
France--Saint-Pierre-du-Mont (Landes)
France--Toulouse
France--Tours
France--Troyes
France--Valognes Region
France--Vitry-sur-Seine
France--Watten
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Essen
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Munich
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Eindhoven
Wales--Carmarthenshire
Germany--Ruhr (Region)
France--Bolbec
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-03-10
1944-03-11
1944-03-16
1944-03-17
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-19
1944-05-20
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-19
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1657 HCU
61 Squadron
620 Squadron
air gunner
Air Gunnery School
aircrew
Blenheim
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
Heavy Conversion Unit
Lancaster
Me 109
Normandy campaign (6 June – 21 August 1944)
RAF Coningsby
RAF Leicester East
RAF Newmarket
RAF Pembrey
RAF Skellingthorpe
RAF Stradishall
Stirling
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/490/27459/LChineryDR1465877v1.1.pdf
9da2a560e832821bb136ce059c92f214
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
Chinery, Donald
Donald Robert Chinery
D R Chinery
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Chinery, DR
Description
An account of the resource
Three items. An oral history interview with Donald Chinery (1921 - 2017, 1465877 Royal Air Force) his log book, and the log book of J Millar. Donald Chinery flew operations as an air gunner with 61 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pam Winter and catalogued by IBCC Digital Archive staff.
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 Chinery’s flying log book for observers and air gunners
Description
An account of the resource
Flying log book for observers and air gunners for D R Chinery, air gunner, covering the period from 16 August 1943 to 19 October 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Barrow, RAF Llandwrog, RAF Newmarket, RAF Waterbeach, RAF Witchford, RAF Coningsby, RAF Skellingthorpe, RAF Barford St John, AF Turweston, RAF Silverstone and RAF Finningley. He initially joined 196 Squadron but flew a total of 34 night operations with 61 Squadron. Targets were, Chateauroux, Stuttgart, Frankfurt, Berlin, Essen, Nuremburg, Tours, Aachen, Paris, Brunswick, Munich, Schweinfurt, Bordeaux, Toulouse, Mailly le Camp, Eindhoven, Nantes, Saumer, Ferme Dur Ville, Pierre Du Mont, Argentan, Rennes, Orleans, Poitiers, Aunay, Watten, Gelsenkirchen, Limoges, Rouville and Vitry. His pilot on operations was Pilot Officer Auckland. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Bay of Biscay
England--Cambridgeshire
England--Lincolnshire
England--Oxfordshire
England--Suffolk
France--Argentan
France--Châteauroux
France--Limoges
France--Mailly-le-Camp
France--Nantes
France--Orléans
France--Pas-de-Calais
France--Poitiers
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Toulouse
France--Tours
France--Vire (Calvados)
France--Vitry-sur-Seine
Germany--Aachen
Germany--Berlin
Germany--Braunschweig
Germany--Essen
Germany--Gelsenkirchen
Germany--Munich
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Netherlands--Eindhoven
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Ruhr (Region)
France--Bolbec
France--Watten
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-02-24
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-16
1944-03-17
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-12
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-28
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-19
1944-05-20
1944-05-22
1944-05-23
1944-05-24
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-03
1944-06-04
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-19
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-27
1944-06-28
1945-06-22
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LChineryDR1465877v1
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
16 OTU
1651 HCU
17 OTU
196 Squadron
61 Squadron
Advanced Flying Unit
air gunner
Air Gunnery School
aircrew
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
Cook’s tour
Heavy Conversion Unit
Me 109
mid-air collision
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Barford St John
RAF Barrow in Furness
RAF Coningsby
RAF Finningley
RAF Llandwrog
RAF Newmarket
RAF Silverstone
RAF Skellingthorpe
RAF Turweston
RAF Waterbeach
RAF Witchford
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27238/BPattisonLEPattisonLEv2.2.pdf
aeeefce175b85bf44c34653c3689d720
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and 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
2017-02-15
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. 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
Adams, HG
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[map of North Wales and the Midlands showing where Herbert Adams was stationed at Llandwrog]
A piece of the map-reading (topographical) map of Midland & Wales. The arrows show the A.F.U’s at Llandwrog & Mona where I & Sid trained. The other 2 arrows are to the castles at Caernarvon & Conway.
[page break]
[extract detailing the methods of use of the Douglas protractor with diagram]
This is one of the simple instruments used a lot in navigation chart work, along with a pair of dividers, a parallel rule & a pencil.
All our chart work was done on Mercator projection maps with a scale of 1:1000000 …. All the meridians were parallel, and latitudes at right-angles but further apart as latitude increased.
[page break]
[map of parts of the Midlands and Wales]
This piece of the Midlands & Wales map-reading map is to a scale of 1:500000 on a modified polyconic projection which results in shapes about as good as possible considering that the earth is spherical. The meridians converge about 5 cm in a map of their size for England’s latitude.
After we finished the A.F.U. course we left, & on 27th March, moved to Lichfield, No 27 OTU (Operational Training Unit) where we were to “crew-up”, and fly in Wellington bombers (designed by Barnes Wallis of Dambusters fame. Lichfield is not for NNE of Birmingham. The town has a nice cathedral
[page break]
At Llandwrog, and all later airfields, we used the Dalton computer for doing flight plans (given track, speed & wind-velocity – it works out course & ground speed.) and for all changes of direction &/or speed. It was a huge improvement on the C.S.C. we used at Cootamundra.
We had the loose-leaf pad disconnected.
[diagram of Dalton Navigational Computer Mk. IIID]
[page break]
[diagram of underside of Navigational Computer Mk. IIIH]
This reverse face of the Dalton computer is really a circular slide rule for quick calulations [sic] of time distance & speed.
The slots allowed setting of altitude and temperature for converting Indicated Air Speed (I.A.S.), to True airspeed; this was used on each leg of a flight plan.
[black and white photograph of a Wellington aircraft in the air]
We were at Lichfield from 27th Mar. to 21st June. We didn’t have our first flight in the Wellington until 20th Apr. the first few days involved “crewing-up” then a lot of ground work; pilots using simulators.
[page break]
[black and white photograph of a Wellington on the ground with airmen in front of it]
VICKERS-ARMSTRONG WELLINGTON
With a range of 3,200 miles and a heavy bomb-carrying capacity, the Wellington has figured prominently in attacks on enemy war concentrations. An all-metal structure, with fabric covering, its distinctive feature is the tail rudder. Wings (span 86 ft. 1 in.) and tailplane taper sharply. Guns are mounted in nose and tail, and a third turret, which is retractable, is situated under the fuselage.
Two 1,000 h.p. Bristol Pegasus XVIII air-cooled engines give a speed of 265 m.p.h. There is a crew of five.
The Wellingtons we flew were Mark X which had more powerful Bristol Hercules engines of about 1600 H.P. each. We crewed-up with 2 gunners who took turns in the rear turret … later on, the Sterlings & Lancasters had a mid-upper turret.
It is certified that I have received instruction in and fully understand the following Crew Drills:-
1. Parachute Drill. 2. Dinghy Drill.
3. Crash Landing Drills.
Date 12/4/44 Signature [signature]
CERTIFIED that I have received instruction on the Wellington III fuel and oil system and that I thoroughly understand the operation of this system and manipulation of the control.
[signature] Officer o/c Synthetic Fuselage. Signed [signature]
This was part of our “ground-work”; if the Wellington flew for more than 4 hours it was the job of the navigator to pump oil to the engines, using a hand-hydraulic pump inside the fuselage.
[page break]
[four drawings of Vickers Wellington aircraft]
[black and white photograph of six airmen standing in front of a hut]
Our crew at Lichfield L. to R. Eric Taylor W.O.P.
Bert Adams. Nav
Ken Nicholls, Rear Gunner.
Ray Giles, Mid-Upper Gunner.
Peter Gray-Buchanan. Pilot.
Sid Payne, Bomb-Aimer.
There was no official direction for crewing up. A couple of days were allowed (& nights in the sergeants mess) for us to “sort our selves [sic] out.” Sid Payne and I made a pair & we went looking for a pilot. I was able to boost Sid’s qualifications by telling that he’d begun as a pilot, passed EFTS on Tiger Moths, but was ‘scrubbed’ near the end of his SFTS on Wirraways … this plus his Observor [sic] training in Australia was the same as mine. Sid had worked, after leaving school, at the main office of the Dept of Road Transport, Bridge St., Sydney.
We joined up with a Pilot-W.O.P. combination from Queensland, looking for a likely nav-bombaimer pair. Both pairs seemed happy with each other. We began looking for gunners.
[page break]
It turned out that the two gunners who’d topped their AFU course had paired up and had a good look at the groups needing gunners. I guess we were lucky that they picked us.
Ken hailed from Sydney. I’m not sure if he’d already married Tina Mitchell from Mudgee or if they wed after the war. Tina’s mother was the live-in caretaker of the A.U.A. rooms in Market St. Ray came from a farmland district in W.A., he was 25 & married; the other 5 of us were all 20. Peter was a very quiet lad from a wealthy family in Brisbane – he’d spent some time as a jackaroo in Western Queensland. Eric was more extrovert and came from Mackay.
For navigation we were introduced to two invaluable aids. The first was the Air Position Indicator, or H.P.I. Up until now we had drawn manual air-plots on the chart, needing to change it for every alteration of course or speed & requiring the pilot to steer his course accurately & keep the speed constant (which may not be convenient over Germany). The A.P.I. had an input of airspeed, corrected for altitude & temperature to give True Air Speed; also it had an input of direction from a big Distant Reading Compass mounted near the tail of the plane (less magnetism from the engines there) which combined magnetic direction & gyro stability (2 seconds from each alternately I think); the resulting [inserted] magnetic [/inserted] direction was sent (by wire) to a V.S.C. above the Nav’s table where he set the Variation for that local area & any compass deviation for that direction thus feeding True directions to the A.P.I. and to the bombsight and to the pilots display.
[page break]
The A.P.I. had 2 knobs and scales. The nav. could set known latitude & longitude, (of his airfield normally), then as the plane flew, regardless of directions & speed changes, the API scales kept track of it all & gave latitude & longitude to the nearest 1 minute ([symbol] nearest 1 nautical mile) [underlined] relative to the air [/underlined] … so we had an automatic air plot.
Therefore if we flew for say 20 min. and got a FIX (known ground LAT + LONG), the difference between the FIX and the API reading would be the wind effect for that 20 min. Plotting both on the chart, measuring with protractor & dividers, allowed the nav. to get the wind velocity.
But getting accurate fixes (up ‘till now) mostly relied on map reading (not possible on dark nights or above cloud.).
Now enter the 2nd aid, called GEE. A box on the nav. table with an oscillograph screen & 2 knobs allowed the nav. to pick up pulsed radio signals from ground stations. The master station triggered 3 other stations (I think about 50 miles apart) and the GEE-box measured the differences in time for the pulses to reach the plane. The nav. only had to pick the better pair, twiddle the knobs to align the blips with that from the master station, flip a switch & read off 2 numbers from a scale, and note the time. We learnt to do that in 1/2 a minute or less. We had special GEE charts, just like our Mercator plotting charts, but overprinted with many curved lines, in 3 colours for the 3 stations, and numbers printed on the curves often enough for us to find where the 2 numbers met. That was our FIX, and it could then be transferred to the plotting chart with dividers.
[page break]
The curves on the charts gradually became to cut at shallower angles at long distances, but all over Britain, and as far as the front line in Germany, the GEE box gave fixed with an accuracy of 1/2 mile or less. This was enormously helpful, even though the Germans jammed the G.EE frequency so that we couldn’t read the blips much beyond the front line. Much of the first week or two at Lichfield was spent learning to use the API and GEE.
[extract detailing the purpose of the Astro Compass Mk. II with photograph]
We carried this in case of emergency, but didn’t have to use it. (I still have one in the shed, souvenired after VE day.)
[page break]
[underlined] AIR NAVIGATION [/underlined]
When we began learning air navigation, we had to rely on our pilot to fly straight and level on the compass course given without any alteration to airspeed. Thus we could keep an airplot, corrected for every change of course, speed or height. Pilots flew at an indicated air speed (IAS), which had to do with stalling-speed safety, but the true air-speed changed considerably with increased height (& a bit with temperature). For example, an IAS of 165 mph at 14000’, -8o C, gave a TAS of 206 mph to use on a manual air-plot. Also, the pilot flew on a magnetic compass course, which the navigator needed to correct to a true course allowing for magnetic variation (it was 11o W at Lincoln) and deviation due to metal in the aircraft (engines, bomb-load) and which varied with the direction flown … hence the need to “swing-the-compass” on the ground to record a deviation chart for use in the air.
A simple manual air-plot could look like this:-
[diagram]
By the time our training (in England) graduated to operational type aircraft (Wellingtons, Sterlings, Lancasters) we had the benefit of an Air Position Indicator (API) … a clever little black box with windows showing latitude & longitude to the nearest minute. These aircraft had a master compass (distant-reading) down towards the tail so that deviation would be minimal, and it fed magnetic direction to a Variation Setting Control (VSC) above the navigator’s table. The navigator set the VSC to the local variation & then repeater compasses for the pilot, bombsight & navigator all read [underlined] true [/underlined] directions.
[page break]
Also, the API had an input of I.A.S. altitude and temperature & (somehow) converted that to T.A.S. (true air speed). The API now had the 2 inputs which enabled it to produce an automatic air-plot, regardless of any changes of direction, speed, height or temperature! For shortish trips, we would set the A.P.I. to read the latitude & longitude of our airfield. On longer trips, or when expecting strong winds, the wind vector could become too long as to be cumbesome [sic] (longer than our parallel ruler). Early in our operations we would reset the API to the lat. & long. of a “good” fix … but after some errors in resetting (& perhaps a “bad” fix) we, later, offset the API to about 1/2 the expected wind vector so that it shrank for the first half of the trip, the [sic] grew again coming home … a much safer and more elegant solution to that problem.
With the API giving us air-position all the time, we now had the ability to find accurate wind-velocities whenever we could get a good fix. The most usual fix was from the GEE-box … a gadget about a 1’ cube size, which picked up radio pulses from ground stations spread across England & linked so that the master station triggered pulses from the other 2 stations. We could twiddle the 2 knobs to line up 2 lots of blips simultaneously, note the time & Air Position, then flick a switch which showed 2 lots of 3-figure “numbers” to draw in freehand arcs on special GEE-charts – and where the arcs crossed was a fix, quite accurate over & near England, less so as we got further away. And the Germans jammed the frequency so that we’d lose GEE about where the front-line existed. This generally meant we had about 2 hours of good wind-finding to allow us to amend the forecast winds sensibly and enable us to proceed to our target on dead-reckoning without seeing the ground for a visual fix.
[page break]
Our first 9 flights in Wellingtons were called Circuits & Landings. The first 6 were with an instructor pilot, then 3 with Peter going SOLO. I practiced GEE fixes (except that GEE-box didn’t work on 4 of them.) We did 4 daylight cross-country navigation trips (4 or 5 hours each) usually combining some bombing & gunnery practice, and 3 pure bombing flights, dropping 12 bombs singly each time. Then 4 dual flights with a pilot instructor at night and 4 more SOLO, circuits & landings. I practiced GEE fixes, and Eric did so on two of those flights. We did 4 night cross-country nav. flights with some gunnery & bombing practice, a gunnery trip with an instructor pilot and 5 gunners aboard, another solely bombing flight at 20000’, with Sid getting an average error of 165 yds. We also did a BULLSEYE flight where we and lots of other Wellingtons flew out over the North Sea as if to attack Wilhemshaven, while a large Bomber Command force flew in towards another target. We were a diversion hoping to divide their night-fighter reaction. We turned back before getting really close to land, saw no fighters nor searchlights, but had the privilege of counting that as one operational sortie.
In total at Lichfield we flew a bit over 77 hours, 1/2 of them at night. We left there for a week’s leave on 14th June. Our first stop was at Birmingham where we changed trains for London. We went first to the Boomerang Club in Australia House where we got the address of a Servicemans Club west of Kensington where we stayed for 17/6 a night, which was OK as we’d been told that London was expensive; we also got 4 lots
[page break]
of free Theatre tickets for stage shows, which we used, & they were worth about 16/- each. We did a couple of tours over some of the old historical places … the Tower, Abbey, St Pauls & the Art Gallery. Our 2 gunners were tee-totallers (a good thing we reckoned, as we knew a lot of gunners who drank a lot & often) so we put in a fair bit of time at cinemas and a visit to the Windmill theatre where music dancing & vaudeville acts seemed to be secondary to their showing of almost-nude girls who posed around the set without moving .. the sets were changed, the girls too, frequently. Most had elaborate headwear, feathers etc. We didn’t get about as a crew all the time. Sid, I think, went to a ballet or two … he often burst into song in bits of Italian while waving arms like a conductor. He did have a nice voice. Peter had some people to visit known to his older brother who’d already done a tour (probably 2 tours by now) as a rear-gunner on Lancasters. I went out to Taplow and revisited Margaret Vyner and her mother … a nice talk with lunch.
Our crew was pleased with the results on our course at Lichfield; I was rated above average & recommended for a commission, perhaps in 3 months. We heard a rumour that we’d next go to a conversion course on Halifaxes, then probably to an RAAF squadron on Lancasters, in 5 Group.
For our final night in London we decided we’d all visit the Savoy Hotel, the poshest nightspot. We had very little money left, so just bought a drink each, listened to the orchestra & prepared to leave.
[page break]
We were all Flight-Sergeants (we got automatic promotion after 6 months) & I guess stood out among the high-ranking officers (many American) and well-heeled Britons. One of them came over & introduced himself & invited us to join his table. We thanked him but said we’d no money, we just wanted to say we’d been to the Savoy. But he said they’d foot the bill, so we joined him & his wife & 2 daughters and an American Colonel. The man was the managing director of Lysaghts at Wollengong. He seemed pleased to hear where we were from and a bit about our training. There was a dance floor and a famous band, Carol Gibbons the leader. The girls wanted to dance. We all said we couldn’t dance, but I said I could waltz OK. Carol was called over & asked to play a waltz. I got up with one of the girls & the music was a jazz-waltz, which I couldn’t manage. (I should have asked for old-time, like the Blue Danube.) We stumbled around for a while, I very embarrassed, and retreated early to the table. Apart from that it was a great night-out, nice food, a few drinks and interesting conversations.
On return we were posted to 5 Group Air Crew Category School, on 21st June, at Scampton, just north of Lincoln. We were there for 10 days, but did no flying there. I can’t remember what we did do but I guess it was some sort of training.
We moved to 1660 H.C.U. (Heavy Conversion Unit) at Swinderby on 2nd July, where the planes were Sterlings … huge planes 100’ long; with tail undercarriage – no danger of losing you [sic] head walking under a propellor, as you can see from this photograph overleaf.
[page break]
[black and white photograph of a Sterling aircraft on the ground with a few airmen around it]
The Short Sterling. Our pilot Peter, hand on wheel, Ken, Sid & Eric at the end of the tailplane, Don Coutts our new Engineer with 2 of the ground crew closer to the plane & me, with Nav. bag & Ray Giles, our mid-upper gunner at the door.
Don, the engineer, had been a policeman in Coventry & Birmingham. He was “old”, about 42 I think. He was born in Scotland; his parents now lived in Ireland.
I read that the Sterling was originally designed to have a greater wingspan, perhaps 120’, but none of the regular hangers could take such width, so they clipped the wing design back without changing the rest of the design. They didn’t have 2-stage superchargers like the Lancasters, and although their big radial engines were more powerful than Merlins they didn’t perform well above about 15000’. So as more & more Halifaxes & Lancasters were built the Sterlings were used as trainers and as glider tugs, particularly in the big Market Garden debacle around Arnhem and in the Normandy invasion.
[page break]
This is about the sextant we carried in the nav. bag on all flights but never used on Operations. It came in a solid carrying box … I still have one that I “souveneered” [sic] after VE day. As well as charts, maps etc we had to carry the current Air Almanac & 1 or more books of A.N. Tables, each book only covered 4o of latitude, in a green canvas carry bag.
[extract detailing the methods of use of the Bubble Sextant with photograph]
[page break]
We did a bit over 48 hours of flying at Swinderby spread over a month. 10 of the 27 flights were with instructor-pilots doing day & night circuits & landings including 2 & 3 engined landings. 3-engined overshoots, corkscrews & banking searches, feathering propellors, fighter affiliation using cine-camera “guns”. Most of the other flights were bombings & gunnery, 3 cross-country nav. trips, and practice at all the other things mentioned above.
One “hairy” landing stands out. We’d had some wet weather & the grass verges beside the runways were boggy. Another pilot, trying to land in a cross-wind touched down with one wheel off the runway – the undercarraige [sic] collapsed & the plane plowed to a stop in the mud. We helped dig the bomb-aimer from the nose (he should not have been there for landing) where he was jammed up into the front turret by mud. The next day we were trying to do a 3-engined landing. The “rule” was, once you got below 1000’ on 3-engines you must land, … I guess the rule applied to emergency situations where the other engine couldn’t be restarted & may be some damage to the plane. Anyway, there was a cross-wind & when we were about to touch down, Peter said “we’re going around”, slammed the throttles forward & told the Engineer to get the 4th engine restarted. My job, on landings, was to call out the airspeed to save the pilot having to look down at the airspeed indicator. The stalling speed with flaps down was about 80 mph, and I’m calling 65, 65, 65 … while Peter juggled the controls to keep us just above the mud.
[page break]
He managed it and once the 4th engine started, the speed built up and we just cleared the hedges beyond the runway’s end. Peter was “dressed down” for ignoring the rule, but I reckon he saved them a Sterling … and us some bruises or worse.
We were moved from Swinderby to Syerston, a bit further S.W. of Lincoln on 12th of Aug. and got a week’s leave at once. I went to Edinburgh; Ray & Don were going to Rugby & Birmingham respectively & the others to London. I had intended joining them after 3 or 4 days, but since it wasn’t long since I’d been there, and they were getting a fair number of VI flying bombs I didn’t bother. While in the bath there someone stole my wallet including my identity card, army discharge papers, my pen & some other papers. Then on the way back to Lincoln, I stopped for a meal at Newcastle & someone stole my gas-mask bag which also held my pay-book, log book, & the few clothes etc. I took for a week. I was in big trouble (reprimanded) for losing the identity car, and inconvenienced for 2 months of no pay, until a duplicate pay-book was arranged. Months later the police at Newcastle sent the log-book back.
A couple of pages on, I’ve underlined the airfields we trained at on the map, with Lincoln near the top, & have shown Waddington & Wigsley underlined too.
At Syerston we converted to Lancasters … it was called 5 L.F.S. (Lancaster Finishing School). We did 9 flights totalling 18 hours, 5 of them with an instructor pilot, doing circuits & landings, 3-engined overshoots & landings, corkscrews & banking searches.
We moved from there to No 467 Squadron (RAAF) at Waddington on 7th of September.
[page break]
I’d forgotten, but while were [sic] still at Syerston we went in to Nottingham to the indoor swimming pool, and practiced dinghy drill … all the crew working together had to learn the technique of turning it upright from being upside down as they may be that way after being automatically ejected & inflated in case the plane crashes in the sea. We managed it OK although it was a shock putting on cold wet Mae Wests before diving into the cold water; I can imagine it might be much tougher at night in a rough sea. We had time for lunch & a wander in the town. Peter has bought a second-hand Ford 10 sedan for $25, which he & Don have “restored” to good running condition. Civilians get no coupons for petrol. Doctors etc. get a ration. Airmen on Operations get about 5 gallons a quarter, with some more if going on leave to a place not serviced by train. I had an auto-cycle … like a pushbike with a tiny 2-stroke engine, and was able to scrounge a little petrol from some of the drivers of the transports which took us out (& back) to the planes … a bottle full now & then. It need [sic] a bit of pedalling going up steep grades. I was given a licence to ride it, drive a car/truck/tractor merely by showing my expired Aussie licence … no test, just pay the small fee.
After settling in to our nice brick, centrally-heated room, 6 of our crew down one side, 6 of another crew on the other side, 8 rooms altogether like that, in our block, with toilets & ablutions in the centre of the [symbol] (same upstairs) all the new crews, 8 of us, assembled in the C.O.s office next day for a welcome talk. The C.O. was Wing Commander Bill Brill, originally from Ganmain.
[page break]
[map of Lincolnshire detailing RAF bases]
He and another young man from Ganmain, Arthur Doubleday, had enlisted early in the war. Both had done 2 tours with Bomber Command. Bill had earned D.S.O., D.F.C and Bar, & I think Arthur had the same decorations … he was then C.O. of 463 squadron also at Waddington, though he soon moved on.
[page break]
One of the things Bill told us Flight-Sergeants was that if we applied for a commission after about 20 Operations he’d recommend anyone who hadn’t done something stupid. What he didn’t say was that he didn’t want to waste time interviewing those who hadn’t got that far because a lot of them wouldn’t. As it turned out, when we finished our tour in Jan ’45, only 3 of the 8 crews remained.
After he finished his welcome talk, he dismissed the other 7 crews, and asked us to go up with him for a dual check, airtest. The reason he favoured us was that Peter’s older brother had been his rear gunner in his first tour. (Years later I met Arthur Doubleday at Wagga where he addressed Air Force Association members. I had an invitation and I mentioned Bill & Peter’s brother. He said “Old Buck eh, I had him as my rear gunner in my second tour.” Small world eh?)
He seemed satisfied with the way Peter handled the Lancaster, until he asked him to do a corkscrew. Then he took over the wheel (the Lanc’s [sic] had dual controls although only 1 pilot in the crew) and showed how he’d do it. He said the Lanc. was tough, you wouldn’t hurt it by being harsh with the controls even with a big bomb load. So it was “down port”, with a vengeance, really steep diving turn, “down starboard” still steep but faster, up port, up starboard as usual – quite harsh on the controls. He had Peter copy him.
When we’d landed he told us that there was an easy daylight Operation on Le Havre coming up on the 10th & he’d put us on for our 1st Op. despite Peter not having first done a “second-dickie” operation with another crew.
[page break]
The next day we did 2 flights, the first a fighter affiliation with cine-camera “guns”, the second a 5 hr 4 min cross-country navigation exercise with 6 bombs at the end, with Sid getting an ‘A’ assessment.
We did our first Operation the next day on Le Havre. I have already done some commentary, along with my original logs & charts for our tour of Ops, so I’ll leave that & just mention that Peter did his “second-dickie” the next night, 11th Sept. on Damstadt; and I’ll digress a bit about the lead up to D-Day and the months that followed, particularly from the viewpoint of Bomber Command.
Up until that time a tour of operations was 30 trips, and 20 more for a second tour. Because Bomber Command (I’ll use B.C. from now on) did so many short trips leading up to D-Day, and for some time after, they raised the quota for a tour to 36 trips, which was the case when we bombed Le Havre. From June to August, B.C. maintained a running battle against VI “buzz-bomb” launch sites & supply depots; these were short trips and once they eased off in August, the quota was lowered to 33 Ops. in mid-September. By the end of ’44, many of B.C.’s ops were longish, so the quota was back to 30 again, in time for us to end our tour on 16 Jan ’45.
When we started Ops, the maximum all-up-weight for take-off was 63000 lb. It was found that Lancasters handled that so well so that it was raised to 65000 lb approaching winter. Then, they replaced the existing Merlin engines with a later Mark, & raised the max. weight to 67000 lb in November. And 617 squadron (Special Ops) later carried the 20000 lb “grand slam” bomb with take-off weight 72000 lb.
[page break]
Here are some Extracts from “The Hardest Victory – RAF Bomber Command in WWII by Dennis Richards. (Hodder & Stoughton, 1994.).
The Transportation Plan, preparatory to OVERLORD … the invasion in Normandy. As part of the plan to convince the Germans that the landings would be in the Pas de Calais, far more bridges & railway workshops & marshalling yards were attacked North of the Seine than South of it. In this phase, B.C. dealt with 37 of the railway targets, American 8th Air Force heavies 26, and AEAF (fighters, fighter-bombers, light & medium bombers & reconnaissance planes, a mixture of RAF & USAAF squadrons) 20. B.C. dropped nearly 45000 tons on these centres, twice the tonnage of the other 2 combined. Harris in “Bomber Command” wrote:- “B.C.’s night bombing proved to the rather more accurate, much heavier in weight & more concentrated than the American daylight attacks, a fact which was afterwards clearly recognised by SHAEF when the time came (later) for the bombing of German troop concentrations within a mile or so of Allied troops.”
In this Transportation phase, B.C. made 69 attacks, flew 9000 sorties & lost 198 planes (1.8 percent loss rate). They caused enormous damage. At the end about 2/3 of the 37 centres were completely out of action for a month or longer, with the remainder only needing some further “attention” from fighter-bombers.
Unhappily, the toll of friendly civilian lives was sometimes more than the “prescribed” limit of 100-150 per raid. (Coutrai 252, Lille 456, Ghent 482), but the overall total was much less than the 10000 people they hoped would not be reached.
The attacks on rail centres by all 3 air forces
[page break]
proved catastrophic for the German armies. Only about 12 percent of rolling stock was fit for use. A division from Poland took 3 days to get to West Germany, then 4 weeks to the Normandy battlefront!
During the struggle in Normandy, B.C. operated in strength close to battlefields. On the night of 14/5 June, 337 planes attacked troops & vehicles at Aunay and Eurecy (near Caen). On 30th June, B.C. did its first daylight raid … 266 Lanc’s [sic] & Hali’s [sic] & a few Mosquitos, with Spitfire escort bombed a road junction at Villers-Bocage from 4000’ and thwarted a Panzer attack. Of B.C.’s 5 other attacks in close support, the biggest was on 18th July … operation GOODWOOD … a maximum effort involving 1056 heavies of B.C. and 863 American bombers to help the push SE of Caen towards Falaise … but bad weather and unsubdued anti-tank guns stopped the push at 6 miles at best. However, it impressed the Germans. Von Kluge, who’d just replaced Rommel, wrote to Hitler on 21st Jul.:- “There is no way by which, in the face of the enemy air forces’ complete command of the air, we can discover a form of strategy which will counterbalance the annihilating effects [underlined] unless we withdraw from the battlefield. [/underlined] Whole armoured formations allotted to counter-attack were caught beneath bomb carpets of the greatest intensity so that they could be rescued from the torn-up ground only by prolonged effort. The psychological effect of such a mass of bombs coming down with all the power of elemental nature on the fighting forces, especially the infantry, is a factor which has to be taken into very serious consideration. It is immaterial whether such a carpet catches good troops or bad. They are more or less annihilated, & above all their equipment is shattered.” (He suicided a month later when Hitler wouldn’t allow a withdrawal.)
[page break]
On 7/8 Aug. (night), 1019 heavies of BC. raided 5 points ahead of Allied troops … helping the Canadian 1st Army to open the way to Falaise.
The Allies had 14000 aircraft against Germany’s 1000 in those weeks. By 3rd Sept the British 2nd Army was in Brussels, but had by-passed the ports which were needed to boost supplies to the troops. Le Havre & Dieppe were left surrounded, but the attack inland aimed at Antwerp (the biggest port) swung inland leaving Boulogne, Calais & Dunkirk and a bit of territory East of the coast still strongly held by Germans, including the Schelt [sic] estuary, leading to Antwerp, which was heavily mined and defended by heavy guns both on its south bank and on Walcheren Island to the North.
B.C.’s resumption of attacks on oil targets were delayed by the V1 threat. Hitler had hoped to begin mass attacks by VI’s on London as a “New Year Present” in Jan ’44, but damage to “ski” sites & raids on the Fiesler works at Kassel, plus their own trouble getting the bomb to function reasonably, caused set-backs. Allied bombing of railways held up deliveries of launchers & bomb components. It wasn’t until 12/13 June that the first VI attacks occurred, & then only 7 of 55 sites managed to launch a total of 10, of which only 3 reached England. But on the 2 nights of 15/6 & 16/7 June, 144 crossed the Kentish coast and 73 reached London.
In operation CROSSBOW, B.C. & 8th US Air Force and AEAF attacked VI sites from Mid-June to mid-August, using 40 percent of B.C.’s strength. Targets were the modified launch sites, supply depots, and “large sites” preparing to launch the big VII rockets.
[page break]
B.C. attacked these day & night; they flew 16000 sorties, & dropped 59000 tons of bombs on VI & VII targets only losing 131 planes, a loss rate of less than 1 percent.
By mid-August, there was less need, because of better defences (A.A. & fighters began using proximity fuses on shells, that with balloons resulted in less than 20 percent reaching their target, and finally the Canadian & British armies over-ran the launching sites.
On every day but one from 5th to 11th September B.C. sent 300 or more heavies to bomb the German-held territory at Le Havre. The total for the week was 2500 sorties dropping 9750 tons. The ground attack there on 11th, after the last air-raid, captured the port, and a lot of Germans with only 50 fatalities. However, the garrison had destroyed the port facilities; it was not able to be used by ships until mid-October. (Our first ‘Op’ was on the 10th, as part of 992 heavies that day.)
A week later, on 17 Sept, BC. did a big raid on Boulogne … 762 heavies, opening the way for an attack by the Canadian Army. The garrison surrendered on Sept 22nd. A quote from a diary of a captured German officer:- “Sometimes one could despair of everything if one is at the mercy of the RAF without any protection. It seems as if all fighting is useless & all sacrifices in vain.”
The Canadian Army captured these 2 ports, plus Dieppe (without a fight), plus the big cross-channel batteries at Cap Gris Nez, losing only 1500 men, but capturing 29945 prisoners. However it took over a month to repair the port at Boulogne, and all of them, including Cherbourg were unable to unload the big crates of heavy equipment from USA … the cranes were beyond repair, so the big crates had to be unloaded in England then ferried across the Channel.
[page break]
This slowing of supplies plus Eisenhower’s reluctance to stop the American armies in the south, especially Patton’s 3rd Army, slowed the Canadian advance on the Schelt [sic] Estuary due to lack of supplies; and probably influenced Montgomery to plan Market Garden without enough support from the British Army, who hadn’t enough supplies. (Bad luck and bad weather & bad radios also contributed to the actual failure of Market Garden.).
[black and white photograph of two men. One laying in bed and one sitting up]
Ken Nicholls & Bert in our room, sergeants quarters at Waddington, late 1944.
[black and white photograph of two men loading bombs into the bomb-bay of an aircraft]
Loading 1000 bombs into D-Dog’s bomb-bay.
[black and white photograph of six airmen standing in front of an aircraft]
Morrie & Rupe (ground crew)
Ken Nicholls, Ken (“ “ mechanic)
Don Coutts, Ray Giles near tail of D-Dog.
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
H Adams memoir - training and operations
Description
An account of the resource
Shows maps of North Wales and the Midlands as well as an explanation of the Douglas protractor as well as diagrams of the Dalton computer and photographs of Wellington. Describes training at RAF Lichfield from end of March to 21 June 1944. Shows photograph of his crew which he describes as well as crewing up process. Describes navigation techniques in great detail using air position indicator, GEE and astro and crew navigation procedure. Describes first trip in Wellington as well as subsequent training flights. Goes on to describe post course leave including visits to the theatre and historical places in London as well as other activities. Goes on to describe training at RAF Swinderby on Heavy Conversion Unit flying Stirling. Describes flights including one hairy landing. Then moved to Syerston where they did Lancaster Finishing School before moving to RAF Waddington 467 Squadron. Describes arrival on squadron and first operation to Le Havre. Writes that because of short trips during Normandy campaign tours were now extended to 36 trips as well as describing bomber command's targeting strategy. Then provides some extracts from "The Hardest Victory - RAF Bomber Command in WWII by Dennis Richards". Followed by photographs of people and aircraft.
Creator
An entity primarily responsible for making the resource
H G Adams
Format
The file format, physical medium, or dimensions of the resource
Twenty-eight page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Map
Photograph
Technical aid
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 Australian Air Force
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Wales
England--Staffordshire
England--Lincolnshire
England--Nottinghamshire
England--London
France
France--Le Havre
Temporal Coverage
Temporal characteristics of the resource.
1944-03-27
1944-06-21
1944-08-12
1944-06-14
1944-06-15
1944-06-30
1944-07-18
1944-08-07
1944-08-08
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.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Identifier
An unambiguous reference to the resource within a given context
BPattisonLEPattisonLEv2
1660 HCU
27 OTU
467 Squadron
Advanced Flying Unit
aircrew
bombing
crewing up
Gee
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
perception of bombing war
RAF Lichfield
RAF Llandwrog
RAF Mona
RAF Swinderby
RAF Syerston
RAF Waddington
Stirling
tactical support for Normandy troops
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/194/27209/MAdamsHG424504-170215-01.2.pdf
1081940cd3d5fc25972f96a05b4902d4
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
Adams, Herbert
Herbert Adams
H Adams
Herbert G Adams
Description
An account of the resource
88 items. Collection concerns Herbert George Adams DFC, Legion d'Honour (b. 1924, 424509 Royal Australian Air Force). He flew operations as a navigator with 467 Squadron. Collection contains an oral history interview, photographs of people and places, several memoirs about his training and bombing operations, letters to his family, his flying logbook and notes on navigation.
The collection has been donated to the IBCC Digital Archive by Herbert Adams and catalogued by Nigel Huckins and 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
2017-02-15
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. 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
Adams, HG
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] (There is some duplication of notes for Ops [symbol] 1 to [symbol] 14 as I wrote something at different times (years apart.)) [/inserted]
[inserted] [symbol] Soon after we feathered that engine over “A” Flight commander flew up on our wing top & feathered 3 engines & kept up with us! He was giving us some assurance that a lightly loaded Lancaster could fly level (for a while) on 1 engine … reassurance for a new crew [/inserted]
My navigation Logs & Charts of our operations with 467 (RAAF) Squadron at Waddington, near Lincoln, from 10.9.44 to 16.1.45, with extracts from a publication giving some details of every operation by 467 & 463 Squadrons from 10.9.44 to 25.4.45.
[circled 1] [underlined] LE HAVRE, 10.9.44 [/underlined] 21 from 467, 20 from 463 as part of 992 bombers on 8 different German strong points outside of Le Havre. The targets were accurately marked and bombed, with no losses from Waddington. We took off at 1522, flew to Syerston (nearby), then did a radius of action on a track of 260oT so as to be back at Syerston at 1604 at 8000’. The winds were about what was forecast, 025/15; we bombed at 1723 at 12100’, bomb load was 11 x 1000 + 4 x 500 lb H.E. Two minutes after we dropped our bombs our Port Outer motor stopped (stray AA – fire?), we feathered the prop & flew home OK on 3 engines, airborne for 3h 55 min.
[symbol] On 11.9.44, 218 bombers from 5 Group attacked the German positions still holding out at Le Havre, with no losses. 2 British divisions were attacking Le Havre & the German garrison surrendered a few hours after the raid. The British wished to capture the port intact, but the German garrison had laid mines, and blown up most of the docks, and so it was several weeks before the port could be used.
DAMSTADT, 11.9.44. 226 Lancasters from 5 Group bombed at night, losing 1 crew (all K.I.A.) from 463 Sqdn. Our pilot, Peter Gray-Buchanan, did his “Second Dickie” on this raid.
[circled 2] [underlined] STUTTGART, 12.9.44. [/underlined] 20 from 467, 14 from 463, of 204 from [underlined] 5 Group [/underlined]. (On the same night 378 Lancasters bombed Frankfurt with success.) Post-war, a German expert – Heinz Bardau – wrote that the northern & western parts of Stuttgart city were erased in this concentrated attack… a [underlined] fire-storm resulted [/underlined], with 1171 people killed, the city’s highest fatality figure for the war.
[page break]
STUTTGART (Con’t)
467 Sqdn lost 2 crews (F/L D. Brown, 5 KIA, 2 POW, F/O Bright. 5 KIA, 2 POW.)
We took off at 1916 & set course at 1919, staying at 2500’ until 2137 when we began climbing, to 16000’ by 2233. Our last GEE fix was at 2232 and the next (after bombing OK at 2316) at 0022… so nearly 2 hours of Dead Reckoning with some map reading. (The Germans jammed our GEE receiver so that the screen was filled with “Grass”). The actual winds were about as forecast 160/15 at the target. Our bomb load was 1 x 4000 lb “cookie” & 13 J clusters (of incendiaries). Two minutes after bombing our gunners saw a fighter (they think a Do217) at about 400 yards, so we began to “corkscrew”. We continued corkscrewing until 2329, seeing one plane (unidentified) at about 50 yards! and another with a light on (!). We were airborne for 6h 51 min.
[circled 3] [underlined] BOULOGNE. 17.9.44. [/underlined] We took off at 0806 & flew to Syerston, then did a Radius of Action (on track of 260oT) to return to Syerston at 0837 at 6000’, where we did a circuit to port to lose height & get into formation at 3000! We had an uneventual [sic] trip to the target where we bombed at 8100’, dropping 11 x 1000 + 4 x 500 lb. We were airborne for 3h 26 min. 19 Lancs from each of 467 & 463 joined 762 bombers dropping more than 3000 tons of H.E. bombs on German positions around Bologne in preparation for an attack by Allied troops. The German garrison surrendered soon after the raid.
[circled 4] [underlined] BREMERHAVEN 18.9.44. [/underlined] 19 Lancs from each of 467 & 463 were part of a total of [underlined] 206 from 5 Group [/underlined], with no losses from Waddington. The post-war assessors found that this 5-Group attack, with less than 900 tons of bombs, started a [underlined] fire-storm [/underlined] which destroyed 2750 buildings in the main port area, & that [underlined] 30000 [/underlined] people were made homeless & had to live in the open until evacuated several days later.
[page break]
Extracts from a publication giving some details of every wartime operation by 467 & 463 Squadrons (loaned by Sam Nelson) RED = Daylight. BLACK = Night BLUE = We weren’t on it.
[circled 1] 10-9-44 LE HAVRE 21 from 467, 20 from 463 as part of 992 bomber raid on 8 different German strongpoints outside Le Havre. The targets were accurately marked and bombed. No losses.
D. 3h 55m. 11 x 1000 + 4 x 500. 12000’ (We lost P.O. engine during bomb-run).
Day 11-9-44. LE HAVRE. 218 bombers from 5 Group attacked German positions still holding out at Le Havre. Two British divisions were now attacking Le Havre and the German garrison surrendered a few hours later. The British wished to capture the port intact as a supply port for the armies, but the German garrison had proved spiteful – they had mined and blown up most of the docks, and it was a number of weeks before the port could be used.
[inserted] Night [/inserted] 11-9-44 DAMSTADT. 226 Lancasters of 5 Group.
Our pilot (Peter Gray-Buchanan) did his “second dickie”. 1 A/C from 463 lost (7 KIA).
[circled 2] 12-9-44 STUTTGART. 20 of 467, 14 of 463, of 204 from 5 Group. (Same night 378 Lancasters on Frankfurt … with success.) Post war, a German expert, Heinz Bardau, wrote that the Northern + Western parts of the city were erased in this concentrated attack, & that a fire-storm resulted … 1171 people killed. Stuttgart’s highest fatality figure for the war. 467 lost 2 crews: F/L D. Brown .. 5 KIA, 2 POW; F/O Bright … 5 KIA, 2 POW.
F 6h 50m 1 x 4000 + 13 J clusters. 15750’
[circled 3] 17-9-44. BOULOGNE. 19 from 467, 19 from 463, of 762 bombers dropping more than 3000 tons of H.E. bombs on German positions around Boulogne in preparation for an attack by Allied troops. The German garrison
[page break]
surrendered soon afterwards.
D. 3h 25 m. 11 x 1000 + 4 x 500. 8100’
[circled 4] 18-9-44 BREMERHAVEN. 19 of 467, 19 of 463, of 206 from 5-Group. No losses from Waddington. The post-war assessors found that this 5-Group attack, with less than 900 tons of bombs, started a fire-storm which destroyed 2750 buildings in the main port area, & that 30000 people were made homeless & lived in the open until evacuated several days later.
D 4h 45m. 18 cans (incendiaries – 150 per can). 15250’
[circled 5] [inserted] 19-9-44 [/inserted] RHEYDT/MUNCHEN-GLADBACH. 19 of 467, 16 of 463, of 227 Lancasters of 5-Group bombing the twin towns. German reports state that only between 267 and 271 people were killed. 467 lost one Lanc, crashing on returning (4 KIA, 1 POW, 2 evaded, including pilot, F/O Findlay) Master Bomber was W/C Guy Gibson, VC, DSO, DFC (of Dambusters fame) flying a Mosquito … which crashed in flames near the Dutch coast. He and his navigator (S/L J.N. Warwick, DFC) were killed and buried at Steenbergen-en-Kriesland. (Orbited target for 17mm – marking delay). 11000’
D 5h 5m 1 x 2000 + 12 J clusters.
[circled 6] 23-9-44 DORTMUND-EMS CANAL (Aqueduct). 19 of 467, 17 of 463, of 136 Lancs. from 5-Group mounting a special attack on the aqueduct at Ladbergen on the Dortmund-Ems Canal. The canal was breached, but losses were heavy 10% of the force were lost. 467 lost F/O G.A. Brown and crew. (5 KIA. 2 POW). (Orbited target losing height for 15 min extra there. Meant to bomb 14000’ but 6400’ due to cloud)
C 5h 25m 14 x 1000
[page break]
[inserted] On the unused back of one of the logsheets are some sketches (rough) of GEE BOX & the kind of blips, scales etc, displayed [/inserted]
(BREMERHAVEN, Con’t).
We took off at 1832, orbited base until 1844, when we set course at 2000’. At 1915 we needed to alter course southwards to regain our track as the winds were from about 085oT rather than 060oT (forecast). Our last GEE fix (before jamming) was on track near turning point A, and we’d climbed to 15000’, from which height we bombed at 2103. Our bomb load was 18 cans of incendiaries. The Lancaster bomb-bay, (quite long & wide, under the floor) had 14 ‘hooks’, so to use 18 cans, 3 of the hooks had a framework added to hold 3 cans side by side. The bomb-aimer could select all 14 hooks to release independently, usually at fairly short time intervals to produce a “stick” of bombs usefully spread. Each can of incendiaries released 150 small bombs about 5 cm diameter & about 40 cm long, each capable of starting a fire.
It was an easy trip for navigation, with GEE only jammed for about 1/2 hr before & after the target. We were airborne for 4h 46 min.
[circled 5] [underlined] RHEYDT/MUNCHEN-GLADBACH. 19.9.44 [/underlined] 19 Lancs from 467, & 16 from 463 were part of a total of 227 from 5 Group bombing the twin-towns. German reports state that only between 267 & 271 people were killed. 467 Sqdn lost one Lanc. crashing on returning (4 KIA but pilot, F/O Findlay, & one other evaded, & the 7th was imprisoned). The Master-Bomber was W/C Guy Gibson VC, DSO, DFC, of Dambuster fame, flying a Mosquito which crashed in flames near the Dutch coast. He and his navigator (S/L J.N. Warwick, DFC) were killed and buried at Steenbergen-en-Kriesland. We took off at 1856 and did a Radius-of-Action (track 260oT) to arrive back at Base at 1913, at 2000’. The winds were about as predicted, we kept close to track & time, and arrived at target at 2139 at 11000’, but were told to [underlined] orbit [/underlined] (to port) due to marking problems. At 2148 we were told to [underlined] orbit again, [/underlined] until, at 2151 we we [sic] told to “attack Green spot fires direct”, which we did at 2155, at 11000’.
[page break]
[photograph] D-Dog at Waddington, 1944
[photograph] [symbol] Peter at pilots window
[photograph] Our gunners
Left: Ken Nicholls, Rear Gunner
Right: Ray Giles, Mid-Upper Gunner
[page break]
RHEYDT/MUNCHEN-GLADBACH (Con’t).
At 2159 1/2 I logged “a/c hit ground – explosion – flame & smoke”
At 2201 1/2 I logged “a/c on ground, bears 000o, 2 min (51o23’, 05o51’E).
At 2211 we saw an unidentified fighter so went into the corkscrew routine, at about 51o30’N 05o00’E.
At 2213 1/2 , while in starbord [sic] turn saw unidentified fighter above us, at about 51o31’N 04o53’E, so continued to corkscrew.
At 2221, I logged “possible a/c hit ground 3 mi on port beam, about 51o32 1/2’N 04o19’E. Our bomb-load was 1 x 2000 lb & 12 “J” clusters. We were airborne for 5h 5 min.
[circled 6] [underlined] DORTMUND-EMS CANAL [/underlined]. 23.9.44. 19 from 467 & 17 from 463 of total 136 Lancs from 5 Group mounted a special attack on the aquaduct at Ladbergen. The canal was breached, but losses were heavy … 10% of the force. 467 Sqdn lost F/O G.A. Brown & crew (5 KIA, 2 POW).
We took off at 1906, did the usual Radius-of-Action to be back at Base at 1931 at 2000’. We crossed the Channel at 4000’ then climbed to 6000’, keeping nicely to track until 2047. GEE was being jammed, and the next 2 fixes showed us 10 & 20 mi North of track … they may have been wrong. We continued by dead-reckoning through cloud climbing to 14000’ and arriving at the target on time at 2148. (We were told by Master-Bomber at 2146 “to bomb 150 ft N.W. of Red Target Indicator (flare)” J. But we were in thick cloud, so [underlined] orbited to port [/underlined] losing height … very dangerous in cloud. At 2155 the Master-Bomber said “cloud base is 8000’, come in and bomb”, but we were still in cloud & had to do [underlined] another orbit [/underlined], losing height to 6300’, so that finally we could see the target at bombed at 2203 from 6400’.
At 2205 I logged “a/c hit ground & exploded 8 mi S.E. of [symbol], (at about 51o59’N 07o53’E.”
At 2228 1/2 I logged “crossed river; a/c hit ground, port beam, 3 mi.”
At 2229 “a/c directly under us hit ground, 52o15’N 06o11’E.”
At 2231 1/2 I logged “a/c hit ground ahead about 10 mi” [brackets]
At 2236 1/2 I logged “a/c (same one?) on port beam, 5 mi [brackets] 52o10’N 06o00’E
[page break]
DORTMUND-EMS CANAL (Con’t).
After leaving the target area, the winds must have been stronger than predicted from the South.
At 2253 I logged “Strong searchlights ahead … Bomb-Aimer thinks its Rotterdam” (about 10 mi North of desired track). So we immediately turned 40o to port, but copped some flak.
At 2303 we saw searchlights over the OVER FLAKKEE area, and at 2304 got our first GEE fix since our last good one at 2047 putting us about 11 mi north of track.
Our bomb-load was 14 x 1000 lb. We were airborne for 5h 25 min.
[underlined] CALAIS. 24.9.44. [/underlined] 8 from 467, & 7 from 463 of a total 188 from 5 Group. 8 were shot down, including 1 from 467 Sqdn, F/O R.A. Jones (3 KIA & 4 POW).
[circled 7] [underlined] KARLSRUHE 26.9.44 [/underlined]. 17 from 467, 14 from 463 of a total 227 from 5 Group. A short German report states “that there was damage throughout the city & lists several important buildings destroyed”. 467 Sqdn lost F/O K. Miller (1 KIA, 6 POW).
We took off at 0055 & did the usual radius-of-action to be back at base at 0113 at 3000’. The winds were much as predicted and we kept close to track & timing, our last reliable GEE fix was at 0337; we arrived at target at 0408 and Master-Bomber told us to “bomb direct on mixed Red & Green T.1’s” But we had 10/10 cloud below us, so we “went round again” & managed to bomb at 0414 from 11500’. Our first reliable GEE fix on the way home was at 0444, only just over 1 hour of jamming.
Our bomb-load was 18 cans of incendiaries, and we were airborne for 6h 50 mins.
[circled 8] [underlined] KAISERLAUTERN 27.9.44 [/underlined] 16 from 467, 15 from 463 of a total of 217 from 5 Group, did the only major raid of the war by Bomber Command. 909 tons of bombs were dropped causing widespread damage to this medium-sized city. A local German report complained that the town was not a military objective, but went on to list a catalogue of small factories destroyed. We took off at 2205,
[page break]
24-9-44. CALAIS. 8 of 467, 7 of 463, of 188 from 5-Group. 8 were shot down. 467 lost F/O R. A. Jones & crew (3 KIA, 4 POW)
[circled 7] 26-9-44 KARLSRUHE. 17 of 467, 14 of 463, of 227 from 5-Group. A short German report states that there was damage throughout the city & lists several important buildings destroyed. 467 lost F/O K. Miller & crew (1 KIA, 6 POW).
J 6h 50m 18 cans incendiaries 11500’
[circled 8] 27-9-44 KAISERLAUTERN. 16 of 467, 15 of 463, of 217 from 5-Group on Kaiserlautern, a medium-sized city, in the only major raid on it by Bomber Command during the war. 909 tons of bombs were dropped a widespread damage was caused. A local German report complains that the town was not a military object, but goes on to list a catalogue of small factories destroyed.
H 6h 20m 18 cans incendiaries 4000’
(Sept. Summary: 467 flew 199 sorties; lost 6 crews (23 KIA, 17 POW, 2 Ev.) 4 tours completed.)
[circled 9] 5-10-44 WILHELMSHAVEN 17 of 467, 16 of 463, of 227 from 5-Group. 10/10 cloud, marking by H2S. The Wilhelmshaven Diary states that only 12 people died and one bomber was shot down. 467 lost 1 crew (they ditched … hadn’t got to the target … at about 11 am. They were finally rescued about 5pm next day. After short leave, they returned to ‘ops, and were all Killed-in-Action on the Harburg raid.
(This was the only ‘trip’ on which we were allowed to use H2S (they thought enemy fighters could use its transmission to find us). We couldn’t see the markers, so bombed by H2S.)
C. 5h 5m. 18 cans incendiaries. 15000’ (We flew to target in formation escorted by long-range Mustangs
[page break]
did a Radius of Action to be back at base at 2228 at 3000’. We stayed at 3000’ until 0010, then climbed to 4500’ and stayed at 4500’ until close to target, when told to bomb from 4000’, which we did (1 1/2 min early), dropping 18 cans of incendiaries. We kept close to track all the way and only lost GEE for an hour. We were airborne for 6h 20 min.
[circled 9] [underlined] WILHELMHAVEN. [/underlined] 17 of 467, 16 of 463, of 227 from 5-Group, a daylight raid flying in formation to the target, escorted by long-range Mustang fighters. The met. forcast [sic] was for considerable cloud at the target, and we were given the most unusual priorities for bombing:-
(i) drop them visually if target is clear;
(ii) use H2S if target is obscured; or (!)
(iii) drop when you see another bomber drop its load.
We took off at 0755, did a Radius of Action to be back at base at 0811 to join formation at 1500’. My GEE set was not working, but being in formation I didn’t have to navigate anyway. Ted Pickard, the new assistant Nav. Officer, criticised my lack of effort to have some practice. At 1010 we began to climb to 15000’ at the target where at 1106 there was 10/10 cloud below. Our Bomb Aimer & I operated the H2S and aimed at the NW corner of the town and dropped our bombs at 1110 and noticed two other Lancasters dropped theirs immediately after. We flew home independently, but other Lancs were visible so we followed the stream. At 1212 I took over flying a plane for the first & only time, keeping straight & level without much trouble for half an hour. We did a bit of map-reading for the last 1/2 hour, and landed at 1306, being airborne for 5h 5 min. Our bomb-load was 18 cans of incendiaries. The Wilhelmshaven Diary states that only 12 people died and that 1 bomber was shot down. 467 lost 1 crew … they ditched before the target at about 11 am & were (finally) rescued about 1700 the next day. After short leave they resumed ops., but were all K.I.A. on the HARBURG raid on 11.11.44. Our bomb-load was 15 cans of incendiaries
[page break]
[circled 10] [underlined] BREMEN [/underlined] 17 of 467 Sq., 18 of 463 Sq., of 246 from 5 Group, a night raid on 6.10.44, with bomb-load 18 cans of incendiaries dropped from 17250’. Air borne at 1736 & did Return of Action arriving back at base at 1753 at 5000’. A good navigation trip keeping close to desired track, but winds were lighter than expected, so, despite reducing air-speed twice (10 mph each time) we did a 60o – 120o triangle to lose 7 min. This was the last of 32 major Bomber Command raids on Bremen of the war. This raid, based on the 5 Group marking method, was an outstanding success. 1021 tons of bombs were dropped, of which 868 tons were incendiaries. A detailed report (local) is available which was compiled by an official who stated that: “the night was clear, with 3/4 full moon. A huge fire area was started. Classed as destroyed were 4859 houses, 42 factories, 2 shipyards, the Focke-Wulf works & the Siemens-Schubert electrical works. The transport network was seriously disrupted.” This raid, by no more than 1/4 of Bomber Command (& hardly mentioned in the British War History) had finished Bremen … it was not attacked again in the war.
We landed at 2233 after a trip of 4hr 55 min.
[circled 11] [underlined] FLUSHING [/underlined] (WEST DYKE on WALCHEREN ISLAND in the Scheldt Estuary.) 12 of 467, & 11 of 463 of a total of 121 of 5 Group, a daylight raid on 7.10.44. We each did 2 runs dropping a stick of 7 each run (all 1000 lb HE bombs). The sea-wall was breached and virtually all the island was flooded except the rest of the sea-wall, the central tour (Middleburgh) & the town of Flushing. English newspapers had a photo of the flooded island the next day. We had no losses despite plenty of A.A. [inserted] [two indecipherable words] [/inserted]. On the same day 846 of Bomber Command attacked Kleve-Emerich & Kembs Dams. 617 Sqn. used Tallboys (12000 lb bomb) on Kembs to destroy the floodgates to [underlined] prevent [/underlined] the Germans flooding the valley in the face of the American & French advance.
We were airborn for 3h 10 min.
[page break]
[circled 10] 6-10-44 BREMEN. 17 of 467, 18 of 463, of 246 from 5-Group. This was the last of 32 major Bomber Command raids on Bremen during the war. The raid, based on the 5-Group marking method, was an outstanding success. 1021 tons of bombs were dropped of which 868 tons were incendiaries. A detailed local report is available which was compiled by an official who stated that the night was clear with 3/4 full moon … A huge fire area was started. Classed as destroyed were 4859 houses, 42 factories, 2 shipyards, the Focke-Wulfe works and the Siemens Schubert electrical works. The transport network was seriously disrupted. This raid, by no more than 1/4 of Bomber Command (and hardly mentioned in British (War) History, had finished Bremen and the city was not attacked again by Bomber Command.
D 4h 55m 18 cans incendiaries 17250’
[circled 11] 17-10-44 FLUSHING (WALCHEREN ISLAND – WEST DYKE)
12 of 467, 11 of 463, of 121 from 5-Group to successfully breach the sea-wall near Flushing. No losses. (The same day 846 of Bomber Command attacked Kleve Emerich & Kembs Dams … 617 Squadron used ‘Tallboy’ bombs on Kembs. (The idea was to destroy the floodgates to [underlined] prevent [/underlined] the Germans flooding the Rhine valley in the face of French & American advances … this was done OK.)
D 3h 10m 2 sticks of 7 x 1000 6100’ Extra 6 min. orbit for 2nd stick.
[page break]
DAY 11-10-44 FLUSHING. 14 of 467, 20 of 463, of 115 from 5-Group attacked gun positions on N. bank of Scheldt Estuary near Flushing. No losses from Waddington.
[deleted] NIGHT [/deleted] [inserted] DAY [/inserted] 14-10-44 DUISBURG Bomber command sent 1013 heavy bombers, and 473 fighters, Americans sent 1251 heavy bombers and 749 fighters … the raid was carried out on a directive from Allied H.Q. to show the Germans the power of Bomber Commands.
NIGHT 14-10-44 BRUNSWICK 19 of 467, 20 of 463 to join 233 of 5 Group. The most effective of numerous raids on Brunswick. Using the 5-Group low-level marking method, Brunswick was finally destroyed. A German report simply lists the number of hectares burnt out. 23000 people were rescued from air-raid shelters and only 200 perished. A special train was sent from Bavaria to help feed the 80000 homeless.
DAY 17-10-44 WESTKAPELLE 2 of 467, 9 of 463 of 47 from 5-Group attacking sea-wall at Westkapelle. Bombing appeared to be accurate but no report is available. No losses.
[circled 12] 19-10-44 NUREMBERG (& DUISBURG) 20 of 467, 20 of 463, of 263 from 5-Group with 7 Mosquitoes in a special low-level-marked attack on Nuremberg. The target was completely cloud-covered and low-level marking could not be used. The raid was effective but not the ‘knockout’ as hoped. (There were 103 bombers from another Group on Stuttgart and other targets, losing only 0.9%). 467 lost F/O E. Rodwell & crew (7 KIA)
D 8h 10m 1 x 2000 + 12 J clusters. 17400’
[page break]
On 11-10-44, 16 of 467, 20 of 463 of total 115 (all 5 Group) attacked big gun positions on the bank of [underlined] Scheldt Estuary [/underlined], near Flushing. The big guns prevented a sea attack to open the Estuary for Allied supply shipping (a minefield had to be cleared too), and they menaced the Canadian Army who were attacking south of the Estuary, but couldn’t match these big guns for range. I think the weather was bad, poor visibility maybe no great harm done to the guns.
On 14-10-44 there was a big daylight raid on [underlined] Duisberg [/underlined], carried out as a directive from Allied H.Q. to show the Germans the power of Allied Air Power. Bomber Command sent 1013 heavies & 413 fighters, the Americans sent 1251 heavies & 749 fighters.
That night, (14-10-44) 5 Group sent 19 of 467 Sq & 20 of 463 Sq of a total of 233, to [underlined] Brunswick [/underlined], using the 5 Group low-level marking method, Brunswick was finally destroyed. A German report simply lists the number of hectares burnt out. 23000 people were rescued from air-raid shelters & only 200 perished. Special train sent from Bavaria to help feed the 80000 homeless.
On 17-10-44, 2 of 467, & 9 of 463 Sq. of total of 47 of 5 Group attacked the sea-wall again near Westkapelle on Walcheren Island. Bombing appeared to be accurate but no report was available.
[circled 12] [underlined] NUREMBERG [/underlined]. 5 Group sent 20 of 467 Sq. & 20 of 463 Sq of a total of 263 with 7 Mosquitos to do low-level marking. There was total cloud cover which prevented the low-level marking. The raid was effective but not the knock-out hoped for. The rest of Bomber Command raided Stuttgart & other nearby targets, only losing 0.9%. 467 Sq. lost F/O Rodwell & crew (7 KIA). We took off at 1713, did a Radius of Action coming back to base at 1718 at 2000’. We reduced speed to 150 mph but still had to lose 6 min doing 60oL, 120oR, then got to [symbol] OK but had to orbit as directed.
Bombed 15 min late at 17400’ on Red & Green Target [deleted] [indecipherable word] flares [/deleted]
[page break]
Our bomb-load was 1 x 2000 lb HE, and 12 ‘J’ clusters (incendiary). After leaving the target we descended to 6000’, & flew on dead-reckoning, south of Stuttgart & Strasbourg for 2 hours until I got the first GEE fix, nearly 20 miles north of our track, but safely over France. Sid discovered that we had one of the ‘J’ bombs “hung-up”. We went to the jettison area in the Channel & tried to release it manually … did 2 orbits as we kept trying, but without success. So we flew on home to base at 4000’, landing after 8hr 9 min airborne, by far our longest flight so far.
[page break]
[inserted] [symbol] Don Coults (Engineer went to Ireland to visit his parents there. [/inserted]
After our 11th Op at Flushing we went on the usual 6-day leave, after only about 4 weeks after we started our tour. The crews were put on a roster for leave, usually each 6 weeks, but you could go earlier if a few crews before you on the list went missing.
A few items from a diary I kept then … 7th Oct: On our return from the Flushing op, we “shot-up” the ‘drome (low level) for W/C. Brill who was going home to Australia. Wrote up log book. Went to a dance with Jackie from our Mess.
8th:- Applied for leave passes. Got paid. Packed.
9th:- Collected subsistence money, & petrol coupons for bike, [symbol] got leave passes. Caught train to London, missed by Ken. Booked in at A.C.F. Club for the night. Ken arrived at 10 pm. We booked in for the rest of the leave. Nice room.
10th. Had breakfast at the Boomerang Club. I looked around & spotted Kirk Beddie from Mendooran. I’ll just go back in time to our first couple of operations to relate a coincidence. When our 8 new crews arrived together, our Nav. Leader, F/Lt Arnold Eastman, was still doing Ops himself, yet was responsible for in-service training of the navigators (especially us new ones). So he delegated the checking of log & charts, and giving advice to some of his senior navigators (Who’d lasted, say 10 ops or more). The first one who helped me twice was called Scotty – I didn’t find out his surname, it was strictly teacher & pupil, especially as he looked elderly … moustache & bald patch … (actually he was about 26). I didn’t see him again at Waddington – we had about 300 air-crew Flight sergeants there.
Anyway, at the Boomerang club, I said good-day to Kirk, we told each other what we’d been doing … he was well into a tour as captain of Sunderland crew – doing Atlantic patrols.
[page break]
I remarked that it was a coincidence that the only two fliers [sic] from Mendooran should be on leave at the same place & time. He said ‘-“Oh no, there’s another Mendooranite over here, Vernon Gall, who was the teller at the Bank of NSW there.” I replied that I didn’t know him. Kirk said:- “Well you might not have met him as you were at High School at Mudgee when your parents came to Mendooran, then you worked in Sydney, went into the Army, then the Air Force – you rarely were in Mendooran. Well, what do you know – there he is, I’ll bring him over & introduce you.” Kirk came back with Scotty. We laughed about that coincidence! After the war, when I bought the sports depot in Mudgee & transferred my bank a/c to the Bank of NSW there, Scotty was the teller.
[symbol] At the Club I also met Joe Barber & Eric Gentle who’d been with me at Cootamundra. Ken saw 4 chaps he knew at Lichfield, and I met Rupe Brown the Australian ground-crew corporal who looked after the 3 Lancs & ground crews at our dispersal corner. We went to a play, but didn’t enjoy it - - too serious. Back at A.C.F. played table-tennis with Ken & darts with Sid.
11th: Got some free theatre tickets with Sid & the play was quite enjoyable. Cinema after lunch .. Red Skelton in “Bathing Beauty”, very funny. Game of darts at the Club. Met Jack Freer, who played the saxophone on the ship across the Pacific.
12th. Ken & I got tickets for a play … a good comedy. Darts at the club after supper.
13th Got tickets for a show on Monday. Bought a wireless for £12/3/4.
[symbol] After the war, I found that Ray Meers (Rear Gunner) & Lindsay Francis (Wireless-Operator-Gunner, of Mendooran had both done tours with B.C. about the same time as I.
[page break]
14th. Bought more Xmas cards. Had lunch with Peter Dunn from Mudgee at the Club. Saw a newsreel, went to the Windmill theatre, a few beers with Ken, Supper, then table-tennis.
15th. Rupe left to return to Waddington (he’d shared our room
Visited Mme Tussauds waxworks Museum .. very good.
Walked through the Zoo. Saw a newsreel.
16th. At Boomerang Club met Ken Vidler’s crew (I think they were killed a bit later.) Walked the Embankment, saw Cleopatra’s Needle, down Whitehall, got a glimpse of 10 Downing St (cordoned off by Police). Saw the show we’d booked “Happy & Glorious”, easily the best show we’d been to. Had a few drinks with 2 girls who sleep in the railway station at Gloucester Road to be safe from air raids – they’d been doing that for years!
17th: Rain all day. Went cinema that featured 3 films … 4 1/4 hours. Had a steak (!) for 5/- then another film; couldn’t find the ‘steak’ cafe again.
18th. Packed, Sid came back from Exeter & Bristol. Played crib on the train with Sid, all the way to Lincoln. Lunch at 3, collected bike & rode back to camp.
19th. Flew at once for high-level-bombing practice … too much low cloud, so we got a fighter & did some affiliation practice. Then lunch & briefing at 1.30 for a “trip” to Nuremberg, the scene of one of B.C.’s worst losses sometime earlier, when about 500 heavies were caught below high cloud, searchlights lit them up & (from memory) nightfighters, mainly, & flak brought down 49 for a loss rate of 9%. This time it was cloud below us and 467 only lost 1 crew, F/O Rodwell’s … all KIA.
[page break]
[circled 13] 23-10-44 FLUSHING. 21 of 467, 20 of 463 of 121 from 5-Group attacked gun positions near Flushing. Visibility was bad and the bombing scattered.
D 3h 20m. 14 x 1000. Briefed to bomb at 6500’ but forced to descend (bad visibility). Bombed at 4000’
[circled 14] BERGEN 28-10-44. 20 of 467, 15 of 463, of 237 from 5-Group, to attack U-boat pens at Bergen. Target was cloud-covered and master-bomber called off the attack after only 47 planes had bombed … from below 5000’ (Mountains within 10 miles of track nearly 4500’!)
D 7h 30m. 12 x 1000 Briefed to bomb at 9000’. Orbited once [inserted] extra 6 min there [/inserted] and lost height using GEE to avoid mountains … bombed at 3800’ Diverted to Marston Moor on return (fog over Waddington). Returned next day.
[inserted] (On our final run there was AA fire from [underlined] above [/underlined] us (mountains) as well as below!) [/inserted]
[circled 15] 30-10-44 WALCHEREN ISLAND. 13 of 467, 13 of 463, of 102 from 5-Group attacked gun positions near Walcheren. The attack was successful and the Allied ground forces commenced their attack on 31st. No losses
Briefed to bomb at 6000’. Cloud over target. Two orbits made – 20 min over target area – bombed at 3500’.
D 3h 20m. 14 x 1000.
OCT ’44 SUMMARY: 467 flew 157 sorties, lost 2 crews (7 KIA, 7 Ev): 5 tours completed, incl. (C.O.) W/C. Brill completing his 2nd tour. 1 crew ditched, rescued & returned.
DAY 1-11-44 HOMBERG. 19 of 467, 17 of 463, of 226 from 5-Group attacked the Meerbeck oil plant at Homberg. Marking was scattered + only 159 planes attempted to bomb. No losses from Waddington.
[page break]
After nearly 2 hours on the way home we tried to jettison a J-Cluster (incendiary) which had “hung-up”. We turned back to try to realease [sic] it manually, but failed. So we brought it home & it was safely removed. We landed 1/2 hour late, time airborn was 8hr 9 min. Our bomb-load was 1 x 2000 lb HE & 12 ‘J’ clusters dropped from 17400’.
[circled 13] [underlined] FLUSHING [/underlined] 5 Group sent 121 incl. 21 of 467 Sq & 20 of 463, to attack big gun positions near Flushing on Walcheren Island on 23.10.44. Visibility was bad & the bombing was “scattered”. We took off at 1429, did a Radius of Action & got back to base at 1434 at 2000’. Had a good navigation trip but had to descent from 6500’ to 4000’ to see the target. 1 1/2 min before we bombed our gunners reported a Lanc. hit the sea behind us (I plotted it at 56o33’N, 03o27’E). Quite a few planes were lost and a lot of A.A. damage – we had many holes. Our bomb load was 14 of 1000 lb HE, and 1 of them “hung-up”. We tried to jettison it but couldn’t. We were airborn [sic] for 3h. 19 min.
[circled 14] [underlined] BERGEN (NORWAY) [/underlined] 5-Group sent 237 of which 20 from 467 Sq + 15 from 463, on 28-10-44 to attack U-boat pens at night. We took off at 2221 & did a Radius of Action & got back to base at 2250 at 1500’ which we maintained until 0120 (up till then we were over the N. Sea) when we climbed to 9000’ & increased speed to 180 mph as we were 3 min behind time. When we got to the target we were in cloud. The master bomber told us to come down to 5000’ … we had to orbit carefully as there were mountains East of Bergen over 4000’. I used GEE position lines to descend safely away from mountains to 3800’ when we bombed … about 10 min after the planned time. It was nice to have GEE all the way (no jamming like over Germany) & we kept nicely to track all the way. Our bomb load was 12 x 1000 lb HE. There was plenty of flak around Bergen … some from mountain tops nearly level with us! There was a lot of cloud (& maybe smoke-screen) at the target … master bomber cancelled the raid after only 47 of us bombed
[page break]
30.10.44. [symbol] 15 WALCHEREN ISLAND (FLUSHING). 13 from 467 Sqdn & 13 from 463 of 102 total (all 5 Group), daylight raid on big gun emplacements on the Southern edge of Walcheren Island. The Germans also held the Southern banks of the Scheldt Estuary. The Allies had always wanted to capture Antwerp (50 miles inland, the biggest port for unloading tanks & other heavy equipment). While ever these big guns covered both sides of the Estuary, the Allies couldn’t go in to clear the minefields. In fact the Canadian army trying to take the South bank was held up by bad weather (flooded terrain), lack of petrol & ammunition (Patton was partly to blame along with Eisenhower) for so long that eventually, [inserted] our [/inserted] [deleted] Armies [/deleted] [inserted] Marines [/inserted] took Antwerp from the East & finally [inserted] 8 NOV [/inserted] captured Walcheren Island by “sailing” through gaps in the sea-wall from the East! It then took [inserted] nearly [/inserted] another month to clear the mines & winter had set in … too late to use Antwerp for the big offensive they may have been able to mount had they cleared Antwerp 3 months earlier.
We took off at 1340, did a R. of A. & got back to base at 1356 at 1500’. The navigation was easy & we stayed on-track & on-time to the target. We’d been told to bomb at 6000’, but found cloud below, so had to orbit [inserted] twice [/inserted] lose height to 3500’, finally bombing 22 min later than planned. Our bomb load was 14 x 1000 lb HE. We had no losses. The attack was successful, and the Canadian army began their attack along the S. bank the next day.
We dropped 14 x 1000 lb HE; the flight took 3h 20 min. For October, 467 Sq. flew 157 sorties, lost 2 crews (7 KIA, 7 Evaded); 5 tours were completed; 1 crew ditched, were rescued & returned.
[page break]
Nov 1st. 226 Lancs of 5 Group (19 from 467 & 17 from 463), in daylight, raided the Meerbeck oil plant near Homberg. Weather was bad, the marking was scattered and only 159 attempted to bomb. No losses from Waddington.
2.11.44 [symbol] 16. DUSSELDORF. 5 Group was part of a big raid (992) by Bomber Command, 15 from 467, 15 from 463. Detailed German reports listed 5000 buildings destroyed, many of them industrial & production works. There were other raids that night too … a total of 1131 sorties. We took off at 1651, 15 min. late. We climbed to 17000’ & increased speed to 170 mph to catch up. At 1920 (at 18000’) we were “coned” by searchlights … very dangerous as ‘flak’ then could be fired visually. We shook them off & bombed at 1925, & I noted that an aircraft was hit about 10 mi ahead, our heading 220o.T. On the way home in the next 26 min, I made 12 more log entries of aircraft crashing to the ground with estimates of their bearing & distance from us.
The RAF had set up 2 more GEE “chains” based in Europe. I tried the RUHR chain, but found the readings “wouldn’t plot”.
Our bomb-load was 11 x 1000 lb & 4 x 500 lb HE.
The trip took 5h 20 min.
467 Sqdn lost F/O Langridge & crew (3 KIA, 5 evaded).
Dusseldorf taken (on Cook’s tour 19.6.45
[two photographs]
[page break]
[duplicate page]
[page break]
[circled 16] 2-11-44. DUSSELDORF. 15 of 467, 15 of 463 as part of 992 of Bomber Command. Detailed German reports list 5000 buildings destroyed, many of them industrial & production works. (There were other raids that night too … a total of 1131 sorties.) 467 lost F/O L. Langridge & crew (3 KIA, 5 evaded).
C. 5h 20m. 11 x 1000 + 4 x 500. 18000’
NIGHT 4-11-44 DORTMUND-EMS CANAL. 12 of 467, 12 of 463, of 174 from 5-Group attacked the canal near Munster. The banks of the canal were breached again. A report from Albert Speer to Hitler dated 11.11.44 was captured at the end of the war. Speer stated that the raids on the Dortmund-Ems canal, with attacks on the rail system, produced more serious setbacks to the German war industry at this time than any other type of bombing.
[circled 17] 6-11-44. EMS-WESER CANAL. 19 of 467, 16 of 463, of 235 from 5-Group attacked near the junction of the Ems-Weser and Mittland canals, near Gravenhorst. Markers had considerable difficulty in finding the junction due to ground haze, until a low-flying Mosquito (pilot: F/L L.C. de Vigne, and Aust. navigator, S/L. F. Boyle of 627 Sqdn) found and marked the target with such accuracy that the marker fell into the water and was soon extinguished. Only 31 planes bombed before the Master-Bomber ordered the raid be abandoned. 10 planes lost in the raid, 3 crews from 463 (all KIA). Waddington was fog bound on return & most planes were diverted to Seething. We were perhaps the last to land (in v. poor visibility).
D 5h 25m. 14 x 1000 (but did not bomb). Orbited target once, for extra 10 min. over it.
[page break]
4.11.44. 174 Lancs of 5 Group, 12 each from 467 & 463 Sqdns, attacked the Dortmund-Ems Canal, near Munster. The banks of the canal were breached again. A report from Albert Speer to Hitler dated 11.11.44 was captured at the end of the war. Speer stated then:- “that the raids on the Dortmund-Ems Canal, with attacks on the rail system, produced more serious setbacks to the German war industry, at this time, than any other type of bombing.” (In early 1945, the raids on oil targets may have been even more damaging to their war effort.)
6.11.44 [symbol] 17. EMS-WESER CANAL. 235 of 5 Group, 19 from 467, 16 from 463 attacked the Ems-Weser junction with the Mittland Canal, near Gravenhorst. The markers had considerable difficulty finding the junction due to ground haze, until a low-flying Mosquito (pilot: F/Lt L.C. de Vigne, & Australian navigator, S/Ldr F. Boyle of 627 Sqdn) found & marked the target with such accuracy that the marker landed in the canal & was soon extinguished. Only 31 planes bombed before the Master-Bomber abandoned the raid. 10 planes were lost, 3 of them from 463 Sqdn (all KIA).
We were supposed to take off at 1633 but actually took off 28 min late, so once we climbed to 11000’ we boosted our I.A.S. to 180 mph & were on-time by 1915. I logged a Lanc. crashing at 1923 1/2; we had to orbit twice [inserted] (12 min) [/inserted], at the target (due to the marking problem) … very dangerous. Logged 4 more planes crashing [deleted] at [/deleted] in the target area, & another at 1943, after we’d left the target without bombing. I couldn’t get any “joy” on either of the 2 new GEE chains. The trip took 5h. 25 min. We brought back our 14 x 1000 lb H.E. bombs.
[page break]
The weather deteriorated on the way back … the bumps were so bad that I had to hold all my navigation gear down to stop them hitting the roof, & brace my knees under the nav. table to avoid joining them there. The visibility at Waddington was bad due to fog, and most of our planes were diverted to Strubby; however, Peter did an abbreviated circuit (so he could actually keep the runway in sight) & then came in as if in a Tiger Moth, almost clipping the caravan stationed near the “funnel” (where they might use a Verey to send-you-round-again), but he landed safely … and then they closed the airfield.
Besides getting the 2 new GEE chains (RHEIMS & RHUR) to help with navigation over Germany, we now had LORAN fitted. It was similar in some ways to GEE, but depened [sic] on the radio signals being reflected from the ionosphere (only at night). The stations were widely separated … I think England, Norway, Italy … and each single reading had to be made & timed, then another [deleted] one [/deleted] tuned-in, read & timed … probably 2 min or more later, & the running -fix method used. On 9.11.44 we did at [sic] Cross-Country, using Loran, over England, ending with some high-level bombing practice … 3 1/4 hrs trip. The trailing aerial had to be used to receive Loran signals.
11.11.44 [symbol] 18. HARBURG. A 5-Group raid of 237 planes, + 8 marker Mosquitos, 19 from 467, 14 from 463 … a night raid on the Rhenania-Ossag oil refinery, near Hamburg. This refinery had been raided several times by American daylight bombers. We took off at 1627, did a R. of A. to be back a [sic] base at 1634 at 3000’.
[page break]
(HARBURG)
We climbed to 15000’ & later to 16000’ to get out of cloud, & kept nicely to track all the way to the target, getting a bit behind time all the way (no worries we were over the sea nearly all the way). We bombed 8 min late from 16000’. Our WOP (Eric) told us the Master Bomber said to bomb the centre of the Red Target Indicators (there were 4), but to ignore outside Indicators which were dummies (set up by the Germans). Half an hour before the target I wanted to use LORAN, but Eric (our WOP) said he’d been ordered not to use the trailing aerial. I relied on Dead-Reckoning from the target and got my first GEE fix 50 min later about 15 mi. N. of track.
Our bomb-load was 1 x 4000 lb “cookie”, 6 x 1000 lb, & 6 x 500 lb H.E. We could still see the plant burning from 100 mi away on our way back. Our squadron lost F/O Fedderson’s crew (7 KIA) & F/O Eyre’s crew (6 KIA, 1 POW) … one of these killed was Geoff (“Bushie”) Goodfellow, their navigator, one of my best friends … we played a lot of cards together & we bunked opposite each other in our room. He came from Tooraweenah (father ran the “Mountain View” hotel there), & he said I was the only person he’d met that had even heard of the place, let alone been there, which I had.
F/L Kynoch’s plane was hit & badly damaged, but he crash-landed it at Manston (an emergency ‘drome on the coast) & he & the crew survived.
The flight lasted 5h. 35 min.
On 13.11.44 we did our “20 SORTIE CHECK”, on a flight of 55 min. We’d only done 18 ops plus the 2 BULLSEYES at Lichfield & Swinderby.
[page break]
[circled 18] 11-11-44 HARBURG. 19 of 467, 14 of 463, of 237 from 5-Group, plus 8 Marker Mosquitos attacked the Rhenania-Ossag oil refinery at Harburg (near Hamburg). This had been attacked several times by American (day) bombers. Brunwig’s ‘History of Hamburg & Harburg’ (air-raids), gives the raid a brief mention. (We could still see the plant burning 100 miles away on our way home.)
467 lost F/O. M. Fedderson & crew (7 POW), and F/O. T. Eyre & crew [inserted] (G Goodfellow was the Nav) [/inserted] (6 KIA, 1 POW). F/L Kynoch’s plane was hit and badly damaged – he crash-landed at Manston (an emergency ‘drome on the coast).
D 5h 35m. 1 x 4000 + 6 x 1000 + 6 x 500 16000’
[circled 19] 16-11-44 DUREN. 15 of 467, 15 of 463, as part of 1188 from Bomber Command, attacked Duren, Julich & Heinsburg in support of the American 1st & 9th armies which were about to advance on this area. Raids were made by 1239 American heavy bombers on targets in the same area. (this was the biggest raid we took part in … there were planes to the horizon all the way, heaps of fighter escorts.) 9400 tons of bombs dropped. The result was disappointing. Heavy rain and wet ground prevented much of the tank assault and slowed the supplies of artillery ammunition and the armies’ advance was slow and costly. (For our part, the centre of Duren was reduced to rubble.) G/C. Bonham-Carter, O/C of Waddington led our Group, as ‘second dickie’ to the crew who had bombed the wrong target on a daylight raid on Flushing (23-10-44?), killing some Canadians.
D 5h 25m. 12 x 1000. 10500’
[page break]
16.11.44 [symbol] 19. DUREN (daylight). 15 planes from 467, & 15 from 463, were part of a big effort by Bomber Command (1188 planes) attacking Duren, Julich & Heinsburg in support of the 1st & 9th American Armies which were about to advance in this area. Raids were made on other targets in this area by 1239 American heavy bombers. This was by far the biggest raid we took part in … there were planes to the horizon all the way with heaps of fighter escort … [deleted] B [/deleted] 9400 tons of bombs were dropped, but the result was disappointing. Heavy rain & boggy ground prevented most of the tank attack and slowed supplies of artillery ammunition with the result that the advance was slow & costly. For our part, the centre of Duren was reduced to rubble – it may have needed bulldozers to clear a path through it! The base commander at Waddington, Gp/Capt Bonham-Carter, led 5 Group as ‘second dickie’ to one of our crews who had bombed the wrong “target” (a smoke-generator) on an earlier daylight raid near Flushing on 23.10.44, killing some Canadian army men.
The navigation was easy. Our bomb-load was 12 x 1000 lb H.E. dropped from 10500’. Flight time: 5h 25 min.
[two photographs]
Snaps of Duren taken on the “Cook’s Tour” I did on 19.6.45.
[page break]
Extracts from Diary –
18.11.44 navigators briefing at 1.30 for a v. long trip. Not enough time for preparation. Our crew just got out to the “kite” when the trip was “scrubbed” …joy! After tea we went down to the local Horse & Jockey (Hotel). Saw a bloke about his car, & bought it for £3 … a little Morris 8 HP Sedan
19.11.44 To navigation section before lunch for another briefing, to the same place as yesterday, more time for preparation & less to do. No lunch … sandwiches at briefing … then it was scrubbed again. Collected car.
20.11.44. Went to briefing for another daylight raid on the Dortmund-Ems canal, but it was scrubbed. Went to town with Ken Nichols & Ken (of ground crew) … wanted to go to the theatre, but all seats were sold, so we went to the cinema & saw “White Cliffs of Dover.”
21.11.44. Briefed again for the same canal raid as yesterday, chart was already done. [symbol] It was scrubbed at the 11th hour & we missed lunch … again had sandwiches in the briefing room.
21.11.44 [symbol] 20 DORMUND-EMS CANAL
We took off at 1726, did a R. of A. & got back to base at 1754 at 2000’. The winds were light & fairly consistently Westerly at first, then N.W. It was easy to keep on track & close on-time. At 2020 I logged “Lanc, crashed & blew-up 15 mi. astern”. We’d been at 10250’ until 2058 when WOP told us to descent to 3-4000’ … we did so, fast, and bombed at 2103. At 2108 I logged: “Aircraft crashed below us 3 mi. past other target.” At 2232 we jettisoned a hang-up bomb in the sea. Landed at base at 2337, time airborne 6h 11 min. Our bomb-load was 13 x 1000 lb H.E.
[page break]
[duplicate page]
[page break]
21.11.44. [symbol] 20. DORTMUND-EMS CANAL, near LADBERGEN.
15 from 467, 15 from 463 bombed Dortmund-Ems & Mittland Canals; as part of Bomber Command maximum effort of 1345 heavy bombers attacking 6 targets in this general area.
No losses for 5-Group.
We took off at 1726, did a R. of A. getting back to base at 1754 at 2000’. I had a good navigation trip, GEE from England lasted until 2020, then the RUHR chain worked to the target area. I logged a Lanc. blowing-up 15 mi astern at 2020. We were briefed to bomb at 10500’ but, 5 min before out T.O.T our W.O.P. (Eric) got word that we descend to 3 – 4000’ to get below cloud. We descended quickly & bombed 5 min later at 4500’; then began climbing again into the clouds. Tried Loran for fixing without success. We had a bomb hang-up, but jettisonned [sic] it in the sea at 2222.
Our bomb load was 13 x 1000 lb H.E.
The trip took 6h 10 min.
[photograph]
This is an enlargement of the smaller print of the area bombed repeatedly … DORTMUND EMS CANAL.
[page break]
[duplicate page]
[page break]
[photograph] Open bomb-bay of a Lanc. loaded with 1000 lb H.E. bombs. Bomb-aimer could select each one to drop separately at predetermined intervals (usually close together as a “stick”.)
[photograph] Our Mid-upper gunner Ray Giles, near his turret – 2 Browning .303 machine guns
[photograph] Lanc’s in formation on a daylight raid. Nearest is PO-J
[page break]
[duplicate page]
[page break]
[duplicate page]
[page break]
On a low-level “Cooks Tour” from Wigsley on 19th June, 1945 (after war’s end in Europe), I took some photos with the old box Kodak.
[two photographs]
The Dortmund Ems canal where it was built above a stream, shown clearly in the left photo. The embankments here were bombed repeatedly, 8 times I think. We did 3 of Ops there and one at the nearby Ems-Weser canal.
[two photographs]
Broken bridges over the Rhine at Duisberg – we didn’t bomb there, but 5 Group did.
[page break]
[duplicate page]
[page break]
[duplicate page]
[page break]
[two photographs]
The Krupps works at Essen, which was regularly bombed by the RAF during most of the war. Including some 1000 – bomber raids.
[photograph] Wrecked bridges at Cologne, another regular RAF target; somehow the Cathedral survived.
[photograph] The railway marshalling yards at Hamm received plenty of “attention”
[two photographs]
Dusseldorf was regularly bombed … we did our 16th Op. there
[page break]
[duplicate page]
[page break]
[duplicate page]
[page break]
[circled 20] 21-11-44. DORTMUND-EMS CANAL, (near LADBERGEN). 15 of 467, 15 of 463 as part of 1345 Bomber Command heavies attacked 6 targets in this general area. 5-Group targets were the Mitteland and Dortmund-Ems canals … without loss.
D 6h 10m. 13 x 1000. Briefed to bomb at 10250’, got 5 min warning by radio to descend to cloud base … bombed at 4500’.
[circled 21] 23-11-44. TRONDHEIM. 16 of 467, 4 of 463 of 171 from 5-Group, incl. 7 Mosquito Markers, to attack U-boat pens at Trondheim. The target was covered b y a smokescreen and could not be marked. The Master Bomber ordered the raid abandoned. No losses. (The weather was bad; big wind changes. Many jettisoned bombs in North Sea or diverted to North Scotland due to fuel shortage … we were the only one to return to Waddington with bombs still aboard.)
D 10h 55m. 9 x 1000 (brought home).
26-11-44 MUNICH (Our rear gunner, K. Nickols, went on this trip as ‘spare bod’.) 270 Lancs from 5-Group, 467 lost F/O Findlay & crew (crashed – out of fuel … their Nav. vomited and blocked his oxygen supply, went unconscious and they got lost in cloud. But all survived the crash and were flown home by the Americans on 1.12.44.
NOVEMBER SUMMARY 467 did 148 sorties, lost 4 crews (9 KIA, 8 POW, 11 Ev) 8 tours expired. 2 were badly wounded.
NIGHT 4-12-44 HIELBRONN. 282 from 5-Group (Main force attacked Karlsruhe). 467 lost F/O J. Plumridge & crew (6 KIA. 1 POW). F/L Bill Kynock & crew attacked by fighter, rear gunner killed (F/S R. Steele), and plane badly damaged (we think it was ‘D’.), crash landed at Manston (emergency airfield).
[page break]
23.11.44 [symbol] 21. TRONDHEIM (Norway). 5-Group sent 171 planes (including 7 Mosquito markers) to attack the U-boat facilities there. This was a very long trip mostly over the North Sea at low-level (1000’) in bad weather, rain & severe wind-changes. Tankers topped us up with petrol at the end of the runway before we took off at 1609, 12 min late. GEE ran out at 1848 … over 2 hours before we’d reach the target. We were unable to identify where we crossed the coast, so we continued on northwards and at 2050 saw the target lit up by flares to our left. A wind velocity to use for bombing was received by radio, and at 2055 we saw yellow Target Indicators about 10 mi to Port. We turned to a Westerly course. At 2102 we were told to abandon the raid as a smoke-screen obscured the target. We continued by Dead Reckoning & B.A. (Sid) identified a pin-point at 2112. We descended from 9000’ to 1000’, and at about 2130 discovered that the earlier pin-point was wrong, giving a new one near Smolen Island. At 2248 I got my first GEE fix (after 1 1/2 hr since the target) … about 50 mi NW of where we thought we’d be … big wind change. Pilot (Peter) & I decided to aim to land at LEUCHARS (Nth Scotland) as we had a head-wind. Then, at 0024 I got a good fix & found the wind had eased & changed to NE, and by 2130 was from the NW & getting faster. Pilot & Engineer consulted with me & we decided to try for Waddington, cutting our speed back from 190 to 170 mph. The wind held about NW & increased to about 45 mph, so we reached base OK & landed at 0302, with only about 80 gallons left. Most of our planes jettisonned [sic] bombs in the North Sea, or landed at Leuchars. We were the sole plane to bring our bombs home to Waddington. Trip-time 10h 53 min.
[page break]
26.11.44. 5-Group sent 270 heavies to MUNICH. Our rear-gunner, Ken Nicholls went as a “spare-bod” in place of a sick crewman. One of the 467 crews crashed, out of fuel. Their navigator had vomited and blocked his oxygen supply, he went unconscious, and they were lost in cloud. They all survived the crash-landing and were flown back by the Americans on 1.12.44.
November summary for 467 Sqdn: 148 sorties, 4 crews lost (9 KIA, 8 POW, 11 Evaded); 8 tours expired. 2 men were badly wounded.
4.12.44 (night). HEILBRONN was attacked by 282 from 5 Group, while the main force of Bomber Command attacked Karlsruhe. 467 Sqdn lost F/O Plumridge & crew (6 KIA, 1 POW). F/Lt Bill Kynoch’s plane was attacked by a fighter, his rear-gunner killed (F/Sgt R. Steele) & the plane badly damaged … we think it was our favourite “D”. They crash landed at the emergency ‘drome, Manston, & we heard that “D” was a write-off.
6.12.44. GIESSEN (night) attacked by 255 of 5-Group (19 from each of 467 & 463 sqdns) while the rest of Bomber Command bombed Osnabruck & Leuna (oil plant).
8.12.44 URFT DAM [symbol] 1. 205 of 5-Group (10 of 467, 15 of 463). 9/10 cloud over target, no result observed. No loss.
10.12.44 URFT DAM [symbol] 2. 5-Group (15 [inserted] each [/inserted] of 467 & 463). All were recalled before the target due to bad weather & visibility.
[page break]
More extracts from Diary.
23.11.44. No operations on. Went to Lincoln with Peter & Don in my car to see about getting Peter’s car fixed. Went to the pictures.
Feeling very crook … terrible cough.
24.11.44. Went on sick parade. The Dr. reckoned I was OK for flying … I didn’t. had heard there was to be a long trip that night & saw the Dr. again .. he put me into Sick Quarters & I slept!!! about 20 hours a day. Our crew wasn’t listed for the operation that night, but our rear-gunner, Ken Nichols, opted to go with Bill Kynock’s crew … but the trip was scrubbed anyway. Ken visited me.
25.11.44. Still in sick-quarters. No ops. Ken, Don & Rupe came to see me, then they went to an ENSA concert on the base.
26.11.44. Out of sick-quarters. Ken went with Kynoch’s crew to MUNICH in crook weather. It was OK at the target, quiet & a good ‘prang’. Went over to [deleted] 3 Sqdn [/deleted] SICK QUARTERS to see Ted Pickerd who’d been our Navigation analysis ‘joker’ for some months. Played pontoon, won 10/- Kynoch’s crew were diverted to Langham.
27.11.44. Went to Swinderby & got 3 gal of petrol in the car. Ken & Kynocks crew came back from Langham.
28.11.44. No ops. Made up a list of comments on ops that had to be done … big job. Flew to Thornaby [deleted] to bring [/deleted] & back in ‘D’ [deleted] back [/deleted] with a ferry crew for their plane.
Navigators party on tonight … too bad Ted Pickerd is still in sickquarters. Des Sands (o i/c A flight … Sqn Ldr, DFM on 2nd or 3rd tour) Lionel Hart & I took others in cars, the rest used bikes. Wionderful show. Bags of beer & fun.
[page break]
[duplicate page]
[page break]
NIGHT 6-12-44 GIESSEN 19 of 467, 19 of 463, of 255 from 5-Group. (Main force attacked Osnabruck & Leuna).
DAY 8-12-44. URFT DAM [symbol] 1. 10 of 467, 15 of 463 of 205 from 5-Group. 9/10 cloud over target and no result observed. No loss.
DAY 10-12-44 URFT DAM [symbol] 2. 15 of 467, 15 of 463 … 5-Group. All recalled before reaching target due to bad weather and visibility.
[circled 22] 11-12-44 URFT DAM [symbol] 3. 15 of 467, 15 of 463, of 233 from 5-Group, with Mosquito Markers. Hits observed but no breach seen. (We brought our bombs home, despite doing an orbit … (hoping for gap in clouds) … against orders … extra 7 min. in target area. Very accurate radar-directed flak; we lost P.O. motor.).
F 6h 5m. 14 x 1000 (brought home) (9750’)
[circled 23] 17-12-44 MUNICH. 22 of 467, 19 of 463 of 280 from 5-Group, with 8 Mosquito Markers. (Main force attacked Duisburg, Ulm and Munster … a total of 1310 heavies, 1.1% loss.) Reconnaissance showed severe damage. 467 lost F/O T. Evans & crew (all 7 Ev) … they collided after bombing with an engine on fire.
M 9h 45m 1 x 4000 + 9 cans + 1 MONROE 11750’
[circled 24] 18-12-44 GDYNIA. 19 of 467, 15 of 463 of 236 from 5-Group. 2 crews from each flight attacked 2 pocket Battleships anchored near the port (which was the main target) … we hit “Lutzow” with 3 of our bombs (& 1 v. close in water) nicely near funnel area. Considerable damage to port area.
M 9h 45m. 10 x 1000 S.A.P.
[page break]
29.11.44. No ops. Went into Lincoln to try to register car … no joy; had to go to Sleaford, but no time. Tore around garages [inserted] for [/inserted] a battery & brake adjusters, but no joy. Finished off the navigation comments from yesterday. Decided to sell my autocycle & got a buyer. Played pontoon, won 3/-.
30.11.44. No ops. Went to Sleaford, got car registered & oil changed. Got coupons for petrol to go on leave, packed up, got leave pass, laundry & shoes. Went into Lincoln with Ken & got petrol & a new battery. Saw about trains for Ray & Eric for tomorrow.
1.12.44. Went out to our dispersal where mechanics helped get new battery in & working after a lot of trouble … bludged a couple of gallons of petrol from Ken (ground crew). Left at 10.10, had lunch at Nottingham & then went on to Birmingham, getting to where Don was staying at 3.30. had tea there, played solo until 1.30 am, went down to “Old Farm” at [inserted] ? Wesley [/inserted] Westly Castle for the night.
2.12.44. Duck eggs for breakfast! Lunch at Police Station (don had been a policeman in Birmingham before he enlisted for air crew.) Then tea at Mrs Benlays (friend of Don). Met Ken & Mrs Smith & Margaret from next door. Played solo. Went to Police Club for drinks. More solo ‘till 2 am. Slept next door at Smiths.
3.12.44. Breakfasts on both at Smiths & Benlays. Called at jewellers for Ken’s watch, but no luck. Set off for Swindon. Lunch at Swan’s Nest in Stratford. Looked over Shakespeare’s birthplace, got postcards & saw Home Guard parade. Went on to “Stow-in-the-Wold” & stayed the night in a nice little pub. Played darts, crib & drank beer.
[page break]
[photograph] Engineer Don Coutts & Mid Upper Gunner Ray Giles, Birmingham
[photograph] Rear Gunner, Ken Nichols, & Ray Giles at Benlay’s place at Birmingham where we stayed on leave 1/2 Dec ’44.
[photograph] Ray Giles, at Benlays’ place, Birmingham
[page break]
More from the Diary.
4.12.44. Rachel Swindon for dinner. Found our way out to Clyffe-Pyhard & saw Bunty Duff & got back just before dark. Had tea at fish & chip shop & went to pictures – saw Jon Hall & Maria Montez in ‘Cobra Woman’.
5.12.44 After breakfast towed an Engineers car to get it started. Bought side-lamp for car. Reached Slough via Reading for lunch & called [deleted] on [/deleted] at Margaret Vyner’s place … she was in London meeting Hugh Marlowe, home from France on 72-hours leave. Saw Mrs Vyner & Hugo, had afternoon tea & went to Slough, booked in at Salthill Hotel & had tea. At pub, picked up 2 girls & took them home but got lost on the way back. Turned in at 12.30.
6.12.44. Looked around a lot of shops in Slough & finally got some bulbs for dash-lights. Met an old Aussie-Scot, Macintosh for yarn & drinks; he showed us his home at 26 Windsor Rd. Slough. Drove to Windsor & looked over Eton College on Founders Day, … going for 504 years. Saw Windsor Castle & had tea there. Played cards with Ken, before & after tea.
7.12.44. After breakfast caught train to London & booked in at A.C.F. Club. Met Scottie Gall & Kirk Beddie again; had steak (!) & mushrooms at Athens Cafe; went to pictures & saw “Casanova Brown”. More steak with onions then a variety show at the Empire in Finsbury Park. Went back tp pub at Gloucester Rd & saw girls we knew from last leave in London. Also ran into Syd & Peter.
8.12.44. Arranged to meet Peter on the way to Cambridge. Got car at Slough & was 1 hr late in meeting Peter. Had lunch at Cambridge Arms. Saw a good picture “Love Story”. Met a navigator I knew at Brighton … Cameron, who’d done 35 ops in Mosquitos. More steak & onions for supper.
[page break]
9.12.44. Looked at some of Cambridge University … not much to see. Had lunch at roadside pub and got to Lincoln about 4.30. collected photos, had drinks at the Saracens head & went to a show at the Royal Theatre. Peter’s car had a flat tyre. Got battle-dress from cleaners & put overcoat in. A good leave
10.12.44. Welcomed back to nav. section. No ‘war’ today. had an interview for commission with Group-Captain Bonham-Carter. W/Cdr Bill Brill had told us not to apply for a commission until we’d done about 20 “trips”. But after he left, in October, the new C.O. W/Cdr J.K. Douglas invited anyone interested in a commission to apply, regardless of the number of ops. I did, but didn’t impress him with my answers (especially when I said “probably not” to his question “would I be more use to the air force with a commission?”. He didn’t recommend me. But Bonham-Carter said something like this: “I have 2 W’ Cdrs here, at 467 & 463; one C.O. recommends virtually all applicants after they’ve done 20 trips; the other (Douglas) likes to interview them at depth & knocks a few back. I have to make the final decision. You seem to be doing well. I’ll look at you again next month.” (He saw me in Mid-January with only one Op (Brux) to go, and recommended me without any further questioning.)
11.12.44. Took laundry & boots down but didn’t have time to check them in … there’s “war” on. Went to briefing room & sorted out Gee charts. The briefing was hurried; the plane we got, (F), was slow, climbed poorly, and we were late getting to the target.
(con’t on next page)
[page break]
11.12.44 [symbol] 22. URFT DAM No 3. Daylight raid by 233 from 5-Group (15 each from 467 & 463 Sqdns), with Mosquitos doing the marking. Hits were observed but no breach seen. We brought our bombs back despite doing an orbit (against orders) hoping for a gap in the clouds … we spent 7 minutes extra over the target, and experienced very accurate radar-directed flak just after leaving. We lost our Port-Outer motor.
We took off at 1205, did a R. of A. returning to base at 1219, at 6000’. We climbed to 12000’ & “cruised” at 170 mph, but gradually got behind time (5 min late at 1350) but only 3 min. late at the target. This plane, F, would not go any faster with our bomb-load of 14 x 1000 lb. H.E. Pilot feathered our Port Outer motor at 1554 (maybe some flak damage). Jettisonned [sic] 2 bombs at 1645 which took extra time … ending up 47 min. late home. Flight time 6h 5 min.
17.12.44 [symbol] 23. Night-raid on MUNICH by 280 from 5-Group, (22 from 467, 19 from 463), with 8 Mosquito markers. The rest of Bomber Command attacked Duisberg, Ulm & Munster, a total of 1310 ‘heavies’, for a 1.1% loss rate. Reconnaissance showed severe damage. 467 lost F/O T. Evans & crew (all 7 Evaded) … they collided after bombing with an engine on fire; they baled out before the plane crashed.
We took off at 1636, 3 min late, and immediately began climbing on course, south for Reading, then into France near Le Havre, mostly at 4000’, very bumpy, tried 5000’ to get out of cloud, then down to 3000’ & back to 4000’. As we neared the SW corner of Switzerland we climbed to 15000’ & skirted its southern border, seeing lights on in some villages.
[page break]
We had a good navigation trip to the target, keeping close to track & timing OK. We used GEE until 2026, then some LORAN fixes (some inaccurate) but sighted target at 2152, descended to 12000’ to bomb at 2211.
At 2214 I logged “air-to-air firing up – qr. to beam”
At 2215 1/2 “ “ “aircraft went in 40 mi ahead”.
We began descending in steps to 5500’ & continued to use LORAN until 2350 when GEE came good.
I got very airsick about 2250 (first time since Cootamundra!), and at about 2310 saw flak coming up from Mulhouse, so we turned to Port to avoid it. At 0110, the GEE box went unserviceable (U/S), and we read PUNDITS back to base where we landed at 0220. Flight time was 9h 45 min, bomb load was 1 x 4000 lb “cookie” & 9 cans of incendiaries & 1 Monroe.
[page break]
18.11.44. [symbol] 24. GYDNIA (“A” Target: Pocket Battleship LUTZOW).
A 5-Group raid, 236 planes, 19 of 467 & 15 of 463 Sqdn, on the Naval base. Considerable damage to the port area was reported. Two crews from each flight of both squadrons were to arrive at their targets … two pocket battleships, 9 min before the rest of the Group were to start bombing; the markers & the accompanying flare-force (they dropped lots of long-burning flares to light up the area for the Markers) arrived then too. We were supposed to see the battleships in the light of the flares & do our bombing between 2151 & 2156. Our bomb-load was 10 x 1000 S.A.P (Semi-Armour Piercing) bombs … unlikely to be really damaging, although the decks of the pocket-battleships were much thinner than on “real” battleships (although they had 16” guns, the same.)
We took off at 1712, already 10 min later than planned, & flew at about 3 – 4000’ at 180 mph until 2000, when we climbed to 11500’. GEE had given out at 1850, but LORAN was OK & I got good signals at 1920, but we hadn’t been given Loran charts that covered beyond 56oN. So it was dead-reckoning & the hope of a pin-point later. Then, at 2055 1/2, I got a Loran fix, on track, just below the 56oN latitude, which could be plotted. I got another dubious fix at 2105 1/2, about 5 mi Sth of track, then another good one at 2122 1/2, on track again. I got another good Loran fix at 2133 which allowed me to estimate the wind velocity at 190/23. We turned on dead-reckoning 3 min late at point E, & arrived at point F, on dead-reckoning 2 min late, and steered visually for our target. At 2150, Syd, our Bomb-Aimer, reported a smoke screen starting over the battleships area. The flares went down at 2150 1/2, but didn’t penetrate the smokescreen. At 2153 our Pilot, Peter, decided to “go-round” again. As we turned Syd saw the Lutzow, [indecipherable word] behind us now. We flew North East
[page break]
for a while, did a timed run, using his stop-watch, to be back over our target at 2158. But again, the smoke-screen obscured our target. We turned Northwards & repeated the timed run. All this time we experienced a lot of radar-predicted flak, close enough to keep rocking our plane. While we were doing this 3rd orbit, Peter said: “If we can’t bomb this time, we’ll go round again and lose height to bomb at low-level.” Syd said: “Geez, that would be bloody dangerous.” At 2206, the target was clear & we bombed accurately. On the photograph which we saw back at base the next day, 3 of our bombs hit the deck amidships, one very close to the funnel, and a 4th bomb right alongside in the water. We’d actually bombed from 11750’ at 150 mph (I.A.S.), heading 260oT. At 2208 I logged: “Lanc. crashed Stb. Bow, 20 mi.” We crossed the coast at 2216 and got a Loran fix at 2222 1/2, only 3 mi. S. of track. The rest of the trip home was uneventful, we kept close to track and landed at 0303, flight-time 9h 51 min.
[drawing of area map]
[page break]
I did some research about the Lutzow & Admiral von Sheer. They were both damaged and the Lutzow was towed to Swinemunde, the Admiral von Sheer to Keil, where, on the night of 9/10 April ’45, a raid using 591 planes, sank the von Sheer, and so severely damaged the light cruised Emden & the heavy cruiser Hippo, that their crews then scuttled them … they were unable to put to sea. Then on the night of 16/17 April, 617 Squadron attacked Swinemunde, & effectively disposed of Germany’s last pocket battleship, Lutzow, although I read that its crew also finally scuttled it, as it was beyond repair
[symbol] [underlined] 25 [/underlined]. 27-12-44. 5-Group sent 200 planes (15 of 467 & 12 of 463) to bomb [underlined] RHEYT [/underlined] (our [symbol] 25 trip), the railway yards there, part of Munchen-Gladbach, where we’d done our 5th trip. We took off at 1204, did a R. of A. to be back at base at 1220 at 6000’. We were supposed to fly in formation but there was a lot of confusion … we finally flew individually until 1309 when we joined the formation. Near the target, the other planes began turning towards the target long before reaching the GEE lattice line we were told to follow. We did as we’d been told, and bombed at 1505 1/2 from 17200’. The trip home was uneventful, the navigation easy, as we had GEE all the way, using the RHUR chain over Germany. We had some flak going close just after the target at 1512 1/2. We landed at 1705, flight-time was 5h., bomb-load was 14 x 1000 lb. H.E.
[page break]
[deleted] [circled [indecipherable number]] [/deleted] NIGHT 21-12-44. POLITZ. 17 of 467, 17 of 463, of 207 from 5-Group attacked synthetic oil plant. 3 Lancs lost over Europe, but 5 crashed in England on return … 90% of airfields were fogbound … most were diverted to Scotland, but some were so short on fuel they had to try to land in fog. (F.L. Kynoch crashed ‘M’ at Waddington, but no injuries.)
[circled 25] 27-12-44 RHEYDT. 15 of 467, 12 of 463, of 200 from 5-Group, attacked railway yards at Rheydt. No loss
C 5h 0m. 14 x 1000. 17200’
DAY 28-12-44 MOSS SHIPPING (OSLO FIORD). 4 of 467, 6 of 463 of 67 from 5-Group attacked a large naval unit off Oslo Fiord. No direct hits claimed.
30-12-44 HOUFFALIZE. 12 of 467, 12 of 463 of 166 from 5-Group attacked the German supply bottleneck at Houffalize. Cloud obscured target. (Main force of 500 heavies attacked Kalh-Nord railway yards near Cologne … results obscured by cloud.)
DEC ’44 SUMMARY. December ended in a long spell of cold, fog & snow which restricted operations and serviceability. 467 flew 172 sorties, losing 2 crews + 1 gunner. (7 KIA, 1 POW, 7 Ev) 8 crews finished tours. 1 crew crashlanded [sic] and were rescued.
(The 2 Lanc. Squadrons (467 & 463) had learnt that the 5-Group method of marking was the most cost-effective way of striking heavy flows to the enemy. From 17.8.44 (when Bomber Command returned to attacks on Germany proper, after the many short trips for 2nd Front, a total of 72881 sorties from which 696 aircraft were lost (… about 1%). In this period of 137 days [deleted] 467 & 463 [/deleted] [inserted] Bomber Command [/inserted] made 530 sorties per day (av.) & lost 5.1 planes per day (av.) … 265708 tons of bombs were dropped.
[page break]
[circled 26] 1-1-45. DORTMUND-EMS CANAL 18 of 467, 5 of 463 of 102 from 5-Group, breached the canal near Ladbergen, (the Germans had repaired the canal again.) They were using an enormous number of slave labourers (‘Todt’ workers … 40000 we heard) to repair these vital links in their transport system. (And so when the barges began to run again they ‘knew’ the Lancs would soon come, and they were ready with AA & fighters … it was a hot spot.)
(On this trip F/O Merv Bache got an immediate DSO … their B/A. was Sam Nelson (WaggaWagga) … onfire, [sic] crashed just inside Allied lines … they’d all baled out in time. F/S Thompson of 9 Sqdn. got a posthumous VC also.)
B 6h 40m. 11 x 1000 + 4 x 500. 10900’
Landed at STRUBBY on return, due to fog.
NIGHT 1.1.45 MITTELLAND CANAL (GRAVENHORST). 4 of 467, 6 of 463, of 152 from 5-Group with 5 Mosquitos. No loss. During all this period, Waddington, and most of England, was deep in snow. Aircraft were buried in snow, and runways could not be kept open for them. Landing on icy runways was difficult. (On 1.1.45, Bomber Command flew 598 sorties day & night, and 5 planes crashed trying to land.)
[page break]
More about the DORTMUND-EMS on 1/1/45.
Many years after the war I got to know Sam Nelson, (also a golfer), who was the Bomb Aimer in Merv Bache’s crew. He told me that his navigator was in the process of writing a small book covering their ‘troubles’ that day. I mentioned that I still had my logs & charts, including for that day, so I posted them to him, with the result that parts of my log & chart were photocopied (reduced size) and included in his book … and I received a copy; later a few more pages were sent about what happened to their crew members thereafter. Several of their crew had a reunion in Canberra just at the time when they refurbished the Lancaster display in the War Museum. They told the staff of their “trouble” on 1/1/45, and were given the privilege of going inside the Lanc, even though it was not then open to the public.
I’ve made a “pocket” at the back of this folder for that book.
On pages 33/4 of that book is some details about a major German air attack on Allied aircraft & airfields on the same morning as our daylight raid on the Dortmund-Ems Canal. It may have been fortunate for us that most of their fighters were otherwise-occupied that morning.
[page break]
[circled 27] 4.1.45. ROYAN (S. France).
8 of 467, 16 of 463, of 344 Lancs & 7 Mosquitoes. F/O R. Eggins (467) had a mid-air collision with another Lanc., they baled out & were rescued.
Stubborn German garrison holding out at Royan prevented Allies from using Bordeaux as a port. (the Americans had kept a big force in that area, hoping to capture Bordeaux much earlier.) Bomber Command was ordered to bomb the town. It appears that the order was cancelled, but that order not received by the Squadrons concerned. But the French people there were told of the cancellation. As a result 700 French people were killed & soured relations with Britain.
We took off at [deleted] 0122 [/deleted] 0104, did the usual Radius of Action to be back at base at 0140 at 2000’. We flew southwards crossing the coast near Portsmouth. We had GEE all the way 7 so kept nicely on-track; the winds mainly from NNE varied between 35 & 60 mph.
When just short of the target we got a message at 0359 1/2 “do not bomb for 2 min.” We were due there in about 1 min. I wrote “Have to orbit I think.” Then at 0400 1/2 we were told “Come in & bomb”, which we did at 0401 without having to orbit, at 6250’.
We had an easy trip home, airborne for 6h. 30m. Our bomb load was 1 x 4000 (“Cookie”), & 16 x 500 lb HE.
On the back of my chart are several diagrams showing what the displays looked like on the GEE-BOX, and an indication of the curves on our GEE Charts.
[page break]
NIGHT. 5-1-45 HOUFFALIZE. 10 of 467, 8 of 463, of 131 from 5 Group, with 9 Mosquitos attacked supply bottleneck at Houffalize in the Ardennes. Target was hit with great accuracy. No loss. (Main force of 664 attacked Hannover, losing [underlined] 4.7%. [/underlined])
[circled 28] 7-1-45 MUNICH. 11 of 467, 16 of 463, of 645 Lancs. and 9 Mosquitos. This was the last major raid on Munich by Bomber Command; the industrial area was severely damaged. 467 lost F/O W. McNamee & crew (all KIA) … Severe icing caused high fuel consumption … they ran out of fuel and baled out over the sea 5 mi. from Eye, but were not found.
V 8h 45m. 1 x 4000 + 6 J clusters.
(The winds on this trip were forecast at about 80 mph from NW, so the route to the target was direct across Germany, then home south of Switzerland. (Usually, on Munich trips, we’d go out south of Switzerland, hiding from radar behind the mountains – maybe – then come home, faster across Germany.) The winds, in places, exceeded 100 mph. We were forced to ‘waste time’ on the way to the target (dangerous over Germany!). We took 3 hours to reach Munich loaded, then 6 hours to come home empty!)
[inserted] I haven’t got my log & chart for this trip – mislaid when I was teaching ATC cadets at Forest Hills [/inserted]
NIGHT 13-1-45 POLITZ. 17 of 467, 14 of 463, of 218 Lancs & 7 Mosquitos from 5-Group, attacked the oil plant near Stettin. Intended to be [inserted] a [/inserted] blind H2S attack, but the target was clear and the 5-Group low-level-marking was used in an accurate attack. Photo-reconnaissance stated that the oil plant was reduced to rubble. No loss from Waddington.
[page break]
NIGHT 14-1-45 MERSBERG-LEUNA. 14 of 467, 14 of 463 of 573 Lancs & 14 Mosquitos attacked the synthetic oil plant at Leuna. Albert Speer wrote … “this was the most damaging raid on the synthetic oil industry”. (The remainder of Bomber Command raided Grevenbroich & Dulmen … a total of 1214 sorties.)
[circled 29] 16-1-45 BRUX. 16 of 467, 12 of 463 of 231 Lancs & 6 Mosquitos of 5-Group, attacked the synthetic oil plant in western Czecho-slovakia [sic] (the plant had P.O.W. camps quite close by). The raid was a complete success. Speer also mentions this raid “as a particularly severe setback to oil production”. (Bomber Command attacked 4 other targets this night with a total of 1238 bombers. All were successful … the loss rate was 2.4% (about 30). No loss from Waddington.
D 10h. 0m. 1 x 4000 + 12 x 500 (Not dropped – bomb circuit U.S.) 14250’
(The bombing circuit was faulty – we made 3 orbits of the target, taking 20 mins, but could not remedy the trouble. We set out for home with bombs aboard and flew home at fairly low altitude – varying between 4500’ & 8500’, our airspeed 15 – 20 mph slower than the rest of the force. Then we had to make a diversion into the North Sea jettison area to manually release one bomb fitted with anti-handling fuse. The result was that we were last home, nearly an hour late. As this was our last trip we were ‘expected’ to come home faster than usual & be ‘first home’ … many thought we were unlucky enough to ‘get the chop’ on our last trip. The aircraft had severe problems (besides the bomb circuit and resulted in a tragic crash on 2.2.45, killing all but one of the crew … included were T. Paine & W. Robinson from Mudgee.)
[page break]
I met Chris Jarret at a University conference in the 60’s and heard from him what happened to them in ‘D’ on the night of 2-2-45.
He was lucky to survive, although it was easy for the Bomb-Aimer to be first out when told to “Bale-Out”. The next man out would have been Tom Paine, the Rear Gunner, & he told me that he was the only other one to get out & open his ‘chute in time to avoid death, but that Tom landed over the crest of a hill & was killed by the plane crashing & bombs exploding near him, while Chris had landed on the other side of the hill.
Tom Paine was in my classes at Mudgee High right from 1st year in 1936.
Bill Robinson must have started in 1935 as he was a year ahead of us; but I can remember him as the school was rather small (about 400) compared to the 1000+ when I taught there in the ‘60s.
[page break]
NIGHT 22-1-45. GELSENKIRCHEN. 0 from 467, 1 from 463. (photographic)
JANUARY SUMMARY. The month ended with heavy snow and bad visibility. 467 did 90 sorties losing 3 crews (7 KIA, 14 Ev.) 4 crews ‘tour-expired’.
NIGHT 1-2-45 SIEGEN (Railway Yards) 21 of 467, 19 of 463 of 271 from 5-Group. 467 lost one crew – the navigator was our A-flight commander, Des Sands DFM, an Australian in the RAF on his second tour … he survived, parachuted, captured.
NIGHT 2-2-45 KARLSRUHE. 19 of 467, 16 of 463, of 250 from 5-Group. 467 lost 2 crews (14 KIA (incl. a ‘second dickie’ pilot) 1 POW. ‘D’ was one of the two. F/O A. Robinson [inserted] (pilot) [/inserted] and Rear Gunner – Tom Paine – went to school with me at Mudgee High – Tom was in the same class. (See extract from ‘The Bulletin’ for story by Bomb-Aimer survivor, whom I met accindentally [sic] at an external studies school at UNE (Armidale) in the ‘60’s.)
NIGHT 7-2-45 DORTMUND-EMS CANAL (near LADBERGEN)
13 from 467. 467 lost c.o. W/C J. K. Douglas & crew (+ second dickie Bomb-aimer) … 3 KIA, 4 POW, 1 Ev.
NIGHT. 8-2-45 POLITZ. 15 of 467, 16 of 463 of 163 total (5-Group was 1st ‘Wave’, other groups followed and put this important oil plant out of action for the remainder of the war. 1020 bombers attacked other targets including Krefeld.
[page break]
13-2-45 DRESDEN. 17 of 467, 19 of 463 of 144 Lancs and 9 Mosquitos from 5-Group attacked Dresden as the 1st wave of a 2-part attack, dropping 800 tons. The second wave, 3 hours later, dropped 1800 tons, mostly incendiaries, causing a devastating fire-storm. German report says that more than 50000 people died.
14-2-45 ROSITZ. 16 of 467, 16 of 463 of 224 Lancs + 8 Mosquitos from 5-Group, attacked the oil refinery near Leipzig. The rest of Bomber Command attacked 4 other targets – a total of 1316 ‘heavies’, loss rate 1.7%.
19-2-45 BOHLEN. 19 of 467, 16 of 463 of 254 Lancs and 6 Mosquitos from 5-Group. Raid was unsuccessful. The Master Bomber, W/C E.A. Benjamin DFF + Bar, was shot down by flak & killed. Only superficial damage was caused.
20-2-45 MITTLELAND CANAL near GRAVENHORST. 10 of 467, 10 of 463, of 154 Lancs & 11 Mosquitos of 5-Group … raids on the canal by now were called “the milk run”. A comment (in the Waddington report) … “5-Group had bombed the canal so often that the Germans could leave their guns aimed ready for the next raid”. The Master Bomber abandoned this raid when it could not be marked properly due to heavy low cloud. (The Main Force – of B.C. – did 4 raids using H2S. Total of 1283 sorties, loss rate 1.7%)
21-2-45 MITTLELAND CANAL (again). 10 of 467, 10 of 463 of 165 Lancs & 12 Mosquitos from 5-Group. Weather was clear, and the canal was breached.
[page break]
The Main Force raided 4 other targets, 1110 sorties; losses 3.1%. 463 Sq. lost their C.O. W/C Forbes on his last trip of 2nd Tour … shot down by German nightfighter ace, Major H.W. Schnaufer.
NIGHT 23-2-45. PFORZHEIM. 1 of 463 (Photo) 367 Lancs of 1, 6 & 8 groups. 1825 tons of bombs dropped … “The 3rd most effective raid of the war … killed 17000, and 83% of the town destroyed by a fire-storm.
DAY 24-2-45 DORTMUND-EMS CANAL. 18 of 467, 11 of 463, of 166 Lancs & 4 Mosquitos from 5-Group … The target was obscured by cloud and the raid abandoned. No Loss.
FEBRUARY SUMMARY. The weather was often bad. 467 did 158 sorties, lost 5 crews + 3 who baled out + 3 “2nd dickies”. (25 KIA, 15 POW, 1 Ev.) 3 tours expired. 1 Crew crashed in training.
NIGHT 3-3-45. DORTMUND-EMS CANAL. 15 of 467, 15 of 463, of 212 Lancs + 10 Mosquitos of 5-Group breached the aqueduct near Ladbergen in 2 places, putting it out of action until after the war’s end. 467 lost F/O R.T. Ward and crew (7 KIA); F/O R.B. Eggins & crew (6 KIA, 1 POW), and the C.O. W/C E. Langlois & crew (5 KIA, 2 POW) … he had only become C.O. on 9th Feb. 8 Lancs lost over Ger. 20 over U.K.[inserted] loss [/inserted] 3.6%
(This night the Luftwaffe mounted “Operation Gisela” sending 200 night fighters to follow various bomber forces into England (& so not being detected). They took the British defences by surprise and they shot down 20 bombers over England (some were Lancaster training planes … a couple at Wigsley, where I was Duty Navigator in the control tower!) The bomb dump at Waddington was attacked but wasn’t blown up. 3 German fighters crashed flying too low.
[page break]
NIGHT 5-3-45 BOHLEN 15 of 467, 15 of 463 of 248 from 5-Group, attacked synthetic oil refinery. Target was cloudy but some damage. Bomber Command made 1223 sorties for 31 lost over Germany and 10 crashed in England … “visibility had detiorated [sic] for returning aircraft”. (Percy Jobson, of Wagga Wagga, a friend of hockey years, was shot down, parachuted, on this trip … a big write up given.)
NIGHT 6-3-45. SASSNITZ - - a port on the Baltic Sea.
NIGHT 7-3-45 HARBURG. oil refinery (5-Group). Bomber Command total (on various targets): 1276, loss 41 (3.2%)
DAY 11-3-45 ESSEN by 1079 bombers … the largest day raid by B.C. … “paralysed Essen until the Americans entered. 467 lost 1 crew (all KIA) on collision with a Hurricane near base in F.A. training.
DAY 12-3-45 Dortmund. 1108 planes, record tonnage 4851 tons … with fighter escorts, over 2000 planes … “put the city out of the war”.
NIGHT 14-3-45 LUTZKENDORF. 5-Group attack on oil refinery, losing 18 (7.4%). Main Force of 568 attacked Zweibrucken & Homburg & other minor targets … 2.8% loss
NIGHT 16-3-45 WURZBURG. 5-Group, 225 Lancs & 11 Mosquitos, dropped 1207 tons with great accuracy in 17 minutes … 89% of industrial part of city destroyed. 467 lost F/O Thomas & crew (6 KIA, 1 POW). Main force attacked NUREMBERG with 480 planes, losing 28 (4.2%), due to night-fighters joining the bomber stream before the target
[page break]
DAY 19-3-45 ARNSBERG RAILWAY VIADUCT. 37 Lancs of 617 and 9 Sqdns (and 1 photo Lanc. from 463) dropped 6 ‘Grand Slam’ 10-ton bombs … the ‘earthquake-effect’ collapsed the viaduct … the film was spectacular.
NIGHT. 20-3-45 BOHLEN. 5-Group. The main force was on Hemingstedt with 675 planes, loss rate 1.9%.
DAY 22-3-45 BREMEN. 5-Group. Rail bridge.
NIGHT. 23-3-45 WESEL. 5-Group. 1000 tons in 9 minutes from 9000’ … as close army support … “British Army crossed the river before the bombers had left the area”, and Wesel was in British hands before midnight (the bombing ended at 2239). Wesel claims it was the most heavily bombed town in Germany … 97% of buildings destroyed in main town area; population reduced from 250000 at outbreak of war, to 1900 in May ’45.
DAY 27-3-45 FARGE Oil Storage, 5-Group plus 2 of 617 attacking U-Boat shelters with 23’-thick concrete roof. 2 of the Grand-Slam bombs penetrated the roof and brought down thousands of tons of concrete and rubble, rendering the shelter ineffective.
MARCH SUMMARY 467 flew 185 sorties, lost 4 crews (24 KIA, 4 POW), 4 crews completed tours.
[page break]
DAY 4-4-45 NORDHAUSEN. 5-Group … Military barracks Many ‘forced labourers killed’.
DAY 6-4-45 IJMUIDEN … on ships … raid abandoned due to bad weather.
NIGHT 7-4-45 MOLBIS. Benzol plant … “all production ceased”.
NIGHT 8-4-45 LUTZKENDORF. 5-Group. Oil refinery. ‘Put out of action until end of war’. Main force was on Hamburg 440 planes, & other targets, total of 918 planes … 1.3% loss.
DAY 9-4-45 HAMBURG .. oil storage (5-Group) and 617 Sq attacked U-Boat shelters with Grand Slam bombs, and Tallboy bombs. Both raids successful. On this raid German ME 152 & 153 jet fighters attacked the Lancs for the first time.
NIGHT 16-4-45 PILSEN 5-Group. Rail Yards.
NIGHT 18-4-45 KOMOTAU 5-Group.
DAY 23-4-45 FLENSBURG Railway yards. (Abandoned – cloud)
NIGHT 25-4-45 TONSBERG Oil Refinery & U Boat pens (Norway)
463 Sq. lost the last Lancaster of the war (crew survived)
3300 Lancasters lost in the whole war.
467 Sq from Nov ’42 to 26 Apr ’45 – flew 4188 sorties, used 214 Lancs. lost 110 by enemy action, 4 damaged – crashlandings but recovered. 590 KIA. 117 POW. 8E Ev. 5 DSO, 146 DFC. 2 CGM. 36 DFM
[page break]
[underlined] 467 SQUADRON – R.A.A.F. [/underlined]
467 Squadron was formed at SCAMPTON, LINCOLNSHIRE 7-11-42.
Moved to BOTTESFORD by 30-11-1942. Moved to WADDINGTON 11-11-1943.
Bottesford Station Commanding Officers: G/C. SWAIN, F.R.O: OBE: DFC.
From 3.3.43. – G/C. McKECKNIE, W.N: DFC.
[underlined] 467 SQAUDRON moved to WADDINGTON 12.11.43 [/underlined]
Waddington Station Commanding Officers:
16.4.43. G/C. S.C. ELWORTHY, CCB, CBE, DSO, MVO, DFC, AFC, MA.
31.3.44. G/C. D.W. BONHAM-CARTER, CB, DFC.
14.4.45. G/C. E.D. McK. NELSON, CB.
1.8.45 G/C. D.D. CHRISTIE, AFC.
24.8.45. G/C. A.E. TAYLOR.
467 SQUADRON COMMANDERS:
7.11.42. W/C. C.L. COMM, DSO, DFC. _ _ _ KIA 16.8.43.
19.8.43. W/C. J.R. BALMER, DFC, OBE. _ _ _ KIA 11.5.44.
12.5.44. W/C. W.L. BRILL, DSO, DFC & Bar _ _ _ Died 1964.
12.10.44. W/C. J.K. DOUGLAS, DFC, AFC. _ _ KIA 8.2.45.
9.2.45. W/C. E. le P. LANGLOIS _ _ KIA 3.4.45.
4.3.45. W/C. I.H. HAY, DFC. _ _ To disbandment.
467 STATION ADJUTANTS: F/L. BURFIELD_CARPENTER.
F/L. A.D. McDONALD (A18121): F/L. J.M.W. LOVE.
467 SQUADRON moved to RAF METHERINGHAM 16.6.45 and were disbanded there October, 1945.
[underlined] 467 STATISTICS COMPILED FROM OPERATIONAL RECORD BOOKS [/underlined].
First Operational Sortie – 2/3.1.1943 – To FURZE _ Minelaying.
Last Operational Sortie – 26/26.4.45 – to TONSBURG.
[underlined] OPERATIONAL SORTIES ATTEMPTED [/underlined]:
No. of a/c actually took off on operations: 3977
No. of Operational sorties completed: 3795
No. of Operational sorties failed: 182
[underlined] REASON FOR FAILURE OF SORTIE [/underlined]:
a/c failed to return – listed missing 105
a/c early return due to Engine Failure: 28
a/c early return due to Electrical Failure: 10
a/c “ “ “ to Armament Failure: 9
a/c “ “ “ to Oxygen Failure: 9
a/c “ “ “ to Instruments, radio, intercom failure: 12
a/c “ “ “ to Ice in flight & ice damage: 6
a/c “ “ “ to Navigational Error: [underlined] 3 [/underlined]
[underlined] 182 [/underlined]
No. of Sorties completed in a/c damaged by Enemy Action: 230
No. of Aircrew listed in Operational Record Books as flown on ops from 467 Sqdn, RAAF: (inc. RAF, RNZAF, RCAF): 1814
No. of Aircrew listed in ORB’s as War Casualty from 467 Sq: (includes) RAAF, RAF, RNZAF, RCAF): 760
No. of whole crews posted to 467 Sq. for Ops: 258
No. of whole crews finished tour of ops – 30 or more: 74
No. of whole crews lost on Ops: 115
No. of whole crews still operating when hostilities ceased 8.5.45. and not tour expired: 31
No. of whole crews posted to other Squadrons during tour: 34
No. of whole crews with no Ops. before hostilities ceased: 4
No. of crews from 53 Base who flew on ops from 467 Sqdn and not listed as posted to 467 Sqdn. 6
[page break]
[inserted] Extract of “WAR” List for an Operation … late 1944. [/inserted]
F/S J.W. Singer (Can) – Sgt A. Carson – [missing name]
PB. 193 ‘W’ – F/O R.J. Harris – P/O J.T. Adair – Sgt T. Andrews – Sgt R. Walker
P/O H.F.C. Parsons – F/L R.W. Cook – Sgt S. Saunders
EE.136 – F/O A.L. Keely – F/S W. Chorny (Can) – Sgt A.E. Wotherspoon – Sgt C.H. Connwell
F/S L.W. Tanner – Sgt S.D. Chambers – Sgt J.E. Johnson
LM.713 – F/O C. Newton (Can) – Sgt P. Grant – Sgt W. Gregory – Sgt E.H. Cooper (Can)
Sgt R. Flynn (Can) – Sgt L.G. Kelly – Sgt R.S. Stevens (Can)
LM.715 ‘O’ – F/O R.W. Ayrton (Aus) – Sgt M.J. Herkes – Sgt H.K. Huddlestone – Sgt D.K. Chalcraft
F/S N. Bardsley – Sgt W. Scott – Sgt J.A.W. Davies
ME.809 – F/O R.C. Lake – P.O J.A. Peterson (Can) – Sgt R.W. Baird – Sgt R.A. Morton
W/O G.B. Watts (Can) – F/S G.E. Parkinson – P/O R.D. Kerr (Can)
No. 467 Squadron, Second Wave
NF.908 ‘C’ – F/L J.K. Livingstone – F/L D.O. Sands – F/O E.G. Parsons – F/O R.N. Browne
P/O W.D. McMahon (Aus) – F/O J. Pendergast – F/O T.C. Taylor
PB306 – F/O R.J. Mayes (Aus) – F/O L.J. Hart (Aus) – Sgt D.H. Hamilton – F/S J. Manning
F/S A.R. Edgar (Aus) – F/S J.G. Muir (Aus) – F/S K.W. Cary (Aus)
LM.100 ‘D’ – F/O P.R. Gray-Buchanan (Aus) – F.S. H.G. Adams (Aus) – Sgt D.M. Coutts – F/S J.R. Giles (Aus)
F/S B.J. Payne (Aus) – F/S E.J. Taylor (Aus) – F/S K. Nichols (Aus)
PD.215 ‘F’ – F/O L. Landridge (Aus) – F/S D.G. Beverley (Aus) – Sgt J. Halstead – Sgt D.J. Allen
F/S K.C. Woollam (Aus) – F/S W.C. Denny (Aus) – Sgt B.A. Davies
LM.542 ‘K’ – F/O T.A. Gummersall (Aus) – F/S L.C.C. Chalcraft (Aus) – Sgt J. Clemons – F/S E.R. Baldwin (Aus)
F/O F.A. York (Aus) – F/S S.J. Anders (Aus) – F/S W.H. Bradbury (Aus)
LM.233 ‘M’ – F/O J.J. Sheridan (Aus) – F.S G.W. Gould (Aus) – Sgt B.J. Ambrose – Sgt J. Hodgson
F/S A. Raymond (Aus) – F/S W. Branagh (Aus) – Sgt R. Ward
LM.677 – F/O J.J.J. Cross (Aus) – F/S D.F. Edwards (Aus) – Sgt K.M. Pope – F.S W.K. Perry (Aus)
F/O V.L. Drouyn (Aus) – F/S W.V. Maurer (Aus) – F/S M.D. Wilkie (Aus)
NF.910 – F/O G.H. Stewart (Aus) – F/O R. Faulks (Aus) – Sgt G. Hopwood – F/S D.J. Morland (Aus)
F/S R. Galov (Aus) – F/S M.J.H. West (Aus) – F/S F.H. Skuthorpe (Aus)
NF.917 ‘Q’ – F/O R.S. Forge (Aus) – F/O H.M. Bissell (Aus) – Sgt W.C. Bradley – Sgt H. R. Harvey
F/O R.H. Darwin (Aus) – F/S E.J. O’Kearney (Aus) – Sgt R. Haire
ND.473 – F/O R.H. Mellville (Aus) – F/S J.L. Klye (Aus) – Sgt R.J. Brady – F/S D.D. Suter (Aus)
F/S J.F. Tongue (Aus) – F/S B.T. Hoskin (Aus) – F/S R.C.M. Newling (Aus)
NF.908 – F/O L.R. Pedersen (Aus) – F/S J.S. Hodgson (Aus) – Sgt D.R. Ba.dry [sic] – Sgt E.W. Durrant
F/S P.K. Garvey (AUS) – F/S V.J.M. McCarthy (AUS) – Sgt A.E. Dearns
NN.714 – F/O E.B. Rowell (Aus – F/S R.L. Morris (Aus) – Sgt A.J. Halls – Sgt. A Thomson
F/S D.J. Taylor (Aus) – F/S A.S. Smith (Aus) – Sgt A. Thomson
F/S D.J. Taylor (Aus) – F/S A.S. Smith (Aus) – Sgt J. Hodge
No. 463 Squadron, Third Wave
ND.133 ‘X’ – W/C W.A. Forbes (Aus) – F/O J.A. Costello – P/O W.A. Martin – F/S A.J. Norman
F/O W.J. Grime – P/O W. McLeod – P/O K.L. Worden
PD.311 ‘O’ – F/O P.J. Bowell (Aus) – F/S E.A. Petersen (Aus) – Sgt W. Forster – F/S W.H.J. Butcher (Aus)
F/S W. Plumb (Aus) – W/O J.R. Williams (Aus) – F/S I.D. Dutfiield [sic] (Aus)
LM.130 ‘N’ – F/O A.G. Stutter (Aus) – F/S P.L. Wilkinson (Aus) – Sgt H. Walsh – F/S M.F. Woodgate (Aus)
F/S P. O’Loughlin (Aus) – F/S D.J. Browning (Aus) – F/S H.R. Holmes (Aus)
PD.337 ‘L’ – F/O F.H. Smith (Aus) – Sgt E. Moss – ?
F/S B.A. Donaghue (Aus) – F/S R.T. Simonson (Aus) – F/S E.R. Cameron (Aus)
ND.977 – F/O G.T. White (Aus) – F/S G.D. Smith (Aus) – Sgt C. Jackson – Sgt V.G. Dunn
F/S H. Robinson (Aus) – F/S J.J.B. Middleton (Aus) – Sgt W. S. Bayne
PD.330 ‘F’ – F/O K.P. Brady (Aus) – F/S E.D. Rees – Sgt C.R. Levy – F/S G. Berglund (Aus)
F/S G.W. Boyes – F/S J.D. Stevens (Aus) – F/S J.E. Cox (Aus)
MD.332 – F/O B. Ward-Smith (Aus) – F/O R.W. Markham (Aus) – Sgt E. Taylor – F/S A.J. Tyson (Aus)
[page break]
[underlined] 5 Group, [/underlined] the biggest of 6 in Bomber Command.
Our 467 squadron was one of 18 Lancaster squadrons the Group. They were:-
9 at Bardney
227 at Balderton
[missing number] 4 (Rhod.) “ Spilsby
[underlined] 463 & 467 “ Waddington [/underlined]
49 “ Fulbeck
619 at Strubby
50 & 61 “ Skellingthorpe
630 “ East Kirkby
57 “ East Kirkby
617, 627 “ Woodhall Spa [symbol] Mosquitos
83 & 97 (Pathfinders) Coningsby
106 Metheringham
189 Fulbeck
207 Spilsby
[underlined] Some notable raids [/underlined]:
1944 Sept. 12/13. First operational use of [underlined] Loran [/underlined].
“ 23/4. Dortmund-Ems canal breached by [underlined] Tallboy [/underlined] (12000 lb bomb, designed by Barnes Wallis).
Oct. 3 Sea wall at Westkapelle (Walcheren Is) breached.
“ 14/5 Biggest night ops by Bomber Command of the war.
“ 23/4. Part of 1055 plane raid on Essen.
“ 25 “ “ 771 “ “ “ “, finishes it.
Nov. 2/3 “ “ 992 “ “ “ Dusseldorf.
“ 4/5. 174 Lancs breach Dortmund-Ems canal again.
“ 12 Tirpitz sank at Tromso by 9 & 617 Sqdns.
1945 Jan 1/2. 157 Lancs breach Mittleand canal.
“ 4/5. raid on Royan kills many French civilians.
“ 7/8. Part of 654 a/c; last raid on Munich.
Mar 14. Bielefeld aquaduct [sic] broken using Barnes Wallis’s new 22000 lb Grand Slam bomb. by 617 Sqdn.
“ 27. U-boat shelter at Farge blown up using the Grand Slam bomb, by 617 Sqdn.
Feb. 20/21 First of 36 consecutive night raids on Berlin by Mosquitos of 627 Sqdn.
[page break]
[circled 8]
[underlined] 5 Group [/underlined] Sqdns. As at 22.3.45.
Lanc I, III
9 Bardney
44 (Rhod.) Spilsby
49 Fulbeck.
50 Skellingthorpe
57 East Kirkby
61 Skellingthorpe
106 Metheringham
189 Fulbeck.
207 Spilsby
227 Balderton
463 [brackets] RAAF Waddington
407 RAAF Waddington [/brackets]
619 Strubby
630 East Kirkby
[symbol] 617 Woodhall Spa.
[brackets] 83 PFF Coningsby
97 PFF Coningsby [/brackets]
627 Woodhall Spa. Mosquito IV, XX, 25.
(83, 97 & 627 on loan from 8 Group.)
[inserted] [underlined] 1944. [/underlined] [/inserted]
Sept 12/13 First operational use of LORAN.
“ 23/4. Dortmund Ems canal breached by Tallboy (12000 lb).
Oct 3. Sea wall at Westkapelle (Walcheren Is) breached.
14/15 BC. biggest night ops of war.
23/24. 1055 raid on Essen. 25th 771 on Essen finishes it.
Nov 2/3. 992 on Dusseldorf.
4/5. 174 breach Dortmund Ems canal again.
12. Tirpitz sank at Tromas by 9 & 617 Sq.
Jan 1/2. 157 breach Mittleand Canal.
[inserted] 1945
Jan 4/5 Royan – many French casualties.
7/8 Last raid on Munich 654 a/c
Mar 14. Bielefeld aqueduct broken … Grand Slam 22000 lb.
27 U boat shelter at Farge successful using “ “ “
Feb. 20/21 first of 36 consecutive night raids on Berlin by mosquitos. [/inserted]
[page break]
Extracts from “The Hardest Victory – RAF Bomber Command in WW II by Dennis Richards. (Hodder & Stoughton, 1944.)
1944. March to June. The Transportation Plan, preparatory to OVERLORD … the invasion in Normandy. As part of the plan to convince the Germans that the landing would be in the Pas de Calais, far more bridges and railway workshops and marshalling yards were attacked North of the Seine than South of it. In this phase Bomber Command dealt with 37 of the railway centres, 8th American Air Force heavies 26, & AEAF (fighters, fighter-bombers, light & medium bombers, & recon. aircraft, a mixture of RAF & USAAF squadrons) 20. Bomber command dropped nearly 45000 tons on these centres, twice the tonnage of the other 2 put together. Harris in “Bomber Command” wrote:- “Bomber Command’s night bombing proved to be rather more accurate, much heavier in weight & more concentrated than the American daylight attacks, a fact which was afterwards clearly recognised by SHAEF when the time came (later) for the bombing of German troop concentrations within a mile or so of our own troops.”
In this phase, Bomber Command made 69 attacks, 9000 sorties & lost 198 planes (1.8%). They did enormous damage. In the end about 2/3 of the 37 centres were classed as completely out of action for a month or more, and the remainder as needing only some further “attention” from fighter-bombers.
Unhappily, the toll of friendly civilian lives was sometimes more than the “prescribed” limit of 100 – 150 per raid … (Coutrai 252, Lille 456, Ghent 482), but overall the total was much less than the 10000 “limit”.
The attacks on rail centres by all 3 air forces proved catastrophic for the Germans. Only about 12% of rolling stock was fit for use. A division from Poland took 3 days to get to West Germany, then 4 weeks to the Normandy battlefront!
[page break]
[duplicate page]
[page break]
[circled 2]
A particularly important raid, both in technique & results, was that on 5/6 Apr. (’43) on the Gnome et Rhône aero-works at Toulouse. 144 Lancs from 5 Group, with Leonard Cheshire of 617 SQN doing the initial marking at low level from a Mosquito. 2 Lancs of 617 reinforced the marking with great accuracy & this led to a raid which completely destroyed the factory. Thenceforth, Harris normally entrusted 5 Group (the largest in the Command) with its own marking, independent of the Pathfinder Force.
Bomber Command’s biggest task just before the invasion was to help silence the enemy’s coastal batteries … most nights since 24/25 May, & for deception purposes many of them outside the intended invasion area. But as D-Day neared, so the assault stepped up. On 2/3 June, 271 bombers attacked 4 batteries in the Pas de Calais (where the Germans most expected the invasion). On 3/4 June, 135 bombers attacked batteries at Calais & Winereux. On 4/5 June, 257 a/c attacked … this time in the invasion area. On 5/6 June (when invasion fleet was under way) Bomber Command put on max. effort … 1136 a/c (1047 attacked) [inserted] 5000 + tons of bombs. [/inserted] against [deleted] the [/deleted] 10 of the main batteries on the invasion coast. Other air formations & naval bombardment also attacked there & between them 9 of the 10 batteries were made incapable of sustained fire against the invasion forces.
In the week after D-Day, B.C. flew 3500 sorties to prevent reinforcements getting to the front. In the most skilful attack, 8/9 June. Lancs of 83 Sqn lit up railway tunnel at Saumur, then marked by Mosquitos, then 25 Lancs of 617 Sqn. dropped new 12000 lb “Tallboys” [inserted] [symbol] designed by Barnes Wallis. [/inserted] blocked the tunnel & delayed the Panzers.
[page break]
[circled 3]
During the struggle in Normandy, B.C. operated in strength close to battlefield. 14/15 Jun, 337 vs troops & vehicles at Aunay & Evrecy (near Caen). 30 Jun first B.C. daylight there … 266 Lancs & Halis & a few Mosquitos & Spitfire escort bombed a road junction at Villers-Bocage from 4000’ & frustrated a panzer attack. Of B.C.’s 5 other attacks in close support the biggest was 18 Jul .. GOODWOOD (max effort) … 1056 from B.C., 863 of AEAF & 8th A.F. to help the push SE of Caen towards Falaise …. but had bad weather & unsubdued anti-tank guns stopped the offensive (only 6 miles max.). But it impressed the Germans … Von Kluge who’d just replaced Rommel, wrote to Hitler on 21 Jul:- “There is no way by which, in the face of the enemy air forces’ complete command of the air, we can discover a form of strategy which will counterbalance the annihilating effects [underlined] unless we withdraw [/underlined] from the battlefield. Whole armoured formations allotted to counter-attack were caught beneath bomb carpets of the greatest intensity so that they could be got out of the torn-up ground only by prolonged effort … The psychological effect of such a mass of bombs coming down with all the power of elemental nature on the fighting forces, especially the infantry, is a factor which has to be taken into very serious consideration. It is immaterial whether such a carpet catches good troops or bad. They are more or less annihilated, and above all their equipment is shattered ...”
(He suicided a month later when Hitler wouldn’t allow a withdrawal)
On 7/8 Aug. 1019 a/c of B.C. raided 5 points in advance of Allied troops … helping Canadian 1st Army to open the way to Falaise.
Allies had 14000 a/c against German 1000 in those weeks.
25 Aug. Paris was free. 3 Sept. Brit 2nd Army in Brussels.
Resumption of oil targets delayed by V-1 threat.
[page break]
[circled 4] Jan (1944)
Hitler had hoped to begin V-1s vs London as ‘New Year present’ but damage to ‘ski” sites, & Fiesler works at Kassel & their own trouble with getting the bomb to operate reasonably – caused set-backs. Allied bombing of railways held up delivery of launchers & bomb components.
12/13 Jun first V-1 attacks. 7 of 55 sites managed to fire total of 10 … of which 3 reached England. But they improved. Bet. 15/16 & 16/17 Jun. 144 crossed Kentish coast & 73 reached London.
Operation CROSSBOW … B.C. + AEAF + 8th A.F. attacked V-1 sites from mid June to mid-August … using 40% of B.C. strength Targets were the modified launch sites, supply depots, & ‘large sites’ (V-2 rockets [deleted] maybe [indecipherable word] [/deleted]. B.C. attacked these day & night. B.C. flew 16000 sorties, 59000 tons vs the V-1 targets only losing 131 a/c ([symbol] 1%).
By mid-Aug, less need [symbol] defences (AA & fighters redeployed & more effect … + proximity fuses [symbol] [symbol] 20% reaching target; + balloons + finally our armies overrunning the launching sites.
Every day but one from 5 to 11 Sept Harris sent out 300 or more a/c to bomb [deleted] h [/deleted] [underlined] Le Havre [/underlined] area. (We did our [underlined] first trip [/underlined] on 10 [deleted] 8 [/deleted] Sept. 11 x 1000 + 4 x 500 lb.) that day 992 sorties. Total for the week 2500 sorties, 9750 tons … the ground attack after the last air raid on 11 Sept. succeeded & only c. 50 fatalaties [sic]. [inserted] (our 3rd) [/inserted] [underlined] Boulogne [/underlined] [inserted] we dropped 11 x 1000 + 4 x 500 lb. [/inserted] had become the next objective. We were in big raid on 17 Sept. by 762 a/c, opening the way for attack by Canadian army, … garrison gave in on 22 Sept, in diary of captured German officer: “Sometimes one could despair of everything if one is at the mery [sic] of the RAF without any protection. It seems as if all fighting is useless & all sacrifices in vain.”
[page break]
[circled 5]
Germans still held Dunkirk & Ostend … it became clear that key to faster supply to our armies was Antwerp, 40 miles up R. Scheldt. Allies captured Antwerp on 4 Sept. but Germans still held river banks, South Beveland & [underlined] Walcheren Is. [/underlined] dominating its approach from the sea. Allies tried, MARKET GARDEN, airborne troops to capture bridges over Maas, Wasl & lower Rhine … a disaster, losing 1st Airborne Div’n. [symbol] Try to open the Sheldt Estuary. B.C. began attacks on Walcheren Is. in 3rd week of Sept. Hitting batteries proved difficult. Canadian army told to capture Is. … their C.O. suggested bombing might breach its sea-walls & flood some low-lying batteries. Oct 2nd .. leaflets & broadcast to locals. Oct 3. .. Pathfinder Mosquitos in waves of 30 created a big gap in wall 60’ thick at top & 204’ at base. (617 Sqn with Tallboys not needed … took ‘em home!)
Many parts of Is. now flooded, but no surrender. Further attacks on walls on Oct 7, 11 & 17. We did our [underlined] 11th op [/underlined] [inserted] on 7 OCT. [/inserted] on [underlined] Flushing dyke [/underlined] walls, 2 sticks of 7 x 1000 lb, 2 runs at fairly low alt. & achieved a good breach.
We also bombed gun batteries on [underlined] Walcheren [/underlined] Is again on Oct. 23 (14 x 1000 lb) and Oct 30 (14 x 1000 lb) … [underlined] our 13th op [/underlined].
The plan was to take Wal. Is by amphibious assault & to ‘soften it up’, B.C. raided c 277 on Oct 28; then on Oct 29 with 358 a/c, then on [underlined] Oct 30 with 110 a/c [/underlined]. [inserted] [underlined] our 15th [/underlined] [/inserted] (us). On 1 Nov. Canadian & Scottish troops began a week of hard fighting … Royal marines sailed landing craft through the gaps in the sea-walls. B.C. flew 2000+ sorties in 14 raids there, 9000 tons of bombs … only lost 11 a/c ([symbol] 0.4%).
Antwerp not used for another 19 days … time taken to clear the estuary of mines.
[page break]
[circled 6]
B.C. continued to attack towns in Germany & coastal targets in the autumn & winter of 1944.
On [inserted] 12th [/inserted] Sept. we did our [underlined] 2nd trip [/underlined] on [underlined] Stuttgart [/underlined] (1 x 4000 lb + 13 J clusters). (Our skipper had been [deleted] there [/deleted] [inserted] to [underlined] Danstadt [/underlined] [/inserted] the previous night as “2nd-dickie”). Then our [underlined] 4th [/underlined] on Bremerhaven on 18 Sept. (18 cans). & 5th on Munchen-Gladbach the next night 19 Sept (1 x 2000 lb + 12 J clusters) on which Guy Gibson as master bomber went missing (KIA). Our [underlined] 6th on [/underlined] 23 Sept. was our first of 4 raids on [underlined] Dortmund [/underlined] Ems canal “the vital link between the Ruhr & North Sea”. (14 x 1000 lb). B.C. did about 10 raids on the canal, “each time draining the canal for several miles & leaving scores of barges stranded. And this was not simply a one-off piece of temporary damage. As soon as, by the effort of 4000 (Todt) labourers, the canal was once more fully working, B.C. breached it again - & went on doing so as required until the end of the war.” (It was a fairly “dicey” target – they [underlined] knew [/underlined] we’d be coming & [underlined] where [/underlined] (where the aqueduct was above ground level.)
Sept 26. Op [symbol] 7 on Karlsruhe (18 cans)
“ 27 [symbol] 8 “ Kauserlauten (18 cans).
Oct 6 [symbol] 10. Bremen (18 cans)
Oct 5. Daylight formation (!) on Wilhelmshaven (18 cans). - - cloud obscured target & we (& others) bombed by H2S … the only time we used it on ops … mostly we were denied its use because they reckoned German fighter &/or flak could pick us up from its transmission.
Oct. 19. Op [symbol] 12. Nuremburg (1 x 2000 lb + 12 J clusters).
Oct 28 op 14 Bergen (Norway) U-boat pens … but brought bombs back due to smokescreen over target. Had to descend to near mountain tops to clear cloud – did so safely using GEE.
[page break]
[circled 7]
“In the last quarter of 1944, nearly half the tonnage dropped by B.C. was aimed at Urban areas in general rather than on more specific targets. … eg. Stuttgart, Nuremburg; [underlined] Dusseldorf (our 16th [/underlined] on Nov 2nd, 11 x 1000 + 4 x 500) Munich our [underlined] 23rd [/underlined] on Dec. 17 (1 x 4000 + 9 cans + 1 monroe). & [underlined] Munich [/underlined] again our 28th on Jan 7th (1 x 4000 + 6 J clusters).
Our [underlined] 18th [/underlined] on 11 Nov. on Harburg oil refinery (near Hamburg) caused huge fire visible 100 miles on way home (1 x 4000+ 6 x 1000 + 6 x 500 lb).
16 Nov, Our 19th a daylight on [underlined] Duren [/underlined], part of a huge effort to react to battle of bulge destroyed the town to rubble. (12 x 1000 lb).
Our 24th Gdynic .. Dec 18, on Pocket Battleship ‘Lutzow’ (also there the P.B. Admiral Von Sheer) … may have caused enough damage to have Latzow towed (?) to Swinemunde where 617 Sqn finished it off on 16/17 April ’45 (10 x 1000 SA.P.).
5 Group. HQ Grantham, then Moreton Hall, near Swinderby.
[underlined] AOC’s [/underlined] Harris 11.9.39. Bottomley 22.11.40.
Slessor 12-5-41. Coryton 25.5.42. Cochrane 28.2.43
Constantine 16.1.45.
A/C. Hampdens, Manchesters, Lancasters, Mosquitos.
[underlined] B.C. casualties, Aircrew [/underlined] Operational K. 47120
Died as POW 138
Missing now safe. 2868
POW “ “ 9784
Wounded. 4200
[underlined] Non-operational [/underlined]
K. 8090
Wounded 4200
[page break]
A brief summary of the Bache crew’s experiences after the Operation to the Dortmund-Ems Canal on 1st January 1945.
A number of entries in the 160 pages that I wrote during 1945 in the second of my three war diaries refer to events connected with, or as a result of, the Bache crew’s experiences on 1st January of that year. (The three diaries contain a total of some 420 pages which cover only some sections of my overseas service in the RAAF, mainly while travelling to and while in Canada doing my navigator training, the Operation on 1st January 1945, that period which is summarised below and my trip back home from England. Unfortunately they do not cover any of the crew’s other Operational Sorties in detail but an amount of information on these is available from other sources in my possession)
The following very short summary makes use of extracts from some of the entries in my second diary, (other than from the 17 pages which contributed to my chronicle of events directly associated with our 16th Operation on 1st January 1945). It then goes on to refer to information that I have received since from various members of our crew covering their individual moves after the crew broke up in May 1945, plus each one’s post war status.
However, for the sake of brevity, this summary does not include any detailed references to those of our Operational Sorties which we flew between 19th February and 18th April 1945 – and some other of the events in which the crew were involved between January and May of that year – but which were not as a direct consequence of the Operation on 1-1-45 These matters may (possibly?) be covered at some future date.
So, picking up this account from a point part way through January 1945 –
My additional navigational duties during 1945.
During the period early in 1945 when our crew was non-operational, while we waited for Ernie and Cec to recover from their injuries received on 1st January, I was employed in the squadron’s navigation section in various ways. Some of these duties continued after we returned to Ops – particularly on the occasions where our crew was not flying on that Op.
Amongst other things, I had been requested by the squadron navigation leader to assist him by looking after the navigation Order Book, which covered matters such as changes in navigational procedures as these came through from No 5 Group Headquarters, as well as setting up an improved system for bringing this information to the notice of the navigators on the squadron. I was also asked to devise ways of drawing attention to cases or areas in which we should take steps to improve navigational performance.
I “dreamed up” a cartoon type character of a navigator who I named “Ayling-Rouse” (who was something like a mixture of the infamous idiotic pilot character, P/O Prune and the well known ancient Chinese philosopher, Confucius) to assist with this and it seemed to be quite successful in getting the guys’ attention! – the style being recommended for use elsewhere in the Group.
I was also shown by the section’s navigation assessment officer how to assess the squadron navigator’s Operational flying log sheets and plotting charts – and learned how to get the navigators away on “cross-country” training flights etc.
I was then introduced by the squadron navigation leader to Operational navigation briefing procedures and other of his duties – and taken to some of the pre-Operation navigational planning conferences, which were held via a Group telephone hook up between
[page break]
the various squadrons just prior to our squadron Navigators Briefing for the Op. concerned.
As an upshot of all this, I was made deputy navigation leader and eventually stood in for the squadron navigation leader on occasions – including the conducting of the Navigators Briefing and the navigation specialist officer’s briefing contribution at the Main Briefing which followed, for those of No. 467 Squadron’s crews who were to participate in the daylight Bomber Command attack on “Hitler’s Hideout” at Berchtesgaden, in April 1945.
As it turned out – like so many other planned attacks – this Operation had to be “scrubbed” (ie cancelled) at the last minute because of bad weather in the target area – but was carried out a day or so later by 359 Lancasters – of which some were from other squadrons in No 5 Group and some from Nos. 1 and 8 Groups. However it so happened that Nos. 463 and 467 Squadrons were not available to go there with them on that day due to our station’s involvement in an attack on Tonsberg in Norway which required take-off later in the same afternoon.
(As a result of the additional navigation section work which I had carried out while our crew was “off Ops” waiting for the return of Cec and Ernie and also after we returned to Ops, the squadron navigation leader, when he was informed by the squadron commander early in May that the Bache crew had been selected as one of several crews for a voluntary posting from No. 467 Squadron to Transport Command, tried to convince me not to go with them. He indicated that I was being recommended for a navigation leader’s training course – and would then probably go with the squadron on its intended transfer to the Far East theatre of War.
However, because of the close crew bonds developed during our earlier Operations – and particularly as a result of the events on 1st January 1945, I decided to stick with Merv, Sam and Cec in their transfer to Transport Command.)
Ernie returns to the crew and we return to Operations.
As events turned out, Ernie was declared fit for flying after several weeks and we resumed Ops with him back with us on 19th February, as by this time we were starting to “champ upon the bit” again. However we had to make use of the substitute wireless operators – Cec still being out of action.
Merv’s promotion and his new role on the squadron.
By then Merv had been promoted to the rank of Flight Lieutenant and on occasions had acted as O/C of our “A” Flight, then as O/C “B” Flight, to which our crew was transferred some time in March.
Cec returns to the crew for our trip in “S Sugar”
According to my diary, Cec – who had been recovering from his ankle injury in the RAF hospital at Wroughton, near Crewe, (as was Ernie after they were both transferred from the hospital in Holland) – was flown back to the squadron by Merv and I when he has discharged from there on 22nd February.
However he did not stay, but went to a convalescence place near Liverpool and remained unfit for flying for the remainder of our Operational Sorties – rejoining the crew just in time for our flight to Jouvincourt in France in PO-S on 6th May to bring a planeload of ex-prisoners of war back to England.
Page 2
[page break]
End of the war in Europe and its effects on No. 467 Squadron.
Hostilities in Europe ceased on 7th May 1945 and No. 467 Squadron was one of the Bomber Command squadrons selected for transfer to the Far East theatre of War.
Part of the Bache crew transfer to Transport Command.
Cec then joined Merv, Sam (who had been commissioned in February) and I, in our transfer on 11th May from No 467 Squadron of Bomber Command to Transport Command – to which we were posted as one of five “part-crews” from Waddington.
(These crews were taken from those who were apparently classified as “nominally tour expired” – ie those who had carried out 28, but in our case 25, Operations).
We went to the recently transferred RAAF No. 466, ex No. 4 Group Bomber Command Halifax squadron at Driffield for Transport Command flying training.
Sam’s Departure from Driffield.
We thought that the bomb-aimers who were transferred with us to No. 466 Squadron would have been trained as load masters for Transport Command flying crew “cargo supervision etc”, but were informed shortly after arrival on No. 466 Squadron that it had been decided they were now not required.
So Sam was to leave us! However the blow was softened considerably when he received notification that, because of his long period of service in the RAAF (including time served as a medical orderly in ground staff in the New Guinea theatre of war), he was to be repatriated back to Australia where he would be eligible for discharge from the Service.
He was first of all transferred to the Australian Aircrew Holding Centre at Brighton, on the south coast of England – to await a draft back home aboard a troopship.
Merv, Cec and I continue Transport Command training on No. 466 Squadron.
Merv, Cec and I continued on with No. 466 Squadron at Driffield – where we picked up an Australian Second Pilot (Merv becoming Senior Pilot) – and then converted to and flew in their Halifax bombers.
We then went with the squadron when it relocated to RAF Bassingbourn in September.
From Halifaxes to Liberators.
At Bassingbourne the squadron converted from Halifaxes to 4 engine Liberator bomber type aircraft – American designed and built – and a somewhat different aircraft from the 4 engine British designed and built heavy bombers in which we had previously flown. (It was not long before I christened the Liberator “the Flying Brick” after comparing its flying characteristics with those of our beloved Lancasters).
After we had completed a number of familiarisation exercises in the UK we were scheduled to undertake training flights and later, service transport operations, between UK and India.
The end of World War II in the Far East and the disbanding of 466 Squadron.
We were about to carry out our first training flight to India when the war in the Pacific area suddenly ended – resulting in the squadron being disbanded on 26th October 1945.
Page 3
[page break]
So the four of us, including the Australian Second Pilot, were transferred to Brighton for repatriation back home and discharge from the RAAF.
Our return to Australia.
As things turned out, all the Australian members of our crew, except for Sam, who had left England much earlier – finished up finally going back to Australia together on the same ship – the Athlone Castle.
Our return by sea to Australia is another story – including us becoming involved in a Mutiny aboard the first ship, the Orion, on which we were embarked – and from which we were later disembarked again, back in England, after it broke down in the Bay of Biscay!
Return Home and Post War
Sam
Sam, who received his promotion to Flying Officer in August, returned to Sydney in NSW for discharge from the RAAF. He and his wife, Valda, now live in Wagga, N.S.W.
Merv
Merv returned to Adelaide in South Australia for discharge as a Flight Lieutenant. He and his wife, Ethel, continued to live there until he died in 1974.
Cec
Cec returned to Brisbane in Queensland, for discharge, by which time he had been promoted to the rank of Flying Officer. He married Dawn there and they continued to live in Brisbane, but later moved northwards to Caloundra, on the Sunshine Coast in Queensland – where he died from a war related complaint in 1997.
Les
Les, Jim and Ernie remained at Waddington – Les transferring to No 463 Squadron to join Jack Blair’s crew (also ex 467 Squadron, on which they had done 24 Ops prior to the end of the war in Europe). They subsequently moved with the squadron to RAF Skellingthorpe in July. Here he remained until the war in the Pacific concluded, after which No. 463 Squadron was disbanded on 25th September 1945 and all of its RAAF personnel were repatriated back to Australia. He had the rank of Pilot Officer when he was discharged.
Les married and he and his wife, Norma, now live at Seymour, Victoria.
Jim
Jim remained on No. 467 Squadron at Waddington after Merv, Sam, Cec and I left for Transport Command – and while there joined F/O C F Stewart’s crew (which had done 6 Ops on 467 Squadron prior to the end of hostilities in Europe) – as mid upper gunner.
They were posted to No. 463 Squadron, which was also located at Waddington, on 4th June – and went with this squadron when it was relocated to RAF Skellingthorpe on 3rd July.
They remained with No. 463 Squadron until it was disbanded on 25th September 1945 – after which Jim was transferred to Brighton along with all its other Australian members and then returned to Australia for discharge from the RAAF. He was promoted to the rank of Warrant Officer sometime during this period.
Jim married and he and his wife, June, live in Sydney, N.S.W.
Page 4
[page break]
Australian War Memorial
Page 1 of [missing number]
No. 467 Squadron
No. 467 Squadron, Royal Australian Air Force was formed at Scampton in the United Kingdom on 7 November 1942. Although intended as an Australian squadron under Article XV of the Empire Air Training Scheme, the majority of its personnel were originally British. The replacement of these men with Australians was a gradual process and it was only towards the end of the war that the squadron gained a dominant Australian character.
The squadron relocated to Bottesford on 23 November 1942 and commenced operations on 2 January 1943. A year later it moved to Waddington, which remained the squadron’s home until the end of the war. Equipped with Avro Lancaster heavy bombers, and forming part of 5 Group, RAF Bomber Command, the squadron’s operational focus for much of the war was the strategic bombing offensive against Germany. Bombing almost entirely by night, it participated in all of the major campaigns of the offensive including the battles of the Ruhr, Berlin and Hamburg. In addition to Germany, the squadron also attacked targets in France, Italy, Norway and Czechoslovakia. On 20 June 1943, 467 was the first Bomber Command squadron to participate in the “shuttle service” where aircraft would leave the United Kingdom, bomb a European target, and then fly on to an airfield in North Africa. There they would refuel and rearm and then bomb another target on their return flight to Britain. The German port of Friederichshafen was the outbound target, and the Italian port of Spezia the inbound one.
In addition to the strategic bombing offensive, 467 Squadron was also employed in support of ground operations prior to, and during the D-Day landing, during the drive out of the Normandy beachhead in mid-1944, and during the crossing of the Rhine in March 1945. The squadron also participated in the offensive to remove the threat posed by Germany’s terror weapons and participated in raids on the weapons research facility at Peenemende, and on V1 flying bomb and V2 rocket assembly and launch sites in France.
467 Squadron’s last bombing raid of the war was an attack on the oil refinery and tankerage at Vallo in Norway. Even before the cessation of hostilities, the squadron was employed to ferry liberated Allied prisoners of war from Europe to Britain and it continued in this role after VE Day. The squadron was one of several identified to form “Tiger Force”, Bomber Command’s contribution to the strategic bombing campaign against Japan. It relocated to Metheringham to prepare for this role, but the war against Japan ended before “Tiger Force” was deployed. 467 Squadron disbanded on 30 September 1945.
Between January 1942 and April 1945, 467 Squadron flew 3,833 sorties and dropped 17,578 tons of bombs. It suffered heavily in the course of its operations – 760 personnel were killed, of whom 284 were Australian, and 11 [missing number] aircraft were lost.
References AWM 64, RAAF formation and unit rolls [2 symbols] ORMF 0118, Roll 95 [2 symbols] 1/426 December 1942 – December 1943 [2 symbols] 1/427 January – December 1944 [2 symbols] 1/428 January – October 1945 [2 symbols] 1/435A December 1942 – March 1945; Units of the Royal Australian Air Force; a concise history. Volume 3, bomber units, (Canberra: Australian Government Publishing Service, 1995).; H.M. Blundell, They flew from Waddington! 463 – 467 Lancaster Squadrons, Royal Australian Air Force, (Sydney: W. Homer, 1975).
Category Unit
http://www.awm.gov.au/unit/U59451/
4/10
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
463 & 467 Squadron Notes on Ops
Description
An account of the resource
Extracts from publications giving details of all operations by 467 and 463 Squadrons from 10 September 1944 to 25 April 1945. Details include number of aircraft, target, bombloads and losses. Interspersed are details of operations carried out by Herbert Adam's crew on 467 Squadron between 10 September 1944 and 16 January 1945 which include many extracts from his diary describing operations and daily activities. Included are photographs of aircraft, crew members, air to ground views, targets, cook's tour and a map diagram. Details of 5 Group Squadrons, Extracts from books and a summary of Bache crew's experiences after operation to Dortmund Ems canal.
Creator
An entity primarily responsible for making the resource
H G Adams
Format
The file format, physical medium, or dimensions of the resource
Seventy eight page handwritten book
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
MAdamsHG424504-170215-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
France
France--Le Havre
France--Boulogne-sur-Mer
France--Pas-de-Calais
Atlantic Ocean--English Channel
Germany
Germany--Darmstadt
Germany--Stuttgart
Germany--Bremerhaven
Germany--Rheydt
Germany--Mönchengladbach
Germany--Dortmund-Ems Canal
Germany--Karlsruhe
Germany--Kaiserslautern
Germany--Wilhelmshaven
Germany--Bremen
Germany--Duisburg
Germany--Braunschweig
Netherlands
Netherlands--Walcheren
Netherlands--Vlissingen
Germany--Nuremberg
Norway
Norway--Bergen
Atlantic Ocean--North Sea
Germany--Hamburg
Norway--Trondheim
Germany--Munich
Germany--Heilbronn
Germany--Düsseldorf
Germany--Harburg (Landkreis)
Germany--Giessen (Hesse)
Germany--Euskirchen (Kreis)
Poland
Poland--Gdynia
Belgium
Belgium--Houffalize
France--Royan
Germany--Merseburg
Czech Republic
Czech Republic--Most
Germany--Gelsenkirchen
Germany--Siegen
Germany--Dresden
Germany--Leipzig
Germany--Pforzheim
Germany--Sassnitz
Germany--Essen
Germany--Dortmund
Germany--Halle an der Saale
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands--IJmuiden
Germany--Flensburg
Norway--Tønsberg
Germany--Düren (Cologne)
Poland--Police (Województwo Zachodniopomorskie)
Czech Republic--Plzeň
Germany--Herne (Arnsberg)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-09
1944-10
1944-11
1944-12
1945-01
1945-02
1945-03
1945-04
1944-04-05
1944-04-06
1944-06-14
1944-06-15
1944-06-30
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
Tricia Marshall
463 Squadron
467 Squadron
5 Group
air gunner
aircrew
bombing
bombing of Toulouse (5/6 April 1944)
Cook’s tour
Gibson, Guy Penrose (1918-1944)
Grand Slam
H2S
killed in action
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
nose art
RAF Waddington
searchlight
tactical support for Normandy troops
Tallboy
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1411/26583/LHaddowEJ1623118v1.2.pdf
a133913f143d91583b7c3c80592bdf97
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
Thomson, Thomas
T Thomson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-03-03
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Thomson, T
Description
An account of the resource
18 items. The collection concerns Flight Sergeant Thomas Thomson (1919 - 1991, 1366937 Royal Air Force) He flew operations as a wireless operator with 49 Squadron. It contains photographs, documents, a brief biography and a copy of E J Haddow's log book.
The collection has been loaned to the IBCC Digital Archive for digitisation by Suzanne Fletcher and catalogued by Barry Hunter.
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
E J Haddow’s navigator’s air bomber’s and air gunner’s flying log book
Description
An account of the resource
Navigator’s air bomber’s and air gunner’s flying log book for E J Haddow covering the period from 28 November 1943 to 26 September 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF Wratting Common, RAF Waterbeach, RAF Witchford, RAF Talbenny. RAF Silverstone and RAF Dunkeswell. Aircraft flown in were Stirling, Lancaster, Wellington and Warwick. He flew a total of 28 operations with 115 squadron, 1 daylight and 27 night. Targets were Leipzig, Stuttgart, Le Mans, Frankfurt, Berlin, Nuremberg, Laon, Rouen, Cologne, Dusseldorf, Karlsruhe, Essen, Friedrichshafen, Cap Gris Nez, Courtrai, Duisburg, Dortmund, Trappes, Calais, Caen, Lisieux, Gelsenkirchen, Le Havre, Valenciennes, Mont Didier and Domleger. His pilot on operations was Warrant Officer Hemming.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One photocopied booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LHaddowEJ1623118v1
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
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Mike French
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--English Channel
Belgium--Kortrijk
England--Cambridgeshire
England--Devon
England--Northamptonshire
England--Suffolk
France--Domléger-Longvillers
France--Caen
France--Calais
France--Île-de-France
France--Laon
France--Le Havre
France--Le Mans
France--Lisieux
France--Montdidier (Hauts-de-France)
France--Pas-de-Calais
France--Rouen
France--Valenciennes
Germany--Berlin
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Friedrichshafen
Germany--Gelsenkirchen
Germany--Karlsruhe
Germany--Leipzig
Germany--Nuremberg
Germany--Stuttgart
Wales--Pembrokeshire
Germany--Ruhr (Region)
France--Cap Gris Nez
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1944-02-19
1944-02-20
1944-03-01
1944-03-02
1944-03-07
1944-03-08
1944-03-15
1944-03-16
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-30
1944-03-31
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-26
1944-04-27
1944-04-28
1944-05-10
1944-05-11
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-31
1944-06-01
1944-06-04
1944-06-06
1944-06-07
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-18
1944-06-21
115 Squadron
1651 HCU
1678 HCU
17 OTU
aircrew
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
flight engineer
Heavy Conversion Unit
Lancaster
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Dunkeswell
RAF Silverstone
RAF Talbenny
RAF Waterbeach
RAF Witchford
RAF Wratting Common
Stirling
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1652/26481/SBriarsRA1299161v1.1.pdf
2a781daac7a5ee89fd2d6eb170264b96
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
Casswell, Robert Ivan. Ralph Briars DFM
Description
An account of the resource
1 Item. Was an air gunner on John Sanders and Roy Machin's crew on 49 Squadron. Collection consists of a memoir.
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
2015-10-27
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Briars, R
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[picture]
REAR VIEW
Ralph Briars
[page break]
[photograph]
TO MARK AND AMANDA, IN THE FERVENT HOPE THAT THEY AND THEIRS NEVER BECOME INVOLVED IN WORLD UPHEAVALS SUCH AS HAPPENED BETWEEN 1939 AND 1945
DEDICATED FIRSTLY TO MY TRAVELLING COMPANIONS IN THOSE UNFRIENDLY SKIES, PARTICULARLY TO JOHN SANDERS WHO FLEW US THERE AND BACK, AND JAMES BARRON WHO GUIDED US. THE OTHERS AL AND ARTHUR, ROY AND TOMMY, ALL STRANGERS THROWN TOGETHER IN THE COMMON CAUSE.
SECONDLY TO BILL HUDSON WHO CAME WITH ME FROM GUNNERY SCHOOL TO FISKERTON, A WARMLY REMEMBER [sic] PERSON WHOSE FAVOURITE TIPPLE WAS GUINESS AND GIN-MIXED. SADLY HIS AIRCRAFT DID NOT RETURN FROM A RAID IN MARCH 1944, SHORTLY BEFORE WE WERE POSTED TO 617 SQUADRON.
[page break]
[underlined] FORE-WORD [/underlined]
TO EMPLOY A WELL WORN BUT NONE THE LESS ACCURATE CLICHÉ, LIFE IS FULL OF SURPRISES. THUS I PONDERD [sic] RUEFULLY, IN JANUARY 1944, ON FINDING MYSELF SITTING AT THE REAR OF A LANCASTER BOMBER EN ROUTE TO STETTING, WHICH IS THE WRONG SIDE OF DENMARK. NOT THAT I AM UNPATRIOTIC REALLY, BUT DURING THE TIME THAT HAD PASSED SINCE JOINING THR [sic] ROYAL AIR FORCE I DID THINK THAT SOMEONE OUGHT TO GET A MOVE ON AND WIN THE WAR BEFORE I BECAME INVOLVED.
THE R.A.F. INVITED ME TO JOIN IN 1941 ON THE ROSY PROSPECT THAT TRAINING AS A WIRELESS OPERATOR/AIR GUNNER – KNOWN IN THE TRADE AS A WOP/AG – WOULD FOLLOW INITIAL INSTRUCTION ON GETTING THE LEFT FOOT AND RIGHT ARM IN SYNCHRONISATION ON MOVING OFF. SO AWAY TO SAMPLE THE DELIGHTS OF THE BLACKPOOL LANDLADIES, BLESS-EM. SOME WERE LIKE MUVVERS, OTHERS LET YOU WASH IN THE YARD AND NO WARM SHAVING WATER. ONE LEARNED, USUALLY TOO LATE, NEVER TO EXPOUND THE VIRTUES OF THEIR COOKING – OR ANY OTHER ACTIVITY – FOR THE PERMANENT STAFF SOON HAD YOU OUT AND THEMSELVES IN, TO USE THE VERNACULAR, WITH THEIR FEET AND TRULY UNDER THE TABLE.
NOW I WOULD NOT SAY THE MORSE CODE IS PARTICULARLY DIFFICULT TO LEARN GIVEN MORE TIME MY INSTRUCTORS WERE PREPARED TO OFFER, AND AS THE WAR WAS NOT GOING ALL THAT WELL I HAD TO DEPART FROM THIS POSH PART OF LANCASHIRE. ALTHOUGH I WAS A BIT MIFFED AT THE TIME, THE DECISION WAS EVENTUALLY ADVANTAGEOUS, AS I WILL EXPAND LATER,..
SO THERE I WAS, WITH A FEW OTHER FAILURES, ON THE ISLE OF SHEPPEY, BEING INSTRUCTED ON A DIFFERENT SUBJECT, PARACHUTE AND CABLES. BEAR WITH ME, IF YOU WILL, YOU’LL NOT BELIEVE THE REST. SOME BRIGHT SPARK IN THE MIN. OF DEFFENCE [sic] INVENTED A FORM OF DEFENCE AGAINST LOW FLYING AIRCRAFT CONSISTING OF A ROW OF TUBES SET VERTICALLY AND CONTAINING ROCKETS TO WHICH WERE ATTACHED. [sic]
[page break]
2
LONG LENGTHS OF STEEL CABLE, WITH INCREDIBLE ACCURACY YOU FIRED THESE OFF JUST AS AN AIRCRAFT – PREFERABLE [sic] BELONGING TO THE OTHER SIDE – WAS ABOUT TO CROSS THE LINE, WHERE-UPON UP THEY WENT TO AROUND 800 FEET, EJECTING A PARACHUTE FIXED TO THE CABLE WHICH THEN SLOWLY DROPPED TO THE GROUND. IF THEN YOUR TARGET WAS NOT ENTANGLED IN THE STEEL CURTAIN, OR A SECOND ONE CAME ALONG, YOU NEEDED AT LEAST 30 MINUTES TO REFILL THE SYSTEM, PRESUMABLY THIS VISIONARY TYPE OF DEFENCE AROSE DURING THE PROBLEMS OF SUPPLYING CONVENTIONAL WEAPONS AT THAT STAGE OF THE WAR, AND WAS USED TO DEFEND MERCHANT SHIPPING AS WELL AS AIR FIELDS.
ANYWAY, I WAS PACKED OFF TO SAVE THE R.A.F. BASE AT LINTON-ON-OUSE, NEAR YORK, AND IN THE PERIOD FROM CHRISTMAS 1941 TO AROUND FEBRUARY 1943 WE FIRED NOT ONE SHOT. NO DOUBT THE LUFTWAFFE HAD HEARD ABOUT IT ALL. DURING THIS EXCITING PERIOD I MADE REGULAR APPLICATIONS TO TRAIN AS AN AIR GUNNER, FOR NOT ONLY WAS THIS DEFENCE WORK FARCICAL – FOR EXAMPLE ONE COULD NOT OPERATE AFTER DARK AS THERE WAS NO REFERNCE [sic] TO JUDGE DISTANCE – OUT DEFENCE DUTIES WERE BEING SLOWLY TAKEN OVER BY THE NEWLY FORMED R.A.F. REGIMENT, WITH ALL THE ASSOCIATED ARMY STYLE TRAINING WHICH I COULD PLAINLY SEE WAS NOT GOING TO BE MY CUP OF TEA AT ALL.
EVENTUALLY I FOUND MYSELF IN ST. JOHNS WOOD, IN LONDON, ONCE AGAIN ON ASSESSMENTS AND INITIAL TRAINING LEADING TO A GUNNERY COURSE. THENCE TO BRIDLINGTON FOR THE REAL THING, WHERE AMONGST DIVERS ACTIVITIES WE SPENT HOURS IN A LOCAL GARAGE WHIRLING AROUND ON DIFFERENT TYPES OF GUN TURRETS MOUNTED UPON METAL FRAMES CONTAINING SMALL PETROL ENGINES WHICH SUPPLIED ELECTRIC AND HYDRAULIC POWER. NEARBY FLAMBOROUGH HEAD WAS USED FOR LIVE FIRING MUCH TO THE DISCOMFORT OF THR [sic] RESIDENT GULLS, FOR THE CONTINUAL USE OF OLD GUNS SEEMINGLY SO WIDENED THE BORE THAT TRACER BULLETS RARELY FOLLOWED EACH OTHER BUT WANDERED ABOUT LIKE GUNSHOT.
[page break]
3
THE NEXT STOP WAS DALCROSS, THE FLYING SCHOOL NEAR INVERNESS WHICH IS NOW THAT TOWN’S AIRPORT. WHERE WE SPENT SEVERAL WEEKS IN LOVELY WEATHER FLYING OVER THE MORAY FIRTH IN OLD DEFIANTS AND ANSONS FIRING AT TOWED TARGET DROGUES OR SEA MARKERS. MANY OF THE PILOTS WERE POLISH, TEMPORARILY WITHDRAWN FROM ACTIVE DUTY, AND THEY UNDERSTANDABLY WANTED TO RETURN TO BASHING THE HUN RATHER THAN FERRYING AROUND THREE TYRO GUNNERS AND THEIR INSTRUCTOR. ONE OCCURRENCE THAT WOULD INVITE A FLOW OF FURIOUS POLISH – THE PURPORT OF WHICH WAS CLEAR EVEN THOUGH THE LANGUAGE WAS NOT – WAS WHEN AFTER PAINFULLY CLIMING [sic] TO HEIGHT AND AWAITING THE ARRIVAL OF THE TARGET TOWING AIRCRAFT THE FIRST GUNNER IN THE TURRET SHOT OFF THE DROGUE. AMONGST US GUNNERS THIS WAS SEEN AS EVIDENCE OF GREAT PROWESS, BUT THE RESULT WAS RATHER A LONG HOPEFULL [sic] WAIT FOR A NEW DROGUE TO BE STREAMED BY THE TOWING AIRCRAFT, OR, AS MORE OFTEN HAPPENED, A RETURN TO THE AIRFIELD. EACH GUNNER FIRED 200 ROUNDS. THE TIPS OF WHICH HAD BEEN DIPPED IN A STICKY SORT OF PRINTERS INK, RED PURPLE OR GREEN, SO THAT THE HITS COULD BE COUNTED. THE PROCEDURE WAS FOR US TO LAND FIRST AND AWAIT THE DROPPING OF THE DROGUE TARGET, WHICH WE HAD TO LUG INTO THE SCOOL [sic] FOR ASSESSMENT. OH! THE EXCITEMENT! HOW MANY WOULD YOU HAVE? HAD YOU, IN FACT ANY? 10 WAS EXCELLENT 15 INCREDIBLE, MORE OFTEN IT WAS SINGLE NUMBERS. AIR TO AIR FIRING WAS WILDLY WASTEFUL, NONE OF YOUR HEAT-SEEKING MISSILES THEN!
WE DID A LOT OF GUN TURRET TRAINING, AND COULD EVENTUALLY WRITE OUR NAMES BY MEANS OF A PENCIL WEDGED INSIDE THE GUN BARREL WHICH ENABLED ONE TO TRACE THE LETTERS ONTO A BOARD HELD IN FRONT OF THE TURRET. HOURS WERE SPENT INSIDE LARGE WHITE WASHED DOMES WHERE MOVING FILMS OF VARIOUS ATTACKING AIRCRAFT WERE PROJECTED, AND WITH A TORCH STRAPPED TO THE GUN BARREL ONE HAD TO SHOW CONVINCING ABILITY TO TRACK AND LEAD THE TARGET. ALERTNESS WAS EVERYTHING, FOR SOMETIMES A BRITISH AIRCRAFT WOULD BE SHOWN, AND IF NOT
[page break]
4
IDENTIFIED HEAVY SARCASM WOULD BE OBSERVED BY THE INSTRUCTOR, HAD NOT THE SERVICE ENOUGH TROUBLES ALREADY?
THE END OF THE COURSE CAME AND WITH THE EXCEPTION OF ONE UNFORTUNATE SOUL WE ALL PASSSED [sic]. THERE WE WERE AGAIN, BACK ON THE OLD L.M.S., TRAIN, DESTINED FOR VARIOUS COMMANDS AND GROUPS THROUGHOUT THE COUNTRY. PASSING ALONG THE GRAND SCOTTISH SCENE THROUGH AVIEMORE, PERTH AND CARSTAIRS, AND THEN BY WAYS DEVIOUS I ENDED THE JOURNEY, WITH ONE ACQUAINTANCE FROM DALCROSS, AT 14 C.T.U. [sic] 9 (OPERATIONAL TRAINING UNIT) AT COTTESMORE IN WHAT AT THE TIME WAS THE PLEASANT COUNTY OF RUTLAND.
HERE FOR THE FIRST TIME WE MET OTHER FLYING TRADESMEN, PILOTS, NAVIGATORS, WIRELESS OPERATORS AND BOMB AIMERS. FIVE TO A CREW FOR THE TIME BEING, AS WE TRAINED ON WELLINGTON TWIN ENGINE AIRCRAFT. IN A SURPRISING BUT SOMEHOW VERY BRITISH WAY, A NOVEL WAY OF FORMING CREWS WAS ADOPTED.
NOT FOR US A LIST OF WHO WOULD FLY WITH WHOM, WHICH MIGHT HAVE BEEN EXPECTED, BUT INSTEAD A PERIOD – FROM LONG MEMORY AROUND TWO DAYS – IN WHICH WE MADE OUR OWN SELECTION. ANYONE NOT CREWED UP IN THE TIME ALLOTTED WAS MADE UP WITH OTHERS SIMILARLY PLACED. SO IT WAS DOWN TO THE (GEORGE) AT OAKHAM, AND BY THE TIME WE WERE CHUCKED OUT MOST CREWS WERE ARRANGED. HOW, YOU MIGHT SAY, DID ONE CAREFULLY SELECT SUITABLE SKILLED, ALERT, ETC. COMPATRIOTS WITH WHOM TO GO SWANNING AROUND GERMAN SKIES? DID ONE EARNESTLY ASK A PILOT HOW MANY HAD HE WRITTEN OFF ALREADY, OR SEEK A NAVIGATORS OPINION ON THE TRIANGLE OF VELOCITIES? YOU MUST BE JOKING! AFTER A FEW DRINKS WE WERE ALL EXCELLENT FELLOWS! THIS NAVIGATOR STEADIED HIMSELF ON ME AND SAID HE HAD A PILOT, WAS I FIXED UP? SEEMINGLY REASONABLY RESPECTABLE I WANT ALONG WITH HIM TO SEE THE PILOT, WHO HAD TWO WINGS UP SO WAS CLEARLY RELIABLE, AND HE TOOK ME ON, WE THEN ALL FOUND A WIRELESS MAN APPARENTLY KNEW ALL THE PUBS IN NOTTINGHAM, AND ON---
[page break]
5
ON THE WAY BACK ASSISTED THIS CANADIAN BOMB AIMER WHO WAS NOT SURE WHICH WAY EAST OR WEST, AND SO SANDERS SAINTS WERE FORMED.
TOGETHER WE TRAINED AS A TEAM UNTILL [sic] THE END OF SEPTEMBER, FLYING OUT OF SATELLITE AIR FIELDS AT MARKET HARBOROUGH AND HUSBANDS BOSWORTH, TOTALLING AROUND 80 HOURS FLYING TIME. INITIALY [sic] THE PILOT WAS MOST INVOLVED IN FAMILIARISING HIMSELF, UNDER INSTRUCTION, WITH THE LARGER AND HEAVIER AIRCRAFT. ONE HAS SOME FEELING FOR HIM IN THIS, FOR HIS SKILL AND PROGRESS WERE WITHIN SIGHT AND SOUND OF THE REST OF US PASSENGERS DURING SEVERAL HOURS TAKINF [sic] OFF AND LANDING, COLLOQUIALLY KNOWN AS CIRCUITS AND BUMPS. HOWEVER JOHN SANDERS WAS QUITE UP TO ALL THIS, AND BEFORE LONG WE ALL HAD TO JUSTIFY OUR TRAINING DURING CROSS-COUNTRY EXERCISES, PRACTICE BOMBING AND GUNNERY. IN THESE THE PILOT AND NAVIGATOR WERE OF COURSE CONTINUALLY EXTENDING THEIR EXPERIENCE AND EXPERTISE, AS WAS THE WIRELESS OPERATOR, TUCKED UP IN HIS LITTLE NICHE, AND HERE I WOULD INTERPOSE MY FEELINGS TOUCHED UPON EARLIER CONCERNING MY SUMMARY EXIT FROM THE WIRELESS SCHOOL.
THE VITAL WIRELESS OPERATOR, - RECEIVING INFORMATION ABOUT WIND SPEED AND DIRECTION CHANGES, ALTERATIONS TO BOMBING TECHNIQUES, CHECKING THE INTERCOM, TUNING IN TO ENEMY AIRCRAFT AND THEIR CONTROLLERS WAVELENGTHS SO THEY COULD BE JAMMED VIA A MICROPHONE IN AN ENGINE COMPARTMENT, TRACKING POSSIBLE NIGHT FIGHTERS ON A SMALL VDU, - SAW LITTLE OF ACTUAL WAR. SOME MAY THINK IMAGINATION WOULD HAVE WORKED OVERTIME WONDERING WHAT WAS HAPPENING OUTSIDE, LISTENING AND FEELING BUT NOT KNOWING. THE SIGHTS I SAW FROM MY VANTAGE POINT AT THR [sic] REAR WERE NOT ALWAYS ENTIRELY REASSURING, BUT THAT’S REALITY, AS AN ALTERNATIVE TO NOT KNOWING AT ALL, WAS PREFERABLE.
[page break]
6
SHORTLY BEFORE LEAVING COTTESMORE AT THE END OF OCTOBER 1943 TWO MORE CREW MEMBERS ARRIVED, THE ENGINEER AND THE MID-UPPER TURRET GUNNER. WHILST THE FORMER COULD BE ACCOMMODATED IN THE DUAL COCKPIT OF THE WELLINGTON, THE NEW GUNNER WAS LESS FORTUNATE AND SPENT A FEW DRAUGHTY COLD SPELLS IN THE FUSELARGE [sic]. ROY MACHIN WAS A LITTLE LESS THAN DELIGHTED WITH LIFE, BUT IT WAS NOT LONG BEFORE WE MOVED AND HE HAD HIS OWN NEST.
SO IT WAS OFF TO THE LAST STAGE OF TRAINING AT WINTHORPE, NEAR NEWARK. THIS PERIOD OF SIX WEEKS WAS SIMILAR TO THAT AT COTTESMORE, EXCEPT THAT THIS UNIT, 1661 CONVERSION UNIT, FAMILIARISED US WITH THE SAME TYPE OF AIRCRAFT USED IN OPERATIONS, THE HALIFAX AND THE LANCASTER. I BELIEVE OUR 5 GROUP WAS PHASING OUT THE HALIFAX AT THE TIME, ANDWE [sic] ONLY FLEW ABOUT FIVE HOURS IN THEM. FROM THE GUNNERS POINT OF VIEW THE MAIN DIFFERENCE BETWEEN THE TWO TYPES WAS THE BOULTON AND PAUL (BP) TURRET IN THE HALIFAX AND THAT MADE BY FRAZER-NASH IN THE LANCASTER. BOTH HAD FOUR GUNS FED BY AMMUNITION CONVEYED ON TRACKS FROM BINS NEAR THE CENTRE OF THE FUSELAGE TO AVOID UNWANTED WEIGHT AT THE REAR OF THE AIRCRAFT. THE BP TURRET WAS ELECTRICALLY OPERATED AND CONTROLLED BY A SINGLE JOYSTICK, WHEREAS THAT IN THE LANCASTER WAS HYDRAULICALLY DRIVEN WITH BICYCLE TYPE HANDLEBAR CONTROLS. I PREFERRED THE LATTER, PROBABLY DUE TO FAMILIARITY THOUGH BOTH HAD A SMOOTH AND PRECISE ACTION, EACH ‘303 BROWNING GUN FIRED ABOUT 1200 ROUNDS A MINUTE, AND WERE (HARMONISED) THAT IS FOCUSED FOR MAXIMUM CUMULATIVE EFFECT ON TARGET AT 400 YARDS. HAVING SEEN THE DEVASTATING RESULT OF SIX GUNS ON AN ENEMY AIRCRAFT DURING OUR FIRST OPERATION TO STETTIN WE HAD MUCH CONFIDENCE IN THEM.
THE PROBLEM WITH NIGHT OPERATIONS WAS, SIMPLY, SEEING THE ATTACKER. THE REAR GUNNER SEARCHED BEHIND AND BELOW, THE OTHER GUNNER BEHIND AND ABOVE, BOTH CONSTANTLY SCANNING THE SIDE AREAS AS WELL. THE MAIN DANGER CAME FROM TWIN ENGIND [sic] ME110’S AND JUNKERS 88’S NEITHER OF WHICH WAS ------
[page break]
7
PARTICULARY [sic] FAST BUT EASILY SURPASS A LADEN LANCASTER’S CRUISING SPEED OF 170 M.P.H. FURTHERMORE, SOME FIGHTERS WERE FITTED WITH UPWARD FIRING 20 M.M. CANNON, AND WOULD CREEP ALONG BELOW BOMBERS WHICH TENDEDTO [sic] SILHOUETTE AGAINST THE LIGHTER UPPER SKY. THEY WERE VERY DIFFICULT TO SEE, UNLESS THE GROUND WAS SNOW COVERED AND ALL WE COULD DO WAS TO CARRY OUT A BANKING SEARCH – THE PILOT DOING THE HARD WORK TILTING THE AIRCRAFT ENABLING THE AREA BELOW TO BE INSPECTED. THIS WAS, OF COURSE, DIFFICULT WITH A LOADED BOMBER, AND DOUBTLESS MANY GOOD CREWS WERE LOST DUE TO THE SHEER SLOG OF CONTINUAL SEARCHING AND A CONSEQUENT FALLING OFF OF EFFICIENT LOOKOUT.
THERE IS THOUGHT, HOWEVER THAT AS THE CANNON WERE, I BELIEVE, INCLINED AT 60 DEGREES ABOVE THE HORIZONTAL, IN ANY LIKELY FIRING ATTITUDE THE FIGHTER HAD TO BE BELOW, AND BEHIND, THUS WITHIN THE REAR GUNNERS FIELD OF SEARCH. PROVIDED NATURALLY IT WAS NOT TOO DARK TO SEE ANYTHING AT ALL!
MANY OF THE RADIAL ENGINED LANCASTER II WERE FITTED WITH AN EXTERNAL GUN POSITION OPERATED REMOTELY FROM WITHIN THE REAR FUSELARGE [sic], PROBABLY WITH A PERISCOPIC SIGHT VISIBILITY AT NIGHT WITH THE NAKED EYE IS OBVIOUSLY LIMITED AND MOST REAR TURRETS EVENTUALLY HAD THE PERSPEX PANEL FRONT OF THE GUNSIGHT REMOVED ENTIRELY. ANY FORM OR [sic] PERISCOPE WAS NO DOUBT FOUND TO HAVE SUCH A POOR FIELD OF VISION TO NOT JUSTIFY THE ADDITIONAL CREW MEMBER AND THE WEIGHT PENALTY INSTALLATION.
I HAVE INTERJECTED ONE OR TWO MATTERS FOR THE RECORD, AS THIS FORWARD TO THE DIARY FINISHES WITH COMPLETION OF THE COURSE AT WINTHORPE AND OUR POSTING TO 49 SQUADRON AT FISKERTON, A FEW MILES EAST OF LINCOLN, IN DECEMBER 1943.
A WORD ABOUT THE DEPTH OF TRAINING THE R.A.F. GAVE US. DESPITE THE WAR LOSSES OF PERSONNEL AND MATERIAL – MANY AND MUCH OR [sic] WHICH CAME BY HAZARDOUS SEA PASSAGES – THERE WAS NEVER ANY FEELING OF HASTE IN INSTRUCTING TRAINEES SO THEY COULD BE PASSED ON QUICKLY TO OPERATIONAL DUTIES.
[page break]
8
THE INSTRUCTING AND TRAINING SOMETIMES WAS UNIMAGINATIVE AND REPETITIVE, BUT IN THE OUTCOME IT WAS OF SUFFICIENT DEPTH FOR ONE TO ACHIEVE SOME SKILLS AND QUICK REACTION TO EVENTS. THIS IS PROBABLY TRUE OF THE OTHER SERVICES, AND SOMETHING FOR WHICH ALL TRAINEES SHOULD BE THANKFULL [sic]. HOWEVER, IT IS AN INEVITABLE FACT THAT IN WARTIME THE HIGHEST DEGREE OF TRAINING IS SUBJECT IN MANY RESPECTS TO LUCK, OR FATE, OR WHAT YOU WILL. THAT IS, BEING IN THE RIGHT PLACE AT THE RIGHT TIME OR BEING IN THE WRONG PLACE AT ANY TIME.
CONSIDER AIR COLLISIONS, A MATTER MUCH DISCUSSED IN THESE ‘80’S OBVIOUSLY IT CAN NEVER NOW BE KNOWN WHAT PROPORTION OF WARTIME LOSSES WERE DUE TO THIS CAUSE, BUT VISULISE [sic] THE FACTS. IN 1944 UP TO 800 OR SO BOMBERS TAKING OFF IN THE DARKNESS FROM DOZENS OF AIRFIELDS IN THE MIDLANDS AND EASTERN ENGLAND, NAVIGATION LIGHTS EXTINGUISHED BEFORE CROSSING THE COAST, ALL CLIMBING TOWARDS THE FIRST TURNING POINT. AS TIME TO BE OVER THE TARGET IS STAGGERD [sic] THROUGHOUT THE FORCE OVER A PERIOD OF SAY 20 MINUTES, AND THE NAVIGATOR FINDS SOME TIME MUST BE LOST, (DOG-LEGGING) IS RESORTED TO. SIMPLY THIS MEANS THE AIRCRAFT DIVERGES FROM THE COURSE BEING FOLLOWED AND RETURNS WHEN SUFFICIENT TIME HAS BEEN DROPPED.
THE IMPLICATION OF DELIBERATELY TURNING ACROSS THE PATHS OF MANY UNSEEN OTHERS AND RETURNING A LITTLE LATER STILL CHILLS ME. WHILST STILL OVER THE NORTH SEA IT WAS NOT UNUSUAL TO SEE AN EXPLOSION IN THE SKY, FOLLOWED BY BURNING DEBRIS, AND IN THE ABSENCE OF ANY PREVIOUS AIR TO AIR FIRING IT WAS REASONABLE TO ASSUME A COLLISION HAD OCCURRED. SOMEWHAT WORSE WAS WHEN THE TARGET WAS REACHED AND GROUND MARKERS HAD NOT BEEN DROPPED, OR WERE IN THE WRONG POSITION OR HAD BURNT OUT, AND IT WAS NECESSARY TO CIRCLE WHILST AWAITING FRESH MARKERS. CLEARLY, NOT ALL AIRCRAFT WOULD BE CIRCLING CONCENTRICALLY!
[page break]
9
THEN UPON RETURN TO ENGLAND THERE WOULD BE A CONVERGING OF THE THRONG, WHICH FOR VARIOUS REASONS WOULD BE FROM MANY DIRECTIONS. ONCE AGAIN WITHOUT NAVIGATION LIGHTS UNTILL CLOSE TO BASE (OR NOT AT ALL IF THE LUFTWAFFE WAS INFILTRATING THE STREAM HOPING TO FIND SOMEONE ASLEEP) WHERE WE CIRCLED HOPEFULLY WELL AWAY FROM ONE ANOTHER BEFORE BEING CALLED TO LAND. THIS WAS IRKSOME AT WOODHALL SPA BECAUSE BEING CLOSE TO CONINGSBY THE RING OF MARKER LIGHTS GUIDING AIRCRAFT AROUND EACH FIELD ACTUALLY INTERSECTED AND TO AVOID COLLISIONS AT THIS POINT WE ALL HAD TO FLY THE DOUBLE CIRCLE THUS CONSIDERABLY EXTENDING THE TIME TAKEN TO LAND. THIS PROCEDURE WAS OF COURSE PARTICULARLY TIRING TO THE PILOT WHO HAD BEEN AT THE CONTROLS CONTINUALLY FOR MANY HOURS.
THE POINT OF ALL THIS IS TO REITERATE THAT THE HIGHEST DEGREE OF TRAINING CANNOT NECESSARILY OVERCOME CIRCUMSTANCES WHERE THE ODDS ARE ADVERSELY STACKED. THE MIRACLE IS THAT SO MANY SURVIVED THESE ODDS; THE SADNESS THAT SO MANY CAPABLE CREWS WERE LOST, OFTEN THROUGH CAUSES OTHER THAN ENEMY ACTION. AN EXAMPLE OF THIS IS MENTIONED IN THE NOTES CONCERNING A RAID ON A TARGET NEAR RHEIMS ON THE 31ST OF JULY.
AS TO THE DIARY, WELL, THIS WAS WRITTEN UP SHORTLY AFTER EACH TRIP, USUALLY IN BED FOLLOWING THE TRADITIONAL SUPPER OR BREAKFAST OF EGG AND BACON. I HAVE NO RECOLLECTION WHY I WROTE IT, IT’S JUST THE SORT OF THING I USED TO DO. THE DIARY WAS MISSING FOR YEARS, BUT I HAD A FEELING IT WOULD RE-APPEAR, AND WHEN IT DID I DECIDED TO PROPERLY LAY IT OUT BEFORE IT WENT AGAIN. DESPITE WINCING AT THE STYLE AND PROSE OF THOSE TIMES I FELT IT RIGHT TO REPRODUCE IT VERBATIN [sic], WARTS AND ALL.
[page break]
10
[underlined] 6 – 1 – 44 STETTIN [/underlined]
FELT MORE INTEREST THAN NERVOUSNESS ON THIS TRIP – QUEER,. NOT TOO COLD AT 22,000 FEET, TARGET WELL ALIGHT. ENGAGED 109 WHICH WAS FINALLY SEEN WITH BROWN SMOKE POURING HEAVILY FROM THE ENGINE, OUR DAMAGE WASA [sic] FEW BULLETS FROM M.U. THROUGH THE FUSELAGE AND ONE THROUGH THE TURRET, SHAKY DO! SIX HOURS BACK – TERRIBLE, SAW SUN RISE OVER THE SEA, TEA NEVER SO WELCOME. SHORT OF FUEL, S.O.S. PREPARED, READY TO DITCH, FINALLY MADE IT AND LANDED AT THE FIRST DROME, LUDFORD MAGNA. PRETTY TIRED, 9 HOURS 50 MINUTES IN THE AIR. DICKENDS [sic] OF A JOB TO KEEP AWAKE, LUCKILY BAGS OF CLOUD, NEVER DID LAND LOOK MORE WELCOME AS THE COAST OF LINCOLNSHIRE.
[underlined] NOTES [/underlined] 109 WAS A SINGLE ENGINE MESSERSCHMITT AIRCRAFT, NORMALLY A DAY FIGHTER, BUT OCCASIONALLY SEEN AT NIGHT. WHEN THE ATTACK TOOK PLACE WE HAD JUST ENTERED AN AREA ILLUMINATED BY FLARES DROPPED BY HIGH FLYING GERMAN AIRCRAFT; THE FIGHTER APPROACHED FROM NEARLY DEAD ASTERN, FIRING – BUT MISSING – ALL THE WAY IN. AS I STARTED FIRING I SAW TRACER PASSING OVERHEAD FROM ROY MACHIN IN THE – UPPER TURRET (M.U.) AND ALTHOUGH INTERUPTER [sic] GEAR SHOULD HAVE PREVENTED HIS FIRE FROM DAMAGING OUR AIRCRAFT IN THIS INSTANCE IT DID NOT, FORTUNATELY WITOUT [sic] DISASTROUS RESULTS.
[underlined] 14 – 1 – 44 BRUNSWICK [/underlined]
FAIRLY COLD, -32 CALL LIGHT REPEATEDLEY [sic] FLASHED FOR NO GOOD REASON, HAD TO SMASH BULB HAVING NO WISH TO ADVERTISE OUR POSITION. CLEAR MOST OF THE WAY, 7/10 OVER TARGET, FIRES WERE NOT SO GOOD AS BEFORE, SAW 110 BUT DID NOT ENGAGE, LITTLE FLAK, BAGS OF SEARCHLIGHTS, NO OTHER FIGHTERS SEEN. SCARECROW FLARES SEEN, TWO LOADS JETTISONED NEAR TEXEL,. ENGINEER SHORT OF OXYGEN, DROPPED MY KNIFE WITH LEAFLETS. BACK AT 10-30 BEST LANDING JACK MADE. EGG, SAUSAGE, AND BACON FOR SUPPER, LOVELY;
[underlined] NOTES NEXT PAGE [/underlined]
[page break]
11
[underlined] NOTES [/underlined] CALL LIGHT WAS A SIGNALLING LIGHT AT ALL CREW STATIONS FOR USE IN CASE OF FAILURE OF THE NORMAL INTERCOM, IN THE GUNNERS POSITION IT COULD BE SEEN FROM OUTSIDE THE AIRCRAFT. 110 WAS A TWIN ENGINE MESSERSCHMITT, MUCH USED AGAINST THE R.A.F. AT NIGHT. SCARECROW FLARES GAVE THE EFFECT OF AN AIRCRAFT EXPLODING PRESUMABLY EMPLOYED AGAINST MORALE. WHEN BOMBS HAD TO BE JETTISONED THE RESULTING LINE OF EXPLOSIONS GAVE AN INDICATION OF ROUTE TO ANY NIGHT FIGHTERS IN THE AREA. BETTER THE BOMBS WERE DROPPED (SAFE) BUT THIS WAS UNDESIRABLE OVER ENEMY OR OCCUPIED TERRITORY AS THEY COULD BE RECOVERD [sic] AND EXAMINED. FUSES WERE OFTEN RE-DESIGNED TO FRUSTRATE, UNEXPLODED BOMBS BEING MADE SAFE BY THE ENEMY. TO BE HONEST, HOWEVER, IN AN EMERGENCY NECESSITATING JETTISONING A HEAVY LOAD IT SEEMS UNLIKELY THAT THE (SAFE) OR (LIVE) ASPECT WOULD OFTEN BE CONSIDERED! 7/10 INDICATED PROPORTION CLOUD/SKY.
[underlined] 20 – 1 – 44 BERLIN (MY BIRTHDAY) [/underlined]
NICE TRIP, FELT QUITE GOOD ALL WAY, EXCEPT USUAL SINKING FEELING OVER TARGET; THIS WAS WELL LIT UP, ANOTHER BROCKS BENEFIT, SCARECROWS AND ROCKETS ABOUT, FLAK NOT TROUBLESOME, NO FIGHTERS SEEN. DICKENS OF A JOB TO KEEP EYES OPEN LAST TWO OR THREE HOURS, EVEN STICKING HEAD INTO THE WIND DOESN’T HELP MUCH. MIKE WAS U/S FOR A PERIOD, HEARD SKIPPER SAY WAS I ASLEEP, CHEEK! FIRED TEST BURST OVER TARGET, GUNS O.K. WASN’T VERY COLD. CAME HOME A BIT QUICKER THAN USUAL, HOPE ALL TRIPS ARE AS PEACEFUL.
[underlined] Notes [/underlined] (MIKE) WAS MICROPHONE BUILT INTO OXYGEN MASK AND OFTEN FROZE DUE TO BREATH EXHALATION FREEZING. EVENTUALLY SMALL HEATERS WERE FITTED INTO THE MASK, AND THESE CURED THE PROBLEM.
[page break]
12
[underlined] 21 – 1 – 44 MAGDEBURG [/underlined]
HAD LITTLE TROUBLE OURSELVES, NO ENGAGEMENTS, A FEW FIGHTERS SEEN, BAGS OF FIGHTER FLARES AND SOME SCARECROWS. MIKE FROZE AS WE CAME ON TO THE TARGET, LUCKILY THERE WAS NO TROUBLE, IT BECAME U/S 1 HOUR FROM BASE. SPOOF ON BERLIN ABSOLUTELY USELESS, THERE BEING NO FLAK, FLARES OR ANYTHING, RAN INTO COASTAL FLAK ON RETURN, NO DAMAGE. TARGET WELL ALIGHT, LIKE STETTIN, 3/10 CLOUD. DON’T KNOW HOW I KEPT AWAKE AFTER LAST EFFORT, DARNED TIRED NOW.
[underlined] NOTES [/underlined] (SPOOF) WAS A DIVERSIONARY RAID, OFTEN CARRIED OUT BY MOSQUITO AIRCRAFT TO SOW DOUBT INTO THE GERMAN DEFENCES AS TO THE REAL TARGET. LIKE MANY THINGS IN WARTIME, SOME WORKED, OTHERS DID NOT.
[underlined] 27 – 1 – 44 BERLIN [/underlined]
VERY QUITE TRIP ON THE WHOLE, WARM TOO, TEMP. ABOUT – MINUS 20, DIFFICULT TO CLIMB – OVER TARGET AT .17,500 FEET. 10/10 CLOUD OVER CITY, NO FIGHTERS SEEN, THO’ OBVIOUSLY ACTIVE, QUITE A NUMBER OF FIGHTER FLARES, SAW ONE LANC. ONLY, NOT MUCH DOING OVER THE TARGET, QUEER. LONG ROUTE BACK, TERRIBLE BIND, ARRIVED AT ENGLISH COAST BANG-ON, DON’T KNOW HOW JOCK DOES IT. JACK WHEELED KITE IN, PERFECT LANDING NO TROUBLE WITH MIKE THESE DAYS.
[underlined] NOTES [/underlined] (JOCK) WAS THE NAVIGATOR JAMES BARRON, A CHEERFUL, SCOT WHO GUIDED US THERE AND BACK WITH LITTLE FUSS BUT WITH MUCH EXPERTISE. LIKE MOST BRITISH AIRCRAFT OF THE TIME, THE LANCASTER NORMALLY LANDED ON TWO MAIN WHEELS AND THE TAIL WHEEL, (THREE POINT) LANDING. OCCASIONALLY THE PILOT WOULD TOUCH DOWN ON ONLY THE TWO MAIN WHEELS, HOLDING THE TAIL WHEEL OFF THE RUNWAY UNTILL SPEED REDUCED. THIS WAS MUCH MORE COMFORTABLE FOR THE REAR GUNNER.
[page break]
13
[underlined] 29 – 1 – 44 BERLIN [/underlined]
THE BOYS WERE CERTAINLY WAITING FOR US TONIGHT, SAW COMBATS ALL THE WAY IN FROM THE COAST, BAGS OF FIGHTER FLARES, ROUTE LIKE PICCADILLY IN PEACE TIME. FIRED AT ORIGIN OF GREEN TRACER, SAW SOMETHING FALLING. TARGET HORRIBLY WELL LIT UP, HOW WE GET AWAY WITH IT BEATS ME, MARVELLOUS PRANG, FAR BETTER THAN PREVIOUS, SAW GLARE WHILE NEAR ROSTOCK ON THE WAY BACK. BAGS OF CLOUD MOST OF RETURN, - VERY USEFUL. CLOUD AT BASE DOWN TO 800 FEET, DON’T CARE FOR HEDGE HOPPING IN EARLY MORNING. VERY TIRED, BUT WE GO ON LEAVE TOMORROW!
[underlined] 15 – 2 – 44 BERLIN [/underlined]
10/10 CLOUD OVER MOST OF GERMANY, LITTLE TROUBLE EXCEPT AT TARGET, - LOADS OF FIGHTER FLARES AND FAIR AMOUNT OF FLAK BELOW, NO FIGHTERS SEEN. GENERATOR WENT U/S AFTER TARGET, GYRO COMPAS [sic] U/S, HAD TO USE P4. JACK MANAGED WELL. 23,000 FEET ON THE WAY BACK, SUITS NOT VERY USEFUL OWING TO LOW VOLTAGE. R/T U/S AT BASE, HAD TO USE VERY’S TO COME IN. TARGET NOT MUCH TO LOOK AT GENERALLY
[underlined] NOTES [/underlined] I DON’T REMEMBER HOW MANY GENERATORS THERE WERE, BUT CLEARLY MORE THAN ONE! THE P4 WAS A STANDBY MAGNETIC COMPASS, QUITE RELIABLE BUT NOT SO EASY FOR THE PILOT TO FOLLOW AS WAS THE GYRO COMPASS REPEATER. (SUITS) REFERS TO ELECTRICALLY WARMED SUITS WORN BY BOTH GUNNERS. THERE WAS NO HEATING IN THE FUSELAGE AFTER THE MAIN SPAR AT THE WIRELESS OPERATORS POSITION, -- AND NOT A LOT FORWARD EITHER. VERY’S ARE SIGNALLING PISTOLS, USED HERE TO SEEK LANDING PERMISSION BY FIRING APPROPRIATETCOLOUR [sic] TO RUNWAY CONTROLLER IN THE CARAVAN, WHO SIMILARLY RESPONDED.
I NOTE FROM MY LOG BOOK THAT DURING THESE FIRST SEVEN OPERATIONS 261 AIRCRAFT WERE LOST. TOWARDS THE END OF FEBRUARY THIS INFORMATION WAS OMITTED, PRESUMABLY FOR BEING TOO GLOOMY TO INCLUDE.
[page break]
14
[underlined] 19 – 2 – 44 LEIPZIG [/underlined]
ON THE WAY OUT COULD GET NO GUN DEPRESSION, AGREED TO GO ON, FLACK AND SEARCHLIGHTS OVER COAST, SAW A NUMBER OF COMBATS, AND AIR WAS FAIRLY LIVELY ALL THE WAY TO THE TARGET; ARRIVED EARLY AND HAD TO STOOGE AROUND UNTILL THE MARKERS WENT DOWN. NOT A LOT OF OPPOSITION OVER TARGET, WHICH BLAZED UP QUITE WELL. SOON AFTER LEAVING THE TARGET OXYGEN TUBE DISCONNECTED FROM MASK, AND HAD TO COME HOME SUCKING TUBE – NOT VERY COMFORTABLE CLOUD MOST OF THE TRIP, COLD TOO – MINUS 30.
[underlined] NOTES [/underlined] ONE OF THOSE TRIPS; DESPITE PRE-FLIGHT AIR TEST, FAULT OCCURRED IN TURRET HYDRAULICS THAT PREVENTED GUNS BEING DEPRESSED BELOW HORIZONTAL. FORTUNATELY WE WERE NOT ATTACKED, - AND 79 AIRCRAFT WERE LOST.
[underlined] 20 – 2 – 44 STUTTGART [/underlined]
COLD TRIP, ABOUT 20,000 FEET MOST OF THE WAY, WENT OVER READING, FELT QUITE HOMESICK. VERY QUIET TRIP, COUPLE OF FLAK BURSTS OVER FRENCH COAST SHOOK ME A BIT. MIKE FROZE UP SOME TIME BEFORE TARGET, GETTING A REGULAR HABIT. 5/10 OVER TARGET, SAW BITS OF GROUND, GOOD PRANG, NOT MUCH FLAK, FIGHTER FLARES DID NOT ARRIVE UNTIL ABOUT 15 MINUTES AFTER LEAVING. HAD TO LAND AT DUNHOLME OWING TO TAKE-OFF CRASH AT BASE. PRETTY TIRED, BED LOOKED GOOD TO ME
[underlined] 24 – 2 – 44 SCHWEINFURT [/underlined]
ARRIVED AT THE SOUTH COAST IN TIME TO GET MIXED UP IN HUN RAID; CONED BY OWN SEARCHLIGHTS, LUCKILY COLOURS OF THE DAY DOUSED THEM BUT IT WAS PRETTY WARM. OVER THE OTHER SIDE IT WAS VERY QUIET, DIDN’T SEE ONE FIGHTER FLARE OR COMBAT. GOOD VISION, NO CLOUD, BOMBS WELL CONCENTRATED ON TARGET, BAGS OF SMOKE -----
[page break]
15
--- AND FIRES AS WE LEFT, AIRCRAFT CLIMBED WELL 23,000 FEET WAY BACK; FOR ONCE MIKE DIDN’T FREEZE, BUT ICE FORMED ON MASK OVER FRANCE.
[underlined] NOTES [/underlined] COLOURS OF THE DAY WERE FIRED FROM A VERY PISTOL FOR IDENTIFICATION PURPOSES, RED/WHITE GREEN/RED ETC. COLOURS WERE CHANGED AT REGULAR INTERVALS, SOMETIMES EVERY 12 HOURS, LEST THE ENEMY USED THEM TO PROTECT THEMSELVES AGAINST OUR DEFENCES.
[underlined] 25 – 2 – 44 AUGSBURG [/underlined]
7 HOURS SLEEP, AND NO SQUARE MEAL BEFORE TAKE-OFF, BAD SHOW ARRIVED FRENCH COAST IN SOME LIGHT, PROMPTLY GOT SHOT-UP BY FIGHTER, FEW HITS ON PORT WING AND COCKPIT. LOTS OF ACTIVITY OVER FRANCE, SAW SEVERAL KITES GO DOWN. 30 MILES FROM TARGET LANCASTER BELOW SQUIRTED AT US, DAMAGED AIRCRAFT BEHIND DOOR SEVERELY, ON FIRE, ROY AND I PUT IT OUT, REAR TURRET U/S, NO OXYGEN, HAD TO GO FORWARD. BOMBS JETTISONED, STARBOARD ELEVATOR FABRIC STRIPPED, BALANCE TAB PRACTICALLY SHOT OFF, INTERCOM U/S, KITE DIFFICULT TO HANDLE, SKIPPER DID WIZARD JOB GETTING US HOME AND LANDING – SHAKY NIGHT.
[underlined] NOTES [/underlined] (SQUIRTED) – FIRED AT US FROM REAR TURRET. U/S – UNSERVICEABLE. THE FOLLOWING WAS ADDED TO MY DIARY ENTRY, UPON SUBSEQUENT EXAMINATION IT WAS FOUND THAT THE AIRCRAFT HAD BEEN HIT BY CANNON SHELLS SO IT SEEMS WE WERE HIT BY STRAY SHELLS AT THE IDENTICAL MOMENT THE LANCASTER FIRED. ALTERNATIVELY THE LUFTWAFFE WAS USING A CAPTURED LANCASTER WITH CANNON IN THE TURRET. THE 5 GROUP INVESTIGATOR THOUGHT IT HIGHLY UNLIKELY. WONDER IF WE’LL EVER KNOW? I STILL HAVE NO DOUBT AS TO WHAT I SAW THAT NIGHT. THE LANCASTER BELOW US WAS QUITE VISIBLE AT INTERVALS WHEN WE PASSED OVER PARTLY SNOW COVERD [sic] LAND, I HAD NOTICED IT EACH TIME THE TURRET WAS ROTATED IN THAT DIRECTION, AND NO ONE WAS MORE SURPRISED THAN I WHEN THE STREAM OF TRACER CAME TOWARDS US – AND WE WERE ON FIRE. THE DIRECTION OF THE SUSTAINED DAMAGE AND THE EXPLOSIVE EVIDENCE SUGGEST
S THAT POSSIBLY -------
[page break]
16
------- AND AT THE SAME TIME WE WERE STRUCK BY CANNON SHELLS FROM A NIGHT FIGHTER BELOW AND TO THE OTHER SIDE. IT SOUNDS A BIT THIN, BUT THE CASE WILL HAVE TO REST.
PILOT JOHN SANDERS WAS AWARDED A IMEADIATE [sic] D.F.C. THE WIRELESS OPERATOR ARTHUR WARD AND THE TWO GUNNERS ROY MACHIN AND RALPH BRIARS WERE AWARDED IMEADIATE D.F.M.
[underlined] 10 – 3 – 44 OSSUN [/underlined]
FIRST TRIP IN BRIGHT MOONLIGHT, FELT VERY OBVIOUS IN THE SKY, VISION ABOUT 3 MILES. EXPECTED BAGS OF FIGHTERS, BUT NONE SEEN, DIDN’T GET IT; OVER FRANCE AT 15,000 FEET TEMPERATURE MINUS 14, LOVELY, TARGET AT 8,000 FEET. CLEAR OVER OSSUN, HAD TO IDENTIFY TARGET FOR A CHANGE, WERE STOOGING AROUND FOR ABOUT 20 MINUTES BUT DIDN’T FEEL UNDULY WORRIED, - IT WAS TOO PEACEFUL. AL FINALLY SAW THE TARGET AND WE BOMBED, WE HAD D A’S SO DID NOT SEE RESULT, BUT SAW AND HEARD OTHER BOMBS GO OFF. SAW PYRENEES, LOKED [sic] GRAND BUT RATHER FORBIDDING. RATHER TIRED ON RETURN.
[underlined] NOTES [/underlined] AL WAS OUR CANADIAN BOMB-AIMER, D A’S WERE DELAYED ACTION BOMBS, JUST TO CONFUSE OUR FRENCH ALLIES, WHO NO DOUB-T [sic] HAQD TO DEFUSE THEM.
[underlined] 15 – 3 – 44 STUTTGART [/underlined]
BAGS OF OPPOSITION ON THE WAY IN, SAW SEVERAL COMBATS – AND SEVERAL GO DOWN, NOT SO GOOD, MAKES ONE WONDER WHO’S NEXT. FLAK HEAVY OVER TARGET, NO FIGHTER FLARES, SAW ONE COLLISION. BIT IF [sic] A MIX UP, PFF LATE, FEW T I’S UNTILL WE LEFT, APEARED [sic] TO BE QUITE A GOOD BLAZE ON TARGET LATER. VERY QUIET RETURN, SAW NOTHING; CLOUDS UP TO 20,000 FEET IN PLACES, CON TRAILS APPEARD [sic] NEAR FRENCH COAST, MOON BRIGHT, EXPECTED TROUBLE, NONE CAME.
[underlined] NOTES [/underlined] PFF WAS PATH FINDER FORCE WHO IDENTIFIED THE TARGET AND DROPPED TARGET IDENTIFIERS – COLOURED GROUND MARKERS WHICH THE MAIN FORCE FOLLOWING BEHIND SIGHTED UPON -----
[page break]
17
----- AND THESE WERE BACKED UP AS NECESSARY AS THR [sic] RAID PROGRESSED SO POOR OLD PFF HAD TO CIRCLE AROUND UNTIL EVERYONE HAD DONE THEIR BIT, NOT AN ENVIABLE JOB; CON. TRAILS THEN, AS NOW, OCCUR WHEN AIR CONDITIONS ARE SUCH THAT WATER VAPOUR IN EACH ENGINE’S EXHAUST BREEZES [sic] AND TRAILS ALONG WHITE PLUME, JUST RIGHT FOR A NIGHT FIGHTER TO FOLLOW. CHANGING HEIGHT DOWNWARDS WAS THE CURE AND THE PILOT PROMPTLY DID SO ON HEARING THE WAILS FROM THE GUNNERS.
[underlined] 30 – 3 – 44 NUREMBURG [/underlined]
VERY COLD TRIP, OPPOSITION HEAVY SOUTH OF RHUR, FULL MOON NO CLOUD TO KEEP FIGHTERS DOWN. USUAL TROUBLE, ROUTE TOO LONG, JERRY MARKING TRACK ON BOTH SIDES WITH COLOURED FLARES, 96 AIRCRAFT LOST A.M. WILL HAVE TO REVISE ROUTING METHODS. SAW AT LEAST A DOZEN KITES SHOT DOWN, BAD FOR MORALE IF NOTHING ELSE, SEVERAL ROCKETS OBSERVED. TARGET LOOKED POOR, THICK FLAK AT 17,000 TO 19,000 FEET. WAY BACK AGONY TO SIT TWO HOURS AND KEEP AWAKE. PERHAPS DAYLIGHTER WOULDN’T BE SUCH A STRAIN. TIRED AS HELL, BED;
[underlined] NOTES [/underlined] THE LOSSES ON THIS RAID WERE THE WORST SUSTAINED DURING ONE OPERATION. AIR CHIEF MARSHALL HARRIS LATER SAID THAT AGAINST AN EXPERIENCED, WILY ENEMY, WHO WAS FAMILIAR WITH MOST OF OUR AIR WAR STRATAGEMS BY 1944, THINGS WERE INEVITABLE OCCASIONALLY DISASTROUS. SEEMINGLY THE LONG STRAIGHT ROUTE LEGS WERE, HOPEFULLY, A RUSE TO SUGGEST TO THE LUFTWAFFE THAT WE WERE GOING TO NUREMBURG, WHERE UPON THEY WOULD, BY EXPERIENCE, SUSPECT WE WOULD SUDDENLY DIVERT ELSEWHERE AND DISPOSE THEIR FORCES ACCORDINGLY, THIS TIME THEY WERE NOT DECEIVED. TRULY ONE CANNOT WIN’EM ALL, PARTICULARLY IN WARTIME. REFERENCE TO (DAYLIGHTS) REFERRED TO DAY OPERATIONS, OF WHICH AT THAT TIME, WE HAD NO EXPERIENCE. WHEN, LATER, WE FLEW MANY SUCH RAIDS, I ADDED A FOOTNOTE TO THIS DIARY ENTRY – AFTER 22 DAYLIGHT TRIPS I FOUND THIS TRUE – WELL, THERE’S NO ACCOUNTING FOR TASTES.
[page break]
18
FOLLOWING THR NUREMBURG TRIP WE WERE POSTED, QUITE SUDDENLY AND FOR WHATEVER REASON, TO 617 SQUADRON AT WOODHALL SPA, NORTH OF BOSTON LINCOLNSHIRE. THE MUCH PUBLICISED RAIDS ON THE GERMAN DAMS AT MOHNE, SORPE AND EDER WERE CARRIED OUT BY THIS SPECIALLY FORMED SQUADRON, WHICH WAS SUBSEQUENTLY, THOUGH NOT ENTIRELY RETAINED FOR SPECIALISED OPERATIONS. LEONARD CHESHIRE WAS THE WING COMMANDER WHEN WE ARRIVED AND HE WAS REPLACED BY WILLY TAIT IN JULY, I THINK BOTH WERE OF SIMILAR MOULD AND MUCH RESPECTED.
[underlined] 18 – 4 – 44 JUVISY RAILWAY YARDS – PARIS [/underlined]
DARK NIGHT, 10,000 FEET ALL THE WAY, TEMPERATURE MINUS 5,. DROPPED FLARES TO HELP MOSQUITOES IDENTIFY MARSHALLING YARD, THEN CIRCLED AND BOMBED THEIR MARKER, SAW ONE MOSQUITO CIRCLING AT 2-3000 FEET APPARENTLY UNCONCERNED AT WHAT LITTLE FLAK THERE WAS, IMAGINED BOMBS SHOOK IT RATHER. NO FIGHTERS, FLAK SHIP IN THE CHANNEL FIRED AT US, WISH WE HAD BEEN LOW ENOUGH TO DO THE SAME. CIRCLED BASE FOR 50-55 MINUTES BEFORE COMING IN, - SHADES OF FISKERTON.
[underlined] NOTES [/underlined] MOSQUITOES WERE TWIN ENGINE AIRCRAFT, LARGELY BUILT OF PLYWOOD AND GLUED TOGETHER. FAST AND HIGHLY SUCCESSFUL IN VARIOUS ROLES – NIGHT FIGHTERS, BOMBERS THAT COULD DROP 4000 POUNDS ON BERLIN, RECONNAISSANCE AND CLANDESTINE MISSIONS INCLUDING CONVEYING DIPLOMATS AND OTHERS IN THE (VERY COLD) BOMB BAY BETWEEN BRITAIN AND SWEDEN. BOTH CHESHIRE AND TAIT USED THESE FOR TARGET MARKING, LATER CHANGING TO ANOTHER EXCELLENT DESIGN, THE ROLLS-ROYCE ENGINE MUSTANG FIGHTER. PHOTOGRAPHS SHOWED AN UNUSUALLY CONCENTRATED BOMBING PATTERN, AT THE TIME WE DID NOT FULLY APPRECIATE THE SIGNIFICANCE OF THIS RAIL DISRUPTION SIX WEEKS OR SO BEFORE THE JUNE INVASION OF FRANCE. REFERENCE TO FISKERTON IS DUE TO THE GOOD OLD HABIT OF BELIEVING THE LAST WAS BETTER THAN THE NEW; ------
[page break]
19
------ INITIALLY I THINK WE FELT PROCEDURE AT WOODHALL WAS NOT TO THE STANDARD OF FISKERTON, IN OTHER WORDS WE WERE KEPT WAITING FOR OUR SUPPER; THIS SOMETIMES WAS DUE TO HAVING TO FLY AROUND TWO OUTER MARKER CIRCLES OF LIGHTS WHEN NEARBY CONNINGSBY WAS ALSO RECEIVING AIRCRAFT, AS MENTIOND [sic] IN THE FORWARD. TO BE FAIR, THOSE IN THE CONTROL TOWER WERE NO DOUBT JUST AS ANXIOUS TO GET US DOWN QUICKLY AS WE WERE; ONE’S FIRST DUTY WAS TO THE KING, THE SECOND TO GRUMBLE ABOUT THE METHOD OF SO DOING ..
[underlined] 20 – 4 – 44 PARIS – LA CHAPPELLE [/underlined]
INTRUDERS OVER AS WE TOOK OFF, STARTS STRAIN AT ONCE, STILL THERE WAS NO APPARENT TROUBLE. QUIET ALL IN AND OUT, BOMBED AT 11,500 FEET, TARGET, BEING NEARER THE CENTRE OF THE CITY, HAD QUITE A BIT OF MEDIUM AND LIGHT FLAK. LONG STRINGS OF RED AND GREEN CAME ALL ROUND, BURSTING ABOUT 1000 FEET BELOW, WITH BRIGHT SPARKLING FLASHES – PRETTY; AL WELL AND TRULY HIT THE YARDS WITH OUR BOMBS, CARRIED 12 X 1000 LBS BOMBS, NICE LOAD. SAW MOSQUITO RUN INTO AREA – AND SHOOT HELL OUT OF THEM. TEMPERATURE MINUS 5.
[underlined] NOTES [/underlined] (INTRUDERS) WERE NIGHT FIGHTERS PROWLING AROUND FOR SOMEONE LEAVING THEIR NAVIGATION LIGHTS ON TOO LONG AFTER TAKE-OFF MIND YOU, A TRICKY DECISION. LEAVE THEM ON FOR FRIENDS TO SEE – AND THE LUFTWAFFE, TURN THEM OFF AND RISK A COLLISION.
[underlined] 22 – 4 – 44 BRUNSWICK [/underlined]
LITTLE FIGHTER OPPOSITION IN OR OUT, CONDITIONS HAZY OVER TARGET ABOVE 18,000 FEET, SO WE DIVED THROUGH TO ABOUT 16,000 FEET TO BOMB, PFF A FEW MINUTES LATE SO IT WAS A NIGHT-MARE OF KITES COMING IN ALL DIRECTIONS. HEARD FLAK BURSTING FOR THE FIRST TIME, TARGET WAS WELL ON FIRE. LONG TRIP BACK, TO AVOID ANOTHER LANCASTER JACK DIVED SO SUDDENLY AND STEEPLY MY NEW THERMOS WAS BROKEN, MY KNEE BRUISED AND ALL THE AMMUNITION WAS THROWN OUT OF THE TANKS. -----
[page break]
20
----- INTRUDERS ALL THE WAY HOME, DARNED NUISANCE BUT WE HAD NO TROUBLE, TEMPERATURE MINUS 15 TO MINUS 20
[underlined] NOTES [/underlined] AS MENTIONED IN THE FOREWARD, CIRCLING THE TARGET WHILST AWAITING MARKERS TO BE DROPPED BY THE PATHFINDERS WAS NOT THE MOST DESIRABLE OCCUPATION. LOOK AT THE MOANS AND GROANS, TOO, DON’T YOU KNOW THERE’S A WAR ON.
[underlined] 24 – 4 – 44 MILAN (ABORTED) [/underlined]
OUR FIRST BOOMERANG; (EARLY RETURN TO BASE) SHORTLY AFTER TAKE-OFF AN OIL PIPE IN THE TURRET BURST AND IN A FEW MINUTES THERE WAS NO OIL IN THE SYSTEM, - MOST OF IT WAS ON ME. AFTER A BIT OF NATTERY WE DECIDED TO RETURN, REMEMBERING THE LEIPZIG TRIP, AND IN VIEW OF A LONG JOURNEY – MILAN. PITY, BUT IT WAS THE BEST THING, BESIDES, WE GO ON LEAVE TOMORROW.
[underlined] 6 – 6 – 44 2ND FRONT (D-DAY) [/underlined]
AFTER NEARLY SIX WEEKS OF VERY BORING TRAINING AND INACTION WE DID OUR STUFF – SLINGING OUT WINDOW TO SIMULATE A CONVOY AND TO CONFUSE POOR JERRY; BY THE LACK OF OPPOSITION DURING TROOP LANDINGS IT APPEARS TO HAVE BEEN A USEFUL TRIP. TOOK TWO CREWS IN ONE KITE, ROY AND I TOOK TURNS AS FRONT GUNNER, QUITE A CHANGE. SAW SOME OF THE SHIPPING IN THE CHANNEL – GRAND SIGHT – ALSO THE LUFTWAFFE APPARENTLY ATTACKING A CONVOY, ONE SHIP CAUGHT FIRE AND BLEW UP. LOTS OF TUGS AND GLIDERS SEEN GOING OVER. QUIET TRIP.
[underlined] NOTES [/underlined] (WINDOW) WAS METALLIC COATED STRIP DROPPED TO CONFUSE ENEMY RADAR. WE FLEW OVAL COURSES, EACH CIRCUIT BEING PROGRESSIVELY NEARER FRANCE. THE INTERVALS OF DROPPING THE FOIL MATCHED THE SPEED OF AN IMAGINARY CONVOY IN THE CHANNEL APPROACHING THE COAST MILES TO THE EAST OF THE ACTUAL LANDING AREA IN NORMANDY -------
[page break]
21
------ I AM NOT NOW SURE, BUT POSSIBLY ANOTHER SQUADRON WAS WITH US. TWO CREWS BECAUSE OF THE QUANTITY OF WINDOW TO BE DROPPED. AGAIN, MANY AIRCRAFT ORBITING UNSEEN TO EACH OTHER OVER A FOUR HOUR PERIOD IN QUITE A NARROW SPACE. I DOUBT THE BLOOMIN’ INFANTRY BELOW CONCIDERED [sic] THERE WAS A LACK OF OPPOSITION! WE CAN ONLY HOPE OUR EFFORTS SOMWHAT [sic] REDUCED THE PRESSURE.
[underlined] 8 – 6 – 44 SAUMER (FRANCE) [/underlined]
FLEW THROUGH CLOUD MOST OF THE WAY THERE AND BACK, WEATHER CLEAR OVER TARGET. USUAL SCHEME, H2S KITES DROPPED FLARES AND MOSQUITOES MARKED WITH RED SPOT FIRES. SQUADRON CARRIED 12,000 POUNDER BOMBS, - LOOK LIKE TORPEDOES – AND WE TOOK 1,000 POUNDERS TO ATTACK NEARBY BRIDGE, WHICH TURNED OUT TO BE FAIRLY UNSUCESSFUL [sic]. BIG BOMBS MADE COLOSSAL FLASH AND WE SAW EARTH FLUNG TO HELL OF A HEIGHT, THIS WAS SUCESSFUL! FLAK FROM ONE GUN BURST AT OUR HEIGHT BUT ONLY IN ONE AREA, SO WE CIRCLED ROUND IT – NO FIGHTERS ARRIVED, - NO TROUBLE, DIVERTED TO METHERINGHAM AIRFIELD TO LAND BECAUSE OF LOW CLOUD.
[underlined] NOTES [/underlined] SAUMER WAS ON THE MAIN RAIL LINK TO NORTHERN FRANCE AND THE OPERATION WAS TO PREVENT PANZER DIVISIONS ARRIVING AT THE DEVELOPING BRIDGEHEAD AT NORMANDY. THERE ARE PICTURES SHOWING HOW COMPLETELY THE TUNNEL WAS BLOCKED. H2S WAS AN EARY [sic] FORM OF RADAR THAT GAVE THE NAVIGATOR A RATHER POOR PICTURE ON HIS VDU OF THE GROUND BELOW. RIVERS AND ESTUARIES SHOWED UP QUITE WELL, OTHER FEATURES WERE NOT EASILY DISTINGUISHABLE. THE EXTERNAL SCANNER WAS CONTAINED IN A PROMINENT HALF-EGG SHAPE HOUSING BELOW THE AIRCRAFT. THIS TRIP WAS THE FIRST TIME WE HAD COME ACROSS THE 12,000 LB. BOMB, CODE NAME (TALLBOY) AND WE SUBSEQUENTLY DROPPED MANY ON SPECIALIST TARGETS. THEIR TAIL FINS WERE OFFSET, AND WHEN DROPPED FROM NEARBY AIRCRAFT ONE COULD OBSERVE THEM STARTING TO SPIN AS THEY RAPIDLY FELL OUT OF SIGHT. MY LOG BOOK REVEALS THAT WITH CAPTAIN SANDERS I WENT TO METHERINGHAM BY ROAD TO FLY OUR LANCASTER BACK TO WOODHALL. AS FLIGHT ENGNEER [sic] (TEMPORARY UNPAID) I THINK I WAS PERMITTED TO RAISE THE UNDER-CARRIAGE (MY FINEST HOUR.)
[page break]
22
[underlined] 14 – 6 – 44 LE HAVRE [/underlined]
FIRST DAYLIGHT RAID – OVER THE TARGET ABOUT 10-30 P.M. FLEW IN FORMATION GOING, SOME SIGHT, WENT AS FRONT GUNNER AS WE STILL HAVE NO KITE OF OUR OWN. SECOND TO BOMB – WITH TALLBOY – TARGET QUIET UNTILL A FEW MINUTES BEFORE DROPPING THE BOMB, THEN THEY LET LOOSE BAGS OF LIGHT AND MEDIUM FLAK, PREDICTED, TOO AS BOMB LEFT FLAK HIT STARBOARD INNER ENGINE AND TOP TURRET, GUNNER OK, ENGINE HAD TO BE FEATHERED. E BOAT PENS, 25 FEET THICK, WERE HIT, GOOD BOMBING. SAW PART OF SPITFIRE ESCORT, NO ENEMY FIGHTERS SEEN, INTERESTING TRIP.
[underlined] NOTES [/underlined] THE LANCASTER WE FLEW FROM FISKERTON WHEN POSTED TO 617 SQUADRON IN APRIL 1944 REMAINED A 49 SQUADRON AIRCRAFT, ALTHOUGH WE USED IT ON SEVERAL OPERATIONS PENDING IT’S RETURN TO THAT SQUADRON. EVENTUALLY WE WERE ALLOCATED A 617 AIRCRAFT THAT HAD BEEN REPAIRED AFTER A SPOT OF BOTHER LATE IN 1943. OMINOUSLY NUMBERED ME562, IT NEVERTHELESS SERVED US WELL OVER NINE MONTHS FOR NINETEEN OR SO OPERATIONS, SURVIVED THE WAR AND WAS SOLD OUT OF SERVICE IN JANUARY 1947. BY CONTRAST, OF THE TWELVE OTHER OPERATIONAL LANCASTERS WE HAD FLOWN IN – EITHER ON RAIDS OR PRACTICE BOMBING OR OTHER EXERCISES – ONLY TWO SURVIVED, ONE BEING THE FIRST WE HAD FLOWN IN ON A CROSS-COUNTRY EXERCISE ON ARRIVAL AT FISKERTON.
[underlined] 15 – 6 – 44 BOULOGNE [/underlined]
FOUND PORT OUTER ENGINE MOUNTING HAD ALSO BEEN HIT AFTER LAST NIGHT, SO IT HAD TO BE CHANGED, THIS MADE US FORTY MINUTES LATE TAKING OFF BUT WE GOT OVER THE TARGET SHORTLY BEFORE REST OF KITES LEFT, VISIBILITY WAS VERY BAD WITH LOW CLOUD AND WE WERE TOLD TO RETURN TO BASE. BOB KNIGHTS, BEING A KEEN TYPE AND IN VIEW OF THE WORK THE GROUND CREW HAD DONE DECIDED TO BOMB. BAGS OF LIGHT AND MEDIUM FLAK, HOT FOR A FEW MINUTES, REAR TURRET AND OIL TANK HIT, NO ONE INJURED. TARGET LOOKED QUITE A MESS WHEN WE LEFT, SAW LITTLE FIGHTER COVER. TARGET HEIGHT 7,500 FEET. ------
[page break]
23
------ [underlined] NOTES [/underlined] HERE AGAIN, I FLEW WITH THE SAME PILOT AS THE DAY BEFORE. WHAT NOW PUZZLES ME IS WHY I FLEW FIVE SUCCESSIVE TRIPS WITH BOB KNIGHTS, AS FRONT GUNNER. WHAT WAS THE THEN P.O. SANDERS DOING ALL THIS TIME? I HAVE A FEELING HE WAS AWAY HAVING A BABY, FOR I HAVE A FAINT RECOLLECTION OF A CONSTANT AIR OF CRISIS CONCERNING THE EVENT. THERE WERE EVEN STRONG RUMOURS THAT A LANCASTER HAD BEEN BORROWED TO FURTHER THE ABOUT-TO-BE-FARTHER’S [sic] CAUSE.
[underlined] 19 – 6 – 44 WATTEN (PAS DE CALAIS) [/underlined]
TOOK OFF ABOUT 6 PM IN TRUE FIGHTER STYLE, ONE EACH SIDE OF THE RUNWAY, FLEW OVER IN FORMATION OF FIVE, WEATHER PERFECT. FIGHTER COVER OF SPITFIRES., MET US AT ORFORDNESS. TARGET 10-12 MILES INLAND, SAW RESULTS OF THE MARAUDERS WORK IN LOTS OF PLACES, A LITTLE FLAK OUTSIDE TARGET AREA DIDN’T TROUBLE US. CIRCLING FOR ABOUT 20 MINUTES BEFORE WING COMMANDER GAVE THE OK TO BOMB, TARGET DIFFICULT IT WAS IN A CLEARING ON THE EDGE OF A WOOD. BOMBING FAIR, BOMBAIMER’S [sic] A BIT DISAPPOINTED WITH RESULTS, WATCHED THE REST OF THE AIRCRAFT COMING IN TO BOMB AND THEN CAME HOME. BELIEVE BANDITS TURNED UP AS MOSQUITOES LEFT – GOOD SHOW, FLEW AT 17,000 FEET.
[underlined] NOTES [/underlined] THE OPERATION WAS AGAINST FLYING BOMB SITES AS WERE MANY OTHERS THIS MONTH AND AGAIN IN JULY. (MARAUDERS) WERE TWIN ENGINE AMERICAN BOMBERS MUCH USED BY THE TACTICAL AIR FORCES.
[underlined] 4 – 7 – 44 ST-LEV-D’ – ESSERENT (PARIS) [/underlined]
FULL MOON – EXPECTED – AND HAD A RECEPTION AS AT NUREMBURG, SEARCHLIGHT BELT JUST INSIDE COAST ANNOYING BUT NO FLAK. COMBATS SEEN ALL THE WAY IN AND OUT, AT TARGET WE TURNED AND HAD THE MOON BEHIND, HARDLY HELPFUL; FIGHTERS CAME IN FROM ALL DIRECTIONS, NEVER SEEN SO MUCH TRACER, GOT VERY MAD AND SCARED; ------
[page break]
24
------ JU88 AT LAST CAME NEAR ENOUGH TO GIVE IT TWO LONG SQUIRTS OF GUN FIRE AND IT APPEARED TO GO INTO ONE BIG BALL OF FIRE, LOST SIGHT OF IT BUT SKIPPER RECKONS IT BROKE IN HALF AND HIT THE DECK. UNABLE TO BOMB BECAUSE MARKERS INDEFINITE, PITY. FIGHTERS FOLLOWED ALL THE WAY TO OUR COAST, COULDN’T HAVE ANY COFFEE TILL WE GOT TO READING.
[underlined] NOTES [/underlined] TARGET HERE WAS A V.1 STORAGE DEPOT ON THE OUTSKIRTS OF PARIS. V1’S WERE PILOTLESS FLYING BOMBS V2’S WERE THE LATER GUIDED ROCKETS. THE LAUNCH SITES OF BOTH WERE THE FOCUS OF MUCH BOMBING EFFORT, AND WERE EXTREMELY DIFFICULT TO LOCATE.
[underlined] 17 – 7 – 44 WIZERNES (FRANCE) [/underlined]
TOOK OFF 11 A.M FLEW IN LOOSE BUNCH TILL REACHING TARGET, CLOSED UP A LITTLE THERE. WEATHER GRAND, ABOUT 1/10 CLOUD COVER OVER FRANCE, TARGET VISABLE [sic]. TARGET AREA HEAVILY BOMBED. SPITFIRE ESCORT, SAW NO HUN FIGHTERS, NO FLAK AT ALL, GENERALLY ALL WAS REMARKABLY QUIET. BOMBING SEEMED GOOD – ALTOGETHER VERY NICE AND QUIET TRIP. HAD TWO EGGS FOR DINNER, WONDER WHAT THE CATCH IS.
[underlined] 25 – 7 – 44 WATTEN [/underlined]
TOOK OFF ABOUT 07-00 FAIRLY CLEAR, COOL. SKY CLEARED NICELY OVER THE CHANNEL, TARGET EASILY SEEN. WATCHED KITES BEHIND AS WE RAN IN, SO INTERESTED THAT I FORGOT ABOUT DEFENCES, AND THEY LET GO SOME VERY ACCURATE FLAK JUST BEFORE BOMB WENT DOWN. DESPITE ALL THIS BOMBS WERE WELL DROPPED, GRAND SHOW ON BOMBAIMERS [sic] PART. WEAVED LIKE HELL FOR A FEW MINUTES TILL CLEAR OF AREA, NEVER FELT OR HEARD FLAK SO NEAR – SLUNG OUT SOME WINDOW MYSELF, STARBOARD TAILPLANE SLIGHTLY DAMAGED. SAW ONE KITE HIT IN ENGINE, SMOKE POURED OUT, ENGINE WAS FEATHERD [sic] AND THEY GOT BACK HOME.
[page break]
25
[underlined] 31 – 7 – 44 RILLY-LA-MONTAGE (NEAR RHEIMS) [/underlined]
WENT WITH ABOUT 200 MAIN FORCE KITES, - MADE A SIGHT WORTH SEEING. TARGET 120-150 MILES INLAND, JUST SOUTH OF RHEIMS, ANTICIPATED SOME JERRY ACTIVITY BUT NONE APART FROM HEAVY FLAK IN TARGET AREA. TARGET IN WOOD, DEPOT FOR FLYING BOMBS, RESULTS APPEARED GOOD, DIFFICULT TO ASSESS DUE TO SMOKE. JUST MANAGED TO WEAVE OUT OF THE WAY OF A STICK OF BOMBS FROM KITE ABOVE. BILL REID V.C. WAS HIT THE SAME WAY AND WAS LOST – SEE NOTES. WEATHER QUITE CLEAR. SPITFIRE ESCORT. ONE PIECE OF FLAK IN AIRCRAFT NOSE, AL (BOMB AIMER) DIDN’T KNOW TILL WE LANDED.
[underlined] NOTES [/underlined] BILL REID’S AIRCRAFT WAS TO ONE SIDE AND BELOW US AND WAS HIT BEHIND THE TOP TURRET BY A BOMB THAT DID NOT EXPLODE BUT SO DAMAGED THE FUSELAGE THAT IT MOMENTARILY SAGGED, THEN BROKE IN TWO AND SPUN AWAY. MIRACULOUSLY, BILL AND ONE OF HIS CREW SURVIVED. DURING THE LUNCH FOLLOWING THE SQUADRON MEMORIAL DEDICATION IN 1987, BILL TOLD US OF HIS FEELINGS AS HE FELL FROM THE STRICKEN LANCASTER, KNOWING HE HAD WON A FEW POUNDS GAMBLING, (THERE GOES THAT B----- REID) THEY WOULD BE SAYING (TAKING OUR MONEY WITH HIM) A LOVELY CHAP.
[underlined] 5 – 8 – 44 BREST [/underlined]
TOOK OFF 09-45, CLIMBED ON TRACK FOR A CHANGE. WEATHER PERFECT, COUNTRYSIDE LOOKED GRAND, ESPECIALLY IN THE SOUTH WEST. SPITFIRE’S MET US OFF SIDMOUTH. TARGET U-BOAT PENS, DIDN’T FEEL SO HAPPY KNOWING BREST’S REPUTATION FOR FLAK, OVER 80 HEAVY GUNS TO BE SHARED AMONGST SIXTEEN KITES. AS WE RAN IN FLAK BANGED VERY CLOSE, BUT CLEARED FOR BOMBING RUN. GOOD RESULTS, FIVE PENS HIT, REST VERY CLOSE. SAW ONE PARACHUTE FROM KITE THAT WAS LOST, QUEER THING, IT APPEARED TO BE UNDER CONTROL BUT MADE NO EFFORT TO COME HOME. WE HAD FLAK THROUGH THE NOSE AND ONE ENGINE COVER.
[page break]
26
[underlined] NOTES [/underlined] THE AIRCRAFT LOST AT BREST WAS PROBABLY F/LT CHENEY’S, AND BRINCKHILL’S BOOK (THE DAM BUSTERS) HAS A VIVID DESCRIPTION OF WHAT HAPPENED TO IT AFTER RECEIVING DIRECT FLAK SHELLS. THE PILOT AND TWO OTHERS WERE PICKED UP BY A FRENCH FISHING BOAT AND LATER RETURNED TO THE SQUADRON, THE REST WERE NEVER FOUND.
[underlined] 6 – 8 – 44 LORIENT [/underlined]
TOOK OFF ABOUT 18-00, WEATHER AND FLIGHT PLAN AS BEFORE, PROBABLY; SAW AN AIRFIELD BEING SHELLED NEAR TARGET. FLAK STARTED EARLY BUT AT 16,000 FEET WE SEEMED TO BE IN A FREE BELT, AS ABOVE AND BELOW IT WAS VERY THICK. BOMBING RUN GOOD, ALTOGETHER IT DIDN’T APPEAR TO BE SUCH A GOOD EFFORT AS YESTERDAYS, BUT DIFFICULT TO TELL REALLY. HEAVY FLAK FOR A FEW MINUTES OUT OF THE AREA, HIT IN TAILPLANE AND SPINNER, NO KITES LOST. HOPE THERE ARE NO MORE PENS TO HIT, JERRY GETS ANNOYED SOMEWHAT.
[underlined] 9 – 8 – 44 LA PALLICE [/underlined]
TOOK OFF 10-00, WEATHER GOOD. BEING A BIT LATE WE CUT ACROSS COUNTRY, PASSED QUITE CLOSE TO ALDERNEY AND GUERNSEY, EVENTUALLY CAUGHT UP WITH THE REST NEAR FRENCH COAST. WENT NEAR TO LORIENT AND FOLLOWED COAST TO THE TARGET. RAN IN FROM THE SEA, NO FLAK UNTILL BOMB WENT, RESULTS GOOD EXCEPT FOR ONE BOMB THAT WENT A LONG WAY WIDE AND HIT THE HARBOUR WORKS INSTEAD OF THE PENS. FLAK MODERATE, HIT ON ONE SPINNER. QUITEA [sic] LONG TRIP, SAW NO ENEMY FIGHTERS, ESCORT OF MUSTANGS AND SPITFIRES, MOST OF THEM MET US ON THE WAY BACK – HELPFUL; SKIPPER AND ROY’S THIRTIETH TRIP.
[underlined] NOTES [/underlined] ALTHOUGH AIRCREWS NORMALLY FLEW TOGETHER UNDER ONE PILOT, THERE WERE OCCASIONS WHEN INDIVIDUALS WOULD JOIN OTHER CREWS, AS I DID FOR SEVERAL TRIPS WITH BOB KNIGHTS. THE REASONS WERE MANY, SICKNESS OF ONE MEMBER MIGHT RESULT IN A REPLACEMENT FROM ANOTHER CREW, OR THE VARIOUS TRADES MIGHT BE FARMED OUT TO OTHER CREWS NEEDING TEMPORARY STAFF. ------
[page break]
27
------- THUS DIFFERENT MEMBERS OF THE SAME CREW OFTEN HAD VARYING NUMBERS OF OPERATIONAL SORTIES TO THEIR CREDIT, I SEEM TO REMEMBER THAT ON ARRIVING AT 49 SQUADRON OUR PILOT, JOHN SANDERS, FLEW HIS FIRST FLIGHT OVER GERMANY AS SECOND PILOT, SO HE WAS ONE UP ON THE REST OF US ALREADY; I SUPPOSE THE IDEA WAS TO SEE IF HE LIKED THE EXPERIENCE. . . . THE FIRST TOUR WAS THIRTY OPERATIONS, THE SECOND FIFTEEN.
[underlined] 11 – 8 – 44 LA PALLICE [/underlined]
TOOK OFF ABOUT 11.30, LOAD 6 X 2.000 LD. [sic] ARMOUR PIERCING, DON’T KNOW WHAT USE THESE ARE AGAINST PENS, - OURS NOT TO REASON WHY. ROUTE AS YESTERDAY, AS WAS THE ESCORT. MUCH MORE FLAK ON RUN IN, SAW ONE KITE HIT AND CONTINUE ON THREE ENGINES, HEARD LOTS OF BURSTS, BOMBS WENT DOWN BANG ON TARGET, WE WERE HIT IN THE AIRCRAFT NOSE AND ONE ENGINE, NOTHING SERIOUS. LANDED AT GROVE, SHORT OF PETROL. HOPE THIS TARGET IS FINISHED, FLAK FAR TOO ACCURATE FOR COMFORT,
[underlined] 12 – 8 – 44 BREST [/underlined]
TOOK OFF 07-00 – 12 HOURS AFTER LANDING. WEATHER PRETTY FOUL, TRIED TO CLIMB THROUGH CLOUD, BECAME ICED UP, HAD TO REDUCE TO 11,000 FEET AND CLIMB OVER CHANNEL. ONLY EIGHT KITES ON THE RAID, EXPECTED TO BE SHOT TO HELL, BUT LUCKILY FLAK WAS LIGHTER AND LESS ACCURATE THAN BEFORE, - ONE FLAK SHIP IN THE HARBOUR. PENS APPEARED TO RECEIVE SEVERAL DIRECT HITS, SMOKE POURED FROM GAP IN THE ROOF, SMALL DENT IN SPINNER, NOT BAD TRIP, INTERCOM BETTER THAN YESTERDAY, SO CREW WAS MORE SOCIABLE; SAW NO ESCORT, EXCEPT USUAL MOSQUITO.
[underlined] NOTES [/underlined] IT SEEMS WE HAD MORE DENTED SPINNERS THAN ANYTHING ELSE, WHICH IS PROBABLY VERY FORTUNATE, CURIOUS REFERENCE TOA [sic] MOSQUITO AS ESCORT, WHEREAS I KNOW VERY WELL IT WAS THE MARKING AIRCRAFT. PERHAPS THE CRACKS WERE BEGINNING TO SHOW.
[page break]
28
[underlined] 13 – 8 – 44 BREST [/underlined]
TOOK OFF 08-30, WEATHER GOOD. TARGET FOR US WAS A SHIP IN THE HARBOUR THAT MIGHT BE USED AS A BLOCKSHIP, OTHERS BOMBED PENS, AND 9 SQUADRON SUPPORTING HAD ANOTHER VESSEL. FLAK; COR! IT WAS HOT, JUST LIKE FIRST TIME TO BREST HIT IN UNDERCARRIAGE AND HYDRAULICS, BEFORE OUR BOMB LOAD (12 X 1.000 POUNDERS) WENT DOWN, BAGS OF HOT OIL AND VAPOUR IN THE NOSE, PANIC FOR A FEW MINUTES; TOMMY’S HARNESS WAS HIT AND THERE WERE OTHER HOLES. SAW ONE KITE GO DOWN, STRAIGHT DOWN AND BURST ON THE SHORE, NASTY, ONE BURST OF FLAK WAS PINK, - GREMLINS GOT ME AT LAST; ALTOGETHER FAR TOO LIVELY FOR MY LIKING.
[underlined] 14 – 8 – 44 BREST [/underlined]
TOOK OFF 08-30, USUAL TIME, WEATHER GOOD. AFTER YESTERDAYS EFFORT FELT LOUSY ON THE WAY ANTICIPATING EVERY SORT OF TROUBLE, THE OLD TUMMY GETS A BIT SORE THINKING OF FLAK THESE DAY’S. TARGET – SHIP IN THE HARBOUR AGAIN, 9 SQUADRON SUPPORTING RAN INTO TARGET IN MORE N.W. DIRECTION – OVER – BAY HEIGHT 16,200 FEET, FLAK BOUNCED US ABOUT A BIT BUT IT WASN’T QUITE SO BAD. PIECES OF FLAK THROUGH JACK’S SCREEN, MID UPPER TURRET AND ONE ENGINE, NOTHING SERIOUS. SAW SEVEN STICKS OF BOMBS GO DOWN, EACH JUST MISSED THE SHIP, HOPE SOMEONE HIT IT OR BACK WE GO ANOTHER DAY. BOMB LOAD 6 X 2,000 POUNDERS, ARMOUR – PIERCING.
[underlined] NOTES [/underlined] (STICKS) WERE THE ENTIRE BOMB LOAD DROPPED BY EACH AIRCRAFT. IT WAS INFURIATING TO WATCH THE FOUNTAINS OF SPRAY APPEAR AS EACH BOMB HIT THE WATER ON EITHER SIDE OF THE VESSEL. I WONDER IF IT EVER SANK, WE DIDN’T GO TO BREST AGAIN, THANK GOODNESS, (THE SHIP WAS THE GERMAN CRUISER GUEYDON) WE THEN WENT ON TO MORE INTERESTING THINGS. -----
[page break]
29
[underlined] 11 – 9 – 44 KAA FIORD NORWAY (VIA RUSSIA) [/underlined]
THE BIG ONE AGAINST THE GERMAN POCKET BATTLESHIP [underlined] TIRPITZ [/underlined], WHICH HAD SO FAR LED A CHARMED LIFE DESPITE A VARIETY OF ATTACKS BY EVERY – BODY EXCEPT THE ARMY, - AND SURVIVED THE LOT AS THE VESSEL WAS OUT OF RANGE FROM BRITAIN THE PLAN WAS TO FLY TO YAGODNIK, AN ISLAND AIRFIELD UPSTREAM FROM ARCHANGEL, REFUEL, CARRY OUT THE RAID, REFUEL AGAIN IN RUSSIA AND RETURN TO LINCOLNSHIRE. AS ADDITIONAL PETROL HAD TO BE CARRIED THE TOP TURRET WAS REMOVED, TOGETHER WITH MUCH OF THE AMMUNITION FOR THE REAR TURRET, SOME OF THE RADAR AND THE EXHAUST COWS [sic] FROM EACH ENGINE, - WHICH SEEMED RATHER EXTREME AND MAY HAVE BEEN DONE UNDER THE OLD DICTUM THAT EVERY LITTLE HELPS. A 250 GALLON FUEL WAS INSTALLED IN THE FUSELAGE, AND THE LENGTH OF THE TANK NECESSITATED THE DEPARTURE OF THE TOP TURRET. WE CARRIED TWELVE 450 POUND BOMBS – WHICH I HAVE A FEELING WERE A SORT OF SEA MINE – AND OTHERS HAD THE 12,000 POUND “TALLBOY”. THERE WERE TWENTY LANCASTERS FROM 617 AND EIGHTEEN FROM 9 SQUADRON. THE DIARY ENTRY:
TOOK OFF 19-00, HEADED FOR NORWAY AT 2,000 FEET, CLIMBED TO 6,000 FEET AT THE COAST TO CLEAR THE MOUNTAINS, BIT CLOUDY, SAW GLIMPSES OF THE PEAKS AT TIMES. SWEDEN WAS WELL LIGHTED, EVEN SAW NEON SIGNS OCCASIONALLY, SOME FLAK IN ONE AREA, ONE KITE DAMAGED. AS IT BECAME LIGHTER WE DROPPED TO AVOID CLOUD AT 500-1,000 FEET, CROSSED WHITE SEA VERY LOW, LOOKED SOMEWHAT INHOSPITABLE AND COLD. EVENTUALLY FOUND ARCHANGEL IN THE MOUTH OF THE RIVER, AND AFTER SOME SEARCHING CAME ACROSS THE AIRFIELD ON A [sic] ISLAND DOWN STREAM. LANDED ON GRASS WITH BOMBS ON BOARD. QUARTERS IN A OLD RIVER STEAMER, HAD TO CLEAN OUT, WASHING AND SANITARY CONDITIONS LOUSY. MEALS GOOD GENERALLY, PLENTY OF EGGS, BUTTER AND SUGAR. TEA WITHOUT MILK – IN GLASSES – SLIGHTLY SOUR BREAD AND SPAM WILL BE REMEMBERD [sic]; --------;
[page break]
30
----- SWAPPED CIGARETTES FOR CAP BADGES, COINS, PAPER MONEY AND BUTTONS. ENTERTAINED EVERY NIGHT WITH CONCERTS, FILMS AND DANCES. BAND COULD EVEN PLAY (LAMBETH WALK) SAND AND GRASS FIELD, WEATHER SLIGHTLY COLDER THAN AT HOME.
TOOK OFF 09-30 ON SEPTEMBER 15TH LOOSE GAGGLE, 1,000 FEET, ROUTE OVER FINLAND, SWEDEN AND NORWAY, A GOD-FORSAKEN COUNTRYSIDE OF HILLS, RIVERS, TIMBER AND MARSHES. WE LED J.W. FORCE AND CAME IN FROM A DIFFERENT DIRECTION. TO THE MAIN FORCE. SAW SMOKE GENERATORS START UP A FEW MINUTES BEFORE BOMBING, NUISANCE. SAW J.W’S SWINGING DOWN ON PARACHUTES, WEIRD SIGHT, FLAK SCATTERD [sic] AND INACCURATE, SUPRISING [sic] AS WE BOMBED AT 11,000 FEET, NO FIGHTERS. ONE KITE ONLY DAMAGED.
TOOK OFF 19-15 ON THE 16TH TO RETURN HOME. WEATHER DULL, POOR VISIBILITY, 1,500 FEET OVER FINLAND, CLIMED [sic] TO 7,000 OVER SEA AND SWEDEN. DARK NIGHT, SAW SOME AIRFIELDS LIGHTED, OCCASIONAL LIGHT FLAK. BAD WEATHER JUST AFTER LEAVING SWEDEN, HAD TO DROP TO 4,000 FEET TO CLEAR CLOUD AND HEAVY RAIN, OFF TRACK, RAN OVER NORTH DENMARK, SEARCHLIGHTS EVADED BY USING CLOUD COVER, FLAK SHIPS A DARN NUISANCE OFF COAST. CARRIED THREE OF ROSS’S CREW BACK. BET THEY WERE COLD IN THE FUSEELARGE [sic]. GLAD TO SEE ENGLISH SEARCHLIGHTS AND AIRFIELDS AGAIN – AND REAL EGG, BACON AND CHIPS ON RETURN.
[underlined] NOTES [/underlined] RE READING THE DIARY REMINDS ME OF THE PROFICIENCY OF OUR NAVIGATOR, JAMES BARON, WHO SO SKILLFULLY [sic] GUIDED OUR WAY TO RUSSIA AND BACK, BASICALLY WITH ONLY HIS EXPERTISE, MAP, AND SIX PAIRS OF ANXIOUS EYES TO ASSIST. NO NAVIGATIONAL AIDS IN THAT PART OF THE WORLD, SEVERAL AIRCRAFT FORCE-LANDED IN THE AREA WHEN FUEL RAN OUT IN THEIR VAIN SERCH [sic] FOR THE LANDING FIELD; SO FAR AS I RECALL, NO ONE WAS LOST, THE RUSSIANS BROUGHT THEM ALONG IN VARIOUS ANCIENT LIGHT PLANES AT INTERVALS. THERE IS A PHOTO OF A DOWNED LANCASTER, IT’S 12,000 POUND TALLBOY BOMB HURLED FREE ON LANDING INPACT [sic] AND LAYING FORLORNLY IN THE MUD. A CONSIDERABLE DISTANCE FROM THE AIRCRAFT.
[page break]
31
THE CREWS INVOVLED [sic] WITH THESE CRASHED LANCASTERS CAME HOME IN OTHER AIRCRAFT AND THEIR AIRCRAFT LEFT IN RUSSIA.
THE RUSSIAN FILMS WERE TERRIBLE, LONG AFFAIRS OF CONTINUAL WAR SCENES, AND I SEEM TO RECALL THAT THE ROYAL NAVY CONTINGENT AT ARCHANGEL SENT SOME CARTOONS WHICH CHEERED US UP AND LEFT OUR HOSTS BAFFLED. LIVING AROUND THE AIRFIELD IN VARIOUS PRIMITIVE HUTS WERE SOME OF THE RUSSIAN STAFF, INCLUDING, NO DOUBT, THE LADIES WHO FELL ABOUT IN LAUGHTER WHEN ASKED FOR HOT WATER TO SHAVE WITH – SUCH WESTEN [sic] DECADENCE. THE MEN SPENT MUCH TIME PLAYING CARDS ON THE RIVER BANK. THEIR WIVES ONLY APPEARED WHEN CALLED TO HAVE LARGE TREE TRUNKS, THAT HAD FLOATED DOWN FROM THE URALS, HOISTED ON TO THEIR STURDY SHOULDERS BY THEIR CARING PARTNERS; IT WAS A PEACEFUL SCENE, ONLY DISTURBED BY THE SOUND OF CHOPPING AND SAWING WHILST THE INTERRUPTED CARD GAME CONTINUED. LENIN WOULD SURELY HAVE APPROVED. I JEST A LITTLE, WITHIN THE LIMITATION OF THE TIMES, THE RUSSIANS WE MET WERE GENERALLY KINDLY, GENEROUS HOSTS. THEY BEAT US HANDSOMELY AT FOOTBALL TOO.
THE WAIT FOR SUITABLE WEATHER ACCOUNTED MAINLY FOR THE FEW DAYS THAT PASSED BEFORE ATTACKING THE (TIRPITZ) AND THE TIME WAS PROBABLY USEFUL TO ENABLE SOME AIRCRAFT SERVICING TO BE DONE. I THINK OUR J.W. BOMBS WERE KNOWN FOR SOME REASON AS JOHNNY WALKERS, AND AS DESCRIBED, THEY FLOATED GENTLY DOWN ON PARACHUTES. IF THEY HIT SOMETHING SOLID THEY EXPLODED ON CONTACT, IF THEY FELL INTO THE WATER THEY WOULD SINK ARMED THEM SELVES AND RISE TO THE SURFACE HOPEFULLY DETONATING UNDER A SHIP IF NO TARGET WAS FOUND THEY WOULD SINK AGAIN AND MOVE 30 FEET AND REPEAT.
AT THE TIME OWING TO THE SMOKE SCREEN THE RAID WAS NOT THOUGHT TO HAVE BEEN THAT SUCCESSFUL, BUT LATER IT WAS FOUND THAT TALLBOY NEAR MISSES HAD DAMAGED THE SHIP AND PREVENTED IT FROM RETURNING TO THE SEA.
[page break]
32
THE TAKE-OFF TO RETURN HOME TO ENGLAND WAS AN INTERESTING SIGHT FOR ONLOOKERS, AS REFUELLING HAD TO BE DONE WITH THE ONLY AVAILABLE LOWER OCTANE RATED PETROL SO THERE WAS SOME ENGINE COUGHING AND BANGING AS EACH LANCASTER SPED ALONG THE SO CALLED RUNWAY AND FINALLY STAGGERD [sic] INTO THE AIR.
[underlined] 23 – 9 – 44 DORTMUND-EMS CANAL [/underlined]
NIGHT TRIP AGAIN – DARNED IF I LIKE ‘EM TARGET – AQUEDUCT CARRYING CANAL ACROSS A RIVER, LOAD TALLBOY. HAD FIRST SHAKING WHEN TWO KITES COLLIDED OFF THE COAST; THEN ANTI-RADAR LIGHTS WERE LEFT UNCOVEREDAND [sic] FLASHES ALL ROUND THE TRIP. QUEER THINGS, RED GREEN AND YELLOW FLARES, ENORMOUS FLAK BURSTS, KITES GOING DOWN WITHOUT COMBAT, - NO TRACER USED BY FIGHTERS, I GUESS. SPOT FIRE JUST UNDER CLOUD, HAD SEVERAL TRIES TO BOMB, BUT IT BECAME COVERED JUST BEFORE RELEASE SO WE BROUGHT THE BOMB BACK FELT VERY TIRED AND SHAKEN ON RETURN, CURSE THE DARKNESS.
[underlined] NOTES [/underlined] I DON’T REALY [sic] RECOLLECT BEING UNDULY DISTURBED ABOUT OPERATIONS, BUT IT SEEMS THERE IS JUST A HINT OF BOTHER WITH MY DESCRIPTION OF THE EVENTS. USUALLY UNSYMPATHETICALLY REFERRED TO AS THE TWITCH, IT WAS QUITE OFTEN EVIDENT IN THE DEMEANOUR OF THOSE IN THEIR THIRD OR FOURTH TOUR.
[underlined] 29 – 10 – 44 KEMS BARRAGE (ON THE RHINE) [/underlined]
TOOK OFF 13-10 PLAN SEVEN KITES TO BOMB AT 7-6,000 FEET, SIX AT [underlined] 600 [/underlined] FEET, WE WERE ONE OF THE SIX, OF COURSE AFTER THE DRAW, MUSTANGS AS ESCORT AND ANTI-FLAK. WE BOMBED FIVE MINUTES AFTER HIGH FORCE, RAN IN TWO ABREAST DROPPING TALLBOY WITH DELAYED ACTION. NOT A LOT OF FLAK, BUT MACHINE GUNS VERY ACCURATE WHICH HIT TWO KITES AFTER BOMBING, THEY HIT THE DECK – HARD, SO ONLY FOUR OUT OF THE SIX MADE IT. MY PERSPEX WAS SHATTERED TWO SPLINTERS IN MY SHOULDER, (NOTHING MUCH) BLAZED AWAY AT FLAK POSTS, VERY HAPPY; AL’S BOMB ZIPPED OVER BARRAGE TOP, GATES FINALLY GAVE AWAY, GOOD JOB.
[page break]
33
[underlined] NOTES [/underlined] THIS WAS A PRE-EMPT EFFORT TO FORESTALL THE GERMANS FROM RELEASING THE PENT UP WATERS OF THE RHINE WHEN ALLIED GROUND FORCES WERE ABOUT TO CROSS. THE EFFECT OF A CONSIDERABLE HEAD OF WATER UPON TEMPORARY BRIDGES MAY BE IMAGINED. DURING A SWISS HOLIDAY IN THE MIDDLE 80’S WE TOOK A VERY FRAGILE BOAT TRIP TO A ROCKY ISLAND IN THE MIDDLE OF THE RHINE FALLS AT SCHAFFHAUSES, WHERE THE VIBRATION GRAPHICALLY DEMONSTRATED THE WEIGHT OF THE WATER FLOWING BY. THE TWO AIRCRAFT THAT WAS SHOT DOWN PILOTED BY (S/L WYNESS AND F/O HOWARD) IT HAS BEEN SAID THAT WYNESS AND HIS CREW MANAGED TO GETOUT [sic] OF THEIR AIRCRAFT AND INTO THE DINGHY TO SAIL DOWN THE RHINE TO GAIN THE SANCTUARY OF THE SWISS BANK BUT WERE SHOT BY THE GERMANS. PILOT JOHN SANDERS WAS AWARDED BAR TO HIS D.F.C.
[underlined] 29 – 10 – 44 TIRPITZ – TROMSO [/underlined]
TOOK OFF FROM LOSSIE MOUTH AT 2 A.M. AND LANDED BACK AT 2-55P.M. – DID I FEEL DONE. CROSSED NORWEGIAN COAST AT DAWN AND FLEW NORTH OVER SWEDEN, LOOKED VERY BLEAK AND COLD HAD TO ORBIT AT RENDEZVOUS, BOTH SQUADRONS WENT ON TO THE TARGET, BECAME VERY HAZY EVEN AT 15,000 FEET WITH 7-6/10’S CLOUD BELOW, SHIP HARD TO FIND, AL FINALLY BOMBED ON FOURTH RUN. BAGS OF FLAK, BUT VERY INACCURATE, ONE KITE HIT BADLY, LANDED IN SWEDEN. TERRIBLE STOOGE HOME, SAW NO LAND FOR FOUR HOURS, - HAD 16 HOURS SLEEP AT LOSSIE.
[underlined] NOTES [/underlined] THE VESSEL WAS MOVED SOUTHWARDS TO TROMSO AFTER THE SEPTEMBER ATTACK, POSSIBLY BECAUSE OF THE DAMAGED [sic] RECEIVED THIS PUT IT IN THE RANGE FROM LOSSIEMOUTH, AGAIN WITH LONG-RANGE FUEL TANKS. THE CLOUD PREVENTED ACCURATE BOMB-AIMING AND THE ‘TIRPITZ’ SURVIVED ONCE MORE, - BUT NEMESIS DREW NIGH; A SOME WHAT COMIC ASPECT OF THE LONG SEA CROSSING BACK WAS THE REASSURANCE GIVEN AT BRIEFING THAT ROYAL NAVY DESROYERS [sic] WOULD BE ON OUR RETURN ROUTE SHOULD ANY NEED TO PUT DOWN IN THE WATER ARISE. ------
[page break]
34
------ BY 1944 THE R.N. HAD QUITE PROPERLY DEVELOPED ITCHY GUN FINGERS WHERE AIRCRAFT WERE CONCERNED, PARTICULARLY IF THEY GAVE NO REGOGNITION [sic] SIGNALS. THUS WE WERE RATHER ALARMED TO FIND OURSELVES BEARING DOWN ON THIS MENACING LOOMING SHIP WITH AL IN THE NOSE FRANTICALLY DIGGING AROUND FOR THE COLOURS-OF-THE-DAY CARTRIDGES TO PUT IN HIS VERY PISTOL. I’M NOT SURE IF WE WERE ACTUALLY FIRED UPON, BUT CERTAINLY THE COLOURS WENT UP A TRIFLE LATE. ONE CAN IMAGINE THE IRATE OFFICER-OF-THE-WATCH DOWN THERE FUMING ‘THAT SHOWER’ UP THERE.
[underlined] NOVEMBER 1944 [/underlined]
MY LOG BOOK FOR THIS MONTH SHOWS ONLY A TRIP TO LOSSIEMOUTH FOR ANOTHER GO AT THE ‘TIRPITZ’, BUT THE WEATHER FORECAST WAS SUCH THAT WE RETURNED TO WOODHALL THE NEXT DAY.
MORE IMPORTANTLY, AN UN-DATED NOTE IS ADDED THAT MUST HAVE BEEN WRITTEN IN JANUARY 1945:- “BROKE MY FINGER WHILST TRYING TO FIX AN ESCAPE HATCH DURING NIGHT PRACTICE BOMBING – CLOT!! WENT U/S UNTILL AFTER CHRISTMAS. ROY AND AL MEANWHILE FINISHED THEIR SECOND TOUR, DIDN’T SEE AL AGAIN. LUCKILY MANAGED TO GET BACK WITH SANDY AND REMAINDER OF THE CREW.
NIGHT BOMBING PRACTICE AT WAINFLEET WAS NOT A FAVOURITE PASTIME, SO I DOUBT ANYONE REGRETTED THE EARLY RETURN ARISING FROM MY MISHAP. I CHERISH THE MEMORY OF OUR CAPTAIN SPEEDILY CALLING FOR AN AMBULANCE TO MEET US ON LANDING, AND HIS INSISTENCE ON HALF CARRYING ME DOWN THE AIRCRAFT LADDER TO THE GROUND. BEING A VERY FORTUNATE CREW, THIS WAS ABOUT THE WORST THING THAT HAPPENED TO US IN ALL THE TIME WE FLEW TOGETHER ON OPERATIONS.
THUS I DID NOT JOIN THE FINAL ATTACK ON THE “TIRPITZ” ON 29TH OF NOVEMBER, WHEN THE VESSEL CAPSIZED FOLLOWING DIRECT HITS WITH TALLBOY 12,000 POUND BOMBS; INSTEAD ROY MACHIN HAD A VIEW OF THE AFFAIR FROM THE TAIL RATHER THAN HIS ACCUSTOMED POSITION IN THE TOP TURRET. ONE OF THE MINOR MYSTERIES IS WHY NO ENEMY FIGHTERS APPEARED DURING THE LAST TWO RAIDS, WHEN IN NORWAY.
[page break]
35
[underlined] 3 – 2 – 45 PORTESHAVEN (HOLLAND) [/underlined]
TOOK OFF 14-00, TARGET MIDGET U-BOAT PENS. WEATHER CLEAR, HEIGHT 14,000 FEET. OVERCOAST [sic] SAW WALCHEREN ISLAND, NEARLY ALL FLOODED, TERRIBLE DEVASTATION. LONG RUN UP TO TARGET AND JUST BEFORE BOMB WENT FLAK WAS VERY ACCURATE THO’ NOT PARTICULARLY HEAVY. WE BOMBED SECOND AND I SAW THE REST OF THE EFFORT, WHICH EXCEPT FOR THREE WIDE THE REST WAS DEAD ON. P.R.L. COVER DETERMINED THAT THE WHOLE STRUCTURE HAD COLLAPSED. IT HAD FIFTEEN HOLES.
[underlined] NOTES [/underlined] P.R.L. WAS THE PHOTO RECONNAISSANCE UNIT, OFTEN FLYING MOSQUITOES, SOMETIMES SPITFIRES, USUALLY ALONE – DODGY IN DAYLIGHT.
[underlined] 6 – 2 – 45 BIELEFELD VIADUCT (GERMANY) [/underlined]
ON THIS THE LONGEST TRIP INTO THE REICH, WE DEFINITELY EXPECTED BANDITS, SO GAGGLE WAS TIGHTENED AND ALTOGETHER WE HAD TEN SQUADRONS OF SPITFIRES AND MUSTANGS AS COVER, - VERY NICE FOR SEVENTEEN KITES; SOME HEAVY FLAK AT AACHEN AND COOLENZ, OTHERWISE NONE. 10/10 CLOUD COVER MOST OF THE ROUTE, SAW NO BOMBING. VERY SURPRISED AT NO LUFTWAFFE – AND RELIEVED. SKY WAS FULL OF OUR COVER, AND YANKS WERE VERY ACTIVE WITH HEAVY STUFF.
[underlined] NOTES [/underlined] BY 1944 THE AMERICAN AIRFORCE (U.S.A.A.F.) WERE WELL USED TO FORMATION FLYING NECESSITATED BY THEIR BOMBING TECHNIQUES, AND THE MUTUAL COVER AGAINST THE LUFTWAFFE. APART FROM INITIAL DISASTROUS DAYLIGHT SORTIES IN THE EARLY DAYS OF THE WAR, BOMBER COMMAND IN EUROPE LARGELY RESORTED TO NIGHT RAIDS UNTILL D-DAY IN 1944. THEN THE (GAGGLE) WAS THOUGHT UP AS A LOOSE FORMATION TO GIVE SOME PROTECTION AGAINST FIGHTERS WHILST STILL RETAINING EACH BOMB-AIMERS DESCRIPTION AS TO THE MOMENT OF RELEASE. HOWEVER, I FEEL THE WORTHY INTENTION WAS DIMINISHED BY THE RESULT IN THE AIR, AS AFTER YEARS OF INDIVIDUAL FLYING IN THE DARK THE DISCIPLINE-AND WILL-NEEDED TO KEEP IN CLOSE FORMATION WAS JUST NOT THERE AND WE TENDED TO JUST TRUNDLE ALONG FAIRLY NEAR TO ONE ANOTHER; ------
[page break]
36
------ AS IT HAPPENED IT DID NOT MAKE ANY DIFFERENCE ON THE DAYLIGHT TRIPS I FLEW ON. THERE IS NOT MUCH DOUBT IN MY MIND, HOWEVER, THAT AN ATTACK ON US BY THE LUFTWAFFE WOULD HAVE HAD SERIOUS CONSEQUENCES BEFORE OUR ESCORT COULD HAVE GOT AMONGST THEM. BOTH GERMANS AND AMERICANS FOUND THAT EFFECTIVE DEFENCE OF BOMBERS BY FIGHTERS IS MOST DIFFICULT TO ACHIEVE AGAINST DETERMINED ATTACKS, SOME WILL ALWAYS SUCCEED.
[underlined] 6 – 2 – 45 IJMUIDEN (HOLLAND) [/underlined]
TOOK OFF 06-00 UNDER DULL HIGH CLOUD THAT PERSISTED WAY TO THE TARGET, SAW BAGS OF LIBERATORS FORMING UP ON THE WAY OUT. SPITFIRE ESCORT MET US OFF THE COAST. BOMBING RUN SEEMED PLAIN STUPID; INSTEAD OF RUNNING IN FROM THE SEA WE CIRCLED IN LAND, NEAR AMSTERDAM, AND HAD A LONG RUN UP TO TARGET IN HEAVY FLAK AREA. JACK LED GAGGLE AND DID THEY PASTE US, FOR JUST OVER TWO MINUTES WERE CONTINUALLY PREDICTED, - NEVER FELT AND HEARD SO MUCH. U-BOAT PENS WERE HIT,
[underlined] NOTES [/underlined] NOW WE ARE CRITICISING ROUTEING[sic] – EVERYONE IS AN EXPERT AFTER TWO TOURS, THIS WAS THE LAST OPERATIONAL TRIP FOR ME. DURING RAIDS INVOLVING MANY AIRCRAFT FLAK WAS GENERALLY INDISCRIMINATE, BUT WHEN ONLY TWENTY OR THIRTY WERE OVERHEAD IT WAS POSSIBLE FOR THE DEFENCES TO FOCUS ON ONE BY RADAR AND (PREDICT) ITS COURSE AND FIRE ACCORDINGLY. FLAK BATTERIES WERE OFTEN IN FOURS, AND OCCASIONALLY ONE COULD SEE SUCCESSIVE BURSTS FOLLOWING BEHIND, EVEN WHEN TURNING. I NOTICED THIS PARTICULARLY DURING THE OCTOBER (TIRPITZ) RAID AS WELL AS THIS ONE. NOT A LOT COULD USEFULLY BE DONE – EXCEPT HOPE – IF ON THE BOMB RUN; EVENTUALLY, OF COURSE, WE FLEW OUT OF RANGE, OR THEY SELECTED ANOTHER LUCKY LOT FOR ATTENTION.
[page break]
37
[underlined] POSTSCRIPT [/underlined]
TO FORESTALL ANY BRIGHT SPARK WHO MAY HAVE COUNTED ONLY FORTY OPERATIONS IN THE DIARY, THERE WERE FIVE OTHER TRIPS MENTIONED BUT NOT DESCRIBED AS EACH TIME THE TARGET WAS NOT BOMBED DUE, TO CLOUD AT THE CRUCIAL POINT, FOUR WERE ‘V’ BOMB SITES IN NORTHERN FRANCE, THE OTHER LA PALLICE AGAINST U-BOAT PENS TO MY SURPRISE, AND NO DOUBT PLEASURE, THESE WERE INCLUDED IN THE TOTAL FOR TWO TOURS OF OPERATIONS, THAT IS FORTY FIVE TRIPS. THE ‘V’ WEAPONS WERE FIRSTLY SELF PROPELLED FLYING BOMBS DIRECTED AT LONDON, AND SECONDLY ROCKET PROPELLED MISSILES LAUNCHED FROM HOLLAND THAT FELL UPON THE CITY WITHOUT WARNING. FORTUNATELY THIS ALL STARTED AROUND THE SUMMER OF 1944, SO THE LAUNCH SITES WERE PROGRESSIVELY OVER RUN AS THE ALLIED LAND ARMIES MOVED EASTWARDS FROM NORMANDY LATER IN THE YEAR.
ONE MUST OBSERVE THAT AS A CREW WE WERE QUITE FORTUNATE, FOR I CANNOT RECALL ANYONE BEING HURT, NEITHER WERE THERE MANY DISAGREEMENTS. THE ONLY ONE OF THE LATTER THAT COMES TO MIND WAS AN ALTERCATION THAT AROSE WHILST WAITING AROUND OUTSIDE THE AIRCRAFT AS TO THE MERITS OF THE FLIGHT SANDWICHES ISSUED FROM THE OFFICERS PALACE AT THE PETWOOD HOTEL (OFFICERS MESS) COMPARED TO THOSE FROM THE SERGEANTS MESS; IMPORTANT MATTERS SUCH AS THIS COULD HAVE AFFECTED THE WHOLE COURSE OF THE WAR.
TO COMMENT ON LUCK, THERE IS A STORY OF THE BOMB-AIMER’S PARACHUTE HARNESS. WE WERE SETTLING DOWN AT DISPERSAL AWAITING TAXI CLEARANCE WHEN AN AGONISED CRY CAME FROM AL IN THE NOSE – I’VE FORGOT MY PARACHUTE HARNESS, JACK; MUCH HEAVY BREATHING FROM OUR ESTEEMED PILOT BRFORE [sic] HE GROUND OUT “YOU’D BETTER HURRY AND GET IT THEN” OR WORDS TO THAT EFFECT. WITH INTEREST I WATCHED AL LEAP OUT, GRAB ONE OF THE GROUND CREW’S BIKES AND VANISH IN THE DIRECTION OF THE LOCKER ROOM, HEAD DOWN, PEDALLING FURIOUSLY. ------
[page break]
38
------ MEANWHILE, IN THE COCKPIT THE CAPTAIN AND ENGINEER WERE DECIDING TO SWITCH OFF THE ENGINES AS THEY WOULD OVERHEAT QUITE QUICKLY WHILST IDLING DUE TO THE LACK OF AIR PASSING THROUGH THE RADIATORS FROM THE PROPELLERS. WHEN AL REAPPEARED FULLY KITTED AND BREATHLESS, THE ENGINES WERE RE-STARTED. ONE, HOWEVER, STUTTERD [sic] BANGED AND BELCHED BLUE SMOKE, RAN VERY ROUGHLY FOR A FEW SECONDS AND FINALLY STOPPED WITH A SHUDDER THAT SHOOK THE WHOLE AIRCRAFT. SO WE ALL CLAMBERED OUT AND JOINED THE GROUND CREW CLUSTED [sic] UNDER THE OFFENDING ENGINE, ONE STILL HOPEFULLY CLUTCHING A FIRE EXTINGUISHER, SOME STAGING WAS PUSHED INTO PLACE AND A FITTER REMOVED THE COWLING AND LOOKED INTO THE WORKS. “T’ARIN’T ARF A MESS” HE INFORMED THE THRONG, “RECKIN IT’S THE CYLINDER HEAD, THERE’S BITS AND PIECES EVERYWHERE”. THUS, IT SEEMS, OUR LUCK HELD AGAIN WHO KNOWS, BUT FOR THE DELAY, WHETHER THAT ENGINE MIGHT HAVE FAILED ON TAKR-OFF [sic], AND WE HAD A 12,000 LB BOMB ON ABOARD.
SO THERE IT IS. ON COMPLETION OF THE TOURS I WAS SOON POSTED AWAY TO BECOME THE SHIFT NCO I/C THE PARACHUTE STORE AT WOOLFOX LODGE, AND WHERE THAT WAS I NOW HAVE NO IDEA. HOWEVER, WHILST THERE I HAD MY LAST FLIGHT IN A LANCASTER ON THE 20TH OF JUNE 1945, STANDING BEHIND THE PILOT ON A SIGHT SEEING TRIP OVER GERMANY IN DAYLIGHT. NO FIGHTERS, NO FLAX [sic] JUST GHASTLY DEVASTATION IN THE RHUR DOWN AS FAR AS COLOGNE AND EASTWARDS TO DORTMUND. WHICH REMINDS THAT ONLY A FEW WEEKS AGO WE WERE IN THE STATION AREA OF DORTMUND, WHERE EVEN THE TAXIS ARE MERCEDES BENZ REFLECTING THE GENERAL WEALTH. BARMY, AIN’T IT.
IN DECEMBER 1945 I MANAGED TO GET ON AN AIRFIELD CONTROL COURSE AT WATCHFIELD, NEAR SHRIVENHAM. HERE WE OCCASIONALLY FLEW IN ANSON AIRCRAFT, THE SAME AS AT GUNNERY SCHOOL SEEMINGLY SO MANY YEARS AGO. NOTHING HAD CHANGED, THE UNDERCARRIAGE STILL HAD TO BE WOUND UP AND DOWN BY HAND. HAVING SUCCESSFULLY COMPLETED THE COURSE IN THE NEW YEAR, I WAS POSTED TO WELFORD, NEAR NEWBURY.
[page break]
39
WE WERE MARRIED AT THIS TIME SO I WAS ABLE TO COMMUTE FOR A WHILE VIA THE LAMBOURN VALLY [sic] RAILWAY AND PUSHBIKE. THE JOB AT WELFORD WAS LARGELY IN THE RUNWAY CARAVAN WHERE ONE IMPORTANTLY FLASHED LIGHJTS [sic] AND FIRED FLARES WHILST HOPEFULLY CONTROLLING AIRCRAFT MOVEMENTS. ACCORDING TO THE SHIFT ONE WAS ON RATIONS WERE SENT OUT TO BE COOKED ON AN OLD PRIMUS STOVE, AND WHEN THE WEATHER WAS KIND IT WAS ALL SORT OF IDYLLIC, MUNCHING ON A BACON SANDWICH WITH A POT OF STRONG TEA HANDY, OBSERVING THE WILD LIFE ALL AROUND BEFORE THE FIRST AIRCRAFT TO LAND OR TAKE OFF DISTURBED THEM. INEVITABLY THIS COULD NOT LAST, AS WELFORD WAS BEING LESS AND LESS USED, AND SO I WAS SENT AWAY AGAIN, FIRST TO DISHFORTH IN YORKSHIRE AND FINALLY TO TERN HILL IN SHROPSHIRE. HERE I RECALL ENDLESS HOURS IN THE CONTROL TOWER LOGGING TRAINING HARVARD AIRCRAFT MOVEMENTS. ONE HAD TO BE SURE THE NUMBERS THAT WENT OUT BALANCED THOSE THAT LANDED, OTHERWISE A GREAT FLAP AROSE, FOR WENLOCK EDGE AND THE WREKIN SEEMED TO ATTRACT THE UNWISE ATTENTION OF THE TYRO PILOTS.
EVENTUALLY THE R.A.F. AND I PARTED IN AUGUST 1946, WITH ME SENT TO OLYMPIA TO FIND A CIVVY SUIT. MY PARENTS HAD A FLAT AT POLPERRO AT THIS TIME, SO SYLVIA AND I WERE ABLE TO SOAK UP THE SUN IN THIS UNSPOILED VILLAGE BEFORE RETURNING TO NEWBURY AND WORK.
[underlined] WAS IT ALL WORTH IT; --- [/underlined] WELL, IT HAD TO BE, DIDN’T IT, AS I COME OUT UNSCATHED. AN ADVENTURE TO BE SURE, WITH GRAND AQUAINTANCES [sic] MET ON THE WAY. WITH OUR COMBINED GRATUITY WE BOUGHT SOME LAND ON WHICH OUR FIRST HOME WAS BUILT – BUT THAT’S ANOTHER STORY ----
RALPH BRIARS
BOURNMOUTH
1989
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
Rear view - Ralph Briars memoir
Description
An account of the resource
Starts with tribute to crew and has colour photograph of a 617 Squadron Lancaster over Lincoln. Writes of his joining the RAF, selection as an air gunner and his basic training. Goes on with description of gunnery training, before going to OTU at RAF Cottesmore where he crewed (describes crew) up while training on Wellington. Carries on with description of heavy conversion unit flying Halifax and Lancaster. Provides description of turrets in both types. Provides a long description of a night sorties and discusses the level of training in the RAF for aircrew as well as problem of collisions. He is finally posted to become operational on 49 Squadron at RAF Fiskerton. He then provides a very detailed diary of the 14 operations he carried out on 49 Squadron followed by the 25 he carried out after the crew were posted to 617 Squadron. These sorties included the Saumur tunnel, V1 and V2 sites, the Tirpitz, Dortmund Ems canal and the Bielefeld viaduct. He concludes with some more anecdotes and his activities after he finished operational flying including getting married.
Creator
An entity primarily responsible for making the resource
R Briars
Date
A point or period of time associated with an event in the lifecycle of the resource
1989
Format
The file format, physical medium, or dimensions of the resource
Thirty-nine page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Text. Diary
Photograph
Identifier
An unambiguous reference to the resource within a given context
SBriarsRA1299161v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Yorkshire
Scotland--Inverness-shire
Scotland--Inverness
England--Rutland
England--Leicestershire
England--Nottinghamshire
England--Nottingham
Poland
Poland--Szczecin
Germany
Germany--Braunschweig
Germany--Berlin
Germany--Magdeburg
Germany--Leipzig
Germany--Stuttgart
Germany--Schweinfurt
Germany--Augsburg
Germany--Nuremberg
France
France--Paris
Italy
Italy--Milan
France--Normandy
France--Saumur
France--Le Havre
France--Boulogne-sur-Mer
France--Saint-Omer (Pas-de-Calais)
France--Brest
France--Lorient
France--Creil
France--La Rochelle
Norway
Norway--Alta
Norway--Tromsø
Germany--Dortmund-Ems Canal
Netherlands
Netherlands--IJmuiden
Germany--Bielefeld
France--Tarbes
England--Hampshire
England--Bournemouth
France--Reims
Temporal Coverage
Temporal characteristics of the resource.
1944-01-06
1944-01-14
1944-01-20
1944-01-21
1944-01-27
1944-01-29
1944-02-15
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-03-10
1944-03-15
1944-03-30
1944-04-18
1944-04-20
1944-04-22
1944-04-24
1944-06-06
1944-06-08
1944-06-14
1944-06-15
1944-06-19
1944-07-04
1944-07-17
1944-07-25
1944-07-31
1944-08-05
1944-08-06
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-09-11
1944-09-23
1944-10-29
1945-02-03
1945-03-02
1945-02-06
1944-03-31
1944-06-16
1944-07-05
1944-04-19
1944-06-09
1944-06-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Christian
Steve Baldwin
1661 HCU
49 Squadron
617 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bombing
bombing of Nuremberg (30 / 31 March 1944)
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Watten V-2 site (19 June 1944)
control caravan
control tower
Cook’s tour
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Mk 2
Me 109
mid-air collision
Mosquito
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Operational Training Unit
RAF Cottesmore
RAF Dalcross
RAF Fiskerton
RAF Husbands Bosworth
RAF Linton on Ouse
RAF Market Harborough
RAF Winthorpe
RAF Woodhall Spa
Scarecrow
searchlight
service vehicle
Tallboy
Tirpitz
training
V-weapon
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/774/25557/LWoolfAS157533v1.1.pdf
1252f0d113c96656f62721c733235653
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
Woolf, Arthur Sidney
A S Woolf
Description
An account of the resource
23 items. An oral history interview with Flying Officer Arthur Woolf (1922 - 2021, 1579552, 157533 Royal Air Force) his log book, a memoir, correspondence, documents, a newspaper cutting and photographs. He flew operations as a wireless operator with 630 Squadron and became a member of the Guinea Pig Club.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Woolf 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
2017-06-29
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
Woolf, AS
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
Arthur Woolf’s flying log book for navigator’s, air bomber’s and air gunner’s
Description
An account of the resource
Flying Officer Arthur Woolf’s RAF Navigator’s, Air Bomber’s and Air Gunner’s Flying Log Book, from 22nd June 1943 to 24th July 1944, detailing his training and operations as a wireless operator. He was stationed at RAF Yatesbury (No.2 Radio School), RAF Dumfries (10 AFU), RAF Barford St John and RAF Upper Heywood (16 OTU), RAF Wigsley (1654 HCU), RAF Syerston (5 Lancaster Finishing School) and RAF East Kirkby (630 Squadron). Aircraft in which flown: Dominie, Proctor, Anson, Wellington, Stirling, Lancaster.
He flew a total of 16 operations (14 night, 2 day), the final operation is recorded as “SHOT DOWN - FAILED TO RETURN”, but he survived and became a prisoner of war. Targets in Belgium, France and Germany were: Aunay, Beauvoir, Caen, Calmont, Chalindrey, Courtrai, Creil, Etampes, Forêt de Cerisy, La Pernelle, Maizy, Nevers, Saumur, Stuttgart, Stuttgart, Thiverney and Wesseling. His pilot on operations was Flight Lieutenant Adams.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
David Leitch
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWoolfAS157533v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Atlantic Ocean--North Sea
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Wiltshire
Scotland--Dumfries and Galloway
Belgium--Kortrijk
France--Aisne
France--Caen
France--Calmont
France--Chalindrey
France--Creil
France--Étampes (Essonne)
France--La Pernelle
France--Nevers
France--Saumur
Germany--Stuttgart
Germany--Wesseling
France--Manche
France--Calvados
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1944-06-01
1944-06-02
1944-06-05
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-07-04
1944-07-05
1944-07-12
1944-07-13
1944-07-15
1944-07-16
1944-07-18
1944-07-19
1944-07-20
1944-07-21
1944-07-24
1944-07-25
16 OTU
1654 HCU
630 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Dominie
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
prisoner of war
Proctor
RAF Barford St John
RAF Dumfries
RAF East Kirkby
RAF Syerston
RAF Upper Heyford
RAF Wigsley
RAF Yatesbury
shot down
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1596/25340/LSaundersEJ924532v1.2.pdf
c78158eb8860fddc9d2b39689fa6731e
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
Saunders, Ernest John
E J Saunders
Sam Saunders
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
2020-02-13
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
Saunders, EJ
Description
An account of the resource
Nine items. The collection concerns Ernest John Saunders (924532 Royal Air Force) and consists of his log book, photographs and correspondence as well as two photograph albums of his service and family life. He flew operations as a navigator in North Africa in 1942 with 40 Squadron and with Bomber Command in 1943 - 1944 with 692 and 128 Squadron on Mosquito.
The collection has been donated to the IBCC Digital Archive by Penelope Thicket and catalogued by Barry Hunter.
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
Sam Saunders's flying log book
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
Description
An account of the resource
Detailing his flying training and operations flown as navigator 16 January 1941 to 9 January 1946. He was stationed at RCAF Winnipeg (6 AOS), RCAF MacDonald (3 B&GS), RCAF Rivers (1 ANS), RAF Harwell (15 OTU), RAF Shallufa (38 and 40 Squadrons), RAF Upper Heyford (16 OTU), RAF Hendon (24 and 512 Squadrons), RAF Doncaster (271 Squadron), RAF Marham (1655 MTU), RAF Oakington (627 Squadron), RAF Graveley (692 Squadron), RAF Wyton (128 Squadron), RAF Crosby-on-Eden (109 TCU), RAF Almaza (216 Squadron).
Aircraft flown in were Anson, Battle, Wellington, Hudson, Tiger Moth, Dakota, Sparrow, Oxford, Proctor and Mosquito.
He flew 3 night operations with 38 Squadron, 42 with 40 Squadron, 8 with 627 Squadron, 45 with 692 squadron and 9 with 128 Squadron, a total of 107. His pilots on operations were Warrant Officer Brodie, Sergeant Le Brog, Squadron Leader Booth, Wing Commander Lockhart, Flight Lieutenant Grainger, Squadron Leader Saunderson, Wing Commander Birkin, Wing Commander Watts, Flying Officer Page, Pilot Officer Burnett, Flying Officer Richardson, Flying Officer Goodwin, Wing Commander Burrough, Flying Officer Boyer and Flight Lieutenant Gallanders.
Targets included Benghazi, mining, Tobruk, El Daba, Alamein, Ras el Manatis, Fuka, Cagliari, Tunis, Bizerte, Duisburg, Cologne, Hamburg, Magdeburg, Berlin, Frankfurt, Schweinfurt, Augsburg, Hannover, Dusseldorf, Koln, Osnabruk, Stuttgart, Friedrichshaven, Leverkusen, Cologne, Gelsenkirchen, Bremen, Homberg, Weisbaden, Saarbruchen, Wanne-Eichel, Castrop, Kiel, Kassel, Brunswick and Cochem.
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Cara Walmsley
Spatial Coverage
Spatial characteristics of the resource.
Canada
Egypt
Great Britain
Italy
Libya
North Africa
Egypt--Alamayn
Egypt--Cairo
Egypt--Suez
Egypt--Tall al-Ḍabʻah
England--Cambridgeshire
England--Cumbria
England--Doncaster
England--London
England--Norfolk
Germany--Berlin
Germany--Braunschweig
Germany--Bremen
Germany--Castrop-Rauxel
Germany--Cochem
Germany--Cologne
Germany--Cologne
Germany--Duisburg
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Friedrichshafen
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hannover
Germany--Homberg (Kassel)
Germany--Kassel
Germany--Kiel
Germany--Leverkusen
Germany--Leverkusen
Germany--Osnabrück
Germany--Saarbrücken
Germany--Schweinfurt
Germany--Stuttgart
Germany--Wanne-Eickel
Germany--Wiesbaden
Italy--Cagliari
Libya--Tobruk
Manitoba--Winnipeg
Tunisia--Bizerte
Tunisia--Tunis
Germany--Augsburg
Germany--Magdeburg
England--Oxfordshire
Libya--Banghāzī
Tunisia
Germany
Germany--Ruhr (Region)
England--Yorkshire
Egypt--Fukah
Manitoba
Manitoba--Rivers
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1946
1942-05-24
1942-05-25
1942-05-26
1942-05-27
1942-05-30
1942-06-05
1942-06-06
1942-06-08
1942-07-11
1942-07-12
1942-07-15
1942-07-16
1942-07-18
1942-07-19
1942-07-20
1942-07-21
1942-07-23
1942-07-24
1942-07-25
1942-07-26
1942-07-27
1942-07-29
1942-07-30
1942-08-01
1942-08-02
1942-08-04
1942-08-05
1942-08-18
1942-08-19
1942-08-22
1942-08-23
1942-08-26
1942-08-27
1942-08-28
1942-08-29
1942-08-31
1942-09-01
1942-09-06
1942-09-07
1942-09-13
1942-09-14
1942-09-18
1942-09-19
1942-09-20
1942-09-21
1942-09-24
1942-09-25
1942-10-09
1942-10-10
1942-10-12
1942-10-13
1942-10-18
1942-10-19
1942-10-20
1942-10-21
1942-10-23
1942-10-24
1942-10-25
1942-10-26
1942-10-27
1942-10-29
1942-10-30
1942-11-02
1942-11-03
1942-11-04
1942-11-05
1942-11-06
1942-11-07
1942-11-08
1942-11-09
1942-11-10
1942-11-11
1942-11-14
1942-11-15
1942-11-18
1942-11-19
1942-11-20
1942-11-21
1942-11-24
1942-11-25
1942-11-27
1942-11-28
1943-12-28
1944-01-02
1944-01-06
1944-01-14
1944-01-21
1944-01-22
1944-01-29
1944-02-01
1944-02-07
1944-02-19
1944-02-24
1944-02-25
1944-02-26
1944-03-06
1944-03-11
1944-03-13
1944-03-14
1944-03-23
1944-04-04
1944-04-12
1944-04-13
1944-04-20
1944-04-21
1944-04-24
1944-04-25
1944-04-27
1944-04-28
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-26
1944-05-27
1944-06-12
1944-06-13
1944-06-15
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-23
1944-06-24
1944-06-25
1944-06-26
1944-06-28
1944-06-29
1944-07-04
1944-07-08
1944-07-10
1944-07-11
1944-07-14
1944-07-15
1944-07-16
1944-07-17
1944-07-18
1944-07-19
1944-07-20
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-08-15
1944-08-25
1944-08-26
1944-08-27
1944-08-30
1944-08-31
1944-09-01
1944-09-02
1944-09-13
1944-09-14
1944-09-27
1944-10-01
1944-10-02
1944-10-19
1944-11-27
1944-12-05
1944-12-06
1944-12-11
1945-01-01
1945-01-18
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LSaundersEJ924532v1
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
128 Squadron
15 OTU
16 OTU
216 Squadron
38 Squadron
40 Squadron
627 Squadron
692 Squadron
Air Observers School
aircrew
Anson
Battle
bombing
Bombing and Gunnery School
C-47
Hudson
mine laying
Mosquito
navigator
Operational Training Unit
Oxford
Proctor
RAF Graveley
RAF Harwell
RAF Hendon
RAF Marham
RAF Oakington
RAF Shallufa
RAF Upper Heyford
RAF Wyton
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24703/MDunmoreG635201-160526-03.1.pdf
66e9cdc7b6b0f6706fc2113aa115abfb
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
Dunmore, George
G Dunmore
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Dunmore, G
Description
An account of the resource
17 Items concerning Flight Lieutenant George Dunmore DFM (5601) who flew 45 operations as a flight engineer on Lancaster with 83 Squadron at RAF Scampton and then as part of the Pathfinder Force at RAF Wyton. Commissioned in 1944 he continued to serve in the general duties branch as flight engineer and then equipment branch until 1967. The collection contains his logbook, an account of a maximum effort operation, official documents and letters, a history of an individual aircraft, pathfinder certificate, recommendation for DFM, career notes as well as photographs and memorabilia. A sub-collection of 58 photographs of aircraft under repair or being manufactured in factories.
The collection has been loaned to the IBCC Digital Archive for digitisation by Louise Dunmore and catalogued by Nigel Huckins
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
OPERATIONAL HISTORY OF [underlined] AVRO LANCASTER IB R5868 MERLIN XX [/underlined]
29 Jun 42 Joined No 83 Squadron RAF Scampton – a/c letter “Q”
[underlined] OPERATIONAL FLYING WITH 83 SQUADRON [/underlined]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 8/9 Jul 42 S/L R.L.Hilton DFC Wilhelmshaven 1,260 x 4 IB 4 13 [space] 11 Jul 42 S/L R.L.Hilton DFC Danzig 5 x 1,000 10 5 Daylight. 14/15 Jul 42 P/O J.E.Partridge Bordeaux Mining 1 x 22 1 x 14 1 x 13 set 6 1 x 22 7 40 [space] 18 Jul 42 S/L R.L.Hilton DFC Essen – Krupps Works 6 x 1,000 4 0 Daylight. 19/20 Jul 42 F/Sgt Calvert D. Vegesack 6 x 1,000 6 0 [space] 21/22 Jul 42 S/L R.L.Hilton DFC* Duisburg 112 x 30 IB 3 41 [space] 25/26 Jul 42 S/L R.L.Hilton DFC* Duisburg 1 x 4,000 6 x 500 2 x 250 3 32 [space] 26/27 Jul 42 P/O J.E Partridge DFC* Hamburg 1,260 x 4 IB 5 8 Holed in port wing on way out by flak ships. 5/6 Aug 42 W/C D.Crighton-Biggie Mining in Gironde River 22 – 13 set 2 13 set 6 44 – 13 set 1 7 14 Slight flak damage. 6/7 Aug 42 P/O J.Marchant Duisburg 1 x 4,000 900 x 4 IB 4 3 [space]
-1-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 9/10 Aug 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 900 x 4 IB 3 57 Alternative target. 10/11 Aug 42 P/O J.Hodgson Mainz 1 x 4,000 8 x 30 IB 5 38 [space] 18/19 Aug 42 S/L R.L.Hilton DFC* Flenxburg 14 x 4 Flares 5 5 PFF. No attack. 24/25 Aug 42 S/L R.L.Hilton DFC* Frankfurt 112 x 30 IB 5 45 [space] 8/9 Sep 42 F/Sgt Jackson L.T. Frankfurt 6 x 4 Flares 8 x 250 IB 5 24 No attack. Flares dropped but cloud and haze plus intercom failure prevented bombing. 13/14 Sep 42 S/L R.L.Hilton DFC* Bremen 1 x 4,000 6 x 4 Flares 4 24 [space] 14/15 Sep 42 S/L R.L.Hilton DFC* Wilhelmshaven 6 x 4 Flares 8 x 250 IB 4 6 W/Op wounded by frire from another 4-engined twin fin a/c overtaken on return flight over the sea! 2/3 Oct 42 S/L R.L.Hilton DFC* Krefeld 4 x 7 Flares 10 x 250 inc 3 40 [space] 5/6 Oct 42 F/Lt J.E.Partridge DFC* Aachen 8 x 4 Flares 2 x 7 Flares 1 x 4,000 HC 5 45 No attack. Weather u/s. 2 x 4 flares dropped, remainder brought back. 6/7 Oct 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 HC 9 x 4 Flares 1 x 4 Flares 4 25 [space] 13/14 Oct 42 S/L R.L.Hilton DFC* Genoa 10 x 4 Flares 6 Flares internally 1 x 4,000 HC 9 20 Landed at Mildenhall (weather).
-2-
Page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 7/8 Nov 42 S/L J.K.M.Cooke DFC Genoa 10 x 4 Flares 6 Flares loose 1 x 4,000 HC 7 10 [space] 9/10 Nov 42 S/L R.L.Hilton DFC* Hamburg 9 x 4 Flares 1 x 3 whole and ! green with stars 1 x 4,000 HC 5 0 [space] 13/14 Nov 42 S/L R.L.Hilton DFC* Genoa 9 x 4 White 3 x 1,000 RDX 7 55 [space] 15/16 Nov 42 P/O R.N.H.Williams DFM Genoa 9 x 4 Flares 3 x 1,000 GP 7 20 [space] 29/30 Nov 42 Sgt Partridge H.A. Turin 1 x 4,000 gel 4 x 500 GP 7 25 [space] 2/3 Dec 42 P/O J.Marchant Frankfurt 10 x 250 inc 1 x 4,000 gel 5 55 [space] 21/22 Dec 42 F/Lt J.Hodgson DFC Munich 1 x 4,000 gel 7 07 [space] 15/16 Jan 43 S/L R.L.Hilton DFC* Berlin 1 x 4 Green 1 x 4 White 6 T.I. Red 6 T.I. inc 1 Red Flare int 7 20 No attack claimed. Flares brought back except 1 x 4 White. 11/12 Feb 43 F/Sgt Partridge H.A. Wilhelmshaven 6 x 4 White Flares 3 T.I. Green 1 x 4,000 HC 3 x 500 GP 5 23 Flares and T.I.s brought back as instructed. 13/14 Feb 43 F/Sgt Partridge H.A. Lorient 6 x 4 White Flares 4 T.I. Green 1 x 4,000 gel 4 40 [space] 14/15 Feb 43 S/L J.K.M.Cooke DFC Milan 9 x 4 White Flares 1 x 4 Red Flares 2 T.I. Red 1 Green Flare 1 x 4,000 HC 7 35 9 x 4 Flares brought back.
-3-
[page break
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 16/17 Feb 43 S/L S.Robinson DFM Lorient 8 x 4 White 4 T.I. Red 1 x 4,000 HC 4 22 Bomb sight u/s. 18/19 Feb 43 F/O F.J.Garvey Wilhelmshaven 1 x 4,000 gel 12 x 8 x 30 inc 4 22 Rear turret u/s for 3/4 of trip. 19/20 Feb 43 W/C R.L.Hilton DFC* Wilhelmshaven 4 T.I. Red 6 x 500 GP 4 07 [space] 25/26 Feb 43 F/O F.J.Garvey Nurnberg 1 x 4,000 gel 10 x 8 x 30 inc 6 24 [space] 26/27 Feb 43 F/O F.J.Garvey Cologne 1 x 4,000 HC 12 x 8 x 30 inc 3 24 Dropped but bombing circuit u/s – bomb doors damaged by bombs falling on them. 28/1 Mar 43 P/O U.S.Moore DFM St Nazaire 8 x 4 White 4 T.I. Green 1 x 4,000 HC 4 34 [space] ½ Mar 43 P/O U.S.Moore DFM Berlin 4 T.I. Green 1 T.I. Yellow 1 x 4,000 HC 6 15 Minor flak damage. 8/9 Mar 43 F/O F.J.Garvey Nuremburg 2 x T.I. Yellow 2 x T.I. Green 1 x 4,000 HC 8 x 8 x 30 inc 6 47 [space] 11/12 Mar 43 F/O F.J.Garvey Stuttgart 4 x T.I. Green 6 x 4 Flares 2 x 90 x 4 inc 1 x 4,000 HC 5 37 Mid-upper and Gee both u/s 12/13 Mar 43 F/O F.J.Garvey Essen 4 x T.I. Green 1 x T.I. White 1 x 4,000 HC 2 x 250 GP LD 1 x 250 GP LD 4 08 [space] 27/28 Mar 43 F/O F.J.Garvey Berlin 6 x T.I. Green 6 x T.I. Yellow 1 x 4,000 HC 2 x 250 GP (LD) 6 56 [space]
-4-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 29/30 Mar 43 F/O F.J.Garvey Berlin 2 x T.I. Yellow 1 x Green with Red 3 x 4 White 4 x T.I. Red 1 x 4,000 HC 7 08 Flak damage. 2/3 Apr 43 F/Sgt McNichol G.A. St Nazaire 4 x T.I. Red 6 x 1,000 GP 4 x 500 GP 4 36 [space] 23/24 May 43 F/O F.J.Garvey Dortmund 4 x T.I. Green 1 x T.I. Green (LB) 4 x 1,000 GP (NF) 1 x 4,000 HE 2 x 1,000 GP (LD) 4 33 [space] 25/26 May 43 F/O F.J.Garvey Dusseldorf 1 x T.I. Yellow (LB) 1 x T.I. Green (LB) 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP 1 x 1,000 GP (LD) 4 08 [space] 27/28 May 43 F/Sgt King R. Essen 1 x 4,000 HC 4 x 1,000 GP 6 x 500 MC 4 34 [space] 29/30 May 43 F/O M.R. Chick Wuppertal 1 x 4,000 HC 1,008 x 4 inc 72 x 4 ‘x’ inc 4 48 [space] 11/12 Jun 43 F/O M.R.Chick Munster 1 x 4,000 12 SPC x 8 x 30 4 52 [space] 12/13 Jun 43 F/O M.R.Chick Bochum 1 x 4,000 HC 1 x 1,000 GP 1 x 1000 GP (LD) 12 x 90 x 4 inc 4 36 [space] 16/17 Jun 43 F/Sgt Cummings M.K. Cologne 1 x 4,000 HC 12 x 90 x 4 inc 4 07 [space]
-5-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Jun 43 P/O H.Mappin Moutchanin 5 x 1,000 MC 8 x 500 MC 3 45 [space] 21/22 Jun 43 F/O M.R.Chick Krefeld 1 x 4,000 HC 12 x 90 x 4 inc 4 18 [space] 22/23 Jun 43 F/Lt F.J.Garvey Mulheim 8 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP 4 07 Flak damage. 24/25 Jun 43 F/Lt F.J.Garvey Elberfeld 1 x T.I. Green LB 4 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP (2LD) 4 24 [space] 28/29 Jun 43 F/Lt F.J.Garvey Cologne 3 x T.I. Green 1 x T.I. Green LB 1 x 4,000 HC 6 x 1,000 MC 4 19 [space] 3 Jul 43 F/Lt F.J.Garvey Cologne 1 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 6 x 1,000 MC Backer Up 4 48 Windscreen holed. 12/13 Jul 43 F/O W.R.Thompson Turin 8 x 500 GP LD 6 x 8 x 30 inc 9 30 [space] 24/25 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 4 x 1,000 MC 1 x 12 x 20(F) 6 11 [space] 25/26 Jul 43 F/Lt F.J.Garvey Essen 1 x 4,000 HC 3 x 1,000 MC 2 x T.I. Green (LB) 3 x T.I. Green 4 39 Passenger: General Anderson USAF
-6-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 27/29 Jul 43 F/Lt F.J.Garvey Hamburg 2 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP LD 5 34 [space] 29/30 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 10 x 500 MC 5 42 [space] 12/13 Aug 43 F/Lt F.J.Garvey Milan 2 x T.I. Green LB 2 x T.I. Green 1 x 4,000 7 47 [space] 14/15 Aug 43 F/Lt F.J.Garvey Milan 4 x T.I. Yellow 1 x 4,000 3 x 500 8 07 [space]
[underlined] OPERATION FLYING WITH 467 SQUADRON (BOTTESFORD) – a/c letter “S”
*27/28 Sep 43 P/O A.M.Finch Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 23 Recommended a/c after [underlined] 78 [/underlined] trips unreliable for ops. *29 Sep 43 P/O N.M.McClelland Bochum 1 x 4,000 HC 104 x 30 1,260 x 4 inc 4 50 [space] *2/3 Oct 43 F/Lt H.B.Locke Munich 1 x 4,000 HC 84 x 30 600 x 4 inc 8 17 [space] *3/4 Oct 43 F/O J.A.Colpus Kassel 1 x 4,000 HC 24 x 30 1,440 x 4 inc 6 11 [space] *4/5 Oct 43 P/O B.R.Jones Frankfurt 1 x 4,000 HC 1,440 x 4 inc 6 51 [space] *7/8 Oct 43 F/O J.A.Colpus Stuttgart 1 x 4,000 HC 72 x 30 990 x 4 inc 6 50 Landed at Tangmere
-7-
[page break]
*18/19 Oct 43 P/O N.M.McClelland Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 15 This aircraft ‘S’ is only fit for a conversion unit *3/4 Nov 43 P/O N.M.McClelland Dusseldorf 1 x 4,000 HC 108 x 30 1,560 x 4 inc 4 21 [space] *10/11 Nov 43 P/O A.Fisher Modane 1 x 4,000 HC 44 x 30 840 x 4 inc 7 35 [space]
11 Nov 43 Moved with Squadron to Waddington.
*18/19 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 52 x 30 1,170 x 4 inc 8 21 Shot-up over Bonn. *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 48 x 30 900 x 4 inc 6 31 [space] *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 64 x 30 1,230 x 4 inc 6 31 [space] 26/27 Nov 43 F/O J.A.Colpus Berlin 1 x 4,000 HC 56 x 30 1,050 x 4 inc 7 46 Had collision with another Lancaster just after bombing the target. Went into severe dive to port, but by use of rudder aileron and engines, aircraft maintained height and landed at Tholthorpe. 15/16 Feb 44 P/O J.W.M.McManus Berlin 1 x 4,000 HC 6 x 30 900 x 4 ‘X’ 6 48 [space]
* Sorties credited to other aircraft in the official records for which there is sufficient evidence to indicate that they were flown in R5868.
-8-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Feb 44 P/O J.W.M.McManus Leipzig 1 x 4,000 HC 36 x 30 1,050 x 4 150 x 4 ‘x’ 7.24 [space] 20/21 Feb 44 P/O J.W.M.McManus Stuttgart 1 47 DNCO (Did Not Complete Operation) Port Outer shaky on take-off, cut at 13,000 ft. Bomb load jettisoned. 24/25 Feb 44 P/O J.W.M.McManus Schweinfurt 1 x 4,000 HC 104 x 30 900 x 4 inc 7 32 [space] 25/26 Feb 44 P/O J.W.M.McManus Augsburg 1 x 4,000 HC 92 x 30 650 x 4 100 x 4 ‘x’ IB 7 45 [space] ½ Mar 44 P/O J.W.M.McManus Stuttgart 1 x 4,000 HC 72 x 30 800 x 4 100 x 4 ‘x’ IB 8 08 [space] 18/19 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 88 x 30 1,200 x 4 inc 150 x 4 ‘x’ 5 58 [space] 22/23 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 60 x 30 1,500 x 4 inc 5 12 Tail wheel tyre collapsed on landing (possibly flak damage). 24/25 Mar 44 P/O J.W.M.McManus Berlin 3 19 No attack. Port outer failure. Port inner oil leaks. Bombs jettisoned. 25/26 Mar 44 P/O R.E.Llewelyn Aulnoye 13 x 1,000 MC 5 15 Bombed with port outer engine failure – returned at 5,000 ft resulting in just making Tangmere. 11/12 Apr 44 P/O A.B.L.Tottenham Aachen 16 x 5000 MC 30 x 4 inc 4 11 [space]
-9-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Apr 44 P/O A.B.L.Tottenham Juvisy 14 x 1,000 M fused 6 hr delay 4 15 [space] 20/21 Apr 44 P/O A.B.L.Tottenham La Chappelle 18 x 500 MC 4 17 [space] 22/23 Apr 44 P/O A.B.L.Tottenham Brunswick 1 x 2,000 HC 12 x 500 ‘J’ clusters 5 27 [space] 24/25 Apr 44 P/O A.B.L.Tottenham Munich 6 x 500 ‘J’ inc 144 x 30 inc 9 39 Landed at Market Harborough. 26/27 Apr 44 P/O A.B.L.Tottenham Schweinfurt 1,800 x 4 inc 150 x 4 ‘x’ IB 8 58 [space]28/29 Apr 44 P/O A.B.L.Tottenham St Medard-en-Jalles 6 x 1,000 (USA) GP 5 x 500 MC 7 29 [space] 3/4 May 44 P/O T.N.Scholefield Mailly 1 x 4,000 HC 16 x 500 MC 5 33 [space] 6/7 May 44 P/O T.N.Scholefield Sables-sur-Sarthe/Louailles 13 x 1,000 GP (USA) 4 46 [space] 10/11 May 44 P/O T.N.Scholefield Lille 1 x 4,000 HC 16 x 500 MC 3 28 [space] 11/12 May 44 P/O T.N.Scholefield Bourg Leopold 3 36 Ordered NOT to bomb. Fighter attack for 9 1/2 mins by 2 Ju 88s. Successfully forestalled 9 or 10 attacks carrying full bomb load. 5/6 Jun 44 F/O I.Fotheringham St Pierre du Mont 11 x 1,000 GP (USA0 4 x 500 GP 4 12 [space]
-10-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 6/7 Jun 44 F/O I.Fotheringham Argentan 2 x 1,000 MC 2 x 1,000 SAP (USA) 10 x 500 GP 3 59 8/9 Jun 44 F/O I.Fotheringham Rennes 12 x 500 GP 2 x 500 LD 2 x 1,000 SAP (USA) 6 11 Landed Metheringham. 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 1 x 1,000 MC 6 35 [space] 14/15 Jun 44 F/O I.Fotheringham Aunay sur Odon 11 x 1,000 MC 4 x 500 MC 4 35 Army Support. 24/25 Jun 44 F/O G.C.Skelton Prouville 14 x 500 MC 2 x 1,000 MC 3 22 ‘P’ Plane Installations. 27/28 Jun 44 F/O I.Fotheringham Vitry 9 x 1,000 GP (USA) 2 x 500 GP (USA) 2 x 500 GP LD 72 hrs 7 31 [space] 29 Jun 44 F/Sgt Johnson M.G. Beauvoir 11 x 1,000 4 x 500 3 25 Buzz-Bomb site. Daylight attack.4/5 Jul 44 F/O W.R.Williams St Leu d’Esserent 11 x 1,000 4 x 500 4 23 Buzz-Bomb site. 7/8 Jul 44 P/O M.G.Johnson St Leu d’Esserent 11 x 1,000 4 x 500 4 49 Buzz-Bomb site. 14/14 Jul 44 P/O M.G.Johnson Villeneuve St Georges 16 x 500 GP 2 x 500 GP 6 hr LD 6 44 [space] 18 Jul 44 F/Sgt Cowan I.R. Caen 11 x 1,000 SAP (USA) 4 x 500 MC 3 30 Daylight.
-11-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Jul 44 F/O M.G.Johnson Revigny 10 x 1,000 MC 12 hrs LD 3 x 500 12 hrs 5 07 [space] 8 Dec 44 W/C J.K.Douglas Urft Dam 14 x 1,000 4 25 Daylight attack. Landed at Ford. 17/18 Dec 44 S/L E.L.Langlais Munich 1 x 4,000 9 09 [space] 18/19 Dec 44 F/O P.K.Shanahan Gydnia 9 x 1,000 9 19 [space] 21/22 Dec 44 F/O G.A.Stewart Politz 1 x 4,000 HC 5 x 1,000 MC 10 51 Landed at Leuchars. 27 Dec 44 F/Lt M.G.Johnson Rheydt 13 x 1,000 MC 4 53 Daylight. ½ Jan 45 F/O W.K.Boxsell Gravenhorst-Mittelland Canal 13 x 1,000 MC 6 38 Landed at Lossiemouth. 13/14 Jan 45 S/L E.L.Langlais Politz 1 x 4,000 HC 9 x 500 MC 2 x 500 MC LD 10 10 [space] 14/15 Jan 45 F/O J.J.J.Cross Merseberg 1 x 4,000 HC 9 x 500 GP 9 11 Landed at East Moor. 16/17 jan 45 F/Lt F.Lawrence Brux 1 x 4,000 HC 10 x 500 MC 2 x 500 MC LD 9 43 Hit by light flak. Bomb Aimer slightly injured. 1/2 Feb 45 F/Lt F.Lawrence Siegen 1 x 4,000 HC 16 x 500 MC 6 11 [space] 2/3 Feb 45 S/L E.L.Langlais Karslruhr 1 x 4,000 HC 12 SBCs (150 x 4 inc) 7 04 [space] 16/17 Mar 45 F/Lt P.K.Shanahan Wurzburg 1 x 4,000 HC 11 SBC (150 x 4 inc) 6 40 [space]
-12-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 20/21 Mar 45 F/O L.W.Baker Bohlen 1 x 4,000 HC 14 x 500 MC 8 19 [space] 22 Mar 45 W/C I.H.A.Hay Bremen 14 x 1,000 MC 5 19 Daylight attack. 23/24 mar 45 F/O L.W.Baker wesel 13 x 1,000 MC 5 32 [space] 27 Mar 45 F/O L.W.Baker Farge 11 x 1,000 4 35 Daylight attack. 7 small flak holes in wings. 4 Apr 45 W/C I.H.A.Hay Nordhausen 1 x 4,000 HC 16 x 500 MC 7 09 Daylight attack. 6 Apr 45 S/L W.M.Kynock Ijmuiden 14 x 1,000 MC 3 18 Daylight. No attack made. Army already there. Turned back by the Master Bomber. 9 Apr 45 W/C I.H.A.Hay Hamburg 13 x 1,000 MC 4 18 Daylight. 16/17 Apr 45 F/O R.A.Swift Pilsen 1 x 4,000 HC 13 x 500 MC 8 23 Landed at Boscombe Down. 18/19 Apr 45 F/O L.W.Baker Komotau (Czechoslovakia) 18 x 500 MC 8 08 Landed at Lyneham. 23 Apr 45 F/O L.W.Baker Flensberg 8 x 1,000 MC 6 x 500 MC 5 24 No attack made Weather u/s.
Grand Total of Operational Flying = [underlined] 795 25 [/underlined]
Bombs Dropped Operationally = [underlined] 466 tons approx. [/underlined]
[underlined] POST-WAR HISTORY [/underlined]
[list] 23 Aug 45 to 15 MU – exhibition aircraft. 16 Mar 56 Struck off charge as an exhibition aircraft and transferred to 13 MU Wroughton to the Historical Aircraft Collection (Museum). 1959 To Scampton – for display. 24 Nov 70 to 71 MU for refurbishing. 12 Mar 72 To RAF Museum, Hendon.
-13-
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
Operational history of Lancaster 1B R5868
Description
An account of the resource
List of 135 operations flown by Lancaster R5868 from 8/9 June 1942 until 23 April 1945. List includes pilot, target, bomb load. hours flown and comments. Was with 83 Squadron at RAF Scampton and Wyton then 467 Squadron at RAF Bottesford and then RAF Waddington until the end of the war.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-06-29
Format
The file format, physical medium, or dimensions of the resource
Thirteen page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
MDunmoreG635201-160526-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
England--Lincolnshire
England--Cambridgeshire
England
Germany
Germany--Wilhelmshaven
Poland
Poland--Gdańsk
France
Germany--Essen
Germany--Duisburg
Germany--Hamburg
Germany--Vegesack
Germany--Mainz (Rhineland-Palatinate)
Germany--Flensburg
Germany--Frankfurt am Main
Germany--Bremen
Germany--Krefeld
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Aachen
Italy
Italy--Genoa
Italy--Turin
Germany--Munich
Germany--Berlin
France--Lorient
Italy--Milan
Germany--Nuremberg
Germany--Cologne
France--Saint-Nazaire
Germany--Dortmund
Germany--Wuppertal
Germany--Bochum
France--Montchanin
Germany--Kassel
France--Modane
Germany--Leipzig
Germany--Schweinfurt
Germany--Augsburg
France--Maubeuge Region
Germany--Braunschweig
France--Bourg-en-Bresse
France--Saint-Médard-en-Jalles
France--Mailly-le-Camp
France--Sablé-sur-Sarthe
France--Lille
Belgium
Belgium--Leopoldsburg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Rennes
France--Poitiers
France--Villers-Bocage (Calvados)
France--Abbeville Region
France--Vitry-en-Artois
France--Beauvoir-sur-Mer
France--Creil
France--Caen
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Germany--Rheydt
Germany--Mittelland Canal
Germany--Merseburg
Germany--Siegen
Germany--Karlsruhe
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands
Netherlands--IJmuiden
Czech Republic
Czech Republic--Pilsen Basin
Czech Republic--Chomutov
Germany--Düsseldorf
Great Britain
Germany--Münster in Westfalen
Germany--Hannover
Germany--Osnabrück
Germany--Stuttgart
France--Bordeaux (Nouvelle-Aquitaine)
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1944-04-18
1944-04-19
1944-05-03
1944-05-04
1944-07-04
1944-07-05
1944-06
1944-07
1944-08
1942-07
1942-08
1942-09
1942-10
1942-11
1942-12
1944-02
1944-03
1944-04
1944-05
1944-12
1945-01
1945-02
1945-03
1945-04
1944-06-05
1944-06-06
1944-06-14
1944-06-15
1944-06-24
1944-06-25
1944-07-18
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Robin Christian
467 Squadron
83 Squadron
bombing of Hamburg (24-31 July 1943)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Lancaster
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Bottesford
RAF Scampton
RAF Waddington
RAF Wyton
tactical support for Normandy troops
target indicator
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/305/24579/LMillerRB423155v1.2.pdf
9f14a06741bef06dd5b293dcaa776f9c
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
Miller, Robert
Robert Bruce Miller
Robert B Miller
Robert Miller
R B Miller
R Miller
Description
An account of the resource
Three items. An oral history interview with Robert Bruce Miller (1924 - 2021, 423155 Royal Australian Air Force) a photograph and his log book. He flew operations as a navigator with 51 Squadron.
The collection has been donated to the IBCC Digital Archive by Robert Miller and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-30
2017-01-29
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
Miller, RB
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
Robert Miller’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for R B Miller, navigator, covering the period from 15 November 1942 to 10 April 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RCAF Winnipeg, RAF Clyffe Pypard, RAF West Freugh, RAF Abingdon, RAF Marston Moor, RAF Snaith, RAF Langar and RAF Woolfox Lodge. Aircraft flown in were Anson, Tiger Moth, Whitley, Halifax and Lancaster. He flew a total of 41 operations with 51 Squadron, 21 daylight and 20 night. His pilot on operations was Warrant Office Faulkner. Targets were Morsalines, Lens, Hasselt, Orleans, Aachen, Bourg Leopold, Trappes, Paris, Amiens, Douai, Foulliard, Martin St L’Hortier, Siracourt, Oisement, Mimoyecques, Wizernes, Villers Bocage, Croix D’Alle, Les Catalliers, Nucourt, Evrieville, Bottrop, Kiel, Foret de Nieppe, Tracey Bocage, Bois de Cassan, Nieppe, Hazebrouck, May-sur-Orne, Foret de Mormal, Brest, Hamburg, Lumbres, Venlo, Nordstern, Wilhelmshaven, Boulogne and Neuss.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LMillerRB423155v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
France
Great Britain
Germany
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Belgium--Hasselt
Belgium--Leopoldsburg
England--Nottinghamshire
England--Oxfordshire
England--Rutland
England--Wiltshire
England--Yorkshire
France--Amiens
France--Boulogne-sur-Mer
France--Brest
France--Caen
France--Cherbourg
France--Douai
France--Hazebrouck
France--Lens
France--L'Isle-Adam
France--Lumbres
France--May-sur-Orne
France--Neufchâtel-en-Bray
France--Nieppe
France--Nieppe Forest
France--Nucourt
France--Oisemont (Canton)
France--Orléans
France--Pas-de-Calais
France--Paris
France--Rennes Region
France--Saint-Omer (Pas-de-Calais)
France--Villers-Bocage (Calvados)
France--Vire Region (Calvados)
Germany--Aachen
Germany--Bottrop
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Kiel
Germany--Neuss
Germany--Wilhelmshaven
Manitoba--Winnipeg
Netherlands--Venlo
Scotland--Wigtownshire
Germany--Ruhr (Region)
France--Morsalines
Manitoba
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1944-05-10
1944-05-12
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-28
1944-05-31
1944-06-01
1944-06-11
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-18
1944-06-22
1944-06-23
1944-06-24
1944-06-27
1944-06-28
1944-06-30
1944-07-01
1944-07-04
1944-07-06
1944-07-07
1944-07-09
1944-07-15
1944-07-16
1944-07-18
1944-07-20
1944-07-21
1944-07-23
1944-07-24
1944-07-28
1944-07-30
1944-08-03
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-09
1944-08-25
1944-08-26
1944-08-27
1944-08-31
1944-09-03
1944-09-11
1944-09-14
1944-09-15
1944-09-23
1944-09-24
10 OTU
1651 HCU
1652 HCU
1669 HCU
51 Squadron
Advanced Flying Unit
Air Observers School
aircrew
Anson
bombing
Flying Training School
Halifax
Heavy Conversion Unit
Lancaster
Master Bomber
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Abingdon
RAF Clyffe Pypard
RAF Langar
RAF Marston Moor
RAF Snaith
RAF West Freugh
RAF Woolfox Lodge
tactical support for Normandy troops
Tiger Moth
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/921/22837/LLawsonHA19210824v1.2.pdf
0b31cd5f1a7f8dc2383468fbb1e58e6e
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
Lawson, Homer
Harold Lawson
H Lawson
Description
An account of the resource
Ten items. An oral history interview with Susanne Pescott about her father, Flight Lieutenant Harold Lawson DFC (b. 1921, 1544881, 177469 Royal Air Force), his log book, photographs and album. He flew operations as a navigator with 10 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Susanne Pescott and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-28
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
Lawson, HA
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
Homer Lawson’s observer’s and air gunner’s flying log book
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.
Description
An account of the resource
Observer’s and air gunner’s flying log book for H A Lawson, navigator, covering the period from 19 January 1943 to 2 November 1945. Detailing his flying training, operations flown, instructor duties and post war duties with 77 squadron. He was stationed at RAF Llandwrog, RAF Penrhos, RAF Forres, RAF Rufforth, RAF Melbourne, RAF Balmageith, RAF Kinloss, RAF Full Sutton, RAF Broadwell, RAF Kargi Road and RAF Mauripur. Aircraft flown in were Anson, Whitley, Halifax, Wellington and Dakota. He flew a total of 38 operations with 10 squadron, 6 daylight and 32 night. His pilot on operations was Flight Sergeant Hewitt. Targets were Berlin, Kiel, Meulan le Meureaux, La Rochelle, Trappes, Le Mans, Tergnier, Ottignes, Dusseldorf, Karlsruhe, Essen, Mantes-Gassicourt, Cherbourg, Berneval, Trouville, Ferme D’Urville, The Hague, Mont Fleurie, St Lo, Lorient, Brest, Douai, Rennes, Noyelle en Chausee, Blaineville, Blainville, St Martin L’Hortier, Croixdalle, Heligoland, Mont Candon, Vaires and Bottrop.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LLawsonHA19210824v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Netherlands
India
Pakistan
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
Belgium--Ottignies
England--Oxfordshire
England--Yorkshire
France--Abbeville Region
France--Bayeux
France--Berneval-le-Grand
France--Brest
France--Cherbourg Region
France--Coutances Region
France--Douai
France--La Rochelle
France--Le Mans
France--Lorient
France--Mantes-la-Jolie
France--Meulan
France--Neufchâtel-en-Bray
France--Normandy
France--Rambouillet
France--Rennes
France--Saint-Lô
France--Tergnier (Canton)
France--Trouville-sur-Mer
France--Vaires-sur-Marne
Germany--Berlin
Germany--Bottrop
Germany--Düsseldorf
Germany--Essen
Germany--Helgoland
Germany--Karlsruhe
Germany--Kiel
India--Kota
Netherlands--Hague
Pakistan--Karachi
Wales--Gwynedd
Scotland--Moray Firth
Great Britain
Germany--Ruhr (Region)
France--Croixdalle
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-12-29
1943-12-30
1944-01-29
1944-02-25
1944-03-02
1944-03-03
1944-03-04
1944-03-06
1944-03-07
1944-03-08
1944-03-11
1944-04-04
1944-04-05
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-05-06
1944-05-08
1944-05-09
1944-05-10
1944-05-11
1944-05-12
1944-06-01
1944-06-02
1944-06-03
1944-06-04
1944-06-06
1944-06-07
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-24
1944-06-27
1944-06-28
1944-06-29
1944-07-01
1944-07-04
1944-07-06
1944-07-12
1944-07-13
1944-07-17
1944-07-18
1944-07-20
10 Squadron
1663 HCU
19 OTU
77 Squadron
Advanced Flying Unit
aircrew
Anson
anti-aircraft fire
bombing
bombing of the Normandy coastal batteries (5/6 June 1944)
C-47
Cook’s tour
Halifax
Halifax Mk 3
Heavy Conversion Unit
Ju 88
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Full Sutton
RAF Kinloss
RAF Llandwrog
Raf Mauripur
RAF Melbourne
RAF Penrhos
RAF Rufforth
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/865/20719/LHazeldenePV553414v1.2.pdf
e8a466fe44888b4d1d47b6caf85dda6c
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
Hazeldene, Peter
Peter Vere Hazeldene
P V Hazeldene
Description
An account of the resource
19 items. An oral history interview with Rachel and John Gill about their father, Peter Hazeldene DFC (b. 1922, 553414 Royal Air Force) and 16 other items including log book, memoirs, medals and photographs. He flew operations as an air gunner with 106 and 57 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rachel and John Gill and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-03-07
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
Hazeldene, PV
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
Peter Hazeldene's Log book
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.
Description
An account of the resource
Peter Hazeldene's air gunner’s flying log book covering the period from 28 August 1940 to 13 May 1945. Detailing his flying training and operations flown as air gunner. He was stationed at RAF West Freugh (4 BGS), RAF Upper Heyford (16 OTU), RAF Finningley (106 Squadron), RAF Coningsby (106 Squadron), USAAF Polebrook (97 BG), RAF Husbands Bosworth (14 OTU), RAF Wigsley (1654 HCU), RAF Syerston (5 LFS), RAF East Kirkby (57 Squadron), RAF Syerston (5 LFS). Aircraft flown in were Battle, Anson, Hampden, Oxford, Lysander, Wellington, Fortress B-17E, Stirling and Lancaster. He flew a total of 34 operations with 106 Squadron, targets were Kiel, Brest (mining), Elbe (mining), North Sea (mining), Lorient, St Nazaire (mining), Koln, Hamburg, Bremen, Brest, Berlin, Mannheim, Dusseldorf, Duisburg, Soeston, Vegesach and Essen. He flew 25 operations with 57 Squadron, targets were Brunswick, Clermont Ferrand, Tours, Mailly, Kiel, Annecy, Antwerp, St Valery, Kattegat (mining), Maisy, Caen, Etampes, Bearoin, Wesseling, Pommereral, Chalindrey, Paris, Nevers and Thurney. <span>His pilots on operations were </span><span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}">Sergeant Galloway</span>, Sergeant Topping, Sergeant Osbourne, Pilot Officer Wareing, <span>Flying Officer </span>Altmann, Pilot Officer Robson, Squadron Leader Grylls and Flight Lieutenant Spencer.
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Format
The file format, physical medium, or dimensions of the resource
Log book, printed with handwritten annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1945
1940-11-27
1940-11-29
1940-12-04
1940-12-10
1940-12-22
1940-12-29
1941-01-03
1941-01-05
1941-01-09
1941-01-12
1941-02-04
1941-02-05
1941-03-03
1941-03-04
1941-03-12
1941-03-18
1941-03-20
1941-03-21
1941-04-04
1941-04-05
1941-04-07
1941-04-08
1941-04-17
1941-04-18
1941-04-20
1941-04-23
1941-04-24
1941-04-27
1941-04-28
1941-04-29
1941-04-30
1941-05-04
1941-05-05
1941-05-15
1941-05-16
1941-05-18
1941-05-19
1941-05-23
1941-05-24
1941-05-26
1941-05-27
1941-06-02
1941-06-03
1941-06-11
1941-06-12
1941-06-13
1941-06-14
1941-06-15
1941-06-16
1941-06-17
1941-06-18
1941-06-21
1941-06-22
1941-06-27
1941-06-28
1941-07-24
1941-08-08
1942-05-30
1942-05-31
1942-06-01
1942-06-02
1944-04-22
1944-04-23
1944-04-29
1944-05-01
1944-05-02
1944-05-03
1944-05-04
1944-05-08
1944-05-09
1944-05-10
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-27
1944-05-28
1944-05-31
1944-06-01
1944-06-05
1944-06-07
1944-06-08
1944-06-09
1944-06-10
1944-06-12
1944-06-13
1944-06-14
1944-06-15
1944-06-16
1944-06-17
1944-06-21
1944-06-22
1944-06-24
1944-06-25
1944-07-12
1944-07-13
1944-07-14
1944-07-15
1944-07-16
1944-07-18
1944-07-19
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--North Sea
Atlantic Ocean--Kattegat (Baltic Sea)
Belgium--Antwerp
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Oxfordshire
England--Yorkshire
France--Annecy
France--Brest
France--Brest
France--Caen
France--Chalindrey
France--Clermont-Ferrand
France--Etaples
France--Lorient
France--Mailly-le-Camp
France--Nevers
France--Paris
France--Tours
Germany--Berlin
Germany--Braunschweig
Germany--Bremen
Germany--Cologne
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Hamburg
Germany--Kiel
Germany--Mannheim
Germany--Wesseling
Scotland--Dumfries and Galloway
Belgium
Germany--Ruhr (Region)
Europe--Elbe River
France--Saint-Nazaire
Identifier
An unambiguous reference to the resource within a given context
LHazeldenePV553414v1
106 Squadron
14 OTU
16 OTU
1654 HCU
57 Squadron
air gunner
aircrew
Anson
B-17
Battle
bombing
Bombing and Gunnery School
bombing of Cologne (30/31 May 1942)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Hampden
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lysander
mine laying
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
RAF Coningsby
RAF East Kirkby
RAF Finningley
RAF Husbands Bosworth
RAF Polebrook
RAF Syerston
RAF Upper Heyford
RAF West Freugh
RAF Wigsley
Stirling
tactical support for Normandy troops
training
Wellington
wireless operator / air gunner