1
25
63
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/125/1243/PBaggJG1614-1.1.jpg
82051887cb17d2db598d54ac1d231d3f
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
Bagg, John
John Bagg
J G Bagg
Description
An account of the resource
12 items. An oral history interview with Leading Aircraftsman John Garrett Bagg (b.1920, 1475631 Royal Air Force) and 11 photographs. John Bagg trained as an instrument mechanic before re-mustering as photographer. He served at RAF Finningley, RAF Bircotes, RAF Whitchurch and RAF Sleap.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bagg 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
2016-09-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
John Bagg playing bowls
Description
An account of the resource
Three men in shirts and ties are playing bowls. One is wearing dark glasses. John Bagg is in the middle. A wall covered in vegetation and a bench with items of clothing on it are in the background.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PBaggJG1614-1
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--Shropshire
England--Grinshill
Temporal Coverage
Temporal characteristics of the resource.
1945-06
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.
Type
The nature or genre of the resource
Photograph
ground personnel
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/367/6112/PCavalierRG17010059.1.jpg
ee8b1ae9447f891e5bb1361dcea7ce47
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
Cavalier, Reginald George. Album one
Description
An account of the resource
57 items. Photograph album showing pictures taken during Reginald George Cavalier's service as a squadron photographer. It includes material from his photographic course training in 1940, and service with 76 Squadron at RAF Middleton St George, and with 88 Squadron and 226 Squadron with 2 Group and 2nd Tactical Air Force at RAF West Raynham. The album also includes target photographs, images of Christmas parties, visits by VIPs including Eisenhower and the King, as well as captured German ordnance and aircraft in France, the Netherlands and Germany.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cavalier, RG
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
226 Squadron B-25s over Germany
Description
An account of the resource
Photographs 1 to 4 are air-to-air views of B-25s, captioned '226 Sqd, Mitchell A/C; in flight over Germany, June 1945.'
Photograph 5 is of a Mosquito, close to the ground, undercarriage down.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Five b/w photographs on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PCavalierRG17010059
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Germany
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Language
A language of the resource
eng
226 Squadron
B-25
Mosquito
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/776/10190/EBrittainJTBrittain[Mo]450603-0001.jpg
d25dcb0a2a87a1341741785e1a9d8cf7
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/776/10190/EBrittainJTBrittain[Mo]450603-0002.jpg
b473ec68989d4b030ff60180dc63ab55
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
Brittain, John Taylor
J T Brittain
Description
An account of the resource
42 items. The collection concerns Sergeant John Taylor Brittain (2227748, Royal Air Force). After training as an air gunner at Morpeth and conversion and training at Silverston, North Luffenham and Feltwell, he was posted to 195 Squadron at RAF Wratting Common in February 1945 and flew on operations as a mid upper gunner on Lancaster. The collection consists of his flying logbook; official documents; letters to colleagues and his mother; photographs of people, events, places and aircraft; as well as an album concerning his boat.
The collection has been loaned to the IBCC Digital Archive for digitisation by Andrew Whitehouse 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
2017-07-25
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. 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
Brittain, JT
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
3/6/45.
Dearest Mum.
Just a note to let you know that I am still OK!!
We are waiting for the second house pictures at the moment in the NAAFI at Newmarket. The weather here at the moment is terrible, rain pouring down but with a few brighter periods in between.
I have just heard of a bloke here who is prepared to pay £150 for the Standard 16!!! I haven't decided to sell
[page break]
definitely yet, but as I would be making 100% profit, I think it would be a good idea!!! - I'll let you know later.
Yesterday we went on that sight-seeing tour I was telling you about. We went to:- Wesel, Hamm, Hamburg, Hanover, Bremen, through the whole Ruhr valley, on to Cologne and over the floods of Holland. Never in all my life have I seen such destruction. In Hamburg for instance there isn't one roof intact in the whole
[page break]
town, and everywhere else was the same. As for the Ruhr, well - the whole valley is just a mass of rubble. Yet the most amazing thing is that there are churches intact in all the towns!! - Something to do with the foundations
[page break]
[NAAFI Crest] [Post mark] [Postage stamps]
Mrs J.B. Brittain.
3. Chandos Road.
Chorlton-cum-Hardy.
Manchester 21. Lancs.
[page break]
I believe. Even the steeples are there towering above the dirt and dust of the other buildings. In the dock areas of Northern Germany there are complete ships blown on to the dock and quay sides!!!
No more now
Cheerio
John.
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
Letter from John Brittain to his mother
Description
An account of the resource
Three page letter envelope from John Brittain to his mother. He mentions the bad weather and that he might sell his car. He tells her of the devastation that he has seen while flying over Germany.
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
1945-06-03
Contributor
An entity responsible for making contributions to the resource
Joy Reynard
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten letter
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
EBrittainJTBrittain[Mo]450603
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
Great Britain
Netherlands
Atlantic Ocean--North Sea
Germany--Bremen
Germany--Hamburg
Germany--Hamm (North Rhine-Westphalia)
Germany--Hannover
Germany--Wesel (North Rhine-Westphalia)
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Creator
An entity primarily responsible for making the resource
John Taylor Brittain
Cook’s tour
Navy, Army and Air Force Institute
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/871/10192/ERobertsonDHobbsKM450630.2.jpg
2bfdc7e3922e0b3772fcea7d8e961cb7
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
Hobbs, Frank
Frank James Hobbs
F J Hobbs
Description
An account of the resource
69 items. The collection concerns 1262633 Flight Sergeant Frank James Hobbs a wireless operator with 630 Squadron, RAF East Kirkby, who was killed while on operations in a Lancaster on 16 March 1944. The collection contains his log book, official and family correspondence, official and personal documents, photographs of aircrew, family and his grave and some items of memorabilia. It also includes correspondence from a French gentleman who was witness to his aircraft crash and who returns recovered personal items belonging to Frank Hobbs. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Barbara Storer and catalogued by Nigel Huckins.<br /><br />Additional information on Frank Hobbs is available via the <a href="https://internationalbcc.co.uk/losses/110858/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-06-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hobbs, FJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[House of Commons crest]
34, South Molton Street,
W. 1.
30th June, 1945.
Mrs. Hobbs,
32, Southcroft Road,
Tooting,
S.W.17.
Dear Mrs Hobbs,
I have received your letter of the 27th instant and I am very sorry indeed to learn that you lost your gallant husband while he was engaged in operations over Stuttgart in March 1944.
I realise that it is impossible for you to live without working on a pension of £2-15-0 per week and maintain your daughter in the fashion that you and your late husband would desire. It is very difficult indeed to frame a Pensions Scheme that will meet the needs of everyone. Many widows of working men who received £3 or £4 a week during their liftime [sic] are, of course, well content with the pension which you find inadequate. Your husband, obviously was in a very much better position in civil life than the majority of his comrades.
I am deeply sympathetic with your case, and if I can do anything to help I will be only too glad to do so, but the situation is not easy, and it would be wrong if I was to buoy up your hopes that I would succeed in getting you more money. I will, however, give your problem very serious thought, because it would give me considerable amount of satisfaction to be able to render some service to you.
Yours sincerely,
[signature]
[inserted] As a preliminary step I have sent your letter on to the Minister of Pensions. [/inserted]
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
Letter to Mrs Hobbs from House of Commons
Description
An account of the resource
Letter in reply to Mrs Hobbs regarding the inadequacy of her weekly pension payment. Handwritten annotation that letter has been passed to Minister of Pensions.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06-30
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Identifier
An unambiguous reference to the resource within a given context
ERobertsonDHobbsKM450630
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One-page typewritten letter
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/518/10463/PLaphamR1521.2.jpg
fa2cb70d43d2d56b7a73f3935cf08c85
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
Lapham, Rosemary
R Lapham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lapham, R
Description
An account of the resource
100 items. An oral history interview with Rosemary Lapham, the daughter of Roy Chadwick, family correspondence, congratulations on being honoured, personal documentation as well as photographs of family, acquaintances and aircraft. The collection also contains a thank you letter from Barnes Wallis to Roy Chadwick and a note from Arthur Harris to Robert Saundby about the in-feasibility of the Eder Möhne and Sorpe operation, some conceptual aircraft drawings and other mementos.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemary Lapham and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-22
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.
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
576 Squadron
Description
An account of the resource
Over 120 airmen in four rows in front of a Lancaster. Titled '576 Squadron June 1945'
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PLaphamR1521
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.
1945-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
576 Squadron
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/831/10818/PGallagherGCK1701.2.jpg
18f2a784cc197099b741e796bea0c630
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/831/10818/AGallagherGCK170925.1.mp3
c266a866d675842ed4d97ce7c9b8a05c
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
Gallagher, Charles
Gordon Charles Kilbride Gallagher
G C K Gallagher
Description
An account of the resource
Two items. An oral history interview with Flying Officer Charles Gallagher DFC, (b.1924, 191699 Royal Air Force) and a photograph. He trained as a navigator / bomb aimer and flew operations with 76 Squadron
The collection has been loaned to the IBCC Digital Archive for digitisation by Charles Gallagher 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
2017-09-25
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
Gallagher, GCK
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
CB: So, this interview is being conducted for the International Bomber Command Centre Digital Archive. The person being interviewed is Gordon Charles Kilbride Gallagher known as Charles.
CG: That’s it.
CB: And my name is Cathy Brearley and I am the interviewer. Also present in the house is Mrs Mary Rose Gallagher who is Charles’ wife and the date is Monday the 25th Of September 2017. So —
CG: Cathy, great to meet you.
CB: Thank you very much and first of all I would like to thank you very much for giving us this interview. It’s very kind of you. Thank you. So —
CG: Pleasure.
CB: So, could you start off by telling me a little bit about whereabouts you were born and where you grew up?
CG: I was born in a little village, in those days on the, well it’s still of course on the banks of the River Trent outside Nottingham my father being clergyman of the parish. Wait a minute. He was rector or vicar. He was rector, that’s right, of Wilford village. That proves in nineteen [pause] deary me 1924, I lived there for the first six years of my life and then my father exchanged parishes with one named South Brent on Dartmoor in Devon where I had a wonderful boyhood which took in all the country sports. I’m ashamed to say of one but it was natural at the time but that was otter hunting. And they asked me to, having been out one day they asked me to, within the, to be the hunt whip which was moving in the front of the pack of hounds up rivers, lakes and so on. And I just loved it.
CB: So where, how old were you when war broke out?
CG: War. When the war broke out I was, I was fifteen and let’s see now, I was fifteen and I had just gone to Blundell’s School in the West Country about, thirteen miles out of, north of Exeter. I loved the five years I was at Blundell’s. I’ve always been tremendously keen on doing sports. Cricket and rugby. And then, let’s see now, what happened next that I really loved and remembered because I was jolly lucky. I loved all these activities at school and then went up to Cambridge in the, to join the Cambridge Royal Air Force Squadron. You maybe wanted to ask why on earth I joined the Air Force. It was two principal reasons. One, during the Battle of Britain I was there. We endlessly talked what was going on and really it was as simple as this. We had one objective. The aircrew uniform and the second was the inspiration from the men who wore them. After six months at Cambridge which I dearly loved, wonderful, wonderful university I moved up to [pause] from Cambridge I flew while I was there in the old squadron at Duxford and was finally assessed for which category of aircrew I was going to train for. It turned out that I did, I missed the pilot but got navigator, bomb aimer training combined and moved to South Africa on a wonderful passage. First of all we started at Manchester, Heaton Park where the drill, the drill sergeant had the thickest neck I’ve ever seen on a human being. He was the Heavy Weight Champion of Great Britain at the time. Boxing. And then a fantastically moving fortnight. I may be a day or two out. It was about a fortnight with a party of, I thought wonderful ladies who regarded themselves largely responsible for the Air Force because we lived with them for about, as I say a fortnight and then moved on either to South Africa or to Canada. I went with a wonderful bunch of young men aged eighteen and a half on the [pause] now what? I’ll remember it later. The troop ship, which took five weeks to get us to Cape Town and then on finally to [pause] what’s that wonderful place, port on the east coast that escapes me? It’ll come to me later. But we were greeted as all of the members of the British services were greeted. By an incredible lady known as the White Lady. The Lady in White, and she greeted us. Greeted us with the old song, “Songs of England,” which was a wonderful experience. It really was unique. Then transferred down to East London which was what? I’ve forgotten exactly how long we had, we had down there but it was the best part of six months. Yes. Six months, and then on to our Flying School. A place called Oudtshoom in the, in a little desert on the east side of South Africa having had an incredibly amusing weekend because we got lost. They sent us down to Cape Town, to the Air School there and we were not actually meant to have gone there. It was to Oudtshoom where we had another three or four months before we graduated as, in our case about thirty of us, navigator, bomb aimer and then finished up in, there was one little Air School where we did gunnery, in addition. And then finally just after Christmas back to the UK. I’ve done nearly too much talking.
CB: No. No. No. That’s all interesting. So how long did it take on the troop ship? It must have taken several weeks, was it?
CG: What? Going out to.
CB: Back to the UK.
CG: Going out to South Africa took five weeks.
CB: Yeah.
CG: Which was a heck of a long time.
CB: Yeah.
CG: It was due to having to dodge submarines and one thing or another. We went practically over to South America before turning east and arriving in to Cape Town to a wonderful welcome.
CB: What sort of things did you do on the ship?
CG: On the ship?
CB: To keep, to keep busy for five weeks.
CG: That was fascinating. We did a very healthy amount of physical stuff to keep us fit and it was just even looking at endless sea during the five weeks it [pause] the fascination of it then. It’s difficult to describe.
CB: What was the food like on the ship?
CG: Food was absolutely wonderful as long as you avoided one thing. They used to serve mealies. The chefs used to serve mealies instead of porridge which was, for me was Teflon and sand but still we get over that. And one thing was delightful. When the chef who was serving the mealies passed you behind you never never to ask for the salt when he asked you the inevitable question because all he did to give it to you and he gave it to you in large quantities was lean forward and it was everything running off his forehead went into your stuff.
CB: Very unfortunate.
CG: There you are. You asked me, Cathy. I’ll tell you [laughs]
CB: Yes [laughs] So, after your training you came back to the UK. Whereabouts did you come to?
CG: First of all we went to Millom, in Cumberland where we simply did acclimatise European conditions. Flying. Then on to [pause] a peaceful little village in the Cotswolds to Operational Training Unit where we flew Whitleys. I always thought a Whitley was rather to be compared with an elephant as far as the flying was concerned. Not, in no way attractive. That’s all really I would want to say about Whitley except that we did one of the most important and fascinating things in my life there. At [pause] oh, what was the name of the place?
CB: Stanton.
CG: Stanton Harcourt.
CB: Stanton Harcourt near Abingdon.
CG: That’s it.
CB: Yeah.
CG: Abingdon was a regular station. That, that was, I was just going on to say a wonderful, wonderful thing in my life happened there. The crewing up. And it was fascinating. We formed our own crew. It was the last thing we expected. It was just simply eighty, eighty of us. Seven in a crew. Twelve. Anyway, seven aircrew and [pause] first of all we were completely gobsmacked when we were told. We were marched into this hangar and were told to crew up. We never never expected to have to do it ourselves but actually it turned out marvellously well. I don’t know whether it was Jim, the navigator or myself that spotted him first but what mattered was that we spotted him. One man sitting on his own reading something or other. I’ve forgotten what. And Mac MacFarlane became one of the great friends of my life. He’s still alive. He’s ninety five now. Not very well sadly. I’m ninety three. But we’ve been life-long friends and this was a magical occasion being able to pick our own crew. We just went round spotting people. We really didn’t know much about their flying ability as members of the crew but we knew whether we liked them or not and that played an enormous part.
CB: So, who were the other crew members?
CG: Sorry?
CB: Who were the other crew members apart from yourself and MacFarlane?
CG: Well, I remember —
CB: MacFarlane.
CG: The pilot obviously who turned out to be not only a top class, and Jim and I of course absolutely latched on to this. We discovered that he’d been a trainer in America after he’d passed his own pilot training. He went on and trained Americans for a year. Now, that of course gave him a huge amount of experience and we thought this is just the man we’re looking for so we, we asked him, knowing that he was going to be the boss [laughs] We asked him if we might join his crew rather than, ‘Will you come and join our crew?’ I remember that so well. But this was all the wonderful light but fabulous sense of humour that Bomber Command eventually possessed. And I’m sorry if I’m diverting again for a moment but that is why I came to be able to continue a question from people I talked to while selling my book later was, ‘How the hell can you stand there, look me in the eye and say that they were the, one of the best in my life when half of you were killed.’ And I said it was simple. It was a combination of comradeship, probably towering above all others and sense of humour because it gave you the balance in your life that you had to lead and that you can’t have wanted to leave because the brilliance of the training amongst other things. It taught you [pause] it taught you with a sense of humour to get the balance in your life that you had to have and finally of course the sense of humour was one of the most wonderful ways of breaking tension. Tension that is bound to come in the conditions you were in and one wisecrack from a member of the crew at a time it didn’t disturb your concentration. It just built your ability to do your work. Yes. And the extraordinary effect it had actually and I didn’t discover this for about thirty years, on your later life in Civvy Street. How to handle people. If we all could learn that lesson we wouldn’t have half the problems in life the way internationally we’re going through now, and internally. I hope that gives you a bit of an idea Cathy, of why I was able to answer that question. Why was it? Well, five eventually years of your life so happy.
CB: Lifelong friendships.
CG: It was.
CB: And who, who else was there with you then? Who was your rear gunner?
CG: Our rear? We had a rear gunner and an upper gunner. We had a flight engineer who was a little wee Jock as we called him.
CB: Sorry?
CG: Wonderful little Scotsman.
CB: What did you call him?
CG: A wonderful little gunner.
CB: Wee?
CG: Wee Jock.
CB: Oh, wee Jock. Yes.
CG: The skipper was a wonderful skipper and he was a big Jock [laughs]
CB: Do you remember their actual names?
CG: Oh Lord, yes. Jim Portwood, navigator. Mac MacFarlane. Walter MacFarlane. We called him Mac. Then you had the two gunners. Jack. I’ll call him Jack for the moment. I forget his surname. I never called him by it. The mid-upper gunner. And for the first twenty trips because he was on his second tour he only had to do twenty trips. Jack. Jack. Jack. The second Jack. No. We called him just Jock. Sorry. Big tall chap. And he left us after twenty trips and we took on a little fella. Absolutely brilliant man. No [laughs] It’s all in my logbook.
CB: It may come back to you.
CG: I can’t remember.
CB: So, you crewed up.
CG: Yes.
CB: And then where did you go to after that?
CG: We crewed up. And the other thing that was so wonderful we never, all of us, all of seven from different backgrounds, different lives altogether and the comradeship was superb. It had to be.
CB: Yeah. Of course.
CG: There weren’t options. I’ll tell you what.
CB: So, was that when you then joined 76 Squadron? Was that when you joined 76 Squadron?
CG: 76. We went through the historic battlefield at Marston Moor to do our operational conversion to Halifax bombers. And then of course one was aware of the intense rivalry but continuing tremendous comradeship when we met up with the Lanc boys. Lancaster bombers based in Lincoln.
CB: Yeah.
CG: We were based in Yorkshire. A little place called Marston Moor.
CB: What sort of things did the conversion training focus on?
CG: Sorry?
CB: What sort of things did the conversion training focus on because you had been flying in Whitleys?
CG: Whitleys. Halifaxes.
CB: And then, yeah. What sort of things was the training actually focused on?
CG: Endless, [pause] how you, how you do forget some things. Landings and take offs but the —
CB: As a navigator was there a huge difference?
CG: Sorry?
CB: As a navigator was there a big difference for you? In the different aircraft.
CG: Oh yes.
CB: Yeah.
CG: We, we grew to love the Halifax. I thought the Whitley was a ridiculous thing but —
CB: And what sort of system did you use in the Halifax for navigation?
CG: Well, I —
CB: Did you use Astro navigation?
CG: Oh well, I was, I was navigator bomb aimer.
CB: Oh, you spent more time as a bomb aimer.
CG: Once [unclear] and I met up at Stanton Harcourt.
CB: Right.
CG: We realised one could do [laughs] I shouldn’t be saying this should I but one could do both and the other could do one. So, it was obvious. And we were also great personal friends.
CB: What was life like at the base on the days when you weren’t flying? What sort of things did you spend time doing when you were not flying?
CG: When I was —
CB: Not flying. When you were at the base.
CG: Yes. We were cramming in as much time in to York as we could. We had two buses permanently based at Holme on Spalding Moor that would take us into York whenever we were allowed to go and I’m sure you can guess all the kinds of things we did when we got there.
CB: And the local people were very welcoming.
CG: Sorry?
CB: The. the local people were very welcoming.
CG: Oh.
CB: Hospitable.
CG: Yes. Wonderful. But the village was not really pleasantly walkable.
CB: No.
CG: It was a bit of a distance. But the pubs in the village were altogether different. Different [sadly]
[recording paused]
CB: So as a bomb aimer then whereabouts exactly in the aircraft were you?
CG: Next to the pilot. That’s when he’s going home when he’s not, actually in the action part of the bomb aimer is simply on the bombing run. But I did quite a bit on, oh radar and various other things to help the navigator.
CB: So, you were lying down.
CG: Lying down on the bombing run and in control. In other words, you were telling the pilot exactly what to do. The bombing run would be sounding from the bomb aimer. ‘Left. Left.’ ‘Right.’ [pause] ‘Bombs gone.’ That would be roughly there. That sort of thing. But it would be, have to be on the pilot’s return what he said was always wonderful. It reminded me every time particularly Mac with his voice. Particular, steady quiet control. It was, it was so effective on the crew. It really was. If you heard a joke he, even if it wasn’t a worried voice it wasn’t actually doing that, certainly to him but, but it was concerning. Now, Mac had this extraordinary control. Quite a steady, and authoritative voice.
CB: Was it difficult to communicate with each other when you were, you were in the aircraft because it must have been very noisy?
CG: It could be very noisy but as opposed to the Americans, I must say this because I have a lot of time for the Americans but they could be shouting. You couldn’t hear them sometimes. I’m taking it from the, largely from the very good film of some of their things, “Twelve O’clock High,” for instance. It was, they were very good. They really did. But they were, in their communications they were much noisier. There’s no question about that.
CB: How long did it take to get from, how long was the flight typically from home to where we went.
CG: Well, in total we were away for eight hours if we were on the Eastern Front. Their Eastern Front. For instance, to give you an idea, in the article that I’ve written now to go into the new edition I talk about one episode when we were diverted. I wanted to put it in because there was nothing like it before on the American 8th Air Force. The [pause] the Liberator and the Flying Fort, Flying Fortress in reverse order because it was in reverse order, their numbers. Far more Forts. But I loved it because it enabled me to talk about the type of men they were and they had so much in common with the training. We’re not on the air, are we?
CB: Yes. We are recording now.
CG: Oh.
CB: I started it when I asked about your crew position.
CG: That’s fine. That’s fine.
CB: Yes. Yes. We are recording. So, how did you feel when you were setting off? Did you feel afraid?
CG: Wonderful moment. This is the training because this, I forgot to tell you about our training. Why it was so incredibly effective. They trained you in many ways just as though you were a hairdresser or anything you care to think of. Just doing it as a, it’s a job. You don’t think, ‘Oh crikey. I’m going —’ You might quietly sort of say, for a second but your whole attitude during the day when you’d heard what the target was. It was based on very differently at times but you were trained. That’s what, I volunteered to do it. All flying people, submariners, people like that, they wanted to do it.
CB: And were you told just immediately before you set off what the target was?
CG: Yes.
CB: That was something you found out at the very last minute obviously.
CG: We had a full briefing. Supposing, supposing it was a maximum effort and around about twenty four aircraft were going from the squadron you would get a rumour very often when you woke up in the morning but always the target would be announced. Announced at briefing where all twenty four men multiply it by seven if you will and, and it would be that number of men who were going on that particular trip and that would be all be in one room having gathered at briefings at something like 5 o’clock in the afternoon. Don’t forget we operated in winter so we left earlier. So we were getting in to Germany in the dark.
CB: So, was it mainly night flights that you did?
CG: Yes. But we did quite a lot of daylights and the time we got so badly beaten up was in daylight. Holland. Battle of Osnabruck it was, sort of thing and to get to the target we’d had to turn left and the American Fortresses turned right to get past each other I remember. But I’ll tell you just out of interest really that we were really smashed up. A hundred and ninety six, I think it was holes in the aircraft. Some of them, you know that size.
CB: Three feet wide.
CG: Yes.
CB: By two feet deep. Goodness.
CG: Yeah. So, the outer framework on the aeroplane just blown away.
CB: It’s amazing you survived that.
CG: The under-gun turret I remember which luckily wasn’t used that day [pause] That was shot clean out. But —
CB: So, had anybody been there it would have been a different story wouldn’t it?
CG: Oh, just gone. But — [pause]
CB: A hundred and ninety six.
CG: It’s in the old Osnabruck and it was absolutely incredible how you could cause so much damage, one engine gone and seven of you would sit there and only the flight engineer had his arm slightly [pause] We pulled his leg endlessly for weeks afterwards because he went and put up the wound and survived and it might have been a scratch of a rose. But it, it was a genuine war wound what I’ve been told. He did it just for fun.
CB: That must have been real teamwork then to have brought that aircraft back home.
CG: Sorry?
CB: It must have been real teamwork to have brought that aircraft back home.
CG: Well, yes. I think the thing that appeals to people when they talk to me about it afterwards was that the skipper had said, told us to bale out and he called it, and he wrote the article on it and he called it his mutiny and of course he —
CB: His mutiny.
CG: With a big smile on his face. We just said, ‘No. We can’t possibly let you try and land this thing on your own. We shall stay.’ But it’s worth reading. I have one for you. We had to do the North Sea in in the dark. On one occasion in fog, and I think if I can find it —
[pause]
CG: It’s from my old school. They’ve bought eighteen books on the —
CB: Blundell’s. Yes.
CG: On the first one. That was, she, she I’ll show it to you because it’s been honestly very typical.
CB: That’s lovely if they’re doing some work.
CG: Yeah.
CB: In schools.
CG: Oh, they are.
CB: At that particular school.
CG: And she, she has an extraordinary—
CB: On people who were students.
CG: I will show you the diary. The school diary later because it shows a group of about twenty five thirty people that, she is a development officer there and she takes some, I think one group a year around the battlefields of Europe to teach them history because she thinks it’s the best way.
CB: It is. Absolutely.
CG: Of course, it really does teach them history. You’ve got the date of when we went on to Dakotas, haven’t you?
CB: Yes. The Dakotas. You did the conversion training in June 1945.
CG: Right.
CB: According to your logbook.
CG: Now —
CB: And then went on ops in the August.
CG: That is completely accurate.
CB: Yes.
CG: The old logbook.
CB: Yes. So, what was the Dakota like then to fly in?
CG: Lovely.
CB: Was it?
CG: Oh, it was a lovely aircraft. Totally different. But it was a joy to be in it.
CB: And that’s a troops carrier. So you did that for some weeks.
CG: And that we did when we got to India and you’ve got all the dates there on flying out to India and when we got to India we arrived at Mauripur which is again there, I think [pages turning]
CB: What was it like there apart from very different?
CG: Yes. Totally different atmosphere but we had great fun in a way. And we went down to [pause] then we were very soon went on to Poona which was a lovely place surrounded by hills and beautifully green and not desert at all, like Mauripur. We loved it.
CB: And that was still moving troops around in that area.
CG: That was. Yes. Can I, we picked them up at [pause] a place on the east coast. A big port. It should be there.
[pause]
CB: Not Wadi Halfa.
CG: No. That’s beyond.
CB: No.
CG: That was on the way out.
CB: Masirah?
CG: That was in the sort of Egypt area.
CB: Mauripur. Poona.
CG: Carry on.
CB: Just looking —
CG: Sorry about the state it’s in.
CB: Just looking at the logbook now. [pause] So after being in Broadwell.
CG: Yes.
CB: Whereabouts did you go to from there?
CG: From Broadwell, I think we went, that’s when we changed from [pause] Yes, it must have been because we were 76 Halifax Squadron towing these gliders around full of troops and they were, that was all in preparation for the attack on Singapore. Then one night we were having one hell of a party. I shall never forget it. I don’t remember it in detail but I shall never forget it. And what happened then? Then we were told at the end of the evening as it got to the end of the evening they said, ‘Right. It’s all off boys.’ The bombs were dropped on Japan. So, no need to go out to bomb.
CB: And that was Hiroshima.
CG: And that was still towing them in with our Halifaxes. And then it was all on again. About a week later we got another counter telegram telling us to, that it was on again and to train on Dakotas for India.
CB: Yes.
CG: Still to India but for a different purpose. For bringing internally the prisoners of war around.
CB: So, you went to India.
CG: Yeah.
CB: And you were in Karachi for about a year.
CG: I think, do you know, how about this for a memory this was all of seventy three years ago. We left on the 16th of September. See if that’s right. Or don’t. Do whatever you like. Have a look at it.
CB: It’s alright. So, you left on the16th of September. Which year?
CG: ‘45. And took us four or five weeks. No. It didn’t. I’ve gone without looking at that.
CB: So, you went out to India.
CG: But it would have taken us probably about inside ten days obviously and then I taught my skipper to play cricket and squash at Poona [laughs] He was a great guy. I excused him not being able to play cricket because after all he was a Scotsman.
CB: What was life like in Poona?
CG: Very good.
CB: Was it?
CG: Very good. We, we had one wonderful evening. Absolutely wonderful. We walked back into the mess one evening, always did look on the notice boards straight away because there were sometimes goodies going and there was a goodie going. It was a theatre. I can’t remember offhand. Its somewhere but I can’t remember quite if I put it in the book or not. The theatre. A famous, a famous show of some sort or another and then that was followed by the Governor of India putting notices on the board. The governor was from that area. You know, the governor of Bombay. That’s right. He had a house or something out there or his palace I suppose and he sent two officers from the Navy, Army, and Air Force around here, invitation to his evening to a Welsh Choir which was touring India at the time. We thought this was too good to be true and luckily we were the first two in there so we nailed it. And I’m telling this story because I shall never forget. Never. In there, and when we got there they’d probably been invited to something else earlier in the day or something were the top princes of India both Muslim and Hindu which we found fascinating. Otherwise, you had the Maharajas and whatever they called the Muslim and I shall never forget the Welsh Choir and we never forgot it. Any of us. That they played the [unclear] before finally obviously the British national anthem. And the, all these Indian nobles stood stiffly to attention and we hadn’t moved because the Welsh were still, we hadn’t realised that we should stand when they and so that was wonderful but it was just seeing them standing there in millions of pounds worth of jewellery. Dripping with it. Oh, it was fantastic. it was. It was very moving. Very moving.
CB: So, it was the —
CG: I’m sorry about all that.
CB: That’s interesting. So that was the [pause] where you were there was sort of known as the first and the last.
CG: Something we did.
CB: Yeah.
CG: When we were in Poona.
CB: Yeah. So, they, you were, the work you were involved with then was flights that were internal flights around India.
CG: Yes.
CB: And obviously there were troops coming and going from there to the Far East.
CG: Yes.
CB: And yours was the first.
CG: Yes. I think we probably, probably did a few but it was mainly prisoners of war. Thin as rakes. And I had complete diversion I won’t spend any time on it but I had lunch with Mary the other day with one of those men. Aged now a hundred and eight. No, he was ninety eight. Incredibly well, healthy man who had been a prisoner of war. And some of the stuff he’d had to go through. Some of the things will never be known. But we couldn’t understand how he looked so well.
CB: It’s good that he did.
CG: In the book.
CB: Good that he did. So, you had two different kind of experiences in India. You said one was very much in the desert and the other place in India was —
CG: Cricket.
CB: Not in the desert at all.
CG: Cricket.
CB: Cricket. What was the desert like? Apart from hot, obviously?
CG: Mauripur. Mauripur was another beautiful place. It was a fascinating place. Something, something we’d never seen before. I mean that’s the best I can say really. Poona was utterly beautiful and that’s why I got some very good cricket but later in the turn of the year I got up this cricket team because I suddenly realised, we all did that there wasn’t that much for us to do.
CB: Were you kept busy when you were in Mauripur? In the desert. Did you do a lot of flying.
CG: No.
CB: Or did you have a lot of time where —
CG: Not a lot.
CB: You weren’t.
CG: We did a bit. We went down to Jiwani as soon as we got there. The little place on the south coast of Arabia somewhere called Jiwani. No airfield. Just a sort of a dirt track and we landed out there. They were completely out of water. No water at all. So, they said, ‘Hey, we need something to drink. We’ve got nothing and it’s boiling.’ So, we, the first job we did when we got to India was to load up with water and go down there and landed on this old track I remember and exactly, [pause] Let’s get this right. ’46 yes. Exactly forty years later I took my youngest daughter to to India, on up to Kashmir and coming back I was standing at the, with her having coffee at the, oh what aeroplanes were they? Anyway, they were BOAC aeroplanes and I forget what, I don’t know first of all what the things are but he we got chatting and talking about old days and he said, ‘Well, come up to the flight deck and sit and we’ll have a chat.’ So, lovely and I took Katie up there with me and it was really great fun. I put that in this book.
CB: And whereabouts were you when the war ended?
CG: When the war ended I was in the back end of, oh sorry I beg your pardon when the Jap war ended? The whole thing?
CB: Well, victory in Europe.
CG: In Europe, by the 8th I was on the squadron and that night I think it was I shot up to Scotland. I just forget where and I can’t remember why we didn’t all go but we didn’t and out of the front door of the house came a very pleasant looking woman. Turned out to be his sister and he was very very fond of her, I remember and she smiled. She said, ‘Right. Off.’ And we, ‘Oh God.’ The telegram had just arrived. We’d just left the squadron that morning and, “Return to the squadron immediately.” We got back there. The place was absolutely buzzing with excitement. They said we’re off and the only thing they could tell us, they couldn’t even tell us where other than the Far East. So, then all the excitement started again.
CB: So, for you because of where you were based.
CG: In —
CB: Victory in Europe, the 8th of May didn’t mean —
CG: Oh yes.
CB: The end of —
CG: No.
CB: Your operations and your work, did it?
CG: We didn’t leave Portreath until, I’m sure I’m accurate on this until the 15th or the 16th of September 1945. Although it was only just after the war ended in May. So we’d been about what? May? June? So, five months.
CB: And then when your Service had finished did you stay in the RAF? You didn’t. You left, didn’t you?
CG: No. I had a wonderful life. I mean, it’s all a series of a wonderful part of life. I wrote to British South American Airways and said, ‘Can I have a job please?’ And I got a ground job and I found it fascinating. They were doing passenger handling and it was a really interesting job and anyway I got that and do you know within a month I got a call from the head of passenger handling. He said, ‘We’re posting you out to, I’ll tell you where in a moment, when —' so and so, ‘Comes back.’ So I realised it was an overseas posting. Where did they send me but Bermuda. Oh, Bermuda. It’s gorgeous.
CB: How long were you there for?
CG: Sorry?
CB: How long were you there for?
CG: I was there, only there for three months. They warned me it wouldn’t be more than that but I mean, sheer heaven.
CB: And you were awarded the DFC.
CG: Yes. I was.
CB: When was that? Was that —
CG: They always look the same don’t they? When was it? I’ve got that upstairs, torn up, half torn up it’s all I’ve got left of it but sending over my father in England to me in, and I was then in Poona I think. Which just said you’ve got the DFC.
CB: So, he knew before you did.
CG: Hmmn?
CB: He knew before you did.
CG: Yes. And —
CB: It must have been difficult for your parents.
CG: Well, they were the people in the war I was so sorry for. I mean they always knew when a telegram arrived what it was. And mother got one and —
CB: Was that for a specific act? Your DFC. Was that awarded for a particular event?
CG: I think, quite honestly I think it was a sort of a rather particularly successful tour.
CB: Yes.
CG: And having a good crew.
CB: Yeah.
CG: And that was what I believed it was and I’m sure of it. And I always felt sad that the other four members of the crew didn’t get one. Jim got one. Mac got one. I got one. But there we are.
CB: Indeed. Well, thank you. Thank you very much for your time and thank you for giving us this interview.
CG: Not at all. I hope I’ve covered all you wanted to know.
CB: I’m sure. I’m sure. Thank you very much.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Charles Gallagher
Creator
An entity primarily responsible for making the resource
Cathy Brearley
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-25
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.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AGallagherGCK170925, PGallagherGCK1701
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
Format
The file format, physical medium, or dimensions of the resource
00:57:13 audio recording
Description
An account of the resource
Charles Gallagher was born in a small village outside Nottingham where his father was rector of the local church. At the age of six the family moved to South Brent on Dartmoor where Charles enjoyed country sports and helped with the local hunt. At secondary school he enjoyed cricket and rugby before going up to Cambridge where he joined the university air squadron. On joining the Royal Air Force he was selected for navigator/bomb aimer training: after a five week journey by troop ship to Cape Town he commenced his training near East London in South Africa. Charles then attended an Operational Training Unit in the Cotswolds before transferring to RAF Stanton Harcourt where he joined his crew as bomb aimer. He described the process of crewing up and how in his case it led to a lifelong friendship with one of his crew. After flying Whitleys which he described as an ‘elephant’ of an aircraft he was posted to 76 Squadron and transferred to flying Halifax aircraft at No. 165 Heavy Conversion Unit at RAF Marston Moor. Charles recalled one operation on Osnabrück while stationed at RAF Holme-on-Spalding Moor where his aircraft returned with 196 holes in the fuselage. The pilot ordered the crew to bail out but they stayed with the aircraft which made it back to base. In June 1945 the squadron converted to C-47s and flew to India with Transport Command. On return Charles joined British South American Airways on ground passenger handling, including a short posting to Bermuda.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
England--Yorkshire
England--Oxfordshire
South Africa
South Africa--East London
Germany
Germany--Osnabrück
India
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Contributor
An entity responsible for making contributions to the resource
Jim Sheach
Julie Williams
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
76 Squadron
aircrew
bomb aimer
bombing
C-47
crewing up
Halifax
Heavy Conversion Unit
military ethos
Operational Training Unit
RAF Holme-on-Spalding Moor
RAF Marston Moor
RAF Stanton Harcourt
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/874/11114/PHollierM1701.2.jpg
2d2bff42122046751c24c3477c3ffe25
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/874/11114/AHollierM171016.1.mp3
1cffc294b38a22c75f045c3808219b63
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
Hollier, Marian
M Hollier
Description
An account of the resource
An oral history interview with Marian Hollier (b. 1926, Royal Air Force). She served as a wireless operator in the Women's Auxiliary Air Force at RAF Wickenby and RAf Ludford Magna.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hollier, M
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DK: Right, I think we’re ok. So, this is David Kavanagh for the International Bomber Command Centre interviewing Mrs. Hollier on the 16th of October 2017. I’ll just put that down there and if I keep looking down, I’m just making sure it’s working. Yeah, we’re ok. Could I just ask you then what were you doing immediately before the war?
MH: I was in, it’s another funny thing, I was in the accounts department of the George Wimpey company who built most of the aerodromes, so of course, I knew everything about aerodromes all over the place but I did belong to the Women’s Junior Air Corps and in there I learnt Morse. And my father was a telegraphist in the First World War, so I suppose the radio bit hereditary, so I decided that I was about coming seventeen and a half I will join the RAF
DK: Did, was Morse something that came easy to you?
MH: Yes, so I, that’s what I joined the RAF, which we were sent to Wilmslow in Cheshire for the six weeks square bashing and injections and what have you and then went to Blackpool for three months on a radio course doing the Morse and then after three months we were sent to Compton Bassett in Wiltshire to finish the course. And from there I went to, oh dear, my mind’s gone
US: Ludford?
MH: Where did I go to first?
US: Ludford
MH: Ludford,
DK: Ludford Magna
MH: Ludford, sorry about that [laughs]
DK: [unclear]
MH: My mind’s gone.
DK: That’s right, we’re [unclear]
MH: But I wasn’t there at Ludford Magna all that long but one did have a scare there one night, I was busy taking a Morse message and my colleagues just dived underneath the benches there oh my god but I had to keep on doing the Morse and so finished and I said, [unclear] what’s wrong with you lot? The Germans had followed our aircraft in and strafed our headquarters.
DK: Oh, right
MH: So that was a bit of a scare
DK: So Ludford Magna then, whereabouts were you [unclear], were you in the control tower there or?
MH: No, no
DK: Right
MH: We had our headquarters in the main building
DK: Ah! Alright, ok. So, what would’ve been your role there? You are sitting there and you’re receiving messages or you’re transmitting them?
MH: Yes, receiving message for aircraft coming in and yes, and they strafed the headquarters, so that was scary and then I suppose I must have been there for about six months or so and I was transferred to Wickenby because Morse was coming to an end then so that wasn’t necessary so they put me into the wireless section, the radio section and that was doing the daily inspections on the Lancasters and that’s where I met my husband and there again we had a scare because the Germans who liked to come in after our aircraft and start bombing but this particular day some chaps said to my husband would you like to change shifts with me? So he said yes, I don’t mind because they used to have to go out, when the aircraft were coming in and going out they used to have a radar van that used to go round the airfield, so this chap said, oh, thanks, anyway the same thing happened, the Germans came in our aircraft and the bomb dump went up and this poor chap was killed, he had changed with Eric for this to go out somewhere, so that was scary.
DK: If I can just take you back to Ludford Magna, did you know anything about the squadron there, 101 Squadron?
MH: Yes
DK: Because they were special squadron, weren’t they, with radio countermeasures?
MH: Yes I don’t think I knew a lot about Ludford Magna
DK: No. They didn’t mention anything about what the squadron was doing
MH: No, no
DK: No. Ok, so, you’ve gone on to Wickenby then and you said that Morse wasn’t being used so much. You’re now transmitting by radio, is that what’s happened? You, at Wickenby
MH: Yes
DK: You are using radio now instead of Morse
MH: No, we’d be doing the daily inspections on the aircraft
DK: Ah, right, ok, right. So what would that involve then?
MH: Go onto the aircraft and testing the headphones and all the radio equipment, was it, 1154, 1155, I think they were [laughs] and
DK: So
MH: But of course, I wasn’t trained to do that so I only did menial jobs on the aircraft
DK: And that would be after the raid
MH: Yes
DK: Would these be the following morning, so you’d go out to the aircraft and then
MH: Yes, and do an inspection on them before they went off again, but I mean, they used to come in and go out and sometimes there was no chance that you could do an inspection on them
DK: And then so, what did the inspection sort of involve then? Did you take the radios out or are you inspecting?
MH: Yeah, just to see if they were working alright
DK: Yeah
MH: That sort of thing
DK: Yeah. And how long were you at Wickenby for then?
MH: From forty, I did write it down somewhere, can’t remember what I’ve done with it,
DK: [unclear]
MH: Don’t think that’s in there, I was there from about March ’44 until about September ’45 and then I got sent to Sturgate on 50 and 61 Squadron and that was just in looking after headsets and that sort of thing, nobody was interested in doing anything at the end of the war [laughs] and then, have you ever heard of Ralph Reader?
DK: I haven’t, no, no
MH: Well, he did gang shows for the forces and then at the end of the war he decided he would do a gang show involving all the people who were involved in the war, all the services, the fire people, the police, everything and it was going to be held in Royal Albert Hall and they were asking for people who lived near London if they would like to come and do it and so that we could work in the week and at weekends we could go home and that’s what happened with many because I lived in Middlesex
DK: Right
MH: So, and then we were based at Epping during the week and that went on for about three weeks so that was something interesting after the war and a lot of people don’t remember
DK: No
MH: Because if you weren’t involved you wouldn’t remember. And then I got sent to RAF [unclear] at Eastcote in Middlesex which was near my home, so we got billeted out and a friend of mine that I was at Wickenby with, she got sent to Eastcote and we were allowed to go home to my mother and father at the week, every week and they, we got billeted there
DK: Yeah. So how long were you in the Air Force for altogether?
MH: From beginning of February 1944 until November 1946, because I got married 194, September 1946, so I had to come out anyway
DK: You had to come out with, if you got married, did you?
MH: But I did enjoy my life in the RAF
DK: Just going back a little bit, you mentioned a bit earlier about the ground crew, did you see much of what the groundcrew did on, at Wickenby?
MH: No, not really, because you just stayed in your own section.
DK: Ah, right
MH: But, one thing is when I was at Wickenby, somebody came up and said to me, you’ve got to see one of the officers, so I said, what for? No, I can’t tell you, she says, you’ve gotta come with me, so I got to this office and said, [unclear] the officer, and he says, I understand your name is Taunt, T-A-U-N-T, so I said, yes, that’s right, it turned out he was a long distant cousin of mine. No, I didn’t know him, I didn’t know him at all and they owned the red bus company in Birmingham and his wife bred Bedlington terriers [laughs], that was funny. But a lot didn’t happen to me, not [unclear] exciting, did some exciting things [laughs]
DK: So what did it feel like then when you used to see the aircraft going off on the raids? How did that?
MH: Well, we all, if we were on duty we would be out there watching everything,
DK: You were, yes
MH: Yes, yes
DK: So can you recall what actually happened then as you watched the aircraft take off?
MH: No, not really, just hoping they would all come back.
DK: Did you use to wave to them?
MH: Yes, yes, yes, but when we went on this trip to Canberra, I got talking to two gentlemen there and they were looking at this aircraft so I said, you are looking very lovingly at that aircraft, yes, he said, we were on this squadron during the war, I said, oh yes, were you? Whereabouts? Oh, you wouldn’t know whereabouts, so I said, well, try me, so he said, well, we were in a place called Lincolnshire, I said, oh yes, and whereabouts in Lincolnshire? Oh, he says, that’s no good, we were only in a village, so I said, well, tell me the name of the village then, he said, Wickenby. And he was there in ’45 when I was there
DK: Yeah, And they were Australians, were they?
MH: They were Australians, yes
DK: Oh, right
MH: And he wrote a book of poems, his name is Jeff Magee and he wrote a book of poems and he sent us a book of poems and every year when we used to go back to Australia we used to meet up with him but he’s gone now
DK: Do you, can you recall what type of aircrew he was? Was he a pilot or?
MH: Oh, he was a pilot
DK: He was a pilot, yeah
MH: Yes, yes and his friend was a gunner
DK: Right
MH: And they both survived but it was amazing to go twelve thousand miles
DK: And bump into
MH: And to meet up with these two people
DK: You didn’t remember each other from Wickenby then?
MH: Sorry?
DK: You didn’t remember each other from Wickenby?
MH: Oh no, no, no, but it was funny that all this business of this chat, chat, chat to think that we were at Wickenby at the same time during the war or after the war I should say
DK: So were you actually with 626 Squadron or
MH: With 626 and 12
DK: And 12, alright, ok
MH: Yes, yes, we did both squadrons,
DK: Right
MH: The radio school did both then
DK: So the radio school there wasn’t allocated to one or either of the squadrons
MH: No
DK: You just did both squadrons on the base, yeah
MH: Both, yes
DK: So what was it like living on the base there, did you have much of a social life?
US: [unclear]
MH: I didn’t
US: I think you did, [unclear] the story you told me, I think you did
MH: [laughs] we
DK: [unclear]
MH: No, one thing that we did have was the Americans, they were, they [unclear] Scunthorpe
DK: Right
MH: And they used to send a truck down to take the WAAFs for dances
DK: Right
MH: But I didn’t go on one of them, no, I didn’t like Americans [laughs], my son-in-law is American
DK: Oh right
MH: No, they were up to no good [laughs]
DK: So did you manage to, apart from the Americans, did you manage to get off the base at all? Did you go to the pubs?
MH: Oh yes, I took my bicycle with me all over the place and it’s amazing now to think that from Wickenby or Ludford Magna to Louth was, is a long way but we used to cycle and then, when we had time off, when I was at Compton Basset, I lived, my grandmother lived in Berkshire, which is not all that far from Compton Bassett, with my mother’s home is round there, so I used to skive off and one day I did skive off and I left my bed, cause we used to have to make our bed everyday but this day I left the bed and put that bolster in the bed and skived off overnight and I got caught [laughs] and spent some days peeling potatoes in the canteen [laughs]
DK: So how, when you are on the base then and the aircraft have all gone off on their operations, did you wait for them to come back?
MH: Well, only if we are on duty because at Wickenby the WAAF section was on one side of the airfield
DK: Right
MH: So unless we were on duty, no
DK: So, the WAAF section then was quite someway
MH: Yes
DK: From the rest of the base?
MH: Yes
DK: Right
MH: Yes, cause when we see it now, you know the road that we come in, that right-hand side was where all the WAAF was
DK: Alright. That’s at Wickenby is that as you got to the control tower
MH: Yes
DK: So, you were on the right on the road there
MH: Yes, yesh
DK: Right. So how, when you did see them come back how did you feel about them as they all came back damaged aircraft and things?
MH: A bit tearful you’ve, because they, in the section we had a list of the aircraft that were going out and coming back and some of them didn’t come back, didn’t know what happened to them, dreadful. Their choice, flying
DK: So, how did you feel once it was all over then and the war came to an end?
MH: Elated, glad it was over. We, my husband and I, when he was my husband then, we skived off, got a train to Grantham, and cleared off home and came back a week later but we didn’t get any jankers for that [laughs]
DK: So there was a bit of a celebration then, was it, for the end of the war?
MH: Yes, yes
DK: Yeah. And how do you look back on your time now [unclear]?
MH: I loved it, yes, I loved being in the Air Force,
DK: And was that your main role then, just the radios?
MH: Yes, yes
DK: And can you still do the Morse now, if you [unclear]?
MH: I could do it, that’s where my Morse key that I had when I was at Ludford Magna is there
DK: Oh right, right
MH: And they hadn’t got one
DK: And it’s on display now
MH: It’s on display, yes, yes
DK: And you say you received messages then you would
MH: Yes, yes
DK: And what sort of messages were they?
MH: They were all in code
DK: Right, alright, ok
MH: Yes, but we didn’t do the code, we had to pass that on for somebody else to do
DK: So you wouldn’t really know what the message was
MH: No
DK: Right, ok, so
MH: When it was in code
DK: So it’s in code and then it’s deciphered elsewhere
MH: Yes
DK: Right. And if you transmit to them, was that in code as well?
MH: That in code
DK: So you pass the code
MH: Yes
DK: So the message you are sending out, you also [unclear]
MH: Yes, you wouldn’t know what the code was, no, no
DK: Did you sort of [unclear] that and wonder what you were saying or?
MH: No, I was young, wasn’t I? Seventeen and eighteen [laughs]
DK: So, once the Morse finished then, you were transmitting by radio? Presumably that wasn’t in code then
MH: Say that again
DK: Once Morse had finished, you said radios came in, you weren’t speaking in code then
MH: It was all in code, didn’t have anything in plain language
DK: Oh
MH: I didn’t
DK: Right
MH: No,
DK: Ok
MH: I liked the Morse code. When I came out and we moved to Horsham in West Sussex, I joined the Air Training Corps
DK: Right
MH: And taught them Morse, that happened for a little while, why I don’t know
DK: It’s not used very much now, is it? It’s not used today.
MH: No, well, they had what they called Morse lip reading and then, oh, what else did they have? There is the same as the aircraft, they change as well because they had a blister under the aircraft radar, and my husband one of the first people to go on a course for that
DK: H2S
MH: Yes, that radar
DK: Yeah, H2S
MH: At Yatesbury
DK: Right. So, he was, he worked on the radar [unclear]
MH: Yes
DK: Yeah
MH: Yes, yes
DK: OK, well, I’m happy with that if you’re ok
MH: Not very interesting.
DK: It’s very interesting, if you ask me. You’ve got a photo here. Right, this is
MH: That’s Wickenby
DK: Right, this is just for the recording then, so
MH: That is a, on the back of this, that’s the radio section
DK: Alright. So, just for the recording here, we’ve got a picture of a Lancaster with
MH: Yes
DK: Are you in this?
MH: Somewhere [laughs], I think I’ve circled where my husband and I are [laughs]
DK: Oh, ok. So this is the signal station at RAF Wickenby, June 1945. So, assuming that sort of something taken for the end of the war, was it, a sort of souvenir?
MH: Well, I suppose so
DK: Yeah
MH: I can’t remember.
DK: So, it’s got the names of everybody on here, can’t see your circle
MH: So, how old’s your dad then?
DK: Oh, he’s ninety next year, be ninety next year
MH: A bit younger than me [laughs]
DK: Yeah. He would’ve, as I say, he would’ve caught the very last year of the war [unclear] he was called up
MH: Yes
DK: He was nineteen then, as I say, failed his medical to get in the Navy and ended up in the factories. I can’t see you here, see if you can point yourself out. Ah, right, ok, so you’re third one in from the left, front row. Ah!
MH: [laughs]
DK: Oh! That’s a wonderful photo there.
MH: What a change! Thank you
DK: So, just for the recording then, I got two photos here, that’s [unclear] good so and this is your husband
MH: Yes
DK: Yeah, and what was his name? What was his?
MH: Eric
DK: Eric, Eric. Yeah. So he was signals as well then. Yeah. Just for the recording here, I say, it’s a photo of a Lancaster from the signal section RAF Wickenby June 1945 and the aircraft is coded PH0, PHO, that’s for 12 Squadron and is that the squadron leaves the field? Is that the squadron right at the bottom there?
MH: Oh, that’s the, oh no, that’s the, that’s on the badge
DK: The crest, on the crest, so that’s the 4 Squadron crest
MH: I have been down to Brookwell, that’s where my mother’s home is, I’ve been down to Brize Norton and taken over the airfield by one of the workers there and had coffee in the officer’s mess
DK: Cause 101 squadron is still going, isn’t it?
MH: Yes, yes, yes, that’ll be, that’s a hundred years
DK: Yeah, I’m not too sure about 12 Squadron though, I don’t think, is 12 Squadron still going, do you know?
MH: No, 12 Squadron is, no, only 101
DK: Nor 626 either
MH: Uh, no
DK: No, no
MH: But I noticed that 61 Squadron was mentioned the other day. I can’t remember in connection with what. Because I thought to myself, oh, I was on 61, oh, something to do with that body that they found somewhere
DK: In Holland
MH: The aircraft that got lost
DK: Yeah
MH: That was 61 Squadron
DK: That was a wreck in Holland, wasn’t it?
MH: Yes
DK: Yes
MH: That was where I was in Sturgate was on 61 Squadron
DK: Right, alright. Cause I think they found the remains of one of the crew, don’t they?
MH: Yes
DK: Yeah
MH: Yes, yes, I think it was the pilot cause he’d told all the others to jump out, didn’t he, and he didn’t.
DK: Right, right, yeah. Ok, let’s, let’s stop that there. I’ll ask the question again. Did you ever get to fly in a Lancaster?
MH: No, I didn’t [laughs]
DK: And there was a reason for that. What’s the reason?
MH: Yes, uhm
DK: You did flights to Germany?
MH: Yes, they were sending flights over Germany and I said to my husband who was my boyfriend then, I’m going on one of those, he says, if you go on one of those, I won’t marry you [laughs], so I didn’t go on one. And we were married for fifty-eight years [laughs]
DK: Did he go on one of those trips?
MH: No, I didn’t, no
DK: He didn’t either
MH: No
DK: No
MH: No [laughs]. When, going back to Brize Norton, an uncle of mine was at Brize during the war when they had the Wellingtons pulling the Horsa Gliders
DK: Oh right
MH: And apparently, they had to hold onto the back end of the glider before it took off and he held on and he fell and got killed and that was at Brize Norton.
DK: Right. Yeah. So, have you had many family members that have been in the RAF?
MH: No
DK: Right
MH: Only me.
DK: Right.
MH: My brother went into the navy, my father was in the army
DK: You mentioned your son-in-law, is it, he’s at Coningsby?
MH: My son-in-law
DK: Yeah, alright, ok
MH: With his husband
DK: Right, and he was at RAF at Coningsby?
US: No, he was in the United States Air Force
DK: Oh!
US: He served in, during the Vietnam war
DK Oh my!
US: He was in, think he was in Laos
MH: He gets teased. If anything goes wrong, he says, I’ll stay in America again, he doesn’t mind [laughs]
DK: So, what did he do in the US Air Force?
US: He was on, as far as I know, cause he doesn’t talk about it a great deal, he was on the helicopters, in the back end of the helicopters with a machine gun
DK: Oh right!
US: To, cause they used to go and pick up the downed pilots.
DK: Right
US: And he was one of the people that, you know, was protecting the people that were
DK: Going and pick’em up
US: Going to pick’em up
DK: Oh right, cause someone I know, I’ve never met him, but he’s the son of somebody who fought in, who served in RAF Bomber Command, who was a pilot but he has since gone back to America, lived there and he served in Vietnam on the helicopters doing a very similar job. Yeah. So where did you meet him then?
US: RAF Bentwaters
DK: Right. So you were
US: I was civil servant, yes.
DK: Right
US: And he was still serving time, I mean he was, he was actually military place
DK: Right. Spent time in Vietnam, interesting
US: Well, I think again, it was a case of joining the Air Force before he was
DK: Drafted in, yeah
US: Before he was drafted
DK: Drafted into the army, yeah. Ah, well, right, just for the recording again, there’s this lovely photo of your wedding
MH: Honeymoon paid for by the RAF in the Isle of Wight [laughs]
DK: Ah, that’s very nice, I’ve just come back from the Isle of Wight funnily enough, I was [unclear]
MH: Freshwater [laughs]
DK: Freshwater, yes, we went there. Very handsome chap. I like the way the flairs are in color
MH: Yes, you didn’t get things in color in those days
DK: No, no
MH: They all had to be hand done afterwards
DK: Lovely photo. And did your husband stay in the RAF?
MH: No
DK: Alright
MH: He wanted to
DK: Alright
MH: He was an architect, but I said no, I didn’t want my children to be sent to boarding school in this sort of and keep on moving here, there and everywhere so he went back and then got his degree in architecture
DK: Ah right. Did he tell you much about what he was doing cause you mentioned he was working on the radar?
MH: No
DK: Alright, so he never really talked about that
MH: No, he wasn’t very talkative about other things, was he?
DK: Alright.
MH: He would be a good friend, cause he wouldn’t tell anyone anything [laughs]
DK: But you knew he was working on the H2S radar then, yeah
US: His wing
MH: was part of the section
DK: Right, yeah, yeah
US: We were talking to a lady cause my mother got invited to one of the memorial flight
DK: Right
US: And we were talking to the curator there and she said, you know, how interesting it is talking to people after the war, how some people are quite happy to talk about it and it doesn’t bother them and other people just
DK: Just don’t
US: Just don’t want to
DK: We’ve actually found that this was part of this project there’s a lot of people now who obviously, you know, got to a great age are only now talking about it so when you ask about how many, you know, are still surviving, a lot of these people haven’t mentioned it but we identify them and then for the first time they are talking about what happened, you know, for understandable reasons they haven’t spoken about it before. Sometimes the families haven’t been interested and sometimes they just obviously found it too difficult to talk about and you know, it’s sad and understandable but you know hopefully now we are capturing some of those stories before it’s, you know obviously it’s too late. Cause some people say, well, why didn’t you start this project twenty years ago when the memories were fresher? And perhaps we should’ve done and [unclear] we would’ve done but they didn’t want to talk about it twenty years ago
MH: I’ve still got my father’s diary that he went into the army in 1916, was eighteen in 1916, and I’ve still got his diary written in pencil and still readable
DK: Yeah
MH: Of his time in the army and I’m just wondering whether records in any of the Army things might cause that’s no good to me, nobody wants them
DK: Yeah, it might, you can’t, does it mention which regiment he was with? Because there’s regimental museums, they might be interested probably
MH: Yes, oh right, I think I didn’t give it, I gave you something, didn’t I?
US: I’ve got a few bits and pieces of [unclear]
MH: I think I’ve got a
DK: Because there’s
MH: A little disk upstairs somewhere
DK: Because there’s similar projects to the Bomber Command one where if there is research into this particular regiment like us they might want to copy it, you keep the original document but they, cause now you don’t really need to hand over the original document, they just make a copy of it electronically and the family gets to keep the documents, so it might be worth looking into
MH: It’s very interesting reading and exactly as you see in these pictures with all the margin, he had, a bullet went in his neck and he lived until he was seventy-nine, but he had mustard gas
DK: My grandfather on my mother’s side, he was gassed in the First World War, he lived to be ninety-nine but he was, I think it was phosgene gas that he was wounded and he collapsed and had a label on him and he said, oh, you’ve got a blighty wound, you know, you’re going home and then my grandfather on my father’s side as well and his brother so my great grand uncles all fought in the Western Front
MH: I like hearing about people’s experiences during the war because I’ve got a friend that lives on the estate, he’s coming up ninety-three, and he was in the Red Berets
DK: Alright, yeah
MH: What are they called?
DK: The commandos
MH: Yes
DK: Yeah, yeah
MH: Yes, and he can tell me a few stories
DK: Ah, right. But once again, there might be a project where his stories are being captured, cause I know old history’s now is really a big thing really
MH: And I keep meaning to try and go to Ypres because an uncle of mine got killed in the first week of the First World War and a couple of years ago friends that live at Brize Norton they found his grave
DK: Ah, right
MH: And but I haven’t managed to get there
DK: Hopefully, you’ll get to see it
MH: So
US: Did you, did you have any Polish people on your squadron?
MH: Can’t hear you
US: Did you have any Polish people on your squadrons?
MH: Yes, no, no
DK: Oh, right, ok
MH: Oh no, not allowed, at Faldingworth, have you heard of Faldingworth?
DK: Yes, yes, yeah
MH: That was part of the number 1 Group at Faldingworth and when I got transferred from Ludford Magna to Wickenby which isn’t that far, we stopped at Faldingworth so they said you gotta stay in the van, what do you mean I gotta stay in the van? WAAF are not allowed to get out on a Polish squadron
DK: Really?
MH: The men are always after them [laughs], but you could always get lipstick and nylons and this sort of thing
DK: From the Polish
MH: And silk stockings and, yes, we swear that they used to land somewhere and pick these things up [laughs]
DK: So you have no idea where they got this stuff from then? You’ve got no idea where the Polish were getting the nylon from?
MH: No, no, no, no
DK: So you never actually met any Poles then, no?
MH: But they were always very nice [laughs]
DK: Yeah
MH: But you weren’t allowed out of the van [laughs]. But I don’t know whether there were any women on that squadron at Faldingworth, I didn’t know much about it but I know it was all Polish fliers there
DK: Yeah. So, when you were allocated to a squadron or a base, you really kept within that, did you, you didn’t really mix with people from other squadrons
MH: Well, I think so, I did because it was still Lincolnshire when I went to Gainsborough
DK: Right
MH: To Sturgate so I just stayed in and of course they used to, when you went from, you finished your course and they said, where do you want to go? Everybody put near home, well, you never ever got near home it was miles away [laughs] cause I was in Middlesex
DK: Did you manage to get home much though while you
MH: No,
DK: Served, no
MH; No, no
DK: So, you weren’t granted leave for the weekend or
MH: No, not very often, might get seven days now and again, and you would get days off, but you would just stay locally, well unless you were like me and skived down to my relatives [laughs]
DK: Ok, well, I’ll stop that there but thanks very much for your time. Put that back on again, the radiation cells, so they were all
MH: They were valves
DK: Right. So, was part
MH: Nothing electric
DK: So, was part of your role then changing the valves?
MH: Yes, yes and on the aircraft it was the same
DK: Alright. And this might sound an odd question, but did you take the whole radios out? You had to pull them out presumably.
MH: It could’ve done but I didn’t because they were too heavy
DK: Right. Right
MH: But there will be a receiver, what’s the other thing?
DK: Transmitter
US: Transmitter
DK: Yeah. And then all the valves that you had, did you use to change the valves?
MH: Yes, yes
DK: And could you tell if the valves needed changing?
MH: Can’t remember, long time ago [laughs]
DK: But it was good technology because it worked
MH: Yes
DK: Yeah
US: I mean, my dad used to build his own radios, didn’t he? Papi used to build his own radios after the war
MH: Yes
DK: Yes, yeah
US: Locked in boxes
MH: He really wanted to stay in, no, I wasn’t going to have my children taken away from me [laughs], go to boarding school
DK: It’s understandable. Ok
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Marian Hollier
Creator
An entity primarily responsible for making the resource
David Kavanagh
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
AHollierM171016, PHollierM1701
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
00:38:19 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Description
An account of the resource
Marion Hollier served as a wireless operator in the Women's Auxiliary Air Force from February 1944 to September 1946. Before the war she worked in a construction firm, The George Wimpey Company, which built aerodromes. She learned the Morse code in the Women’s Junior Air Corps. Tells of her father who served as a telegraphist in the First World War. Later on, she joined the Air Training Corps. She was trained at RAF Wilmslow, then Blackpool on the Morse code, before moving to RAF Ludford Magna, with 101 Squadron, and from there to RAF Wickenby with 626 and 12 Squadron. At RAF Wickenby her duties included radio transmitting and carrying out inspections on aircraft. While she was stationed at RAF Ludford Magna, she witnessed enemy aircraft strafing headquarters.
Contributor
An entity responsible for making contributions to the resource
Peter Schulze
Temporal Coverage
Temporal characteristics of the resource.
1944
1945-06
101 Squadron
12 Squadron
626 Squadron
aircrew
bombing
ground personnel
Morse-keyed wireless telegraphy
RAF Compton Bassett
RAF Faldingworth
RAF Ludford Magna
RAF Wickenby
training
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1105/11564/PRoseHP1801.1.jpg
ad6f5f49ca330c1caf60a4e83c743b08
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1105/11564/ARoseHP180222.2.mp3
2c049fdb339502cf5b435f4fb4b0f6cc
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
Rose, Hayden Philip
H P Rose
Description
An account of the resource
An oral history interview with Flight Lieutenant Philip Rose (b. 1924, 1654274, 185661 Royal Air Force). He flew operations a flight engineer with 426 Squadron before being shot down and becoming a prisoner of war.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-02-22
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
Rose, HP
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
GR: Right. This is Gary Rushbrooke for the IBCC on the 22nd of February 2018 and I am with Flight Lieutenant Philip Rose at his house in York. Philip, just when was you born sir? What was, what was your birthdate?
HPR: My birthday is the 27th of July 1924.
GR: 1924. And did you, we’re in York, did you, was you born in York? Did you grow up around —
HPR: No. I was born in, in South Wales.
GR: Oh right.
HPR: And joined the RAF in 1943.
GR: 1943. Yeah.
HPR: PNB. Which is pilot, navigator, bomb aimer system. I then remustered to flight engineer. Then went to St Athans to be trained.
GR: Yes.
HPR: Completed my, my training there. Then I was waiting for a crew so they sent me to [pause] where was it? I’m trying to think of the name of the place. Anyway, I was sent there for two weeks. Oh, Isle of Sheppey.
GR: Oh yeah. Yeah.
HPR: Unfortunately, a terrible place to go because that was where the people who were, decided they had a lack of moral fibre and they were stripped of their, of their brevets and what have you.
GR: That’s where they went. Yeah. If they’d been lack of moral fibre. Coming away from their base.
HPR: That’s right. They were out to the Isle of Sheppey. Then they were, you know they would be marched out.
GR: So they had people training there as well?
HPR: They, I don’t know whether they, no. I wasn’t.
GR: No.
HPR: I was only waiting for, for a crew.
GR: But even so you’re waiting there.
HPR: Yeah.
GR: And you’re seeing these people.
HPR: Absolutely.
GR: And we won’t come to that.
HPR: Yeah. So, you know they were stripped. They just said, ‘You’re not, you’ve been found guilty of lack of moral fibre and the sentence is that you will be stripped down to AC2s again.’ So they just used to pin their stripes on them, tear them off, tear their beret off and say —
GR: Yeah.
HPR: That’s it. You’re back to, back to the cookhouse sort of thing. So that was that. I was there. Then a crew arrived from Canada. My crew. We met up then at Riccall. The Heavy Conversion Unit.
GR: Heavy Conversion Unit.
HPR: At Riccall.
GR: At Riccall. Yeah.
HPR: Did our six weeks training there on Halifaxes.
GR: Yeah.
HPR: And then joined the squadron. 426 Squadron at Linton On Ouse.
GR: At Linton. Yeah.
HPR: So we did twenty one trips. We were shot down on the twenty first.
GR: Oh right.
HPR: Trip to, as I say to Wanne Einkel.
GR: So, before we come to that we’ll backtrack a little bit. Mum and dad. Did you have any brothers and sisters?
HPR: I’ve got, I’ve got brothers. I’ve got two brothers and two sisters. I did have.
GR: Yeah.
HPR: They’re all dead now. My one brother —
GR: Was you, where was you in the pecking order? Older brother. Younger brother.
HPR: I was the, I was the youngest.
GR: You were the youngest. Yeah.
HPR: I was the youngest. The rest of them were —
GR: Yeah.
HPR: All older than me.
GR: So, schooling was in South Wales.
HPR: Yes. School was in South Wales. I went to the Rhondda County Grammar School. Matriculated from there.
GR: Yeah.
HPR: And that was and then went in. Had a bit of [pause] went to work with a, in a factory for a while.
GR: Yeah.
HPR: And then three of us who were, we were all working in the factory decided to go and join the RAF. So we went to Penarth which was in South Wales.
GR: Yeah.
HPR: Which was the attestation centre, and joined up. And that’s how I started off. And then we got posted to first of all to St John’s Wood.
GR: Yes.
HPR: In London.
GR: So you joined up in 19 —
HPR: 1943.
GR: 1943. Oh, so 19 — yeah.
HPR: Yeah.
GR: What work was you doing in the factory? Bearing in mind the war would have been on.
HPR: Technical. Technical work.
GR: Just yeah.
HPR: Yeah.
GR: Yeah.
HPR: Yeah. Administration work.
GR: Yeah.
HPR: So it was a company called Simmonds were making special things for the Air Force rather. For the RAF.
GR: Oh right.
HPR: So —
GR: And were, daft question because obviously you were if there were three of you in that factory.
HPR: Yeah.
GR: And even though the factory was doing things for the —
HPR: That’s right.
GR: War work. The RAF.
HPR: You were allowed to volunteer then.
GR: That’s right.
HPR: Yeah.
GR: We all volunteered.
HPR: Yes.
GR: And each of them, one of them became a pilot, one of them became a navigator and I became an engineer.
HPR: Right.
GR: And did the other two survive?
HPR: As far as I know. Yeah, they survived.
GR: Yeah.
HPR: I don’t know where they, what’s happened to them now of course.
GR: Yeah. Yeah.
HPR: They’re just gone.
GR: But at the time. Yeah.
HPR: Their own sweet way, sort of thing.
GR: So at the time, yeah you were in the factory. You decided right —
HPR: Yeah.
GR: We’ve all got to join up and join the RAF.
HPR: That’s it. So we all went to Penarth and joined up at the same time. The same day.
GR: Same day. You all went together.
HPR: That’s it.
GR: Oh. wonderful.
HPR: Got through, got the [artist?] did all the usual work that they do, you know. Maths, English and all the rest of it.
GR: Yeah.
HPR: And they said, ‘Oh, you’re ok.’ They said to me, they give you a recording when you’re doing that and they play the earphones on and said, ‘Why do you want to be a pilot? Why don’t you be a wireless operator?’ And I said the one thing I didn’t want to be was a wireless operator. They said, ‘Why not?’ ‘Well, you’ve just had a recording with, you had this dit dit dit da da da. And just say are they the same or are they different?’ He said, ‘You had an eighty seven percent on it so you must be good.’ I said, ‘I just did it. I’ve forgotten about it,’ you know. ‘It all went queer and I just said yes. Oh, that’s, yes. No. Yes. Yes. No. And it just happened to be but — ’ I said, ‘No. I don’t want to be that.’ So they said, ‘Right. PNB.’ And then off to London.
GR: Yeah.
HPR: To St John’s Wood.
GR: Was you, was there any gap in between? So once you joined up they didn’t still —
HPR: Oh yes. There was about, they give us a small badge to say that you are RAF Reserve.
GR: Yes.
HPR: About two months.
GR: Yeah. Because there’s some veterans I spoke to said, ‘Oh, yeah they sent us home and we were waiting six months.’
HPR: Yeah.
GR: And we were waiting nine months.
HPR: I waited about two months.
GR: That’s not bad.
HPR: And they gave me a little badge to say that, you know you’re in the RAF.
GR: Yeah.
HPR: Virtually. But we’re waiting.
GR: Yes.
HPR: So if anybody said, ‘Why the hell aren’t you —
GR: Yeah.
HPR: In the army.’ Or, ‘Why aren’t you —
GR: Because you’re walking around in —
HPR: Yeah.
GR: Yeah. Nobody bringing you a white feather or anything like that.
HPR: That’s it.
GR: So, yeah. So, you were, yeah. Yeah. Yeah. So, yeah. What did you think of St John’s Wood?
HPR: A tremendous place to be but I can remember the one thing about it was the fact that you had all your inoculations, vaccinations virtually at the same time, you know. Outside going up the fire, fire steps of these flats we were in and then being injected in both arms.
GR: Yeah.
HPR: And that was it sort of thing. Then we were doing all sorts of things. You know, maths, English and all the rest of it and they said they decided I would be an engineer rather than a pilot. So that was it.
GR: Yeah.
HPR: Then I was posted down to, as I said to St Athan. I did my training there. Then joined the, the crew eventually. Having been to see the poor people being stripped of their, their —
GR: Just I find it a strange place.
HPR: Yeah.
GR: To send somebody.
HPR: To send somebody. Absolutely. But it was not only myself. It was quite a few.
GR: No. Yeah. But, yeah any of you to be there and think what’s going off here?
HPR: That’s right, because I got pretty friendly with one chap who had been strapped. His name was Brotherton I think if my memory serves me and he was, flying. He was a wireless operator and he said that he’d had enough. He’d been, he’d flown for about twenty, twenty sorties.
GR: Yeah.
HPR: And they said he was lack of moral fibre. He said, ‘I’m quite prepared to go up and fly on flying boats or anything else,’ but he said, ‘I’m not on there anymore.’ So he said, ‘I’ve had enough.’ They shot him. Anyway, they stripped him.
GR: Yeah.
HPR: And he went. I don’t know. He was very good. But I remember he was a very good pianist and he used to entertain people while he was there, you know. On the piano and what have you.
GR: Yeah.
HPR: And in the NAAFI.
GR: I presume you knew what were going off.
HPR: Yeah.
GR: What did you think?
HPR: Well, I thought, you know I was really sorry for them because these guys they were obviously, you know not a hundred percent in themselves. You could tell that. They were sort of shadow of themselves almost.
GR: Yeah.
HPR: But you said, well you know, ‘It can’t happen to me.’
GR: No.
HPR: We hoped. And that was it.
GR: Yeah. Because obviously, yeah you’re speaking to somebody who has done twenty missions.
HPR: Yeah.
GR: And this is something you’re going to go and do.
HPR: Yeah.
GR: And then you’re listening to him and —
HPR: Yes. Lack of moral fibre and that’s it.
GR: Yeah. We’d have different words for it these days but —
HPR: Yeah.
GR: I’m interrupting. So, yeah. So after that you, how did you meet the crew because obviously when it was like all British crews —
HPR: Yeah.
GR: They used to put you all together in a room and you’d walk around.
HPR: That’s right. Well, we —
GR: Talk to people and —
HPR: We were put in a place called, a manor which is just north of York here. We had a room there. Aldwark Manor.
GR: Yeah.
HPR: Aldwark Manor was where we were billeted. We met up there actually. We, and we spent a few days together talking about things and we all seemed to be gelling out ok. And then we were posted down to Riccall.
GR: Right.
HPR: To Heavy Conversion Unit.
GR: Yeah.
HPR: Then we went back to Aldwark Manor because that’s where we were going to be billeted when we were flying from Linton On Ouse.
GR: Right.
HPR: So that —
GR: So was you given to the crew?
HPR: Yeah.
GR: Or did the crew approach?
HPR: Yeah.
GR: So you just, you were given a crew.
HPR: That’s right. Oh yes.
GR: Yeah.
HPR: Well, we were, I was introduced to the crew.
GR: Yeah.
HPR: And they, they really vetted me.
GR: Right.
HPR: Rather than me vet them.
GR: Yeah. Yeah.
HPR: And they said, ‘Well,’ you know, ‘You seem a good guy, you know, seen what you’re doing and all the rest of it.’ And we got on remarkably well together as a crew, you know. Excellent.
GR: I think you told me the wireless operator was —
HPR: Yeah.
GR: Also British.
HPR: The wireless operator. That’s right. But he’d already joined them.
GR: Right.
HPR: Prior to me going there. He [pause] his name was Twyneham. So, he was from London and he was, he was working in the City somewhere in London before he came, and he went back to that after the war. I can remember. The rest of them came from, most of them, all of them came from all of them came from Canada. The wireless operator was, he was British. The mid-upper gunner was from Saskatchewan. He came from a wheat farming community there. His family were farmers. Johnny de Luca was working for the government in Toronto. Bob, the navigator he was in business in Toronto. And the, the bomb aimer was from Montreal. He was French Canadian. He was the joker in the pack if there ever was a joker. He was quite a, quite a character. So that’s how the crew was formulated.
GR: Yeah.
HPR: And as you say we then started down at Riccall. Having finished there started on 426 Squadron at —
GR: Linton.
HPR: At Linton on Ouse.
GR: Yeah.
HPR: That’s the [pause] saying the, the [pause] That’s where he, is the —
GR: Oh right.
HPR: That’s, that’s the skipper’s [pause] skippers burial. I wasn’t there unfortunately. I was away on holiday.
GR: Right. Yeah. We’re just looking at a photograph. Is this, is this in Holland?
HPR: It’s Holland.
GR: Yeah. He’s buried in Holland, is he?
HPR: Yeah.
GR: So, what was your first operation? So obviously you got to Linton.
HPR: The first, first operation we did was in Metz.
GR: Right.
HPR: We bombed Metz. It was the first operation we did, and we did a series of operations from all over.
GR: Yeah.
HPR: From St Nazaire.
GR: Any thoughts on the first op? As in —
HPR: Well, yes.
GR: Not apprehensive but —
HPR: That was interesting.
GR: Yeah.
HPR: Because that first op we were late in returning. We didn’t see any particular flak or anything but we had a lot of reports when we came back that a lot of them had had a fairly hectic time.
GR: Yeah.
HPR: But we were fortunate. We were a couple of minutes late sort of thing getting back and we didn’t really see a lot of it. But we saw the latter end of it but we weren’t worried about it ourselves.
GR: Yeah.
HPR: So that was it.
GR: So, yeah. It went well. Yeah. And that was it. You were in the system.
HPR: We were absolutely in the system. Exactly.
GR: Yeah.
HPR: And then —
GR: And this would have been the summer of 1944.
HPR: That’s it. Yeah. And then we carried on then right through.
GR: Can you remember when your first operation was? Would it have been —
HPR: I can’t remember exactly the date.
GR: May. June.
HPR: June it would be.
GR: June.
HPR: It would be June. Definitely. Yes.
GR: So did you do some of the what they called the Normandy bombing runs?
HPR: Yes. Oh, yes.
GR: Yeah. Yeah.
HPR: St Nazaire.
GR: Yeah.
HPR: All those sort of places.
GR: Yeah.
HPR: We did all those bombing runs.
GR: Yeah.
HPR: D-Day. You know.
GR: Yeah.
HPR: So then after that as I say we eventually landed up in this, at Wanne Einkel, in —
GR: This was about, this was about your twentieth mission.
HPR: Twenty, this was the twenty first.
GR: Twenty first.
HPR: Twenty first mission.
GR: Yeah.
HPR: And that, as I say we did the bombing run. We were hit. The —
GR: Hit by flak.
HPR: The flak, yeah. Oh yes. It was predictive, predictive flak actually because you could tell because we were on a fifteen thousand feet.
GR: Yeah.
HPR: And flying straight and ready for the bombing run. I shouted, you know, ‘Bomb doors open,’ and away. Bob said, ‘Bombs gone away.’ You know.
GR: Yeah.
HPR: That was it. We turned off then having as we were turning we got hit. The outer, port outer engine was hit. I feathered the engine. Put the fire out but we were hit by flak again. The skipper was hit in the leg. The bomb aimer was hit. His nose. He broke his nose. And then there was the, we got it, the aircraft back as far as Dordrecht in Holland.
GR: In Holland. Yeah.
HPR: And we were going to bale out as I said. We. The first out was the rear gunner who said, ‘Keep it straight and level so I can get my ‘chute.’ His ‘chute was in, was obviously not on his, in his turret.
GR: No.
HPR: It was outside his turret.
GR: He had to come back to the fuselage to get it, doesn’t he?
HPR: He come back. Yeah. He come back.
GR: Yes.
HPR: Pick up his chute, put his chute on and dived out. Mid-upper, the mid-upper gunner was the second. Bob, the navigator went. Then Twyneham the wireless operator and then Bill, the bomb aimer went. And I was the last out. I helped to get the skipper back to the rear of the plane. Put a hand on the handle of his chute.
GR: Yeah.
HPR: Said, ‘Off you go,’ and kicked him out.
GR: Yeah. You pushed the pilot.
HPR: I followed him out.
GR: You pushed the pilot out.
HPR: Yeah.
GR: Then you were the last one out.
HPR: I followed him out. The aircraft was losing height all the time and it crashed just outside Dordrecht. We found out eventually that a part of it they found is now in a museum or was in a museum in Dordrecht. Which was the wing of the aircraft was in there. And I was, I landed on the outside, on the outskirts of, of Dordrecht. Eventually met up. I met the bomb aimer, the navigator and the air gunner. Rear Gunner. All together. They marched us into Dordrecht.
GR: Was you picked up straight away?
HPR: We were. Yes, I rather funnily enough the chap that picked me up spoke perfect English. He said, ‘Good afternoon,’ and I was bloody flabbergasted as you can well imagine. But he was telling me he’d been working for a German shipping company in Liverpool before the war.
GR: Yeah.
HPR: He was a corporal in the German army.
GR: Oh right.
HPR: And he’d worked in this, for a German shipping company in Liverpool docks. So they marched me, ‘Raus [unclear] they said. Well, there was, well we knew that the bomb, we were told that the pilot had had his legs blown off and he was dead when they reached the ground. But there were two others who were missing. That was, one was Twyneham and the mid-upper gunner was Ken Dugdale. The last report we had there was somebody had landed on the church at Dordrecht and had been hit by rifle fire. We eventually found out that that was in fact Ken Dugdale.
GR: Right.
HPR: He was put into hospital in Dordrecht at the time. Eventually they picked up Twyneham in a field outside Dordrecht. They’d brought him in and then we were all put in, into the local jail at Dordrecht in Holland. And eventually the, we were shipped from there by a rickety old bus to Frankfurt on Main.
GR: Yeah.
HPR: And there we were held in the, the German headquarters there and interrogated by two officers. One who purported to be, had worked, also been educated at Oxford. So he reckoned. By the way we never found out whether he was. Spoke perfect English.
GR: How was you treated in between?
HPR: That’s right.
GR: In between, ended up in the local jail.
HPR: Yeah.
GR: To get into Frankfurt. Were you treated well?
HPR: No. No.
GR: No.
HPR: We got nothing really. All we had was a slice of bread.
GR: Yeah.
HPR: Black bread and a cup of soup.
GR: But you weren’t mistreated.
HPR: No. We weren’t mistreated.
GR: No. No.
HPR: No. We were just [pause] except when we were, we were so tired we were told by the guards to get up and —
GR: Yeah.
HPR: Prodded with rifles but nothing —
GR: Nothing. Yeah.
HPR: Particularly untoward. But none the less it was a bit scary.
GR: Yeah.
HPR: Then as I say we were taken by —
GR: Because by that time in 1944.
HPR: Yeah.
GR: I know of certain bomber crews.
HPR: Yeah.
GR: American and British that were murdered basically. They were you know if they were captured by some of the civilians.
HPR: Yeah.
GR: Especially if they were near the places they’d bombed.
HPR: Yeah.
GR: Then the, and the authorities used to turn a blind eye. That’s why I was asking if —
HPR: Yeah. Well, the biggest problem we still had our parachutes with us. They still, we had to carry our parachutes where ever we went.
GR: So you stood out like.
HPR: We’d stand out. That’s right. When we got to Frankfurt then we got a little bit of flak from the local people.
GR: Yeah.
HPR: Because we had to march up to get to get to the railway station in Frankfurt and we got a bit of flak from the people there. They were spitting at us and telling us this, that and the other, you know. Terror fliegers. So, eventually we got to the German headquarters at Frankfurt. We were interrogated there as I said. Then we were moved on from there and eventually landed up in a place called Dulag Luft.
GR: Yeah.
HPR: Which was just outside Frankfurt. And we were there for quite a while. Then eventually from there we were shipped out to —
GR: Luft 7.
HPR: Poland.
GR: Yes.
HPR: That was at Stalag Luft 7.
GR: Yeah.
HPR: In Bankau near Breslau.
GR: So, that would be around about October time, wouldn’t it?
HPR: That was.
GR: Shot down in September.
HPR: Yeah.
GR: October.
HPR: That’s right,
GR: Yeah. October. November. I was going to say how was prison life but I presume you weren’t in the prison camp long because did they then start, as the Russians were advancing did they take you out on what became known as the Long March.
HPR: Yeah. What happened was we were in there. Stalag Luft. That’s [pause] the first camp we went to. That’s a map of the —
GR: Oh, right. Thank you. Yes. Stalag Luft 7.
HPR: Yeah.
GR: Bankau, Silesia.
HPR: The first camp we went to was a temporary camp because that hadn’t been completed. We were in just little huts.
GR: Yeah.
HPR: Which were only about seven foot high and about, you know twenty four foot long. Then we went to that camp eventually when it was completed. And it was said that nobody would ever escape. Escape from there sort of thing. But nobody did. We didn’t. We were there until —
GR: Because in your own mind was you aware the war was coming to a close?
HPR: Well, yes. We were. We were getting reply. Reports from UK. We had two guys. One who was shot down the first day of the war.
GR: Right.
HPR: And he was a wireless operator and he was a very clever lad. He managed to get, he’d got a phone. A telephone, telephone wires and eventually managed to get a radio signal and he was, he was giving us reports.
GR: Reports. Yeah.
HPR: Virtually every day of what was happening during the war. He was an excellent guy. The padre was there also who was a nice, a very nice chap. I’ve still got the bible that he gave me there, and I’ve carried that everywhere. I’ll just show it to you.
GR: Show me. Yeah. Yeah. Yeah.
HPR: I’ll get it for you.
GR: Yeah. And I’ll just pause the —
[recording paused]
GR: So we’re just looking at a Holy Bible that was presented to Philip by the —
HPR: He was the padre.
GR: The padre. Victor —
HPR: He was acting padre. He was —
GR: Victor [Coops.]
HPR: Yeah. He became, he became a full time vicar afterwards.
GR: Yeah.
HPR: After the war.
GR: Yeah. So the Holy Bible with a stamp inside it that says Stalug Luft 7. Incredible. So, so when was you taken out the camp and put on the Long March?
HPR: Yes.
GR: Yeah.
HPR: That was on the —
[pause]
GR: It would be January time.
HPR: 17th of January.
GR: Yeah.
HPR: 17th of January and I was on that Long March twenty one days or thereabouts.
GR: For about, so for about three weeks. Where did you end up then, Philip?
HPR: We ended up eventually at Luckenwalde.
GR: Yeah.
HPR: Which was [pause] the camp number was camp three and we were there then. There were fifty four thousand in that camp which was really required to keep about ten or twelve thousand.
GR: Yeah.
HPR: So we had no, no beds. No nothing. Just palliases. Wooden —
GR: Straw beds yeah.
HPR: Well, yeah.
GR: I presume, I presume you was in, because you were shot down in September.
HPR: Yeah.
GR: You was in quite reasonable physical condition.
HPR: Yeah.
GR: Unlike some of the chaps who had been there three or four years. Were they —
HPR: That’s right.
GR: Were they —
HPR: Yeah.
GR: Thinner? And —
HPR: Well we, I, we’d all lost weight obviously on the march.
GR: Yeah.
HPR: Because we had very little food.
GR: Yeah.
HPR: It was only a question of a cup of soup a day. A slice of bread a day. Maybe one spoonful of sugar or whatever.
GR: Yeah.
HPR: One cup of coffee which was horrible. Ersaz coffee made of acorns.
GR: Acorns.
HPR: That’s right. And I lost, my weight came to around six stone twelve when I came home.
GR: Yeah.
HPR: So, I was about eleven stone when I, when I, when I got shot down.
GR: Yeah.
HPR: And we, not only myself but everybody else.
GR: Yeah. So in a period of seven or eight months.
HPR: Were in the same situation.
GR: Yeah. It’s a very big weight loss.
HPR: Very little food.
GR: Yeah.
HPR: We were at this camp for, as I say there were fifty four thousand of them there. Russians, Poles, Germans, err Russians, Poles, Czechoslovakians all sorts of nationalities.
GR: Yeah.
HPR: The Russian’s camp itself was separate from, from the main camp. Then eventually as I said the Russians overran us in, when was it? May.
GR: Yes. End of April.
HPR: End of April.
GR: Yeah.
HPR: That’s right.
GR: It was the Russians who took over the camp wasn’t it?
HPR: The Russians —
GR: Yeah.
HPR: Took over the camp completely. Then we heard that the Americans were on the other side of the Elbe.
GR: Yes.
HPR: They were advancing. We got word to them to say where we were. They eventually brought trucks up. Fifty trucks to take all the, all the American and the British prisoners out of the —
GR: Out.
HPR: Out of the camp. The Russians refused and as we were moving on they fired us over the tops and with rifles, they said, ‘Nobody leaves this camp until we get an exchange of prisoners.’ Fifty four thousand prisoners in exchange for all these other prisoners that you’ve got. The Russians were, the Russians in the Russian side of the camp were released by the Russians and told, ‘There’s a rifle. Off you go. Kill as many Germans as you can.’ And outside the camp was one gun post which had six German army guys there. They went out and they said, ‘Bring back proof that you’ve killed them.’ They brought back six heads.
GR: God.
HPR: And said, ‘There we are. We’ve killed them.’
GR: Yeah.
HPR: For ourselves we tried to get on but as I said they told us we can’t get. So we were in that camp now until well I didn’t get home until June.
GR: So, how did you eventually get out the camp? Was it —
HPR: We eventually —
GR: The Russians just let you go or —
HPR: Eventually they transferred so many prisoners in exchange.
GR: Right.
HPR: They transferred them over on the Elbe.
GR: Yeah.
HPR: The Germans and the Russians and they allowed us to leave. We then, they then took us from there back into Frankfurt, then on to, I flew then from, they took us down to Holland and we flew back home to Tangmere.
GR: Tangmere.
HPR: In Sussex.
GR: What aircraft did you fly back on?
HPR: Dakotas.
GR: Dakotas.
HPR: That’s right.
GR: I know they were using Lancasters, Dakotas and American B17s, so —
HPR: That’s right. Yeah. Dakotas.
GR: You got a Dakota.
HPR: Flew on Dakotas back to Tangmere and the first time we, the first meal I had, I will always remember was fish and chips in Tangmere. That was the blessing.
GR: Yes.
HPR: While we were in, in Holland with the Americans we were fed with very good food obviously. With bacon and eggs and —
GR: Yeah.
HPR: And pineapples and goodness knows what. Excellent I must say. Then we eventually came home. I had a slight bit of flak in my left leg which had played up a bit. It was still weeping and what have you. They decided that first of all they were going to put me into hospital. There was, I said I didn’t, I wanted to go home first if I could because I had no, I had no knowledge of whether my family were alive or whether they were dead or what happened because only one, they only had one letter from me after I became a prisoner of war to say that I was a prisoner of war. To confirm that. But no other mail had got through. So eventually they let me home with details of what had happened to be given to my doctor and he treated me. Then after three weeks I went back to Cosford Hospital. They looked at it and said it was ok, it was fine. I could go back on leave. I had another three weeks leave. They were trying to treat us because we were undernourished. The only way they could give us extra rations was by giving us rations that were normally used for WAAF’s pregnancies. That was double rations.
GR: Double rations.
HPR: And so I was having two lots of bacon, two lot of meat, two lots of beef —
GR: Yeah.
HPR: Two lots of butter etcetera etcetera to build up. So eventually I then got posted back to Cosford. I did a course there. I stayed in the RAF.
GR: Yeah. Were you back, when you came back from prisoner of war camp —
HPR: Ah huh.
GR: Did you learn then that all the others had come back with you? So the rest of the crew apart your pilot did they come back at the same time?
HPR: Oh yeah. They all came back.
GR: Did they, were they in the same camp by the way?
HPR: They came back virtually at the same time.
GR: Oh right.
HPR: But were disbanded into the RCAF.
GR: Oh course. They would have been sent back to Canada, wouldn’t they?
HPR: That’s right.
GR: Yes.
HPR: They went back to Canada.
GR: Yeah.
HPR: And then, as I said I came back home here. As I say they all went back to their jobs except Bill Sloane went back to Montreal, but then he went on to America. He decided to go down to America. We lost all trace of him. The rest of them we, we kept in touch with for a while. Bob Walters died of, he had cancer. He died about ten years ago. The next one who died was [pause] Ken. Ken Dugdale. Mid-upper gunner. He died of cancer in Saskatchewan. Twyneham stayed. He was alive until four years ago. He died in London. Who else was there? Bob as I said. Bill Sloane went on to America so we —
GR: Yeah. Lost track of him.
HPR: Lost all trace of him. There was myself still here. And Johnny de Luca.
GR: Yeah.
HPR: Obviously of Italian parentage.
GR: Yeah.
HPR: He died two years ago.
GR: Two years ago.
HPR: He had a blood disorder.
GR: Oh dear.
HPR: Which they couldn’t cure.
GR: Did you stay in the RAF?
HPR: I stayed in the RAF until 1948.
GR: Oh, ’48. Right.
HPR: Went back to Cosford. I went to training to do a equipment officer’s job. I did it at Cosford for a while. Then they came along and said, ‘Right. We’re sending you on a bomb disposal course.’
GR: [laughs] What a thing to do.
HPR: So they sent me on a bomb disposal course and I was then employed getting rid of phosgene and mustard gases by firing them with sten guns. Blowing them up. Burning them.
GR: What a way to do it.
HPR: Yeah. So then they said, ‘Right. We’re getting you posted now to a place called Cottam, which is just outside Driffield.’
GR: Yes.
HPR: And that was a bomb disposal unit. They had bombs. Two hundred, four hundred pound bombs all over the place there. So we had to, well we was selling these to Iraq and Iran. We were repainting them and sending them off after the war to Iraq and Iran. So I was in charge of this unit there and eventually I applied for a permanent commission. They offered me a short service commission of four years. And I said no. This is ’48 and I said, ‘No. I’d rather it’s either a full commission or I’m out.’ So then, it was then I came out.
GR: Right.
HPR: 1948. Although, if I’d stayed in the guys who also applied for, for a short service eventually got a full —
GR: Yeah.
HPR: Commission because they were short of officers in the 1950s. So, I came out. Then got a job in one of the utilities with is the Electricity Boards.
GR: Back in Wales.
HPR: Back. No. First of all in Yorkshire.
GR: Right.
HPR: In Driffield.
GR: So you decided to stay in —
HPR: In, well in Hull really.
GR: Yeah.
HPR: And then I transferred from there back to Wales.
GR: Right.
HPR: And I got a job with the Electricity Board in Wales. From there, I stayed with them for about three years and a guy came along and offered me a job with a company, an American company called Kelvinator making refrigerators. So I joined them as a sales rep. Left then after about three years. Got a job with Phillips Electrical who were forming a new group for white goods. So I became an area manager for them and eventually left them after seventeen years. They headhunted from another company called MK which made electrical switches and sockets. Became a sales manager from then. Then they asked me to go to South Africa. So I went to South Africa for two and a half years to, as a marketing manager and eventually marketing director for them in South Africa.
GR: Yeah.
HPR: Sold the company in South Africa which they wanted me to do. Came home and then retired.
GR: Right.
HPR: Then somebody came along and said, ‘I’ve got a job for you.’ I said I didn’t really want a job. ‘Oh, we’ve got a job.’ So I went to work then for the government on marking, checking marking of GCSE exams.
GR: Oh right. Yeah.
HPR: In Harrogate.
GR: Yeah. So you was living up in this area by then.
HPR: Yeah. Finished up. I finished up here.
GR: Yeah.
HPR: Became the, as I said I have a house in, before I came here I had a house in Askham Richard.
GR: Yeah.
HPR: And do you know, so before that we had a house down in, I worked for, when I worked for Phillips I worked in London with them.
GR: Yeah.
HPR: At, so I had a house in Horsham for three years.
GR: So you moved around a bit.
HPR: So I’ve been around a bit.
GR: A wonderful life. Yeah. Very very good. So how are we doing? Yeah.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Hayden Philip Rose
Creator
An entity primarily responsible for making the resource
Gary Rushbrooke
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
2018-02-22
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ARoseHP180222, PRoseHP1801
Format
The file format, physical medium, or dimensions of the resource
00:41:20 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
Netherlands
Netherlands--Dordrecht
Germany
Poland
South Africa
Germany--Frankfurt am Main
Poland--Tychowo
Description
An account of the resource
Hayden Philip Rose was born on the 27th of July 1924. After leaving school he worked in the Simmonds factory office before joining the RAF in 1943, training as an engineer. His brothers also joined, becoming a pilot and a navigator. Upon meeting his crew at RAF Aldwark Manor they were posted to RAF Riccall where they trained on Halifaxes, before joining 426 Squadron at RAF Linton-on-Ouse.
On their 20th operation, they were hit by anti-aircraft fire upon which they bailed out near Dordrecht, and the pilot was killed in action. The crew were then held at German headquarters in Frankfurt for interrogation and eventually sent to Stalag Luft 7. He reports that when the Russians reached the camp they gave them rifles to kill as many Germans as they could. They took back six heads to prove that they had killed them.
He flew back in June 1945. After three weeks leave, he completed further training before being posted to RAF Cottam, where he stayed until 1948. Rose recounts his life after demobilisation, including working in South Africa and keeping in touch with his crew.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Tilly Foster
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1943
1945-06
1948
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
426 Squadron
aircrew
anti-aircraft fire
bale out
bombing
Dulag Luft
faith
flight engineer
Halifax
Heavy Conversion Unit
prisoner of war
RAF Linton on Ouse
RAF Riccall
RAF Tangmere
shot down
Stalag Luft 7
the long march
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/496/19660/ACookeWH0111XX.1.mp3
c4452b441e2aac9f396df76beadab574
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
Cooke, William
William H Cooke
W H Cooke
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Cooke, WH
Description
An account of the resource
15 items. An oral history interview with William Cooke (2220169 Royal Air Force), log book and other service material, medals, photographs and memorabilia. He flew operations with 49 Squadron as an air gunner.
The collection has been licenced to the IBCC Digital Archive by and catalogued by IBCC Digital Archive staff.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
Recording this in November 2001. On this field is retired Lieutenant RA who, through volunteering, which is a stupid thing to do, was serving in the heavy ack ack in the last war, the ’39 to ’46 war, and again through volunteering, finished up in Burma, and on June the 15th 1945, after ambling down Burma, was on the ack ack defence of Mingaladon airport at Rangoon. In the afternoon, bit late afternoon really, there was a plane approaching from the south east, and the south east wasn’t friendly territory, so we stuck to the guns, having looked at the thing we couldn’t identify it, it didn’t conform really to any shape in detail that we knew. However we didn’t fire, we let it keep coming, it was fairly low, and then we assumed it was a Liberator bomber, but one tail fin and rudder was missing, and er, that made it look rather lopsided. As it approached it started to do an anti-clockwise circuit of the airstrip, and when it was sort of quarter of the way round we switched the R/T set, which was a number twenty two, over to the same frequency, we had the right crystals in, fortunately, to the control tower and there was this voice coming out saying: “Liberator, Liberator, this is not a bomber strip. You cannot land here, it is fighters only. Can you hear me?” [Pause] To which there was silence. No reply from the Liberator. And he continued anti-clockwise and the voice in the control tower continued that this is a bomber strip, you cannot land here. Well he must have been a wingless wonder because it was very obvious, now he got lower still, that as well as the tail fin and rudder missing, there appeared to be holes through the fuselage, and I’m certain I saw daylight through the end of one wing, near the end, looked as though either a shell had gone through, or a lump of shrapnel. And he started on his second circuit, coming lower, and we thought by golly, if he can get lined up he’ll make it on this strip. It was very obvious that all he wanted was a flat bit of terra firma to put the thing down on and walk away, because it was a flying wreck. How he kept that thing flying, I do not know. In fact I’d say if you put him behind the wheel of a double decker bus, he’d fly that. But there we are. Anyway, halfway round on the second circuit, the engines cut and down he went into the paddy field. Well it was late monsoon, but the paddy fields were full of water, I think that helped a bit, in some way. Four or five of us piled into the jeep, with an amazing array of tools: one hatchet, one hacksaw, and a hammer. In order to get the crew out, if it was needed. Anyway, when we got there the RAF boys were there as well, from the airfield, and we set to doing what we could. It turned out that one of the crew was dead. They also told us that there was a bomb or two still hung up, but, we thought if the crash hadn’t set ‘em off, our bit of hammering and tearing wouldn’t set ‘em off either! But it was after dark before the last one was out. [Pause] [Clicking] Talking amongst ourselves afterwards we said well, the survivors, they’ll die in bed, because otherwise they’d have died on that day. It was an amazing thing to see and of course it gave me great confidence in flying later on. [Pause] I feel now that I must record why [emphasis] I’m making this tape. It happened that some weeks ago I read in the ‘Yorkshire Post’ an article by a chap called David Cundall who was looking for six Spitfires that were buried near the airport of Mingaladon in 1945. Well, I happened to remember that I’d seen several Japanese ammunition dumps which were underground, buried around Mingaladon airport, and I thought I’d better drop him a line and tell him this because if he went in with a JCB, he may find more than he bargained for. I sent it off to the ‘Yorkshire Post’ office in Hull, and a day later David Cundall rang me, thanked me for the contribution and did I know anything about the Spitfires? Which I said well, 28 Squadron was our PR Squadron, and they took their Spitfires, which they only got when they got to Rangoon after the European war had finished, before that they were on clapped out Hurricanes. And er, they took them down to Penang, and I actually flew down to Penang in the Dakota taking the spares, and that was the last I heard of them. I came back to Rangoon, and then with, being in the Indian Army at that time, which again was just fortuitous I suppose, but we went off back to India to reform as Mediums. However, that’s all part of that, but [emphasis] a few weeks later David Cundall rang me again and said he'd traced the pilot of the Liberator, Peter Miles, and would he mind, would I mind if he gave him my name and telephone number? I said not at all, which he did. And then Peter and I met, and we had a good old chin wag, long time ago now. Anyway a few days ago, I got another telephone call: Titch Cook, who turned out to be the front gunner and the one who got rid of some of the bombs by unshackling ‘em off a little narrow walkway in the bomb bay, with the bomb doors open of course, and nothing but the sea underneath; not a nice thing to do. So I’m making this tape to send it to Titch, with all my blessings and good luck and long life. Best of luck Titch. Cheers.
A few months ago, reading the ‘Yorkshire Post’ there was an article about a chap called David Cundall who was after information regarding a report that there were half a dozen Spitfires, in their boxes, buried around Mingaladon airport in Burma. Having read it, a note of alarm came into my mind really, because when I was at Mingaladon I saw several underground ammunition dumps that the Japanese had put there and I thought if David goes digging with a JCB and the explosives haven’t been removed, the armaments haven’t been removed, from the stores, he might get more than he bargained for. So I put this in a letter, and sent it off care of ‘Yorkshire Post’, Hull office. And the following day, David rang me, and in the course of the conversation I mentioned about a Liberator coming in with a tail fin missing and crashing into the paddy fields just away from the airstrip, and the fact that we had to go and er, get the crew out. Sometime later David Cundall rang me and said he had managed to trace the pilot of the Liberator, which rather amazed me, and he said would you mind if I passed on your name and telephone number. I said not at all, so that he did, and sure enough a day or two later I get a telephone call from the pilot, Peter Miles, and he told me that on that day they had taken off from an airfield north of Calcutta to bomb some Japanese tankers that were off an island the other side of the Gulf of Siam. And they’d set off early morning, reached the target just after midday and ran into heavy ack ack fire in both medium, light and heavy guns. They were going in on a low level attack and so it was pretty inevitable that they got shot up, and then he went into more detail, not a lot, I’d have liked to have known more really. He finished up flying anticlockwise, finished up, he’d lost his navigator, and in the end I think, flying on the seat of his pants, holding his finger up for the wind and looking where the sun was, he eventually got back to Burma and then sighted the Rangoon river. So he flew up the Rangoon river and er, approached Mingaladon and that’s where I saw him. An amazing story. His age at that time: twenty one. And flying for fourteen hours, twenty three minutes before they pranged. I don’t know what the passengers in an airliner today would think if the pilot said he was only twenty one and had been flying for fourteen hours! Makes you think a bit. After the rescue operation of course we all had a chit chat afterwards, and we decided that survivors, well they’ll die in bed that’s for sure, otherwise we’d have been dead that day. I think that’s about the end of the story, except to wish him a long life, and happiness.
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
Audio memoir
Description
An account of the resource
An audio account of an anti-aircraft gunner's service in Burma. Describes a B-24 crash landing near a small landing strip in Burma and discusses Spitfires burried in Burma.
Date
A point or period of time associated with an event in the lifecycle of the resource
2001-11
Format
The file format, physical medium, or dimensions of the resource
00:15:22 audio recording
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ACookeWH0111XX
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. Bomber Command
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Burma
Great Britain
India
Burma--Rangoon
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
28 Squadron
anti-aircraft fire
B-24
C-47
Spitfire
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1360/22528/PRobertsM2001.1.jpg
8807da74335bcda436a16157b4b0b803
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1360/22528/ARobertsM200219.1.mp3
4c037fe59803bd6d7d0272b3b5beb8d7
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
Roberts, Maurice
M Roberts
Description
An account of the resource
An oral history interview with Pilot Officer Maurice Roberts (1920 - 2020, 1095576 Royal Air Force), who flew with 51 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Roberts, M-2
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
HB: This is an interview with Maurice Roberts whose service number is 1095576, who was a sergeant pilot and later a pilot officer during the Second World War with, he did his operational tour with 51 Squadron. The interview is being conducted by me, Harry Bartlett on behalf of the International Bomber Command Centre at Mr Robert’s home address on Wednesday the 19th of February and the time now is 11:15. Mr Roberts, or can I call you Maurice?
MR: Yeah. Maurice.
HB: Thanks ever so much for agreeing to this interview. It’s, it’s a pleasure to be here to do this with you. We’ve had a bit of a chat before the interview so I’ve got a fair idea and I’ve obviously got your logbook but before we get to the actual war can you just, would you mind just telling us just a bit about yourself Maurice?
MR: Yeah.
HB: Where were you born?
MR: I was born in Manchester actually. And when I was twenty years of age I joined the RAF. That was in 1940.
HB: Yeah.
MR: When I joined the RAF. I never went back to Manchester because I met my, we used to, I was flying at which is now an industrial estate, was a flying field at Braunstone and I was flying Tiger Moths there. Met my wife and we got married in ’45 after I finished my tour and I, you know I’d known her for many years, but I decided that I wouldn’t marry. We wouldn’t get married until I finished my tour. So we married in ’45. So we’ve been married seventy five years now.
HB: Wow.
MR: And I went to South Africa. After I, after I’d met her and we became friends I went to South Africa and did my EFTS and SFTS there.
HB: Can I, can I just stop there Maurice?
MR: Yeah.
HB: When you, when you were in Manchester.
MR: Yes.
HB: Obviously you, obviously you were part of a family.
MR: Yes.
HB: What, how big a family did you come from?
MR: Well, there were five children. I was the latest one out of the five. They’re all dead now. And my eldest sister who was the first was twenty years older than me.
HB: Wow.
MR: And I have a niece now who’s over ninety, still living in Manchester. I’m in touch with her by telephone and I’ve been to see her, and we get on well together. We have a big family out there.
HB: Yeah.
MR: But I’ve no family here in Leicester.
HB: Yeah. What about schooling Maurice?
MR: Well, I went to Manchester Central High School, a grammar school and I was, I was a scholarship boy.
HB: Right.
HB: I was a bit out of my depth really socially because they were all fee paying members of this school and I was a scholarship boy.
HB: Right.
HB: And there was two of us actually who’d got to school, eleven plus. And, I presume I did very well in the eleven plus and I went to this school. But I didn’t go to university. I left at fifteen and got a job and started work really.
HB: What, what did you do for a job before the war then Maurice?
MR: Well, before the war I was, I was in, I worked for a firm called Salford Electrical Instruments. They were part of GEC.
HB: Right.
MR: It was a reserved occupation, but because I volunteered for aircrew I could get out of this, this you know being a reserved occupation. So I, and I left. Left the firm.
HB: So, yeah what was your process then for, because obviously you’re in a reserved occupation and you’ve decided you want to do your bit, or you want to join the Air Force, I presume? So what was your process for joining?
MR: Process? Well, I —
HB: How did you come to join?
MR: Well, I just wanted to, you know. Young men did.
HB: Yeah.
MR: And I went to the Recruiting Office and said I wanted to join. I wanted to go into aircrew and they accepted me.
HB: Right. Right.
MR: Twenty years old and I was only a clerk actually in this firm of Salford Electrical Instruments.
HB: So, so you’ve gone down and you’ve joined the RAF.
MR: Yes.
HB: Right. And you’ve, you’ve got to do some training somewhere.
MR: Right. And my first training was at Babbacombe. Well, I joined up. Seven days I spent at Warrington.
HB: Right.
MR: Where you got a uniform and all that but what they call Initial Training Wing, ITW, I went to Babbacombe near, near Bournemouth.
HB: Yeah.
MR: And I was about, there about six weeks, I think.
HB: Is that, was that you all square bashing?
MR: That’s right.
HB: And marching and all that sort of thing.
MR: Yeah, and getting our, yes there was no flying. It was just —
HB: Yeah. Yeah.
MR: It was just as you say square bashing.
HB: Yeah. And then you went from Babbacombe. Did you do an assessment for flying or —
MR: No. I, no I had a medical exam.
HB: Yeah.
MR: And I had an interview by several men. About five I think. I was interviewed for aircrew and they asked me questions like, ‘What is seventeen multiplied by thirteen?’ And I had to think about it in my head, what the, what the answer was, you know. Mentally.
HB: Yeah.
MR: And then they found, obviously they found out I was pretty, my mental ability was quite good and they, I, I passed the exam.
HB: Right.
MR: I had a medical exam apart from that. That was sort of to see that you were quick mentally I suppose.
HB: Yeah. So, so where, where did you, where did you progress from there after your interview? You’ve obviously been accepted for aircrew training.
MR: Yeah.
HB: At what stage did it become apparent you were going to be training as a pilot?
MR: Well [pause] well, at ITW. They were all potential pilots at ITW. Had the little flashes in your beret.
HB: Right.
MR: A little, little white flash in your beret so that you were, you were potential aircrew people.
HB: Right. And you went from the initial training wing, the ITW —
MR: Yes. I went to Canada first of all. To Canada.
HB: How did you get to Canada?
MR: Well, we went by ship.
HB: Wow, from, from —
MR: From, well the Gourock in Scotland. Gourock, I think.
HB: Right. Right. So you go off to Canada.
MR: Yeah. And then from Canada down to Florida.
HB: Yeah.
MR: And I had some training with a civilian because they weren’t at war then. The Americans weren’t. And I had, and I spent some time flying with the Americans. Didn’t go very well though and we came back via Canada. Had to go back to Canada and then I came back to this country.
HB: Yeah.
MR: And I had this Braunstone Aerodrome where I met my wife. My potential wife.
HB: Yeah. So when, when, when you first went to Canada did you go to one of the flying schools there?
MR: No.
HB: Before you went to Florida.
MR: No, no no. I went to just outside of Toronto.
HB: So you went to Toronto first.
MR: Yes. And then, and then from there to America.
HB: So just within a matter of weeks.
HB: That’s right. Yeah.
HB: You were off down to America. Yeah.
MR: And they were all civilian. Civilian pilots.
HB: Yeah.
MR: The instructors were civilians. And nobody was in, it was an American Air Force base but they were civilians who were, who were instructing you to fly.
HB: Right. What sort of aircraft were you flying Maurice?
MR: Well, the PT17s they were. They were like a Tiger Moth. Overgrown Tiger Moths they were.
HB: Yeah. Yeah. So you were down there learning your flying skills.
MR: Yes.
HB: And you said it didn’t go all that well.
MR: Well, they used to curse and swear and things like that, you know. So some of us went, went, some, I have a friend who was an air commodore. He died only last year actually. Lived in Glenfield, and we used to play golf together and he, he was there too and he went on the Empire training. He went to Canada to train. He went from Canada to Florida. Then from Florida went back to Canada and was trained in Canada flying. Real, real flying in Canada where I went, I came home and went to South Africa.
HB: Yeah. So, so when you did your basic flying training in America.
MR: Yes.
HB: Whereabouts in America was that?
MR: In Lakeland. A place called Lakeland in Florida.
HB: In Florida.
MR: Lakeland. Yeah.
HB: Right. And that was all in civilian clothes.
MR: They were. Yeah.
HB: Yeah.
MR: They hadn’t gone to war then.
HB: Yeah. And then you went back to Canada. Did you do any flying training in Canada?
MR: No. No. I didn’t. No.
HB: None at all.
MR: No. No. I went to a place called Moncton.
HB: Yeah.
MR: Under canvas.
HB: Oh blimey.
MR: Below, under forty degrees. Ten degree temperatures. Terrible. And then I came back to England and I did some more flying in, as I say Braunstone Aerodrome which is now an industrial estate. Braunstone isn’t, is no longer an aerodrome. But in 19 — I forget what year it was I met my wife in a tea dance.
HB: Right. I’m just curious. When you went [coughs] you went to Moncton and Trenton.
MR: Yeah.
HB: From, well according to your book —
MR: Well, Trenton —
HB: You were only there [pause] you were only there for two months.
MR: I forget what Trenton was really.
HB: Yeah.
MR: The name sounds familiar but it’s a long time ago. I don’t know why I was at, I remember Moncton but Trenton I don’t.
HB: In, in your, in your logbook it says something like if I’m looking at this right Riccall. R I C C A L L.
MR: R I C P?
HB: Ah. Could be P. Yes. Could be P.
MR: I don’t know.
HB: And that’s, yeah. Yeah. Yeah. It just, it just sort of, just for two months.
MR: Yeah.
BW: There. And then you came back and you went to, you went to Bournemouth.
MR: Yeah. That wasn’t near Bournemouth.
HB: Right. Because so when you first came back. Is that when you went to Braunstone?
MR: Yeah. Probably. You know, I can’t remember really very well.
HB: No. No. That’s fine.
MR: It’s a long time ago. It’s seventy years ago.
HB: Yeah.
MR: And I remember being at Braunstone Aerodrome and meeting my wife.
HB: Yeah.
MR: And then from there we went to [pause] Where did we go? I went to South Africa. To Clairwood where we were under canvas there. We had about three months there doing nothing. Not doing anything really. Then went to Potchefstroom for EFTS. From Potchefstroom to Vereeniging for SFTS. And I got my wings when I, at Vereeniging.
HB: What was, what was the SFTS?
MR: SFPS?
HB: Yeah. SFP?
MR: In what context was that?
HB: Sorry. Oh sorry. I thought that was just initials. I do apologise. I thought that was just some initials you’ve given me and I hadn’t heard them before. Yeah. I’ve got Clairwood, Lyttelton, Potchefstroom.
MR: Vereeniging.
HB: Vereeniging.
MR: Then I came home.
HB: Yeah. Came back via Cape Town.
MR: Came back with my wings.
HB: Yeah.
MR: Got my wings there. Came back. Then I went on to, well, we went to Airspeed, to Chipping Norton flying Airspeed Oxfords.
HB: Right.
MR: Twin engine aircraft. And Wellingtons. And later on Wellingtons. Then Lossiemouth four engine aircraft. From Lossiemouth I went to the squadron when I picked up my crew. And then went to Lossiemouth trained up there on four engine aircraft, on Halifaxes. Then I was posted to a squadron. 51 Squadron.
HB: So your crew formed up at the Operational —
MR: No, before.
HB: Conversion Unit.
MR: Before I went to Lossiemouth.
HB: Right.
MR: I, I, you formed a crew. You went into a room with navigators and gunners and pilots all in this room and you chatted to people and eventually you got a navigator and a couple of gunners and a bomb aimer.
HB: Right.
MR: And then you went up to Lossiemouth and we all trained together on these, in Lossiemouth on these four engine, four engine Halifaxes.
HB: Yeah. So, so the crew that you ended up doing your tour with was that same crew that you formed up with?
MR: Well, apart from one young chap who came. He was, now what was he now? A flight engineer. That was it. And he was only about eighteen and we were only twenty, in early twenties but he was eighteen but somehow he seemed much younger. And he put me, on the Halifaxes, the first Halifaxes you had to go back and change the engines. You had four, four, four fuel tanks, you know in your wings and when one was empty it had to be changed to a full one on your trip. And this chap had to go and you used to say, ‘Right,’ Well, I told him to go back and change. Well, we’re on our way back from a raid and he put me on empty tanks and all engines cut out. We dived down. And he was too nervous. Ever so nervous this chap was. So, I said to him, he went back and I said, ‘This chap is no good. This flight engineer.’ And he went back to training school, this lad. But other than that I had the same crew.
HB: Right.
MR: Other than that one.
HB: Yeah.
HB: I got another flight engineer.
HB: So you went to the Conversion Unit and then you were posted to —
MR: 51 Squadron in Snaith, South Yorkshire.
HB: Yeah. I just had a quick look in your logbook and the, we are starting in —
MR: Well, I go. The first trip was I went with another crew as a pilot to see what it was like on a trip to Germany. That was the very first thing. I went with another crew to see. The very first thing and then I came back and then I flew an aircraft with my own crew.
HB: So I’ve got, I’ve got you down as 25th of October 1944 and that was with a Flight Lieutenant Ripper.
MR: Right.
HB: And you went that, well it’s in black, it’s in black ink so it looks like a daytime thing to Essen.
MR: Yeah. Well, I think —
HB: And you were second pilot as you say.
MR: Yeah. That was it. Well, I went —
HB: Yeah.
MR: Just to see what it was like, you know.
HB: Yeah.
HB: It was part of the training really.
HB: Yeah. Because, because I was interested in this. It’s one thing and again it’s something I’ve not seen before. On the 30th of October you’ve got yourself as the pilot. And then where it says second pilot or passenger you’ve got six people in there.
MR: Well, the bomb aimer used to act as second pilot. The bomb aimer.
HB: Yeah.
MR: He was a Canadian actually. And he acted, when you took off he acted as second pilot when you took off.
HB: Yeah.
MR: When you opened, when you open the four throttles he put his hand behind them to hold them firm.
HB: Yeah.
MR: Not to slide back when you took off. But —
HB: Because that was —
MR: But he wasn’t a second pilot. He was a bomb aimer. That was his job was bomb aimer.
HB: Because that was an operation.
MR: That was an operation.
HB: To Cologne. And it just says landed away.
MR: Landed away.
HB: Yeah. It says landed away.
MR: One, there was one thing where a lot of fog was on when we came back and we landed at Manston where they had a, they had three in the country, great long, a hundred, a hundred yards wide flare path. Yeah. You know, where you took off on the, on the flare path.
HB: Yeah.
MR: And a hundred yards wide, it was great and about a mile long and they had, when you had the fog they had a long on the edge of each side of the flare path. They had burners with the heat so the fog would rise you know with the heat.
HB: Right. Yeah.
MR: And that’s when you couldn’t land at your own airport.
HB: Yeah.
MR: And there was one time when I landed at Manston which was south of, I forget where it was. In Kent somewhere, I think.
HB: Yeah.
MR: At Manston. They had three around the coast for people coming back where you couldn’t land on, or if the aircraft was damaged so badly you could, you could land on this thing because it was so, it was so big. The flare path was so big. It was a hundred yards wide.
HB: Because you got I mean you’ve, you are really in to, you know November.
MR: Yeah.
HB: 1944. You’re really into a lot of operations there.
MR: Yeah.
HB: And on the 2nd of December you, you did an operation to Hagen.
MR: Yes.
HB: And all you’ve got in your logbook is mid-upper injured.
MR: Well, we got back from a raid and we’d been, we’d been hit several times but this chap was a mid-upper gunner sitting in the thing, and the hydraulic behind exploded because —
HB: Right.
MR: It had been hit you see. It exploded. This, the hydraulic thing. Cylinders of hydraulics.
HB: Yeah.
MR: Where the crew sat on your landing because we all left our stations and sat in the body of the aircraft. The crew did when we landed. And it blew the top of his head off.
HB: Oh blimey.
MR: The mid-upper gunner. And he never came, he went to, he was in hospital for twelve months but he survived. They put a plate in his head and he lived ‘til he was about seventy. I met him again two or three times after the war in 51 Squadron reunions. Yeah.
HB: What, can you remember what his name was?
[pause]
MR: He was from Manchester actually.
HB: Oh right.
MR: No. I can’t. I can’t think of his name now.
HB: No. I understand. So, and yeah and then you, as I say you really did do an awful lot of operations then. You’re going through what six, seven, eight. And you’ve got January the 2nd 1945. You’re going to Ludwigshafen.
MR: Ludwigshafen. Yeah.
HB: And you’ve got in your plane you’ve got Sergeant Brown, Warrant Officer Stone, Flight Sergeant Swan, Sergeant Haywood, Sergeant Tovey and Sergeant Smith.
MR: Say them. The last three. Sergeant —
HB: The last three. Sergeant Haywood.
MR: Yes.
HB: Sergeant Tovey.
MR: Yeah.
HB: And Sergeant Smith.
MR: Well, Smith was the rear gunner. The mid-upper gunner must have been Haywood, I think.
HB: He’s the one that replaced the guy who was injured.
MR: No. The flight engineer was replaced. Not a gunner. A flight engineer.
HB: Right.
MR: Oh yes. Sorry.
HB: Yeah.
MR: You’re quite right.
HB: Yeah. Yeah.
MR: He replaced the gunner. Yeah.
HB: So I’m, you see that, that one gives the list of the names. And then from then on again we’re back to just saying crew. So —
MR: Right.
HB: So would that have been your crew then for the next —
MR: Yeah.
HB: Set of operations.
MR: That would be. Yes. Yes.
HB: Right.
HB: That would be until the end of my tour. Yes.
HB: Right. Sorry about this. The pages are a little bit on the sticky side.
MR: Yeah.
HB: And you get through to February and you’ve, you’ve again you’ve landed away after you’ve done operation in March to Chemnitz [coughs] excuse me.
MR: There’s one —
HB: In your crew here you’ve got a Flight Sergeant Brewitt.
MR: Who?
HB: Brewitt. Brewiss.
MR: He was the, must have been the flight engineer I think.
HB: Right. Right. But, but as I say you then you really do a lot of operations in a very short space of time.
MR: Yeah. Well, there was one time when we came back from a raid, had a meal and went off again.
HB: Blimey.
MR: And we slept for, the rear gunner slept for thirty six hours after we got back. And they gave me wakey wakey pills when we, yeah we went off again. We did two trips.
HB: Blimey. So —
MR: A meal in between that’s all.
HB: Tell me about the wakey wakey pills then.
MR: Well, every time you went. Before a raid you had a good meal. Egg and bacon and chips or something like that.
HB: Yeah.
MR: We had good food. I know that the country as a whole didn’t do very well for food but they fed us very well and before we walked in they always gave us a wakey wakey. I think they were benecon or I forget the name. Benedrine. But the wakey wakey pills were so when you went on a trip you were wide awake you know.
HB: Yeah.
HB: They kept you going. The wakey wakey pills we called them. And as you went in for your meal before the trip there was a girl there used to give you these two tablets.
HB: Yeah.
MR: And we called them wakey wakey pills.
HB: Did you always take them Maurice?
MR: Oh yes. You had to.
HB: Yeah.
MR: You had to have them. Keep you, I mean one time I went to Chemnitz which was near Dresden. It was an eight hour trip.
HB: Yes. Yes. A long trip that one. Eight hours thirty five.
MR: Yeah. Eight hours.
HB: Yeah.
MR: And the funny thing is coming back from one of those trips we went between Ludwigshafen and Mannheim and Ludwigshafen was full of searchlights and Mannheim was full of searchlights but if you went in between them going to Chemnitz the searchlights couldn’t catch you. On the way back I was, my navigator was, my navigator was a good one and we were on track in between these two. But on the left hand side I saw a bomber, another bomber, this was in the dark but I just saw him and he was going over Mannheim and all of the searchlights swung through and caught him. This chap.
HB: Yeah.
MR: And you couldn’t get out of this. There were about thirty or forty searchlights and they were harnessed to the ack ack and we, they used to have then what they called flaming onions. Not your normal ack ack gun. These flaming onions were like five things that rose up briefly and they were harnessed to the, the searchlights. But this chap, I saw these bombs explode on his height about thirty yards behind him and I saw another about fifteen yards and a third lot caught him and the aircraft was just blown sky high. And when, everyone inside it. Seven. There were seven, they were off track. And you were talking about the Germans. You know, they got their technical, Dresden and that. These the technical thing. They were just as good as we were in their technical ability.
HB: Yeah.
MR: The Germans were.
HB: Yeah.
MR: And they didn’t, if they could, they got the height speed and direction of the aircraft from the searchlights attached to the end, and the bombs you know the flaming onions caught you, you know they were sent up to catch you. And I was caught in searchlights over one target but fortunately the, after the bombs went there was some cloud and I went over the cloud and the searchlight lost me. I was fortunate to get away.
HB: Yeah. So in, as I say you flew an awful lot of operations in a relatively tight sort of time.
MR: Yeah.
HB: What, what, what would you think when you, when you think back, what do you think was your worst, your worst operation?
MR: Well, the one that really stuck in my mind I was, I had several bad ones but the one that really stuck in my mind I got back to the base, to Snaith in Yorkshire after a raid, and they said we’re, the fog, ‘You are diverted to Lincolnshire.’ To RAF so and so. I said to the navigator, ‘Give me course for this air base.’ And there was a bit of silence. Then he said, ‘I haven’t got the maps for it.’ So, oh dear. We’re in trouble now. So I thought, well we, I went due east towards Lincolnshire from Yorkshire and towards the North Sea and when I felt, and it was all black down below you know with the blackout and I thought now what’s going to happen now? I called up, ‘Hello Darkie. Hello Darkie.’ And somebody answered down below but that didn’t help me [laughs] And I thought now what am I going to do? Am I going to get the crew to bale out and then I’ll bale out and I’ll set the aircraft for the North Sea and when all the fuel runs out it’ll drop out in the North Sea. And as I, as I was thinking this I was, you know I was in a bit of a state really and I saw a light. One light. So I went, I flew towards this one light and as I got near it there was three lights and what it was I don’t know if you know but during the war all the aircraft, the aerodromes they had hooded, they were all hooded so you had to be in the right position to see the lights.
HB: Yeah.
MR: If you came the other way it was black because they were, there were all these lights around the aerodrome were hooded, hooded lights. And anyway, when I got to this one light I was telling you about I saw two others, and what it was it was a ring of light around the aerodrome. They put their lights on for me, this aerodrome. It wasn’t the one I was supposed to be [laughs] but it was one near there. So I followed the lights around the aerodrome and they took me down to the flare path and I landed and we were okay.
HB: Yeah.
MR: But it was, it was a terrible, because you’re in a situation where you don’t know what to, you don’t know what to do really. I mean the obvious thing was to bale out and send the aircraft in the North Sea.
HB: Yeah.
MR: But it was a bit drastic. But I happened to see this one light and having seen this one light I saw the others and then I saw the, the circle of lights around the aerodrome and they took me onto the flare path.
HB: Yeah.
MR: And we landed.
HB: So you obviously, you obviously as you say you’d had a bit of a rough going over on that one and, and —
MR: Well, you know I had one trip when I had a two thousand bomb wouldn’t, wouldn’t release in the body, or the incendiary and the wheel went off but this this two thousand pound bomb wouldn’t go. So I was a bit worried about it because I tried to shake it off over the North Sea coming back but it wouldn’t go. So I had to land with it. And I thought now landing it might set it off. I told them when I, but fortunately we had a very good, good, in fact the crew said it’s the best landing I’d ever done [laughs]
HB: I think there was an incentive there.
MR: A two thousand pound bomb on board on landing. It didn’t go off.
HB: So so you’d got that bomb hung up and you said you tried to shake it off.
HB: Yeah.
HB: How did, how would you have done that Maurice?
MR: Well, just shake the aircraft. You know. With the wheel. Just shake it. You know, shake the aircraft and let it go. But it didn’t go.
HB: So whose job was it to take the bomb off?
MR: The armoury when we got back. The armoury took it off. The ground staff. Armourers.
HB: Yeah.
MR: And it, it must have got tied up somehow. I don’t know. I don’t. I didn’t ask.
HB: I’ll tell you one of the things you mentioned earlier on Maurice was you said about coming in to land.
MR: Yes.
HB: When the crew gathered in —
MR: In the centre of the aircraft.
HB: In the centre of the aircraft.
MR: Yes.
HB: Would that be where the main spar went through on the Halifax?
MR: Well, the main spar was just behind the pilot.
HB: Yeah.
MR: And the two pilot’s seats. Then, then the spar, the main spar. Then there was a seat on, a seat for three or four on this side and a seat for three or four on that side. And then the door to get out of it was a bit farther down and a chemical toilet somewhere.
HB: Yeah.
MR: You know.
HB: So, so obviously I’m presuming that at some stage you’re fully in position in the aircraft. Everybody is in the right place.
MR: Yeah. Yes.
HB: And at some stage you’ve got to decide that it’s safe for the rear gunner and the mid-upper gunner to leave their positions. When would you —
MR: We were home. We’re home now. We’re going around the, around the perimeter.
HB: So it’s, so it’s as you were doing your circuit to land that you would do that. Yeah.
MR: Something like that, yeah. I’d tell them, alright we’ll be landing in about ten minutes or five minutes or something like that.
HB: Yeah.
MR: Will you, now you can go. I’d instruct the crew to go and sit down.
HB: Right.
MR: As we landed. Yeah.
HB: And that was a safety thing I presume.
MR: Well, it was a thing we had to do. We were told that’s what and, yes.
HB: Yeah. Yeah, so —
MR: You wouldn’t want the rear gunner sitting in the rear, when you landed, would you?
HB: No. No. No. So you, you’re doing your operations. You’re based out at Snaith.
MR: Yeah.
HB: In Yorkshire.
MR: Yeah.
HB: Because you weren’t far from Goole.
MR: Well, Goole had got the lake. That was, Goole was the, that was a big lake there near Goole and that was a very good spot to follow you to get back to.
HB: Oh right. Yeah. As a obviously as a sighting thing.
MR: Yes.
HB: Yeah. So, what, I mean you’d met your wife or your future wife some time ago so, what was your social life like when you were on, on at Snaith? Did you have much a social life?
MR: No. We had, we had what they called a stand down, and you had to leave. You could, when you had a stand down you could leave the aerodrome until midnight.
HB: Yeah.
MR: And you would probably get a lorry or something to take you in to Pontefract which was nearest big town. We used to go and I think we had two. Two stand downs in my nine months I was operating. Only two. Other than those two we were stuck in and when there was a raid on, because my wife used to, she was in Maidstone in Kent. She used to ring up actually. She wasn’t my wife then but she used to ring. Yes, was she? I don’t know. Anyway. She used to ring up and to see if I was alright you know. And if, if she couldn’t get through she knew there was a raid on because when there was a raid on they, they stopped all the communication with the outside world. The station did.
HB: Right.
MR: The bomber station. And then she’d ring the next day and when we’d, to see if I was alright. If I’d got back alright. You know.
HB: So, it was quite a bit of a long distance relationship then.
MR: Oh, yeah. Well in —
HB: Yeah.
MR: Mind you she was in the ATS for two years.
HB: Yeah.
MR: She was called up actually. She had a choice of either munitions or the ATS because the WAAF and the WRNS were full and so she only had the ATS to go in.
HB: Right.
MR: So she went in the ATS.
HB: Yeah.
MR: Rather than go in munitions. Yeah.
HB: Yeah. So you, so you’re coming towards the end of your tour.
MR: Yes.
HB: We know you’d lost a flight engineer.
MR: Yes.
HB: Which is probably understandable from what you’ve described. You’ve lost a mid-upper gunner.
MR: Yes.
HB: So the bulk of the crew were still there towards the end of your tour.
MR: Oh yes.
HB: So how, how close had you become by then?
MR: Well, fairly close but then of course like many things in the RAF you, I go to 10 Squadron on my own and I pick up another crew.
HB: Yeah.
MR: Of four.
HB: Yeah.
HB: Different people, you know. And the RAF is like that. You don’t, it’s not like the Army where you’re with them all the time and you’ve lost them. They’ve gone. Although strangely enough I went out to, I think it was India. I met my navigator. He’d been posted to a place in, in India too as a navigator. Teaching you know. Something like that.
HB: Yeah.
MR: Yeah.
HB: So that was, that was obviously that was the follow on question Maurice.
MR: Yes.
HB: Was did you manage to keep in contact with all of them?
MR: Well, after the war the navigator was a member of the 51 Squadron Association.
HB: Yeah.
MR: And I and I joined it too so we met there two or three times with our wives. We came to dances and all that but now of course when, I three or four years ago I resigned from it because all the people were new. I didn’t know. They were all young people.
HB: Yeah.
MR: All the, all the old people that started this Association in 1944, this 51 Squadron Association you know for ex-people and they were all wartime people and we used to chat and all that. But now, later on, they’d all, they’d all died and — [laughs]
HB: Yeah.
HB: There was no point so I resigned from it.
HB: Yeah. It’s sad. So, so you’ve had your contact with your navigator. You’ve just mentioned there you then moved from 51 Squadron to 10 Squadron.
MR: Yes.
HB: But before you actually went there and this intrigues me because again it’s something I’ve not seen before. In May 1945 you flew two, four, six, eight, ten. You flew twelve operations in May from the 13th to the 21st and all it says is bomb disposal.
MR: Yes. Well, what happened we used, we went out and dropped bombs, the bombs that we had in the North Sea. The war had finished so we spent a lot of time carrying bombs out to the North Sea and dropping them in the water. In the North Sea. Bombs that they didn’t want.
HB: Right. And that was, was that just from where you were or did you have to go and sort of pick them up?
MR: No. Driffield or somewhere like that.
HB: Yeah. Yeah.
MR: I was posted to, I think it was Driffield.
HB: Yeah. And then as I say you moved, you moved across to 10 squadron at Melbourne in Yorkshire.
MR: Yeah.
HB: And you were still, you were then flying. You changed in the June ’45.
MR: Yeah.
HB: To the Dakota.
MR: Yeah.
HB: Did you have, did you have to do a conversion course?
MR: No. I—
HB: Or was it just a case —
MR: Well, I went down to Witney. No. I didn’t have a conversion course. Only the fact that this itself was a conversion course flying these Dakotas. We just got in the aircraft and flew them. Twin engines aircraft. They were ever so easy to fly and out of the four engine bombers they were very easy, the Dakotas were to fly. Twin engine little, they weren’t very powerful but they were a very, very good aircraft and the brakes were much better. Brakes, than on the old four engine bombers.
HB: Yeah. Yeah.
MR: And we were, we were flying paratroops, and towing gliders. We were training, we were all training, both the paratroopers and we were training for going out to the Far East, you know.
HB: Yeah. Yeah. You mentioned that to me before we started the interview about going out to the Far East because you know it’s, we’ve got to September.
MR: Well, the war finished I think very soon after.
HB: Yeah.
MR: The Far East war.
HB: Yeah. But you did actually get out to —
MR: I went out there because, we went there because it was all laid on to help the 14th Army but they’d driven the Japs out and we spent most of our time, well first of all we carrying troops back home to Karachi where they we were picked home and taken home on demob. Then we, then we all went to [unclear] where we dropped rice. Free drops. We dived down. They made a dropping zone with the aircraft and we dived down on a free drop. Couldn’t put them in parachutes because they might go into the ravines you see. So we had to, down to about fifty feet. The crew threw the half-filled bags of rice out of the aircraft then we, when they’d gone we had to climb. I had to climb like mad to avoid the peaks around. And we lost three aircraft actually the squadron did on that.
HB: Yeah.
MR: Because, you know it could be a bit dangerous really.
HB: So you went down to how, how low?
MR: To where?
HB: How low were you when you were dropping them? Fifty feet?
MR: Yeah. Well, they had, the crew had to drop them on a DZ. Dropping zone.
HB: Yeah. Yeah.
MR: Throw them out. Yeah. Throw them out because we couldn’t, they couldn’t go in parachutes because there was ravines, deep ravines and they’d never get them.
HB: Yeah. Yeah.
MR: So we had what we called a free drop. We had to dive down, the crew threw out the bags of rice and then we’d, when they’d thrown them all out we’d climb like mad to avoid, and go back.
HB: Yeah.
MR: Turn around and climb. But you couldn’t, couldn’t turn around because of the peaks on either side. We had to go over the top and turn. They were sixteen thousand feet high these peaks.
HB: Yeah.
MR: In the Himalayas.
HB: And as a pilot was it, was it a difficult flying experience?
MR: Well, that was but that was only six weeks dropping that rice. But other than that it was quite an easy job. It was just taking troops back to, well, we picked them up from the east, Madras and at an aerodrome called Arkonham. Flew across to Poona and then took them up to Karachi in the north and they were picked up in Karachi by some other aircraft and taken home.
HB: Yeah. And you, and you were doing that all the way through until you ended up in Burma.
MR: Well, yes and when I got back. When we finished in Burma I went back to Poona [pause] and what happened then? Oh, I was on a troop ship. My demob came up fairly soon but they, I had to fly an aircraft back. A lease lend. On a lease lend the Americans in Munich. So, a little twin, a lovely little aircraft. They were used as like taxies for the important people in India and that you know. They didn’t, they didn’t go by rail and that. These marshals and generals and people like that. So they had these aircraft the Americans supplied. Then they had to go back to the Americans after the war in Munich. And I flew an aircraft across India, across the Indian Ocean, up the Persian Gulf and then across, across the Med and across to Marseilles and then to Paris. Then Paris to London to Munich. And I got in there, I think I’ve got it somewhere, one Dakota one aircraft, you know signed for by an American staff sergeant. One aircraft delivered.
HB: So, then that would have been, that would have been May 1946.
MR: Yes.
HB: Was that the Beechcraft?
MR: That’s right. Beech.
HB: It was a Beechcraft.
MR: I can remember the aircraft.
HB: Yeah.
MR: It was a Beechcraft.
HB: Yeah.
MR: A little twin engine, twin engine Beechcraft. A lovely aircraft.
HB: I can just, just about read it. It’s the one, it’s the last page.
MR: All electric. The undercarriage, you just put a switch up and the undercarriage came up. You didn’t have to put a lever down or anything like you did in the old Halifaxes.
HB: Yeah.
MR: You just switched up. Knocked this switch up and the undercarriage came up.
HB: Yeah. Because it, because it’s on this page here and it’s the only page you’ve done in pencil and it’s just starting to fade a little bit.
MR: Yeah. When I, and it’s not in the logbook but this trip I made from, from, I went up to north west India and flew this Beechcraft home. Well, I didn’t fly it home. I flew it to Munich. Not in. It’s not in there.
HB: Oh no. It’s in here.
MR: What? All the trip?
HB: It went, you went from Chopta.
MR: Where?
HB: Chopta to Bahrain. Bahrain to Kuwait. Kuwait to Haifa. Haifa to Cairo. Cairo to Tel Aviv.
MR: That’s it. Yeah. That’s it.
HB: Tel Aviv to Castel something.
MR: Castel Benito.
HB: Castel Benito. Then you went to —
MR: Marseilles.
HB: Marseilles.
MR: It’s there is it? Oh.
HB: Paris, Munich.
MR: That’s it. Yeah.
HB: And you finished at Bovington [laughs]
MR: Well, my mate flew me back home to Bovington for —
HB: Yeah.
HB: I had my demob there. I got a suit from them.
HB: From the Americans?
MR: No. it was in this country.
HB: Oh [laughs] Yeah. I was joking Maurice.
MR: When I was, when I was demobbed.
HB: Yeah. It’s, no it’s, now that’s interesting because it’s, a Beechcraft is quite a small aircraft.
MR: Oh yes. Well, it was I say it was used as a taxi.
HB: Yeah. Yeah. Flying backwards and forwards in that.
MR: There were only about four seats in it. Behind the pilot was a, there was no dividing thing you know. Just four seats behind you when you flew it.
HB: Yeah.
MR: Four or six. I forget now whether it was four or six seats for people to sit there.
HB: Yeah.
MR: It was a tad silly really but the Americans it was on a lease lend and they had to go back to the Americans when the war finished.
HB: Now, when I spoke to you to arrange the interview and having spoken to your son.
MR: Yes.
HB: You’ve sort of skated over something that happened to you involving being torpedoed.
MR: Oh, that was, that was in, yes, when I left Canada to come back I came back, it was in January. When I came back there was, there was three troopships and two destroyers in the North Atlantic, and I think there was someone in the Canadian customs who was a German sympathiser and he was in touch with the U-boats. So when we left this Halifax place to come with these troopships with these two destroyers the U-boats waited for us. And the first night out we had I don’t know how many alarms we had with U-boats. And then we, a bit later on apparently one of the torpedoes was heading straight for a troop ship, I’m talking about five thousand troops on board, heading for this troop ship and a Dutch destroyer sailed in the way of it. The captain, he arranged for the destroyer to sail in the path and the torpedo blew up the destroyer and they had two survivors. And then the one, the one destroyer was circling round and round and round. And when they had [pause] when we got back to Liverpool they had a collection for the crew which is most unusual in wartime. Having a collection because they were so grateful to this destroyer. You know looked after them so well.
HB: Yeah.
MR: The crew.
HB: It’s sad. It’s sad losing all those guys.
MR: You don’t hear about these things do you really? Generally.
HB: Well, it’s because people like you Maurice don’t talk about them.
MR: Yes.
HB: Or haven’t talked about them until now.
MR: Yeah.
HB: Yeah. I mean you’re right, you know a collection for a crew of a destroyer, you know.
MR: And, and that, it could be quite a bit of money. All these troops. They weren’t just troopships. There were important people on board too you know.
HB: Yeah.
MR: People who were going home to England. Important people who travelled. I don’t know.
HB: Yeah. Yeah. So, we’ve, we’ve got you back to Bovington.
MR: Yes.
HB: You got married in 1945.
MR: Oh yes.
HB: So that would have been before you went out to India.
MR: Before I went to India. Yeah.
HB: Yeah.
MR: Yeah. I had one week’s leave [laughs] I got married. One week’s leave and then I was away for nearly twelve months in India and Burma.
HB: That’s, now, that is a long distance relationship.
MR: [laughs] Yeah. The only communication we had were by, I used to write her letters and I think there’s still some that’s upstairs.
HB: Yes.
MR: I must, I must get rid of those too. Those letters. I don’t want other people reading them.
HB: Well [laughs] but so you’ve, you’ve come back. You’ve gone to Bovington.
MR: Yeah.
HB: To be demobbed.
MR: Right.
HB: And ⸻
MR: I’ve got to get myself a job after.
HB: Yeah.
MR: Had a fortnight’s leave and then I’d got to find a job. I went to Jones and Shipman.
HB: Which is an engineering company.
MR: Yes. It is.
HB: In Leicester.
MR: It was.
HB: Or was.
MR: It’s gone now.
HB: Yeah. And what did, what sort of engineering did you do there, Maurice?
MR: I wasn’t an engineer. I was on the commercial side and I only had three years with Jones and Shipman. Then I went to Perry Parkers, and they were [laughs] they were a family firm. I was on exports there. Commercial again. Then I went to Richard’s and I spent thirty years with Richard’s and I retired from Richard’s.
HB: And what did Richard’s do?
MR: Well, they were structural. They were structural engineers. They used to have these structures with, you know RSJs and beams and things, and also they had a foundry too. What they called meehanite foundry. It was like a superior cast iron. Cast iron thing they made in the foundry.
HB: Yeah. And you were there for thirty years.
MR: Yeah. I was commercial manager actually.
HB: Yeah. So —
MR: All the buying and all the commercial side.
HB: Yeah. When, when, when you look back now you know not having really talked much about the war but you’re looking back now from being one hundred years old.
MR: Yeah.
HB: What, what do you think you took into your life from your wartime experience?
MR: Oh well, it made a man of me actually I think. I was only a boy when I went in and I had led a fairly sheltered, although not a, we weren’t, we weren’t particularly wealthy. We were, well we were poor really in Manchester but it, it made me a leader. It did me a lot of good really being in the RAF. In the fact, that it built my character I think to not worry about, it doesn’t bother me about people or anything really. I wasn’t, I wasn’t afraid of dying. I didn’t want to get wounded but I was never afraid of dying, not even on trips. I wasn’t scared of going on trips.
HB: Right.
MR: I don’t know why that was. I never felt frightened at all because I didn’t, it didn’t worry me if I got killed really before, that was before I was married of course.
HB: Yes. Yes. Of course. And, and, and that experience obviously took you through. You mention leadership.
MR: Yeah.
HB: And, and that sort of brings you back to how close you worked with your crew.
MR: Yeah.
HB: And you led them and you took that forward but with your crew as a group of men together do you think that worked for them as well? Having you as the pilot.
MR: Well, it could do but you were the boss actually. There was no question. Whatever you said went. If you said, ‘Bale out.’ They’d bale out. Or anything, you know. You, you were like a captain of a ship really, I suppose. Your word was law and there was no, they never questioned it. I remember coming back from a raid once and the rear gunner said, ‘Oh,’ he said, ‘I think there’s a fighter. I can’t, can’t quite see it.’ So he said, ‘I’m not sure.’ So I did a corkscrew you see and he said, ‘Oh you’re alright. No. Don’t worry. Don’t get bloody mad.’ Something like that. I said, ‘Who the bloody hell are you talking to?’ [laughs] And of course he shut up then.
HB: Yeah.
MR: But that’s just an instance of your life you know.
HB: Yeah. I can, yeah I can understand that. I can understand that. So you marry.
MR: When I finished my tour I got married.
HB: You married Sylvia.
MR: Had a week’s leave and then to —
HB: Yeah.
MR: I went to India.
HB: And you set up home here in Leicester.
MR: Well, yeah. I lived in Braunstone actually for, when my, there was houses being built. Twelve hundred pound they were. Houses being built, two up and two down and I had one of those in, just off Braunstone Lane and I lived there for about two years. And then I, in this area, this is in 1952 I think I bought this plot where the house is built. I had an architect and we built the house. We built this house and I’ve lived here for sixty odd years. My wife and I have had sixty years in this house. She’s now in Kirby House.
HB: Yeah.
MR: Care home. But we had sixty, and I’ve lived here for sixty eight, excuse me sixty eight years. And the house was built with the architect and I mean things like the picture window there and the hatch was ours. You know. We wanted that.
HB: Yes.
MR: Sylvia and I. And he, you know was a good architect. All his, every window in the house looks out on the back garden. Three bedrooms. Three bedroom windows. And the architect was very good.
HB: Yeah. That’s lovely.
MR: And we’ve liked this house. We’ve always been very happy in it.
HB: Yeah. Well, we’ve sort of naturally come to an end —
MR: Right.
HB: Of the interview, Maurice and I thank you.
MR: Well, thank you for coming any way.
HB: Well, it’s, and I don’t say this lightly it’s, it’s a privilege really to be able to get you to tell your story and to have your story recorded.
MR: Yeah.
HB: And I thank you for that and I’m sure in the future when people look in to what Bomber Command did in years to come somewhere in there, there will be this little comment from —
MR: Yeah.
HB: From Maurice Roberts.
MR: Well that’s nice to know, you know.
HB: Yes.
MR: And I’ve got this this thing. This aircrew medal plus.
HB: Yeah.
MR: That David Cameron, well it would be, and bar that’s it.
HB: The clasp. Yeah.
MR: The aircrew. And I’ve also got the medal from the French government. The Legion d’Honneur.
HB: Yeah.
MR: Have you seen that?
HB: No. What, what I’ll do now is I will terminate the interview if I may —
MR: Yes.
HB: And we’ll go on to the other bits, because there’s bits of paperwork.
MR: Right.
HB: So, thank you again Maurice.
MR: Ok.
HB: And we’ll just stop the interview.
MR: Right.
HB: I normally say the time but I can’t see the time. So, it’s twelve something I think. Oh dear.
MR: That’s not going that clock. The time. Look at my watch. That’s the correct time.
HB: It’s ten minutes past twelve.
MR: Right.
HB: Thank you.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Maurice Roberts
Creator
An entity primarily responsible for making the resource
Harry Bartlett
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
2020-02-19
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ARobertsM200219, PRobertsM2001
Format
The file format, physical medium, or dimensions of the resource
00:54:47 audio recording
Description
An account of the resource
Born in Manchester, he was 20 years old in 1940 when he joined up and volunteered for aircrew. He trained in South Africa, Canada (Moncton and Trenton), the Unites States (Lakeland), and was torpedoed in the Atlantic on his way back. Maurice flew Tiger Moths, Oxfords, Wellingtons, and Halifaxes. After being stationed at a Heavy Conversion Unit at RAF Lossiemouth, he was posted to 51 Squadron at RAF Snaith. He recollects operations to Essen, Cologne, Ludwigshafen and Chemnitz, mentioning 8-hour trips made possible by amphetamines ('Wakey-wakey' pills), heavy anti-aircraft fire, FIDO, and bomb-struck aircraft. On another occasion they were diverted to a Lincolnshire airfield for which they had not got the maps and couldn’t locate it. Having resigned to the fact that they would have to set a course out over the North Sea and then bale out, at the last moment Maurice spotted a light on the airfield and was able to land safely. They once had to land with a 2000 lb bomb still on board, which his crew considered the best landing he had ever done. In May 1945, he did 12 operations for bomb disposal in the North Sea, taking off from RAF Driffield. In June, with 10 Squadron and a new crew at RAF Melbourne, he flew C-47s training for operations on Japan, then was posted to the Far East. While stationed in Karachi, Maurice dropped supplies in the jungle. Demobilised in 1946, he pursued a career in engineering retiring as a manager – Maurice maintains that wartime service helped built his character. He stayed in touch with other 51 Squadron veterans through their association. In addition to his decorations, he was awarded the Legion of Honour.
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
Scotland--Moray
England--Yorkshire
Canada
Ontario
Ontario--Trenton
New Brunswick
New Brunswick--Moncton
United States
Florida
Florida--Lakeland
South Africa
Germany
Germany--Essen
Germany--Cologne
Atlantic Ocean--North Sea
Pakistan
Pakistan--Karachi
Germany--Chemnitz
Germany--Ludwigshafen am Rhein
Germany--Ruhr (Region)
South Africa--Vereeniging
Temporal Coverage
Temporal characteristics of the resource.
1944-10-25
1944-12-02
1945-01-02
1945-05
1945-06
Language
A language of the resource
eng
Contributor
An entity responsible for making contributions to the resource
Graham Emmet
Steve Baldwin
Julie Williams
Carolyn Emery
10 Squadron
51 Squadron
aircrew
anti-aircraft fire
bomb disposal
bomb struck
bombing
C-47
FIDO
Halifax
Heavy Conversion Unit
Oxford
pilot
RAF Driffield
RAF Lossiemouth
RAF Snaith
searchlight
submarine
Tiger force
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22591/MCurnockRM1815605-171114-020.1.pdf
7b1c61361b70f04326f80c626596473f
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
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
THE
Prisoner of War
[Symbol] THE OFFICIAL JOURNAL OF THE PRISONERS OF WAR DEPARTMENT OF THE RED CROSS AND ST. JOHN WAR ORGANISATION, ST. JAMES’S PALACE, LONDON, S.W.1 [Symbol]
VOL. 4 No. 38. Free to Next of Kin JUNE, 1945
The Editor Writes –
OFLAGS and Stalags, Milag and Marlag and Ilags are no more. With the unconditional surrender of Germany those prison camps which had not already been overrun by our Armies advancing from the west and the east were liberated by the victorious Allies. At the moment of writing some 137,000 ex-prisoners have reached this country, a certain number are still in transit, somewhere in Germany or Belgium, and according to the latest figures, another 30,000 who were released by our Russian Allies are awaiting transport to our lines.
Free at Last
Many of these will have got through before this issue of the journal has been printed, but obviously the task of transporting thousands of men from the interior of Germany through the dispersal camps to this country is a slow process. But the outstanding fact is that the long days of captivity are ended and that the great moment of release for which we have all waited for so long has come at last. To the men who have come back and to those who will be returning in the near future I would like to offer a hearty welcome and cordial congratulations.
Flown Home
The majority of our prisoners were home within a week of VE-day. Most of them were brought to this country by air, and it is clear that there has been the absolute minimum of delay. The American Forces have earned our grateful thanks for all they have done, and we would wish to be associated with the message sent by Sir James Grigg to General Eisenhower which is printed on page 2. Many prisoners have been brought back in Flying Fortresses, but the R.A.F. has been far from idle. Up to May 15th, 28,961 men had been flown to England by No. 46 Group of R.A.F. Transport Command, while an additional 20,761 were moved from forward airfields in Germany to rear bases for transference to England.
Red Cross in Forward Areas
Ex-prisoners of war have been delighted and amazed to find Red Cross and St. John representatives waiting to welcome them in army reception and transit camps right in the forward areas. Twenty men and women drawn from the Red Cross organisations of Great Britain, Australia, Canada, India, New Zealand, and South Africa were sent out to Germany to be attached to these camps. Various teams have been made up, and one of the most forward units is living under canvas. Major Lee-Warner, their leader, says that one of the great joys of the returning prisoners is to meet and talk with someone, especially a woman, from their own country.
City of Waking Dreamers
What will it feel like to be free again? That question must have been asked thousands of times in the camps during the last five years. Now they know the answer. To most it was like waking up – gradually – from a bad dream. There were a few days around about VE-Day when Brussels became a city of waking dreamers. They streamed in by the thousand in lorries and trains and planes, and were directed to the Army registration offices where they gave their names and other particulars.
Formalities over, they filed past the Red Cross counter where treasure bags were distributed and various useful articles – pyjamas, towels, rope-soled slippers, dentifrice, and so forth – were displayed for those who needed them. The jewels in Ali Baba’s cave were not more precious. It all seemed unbelievable to the bewildered men.
[Photograph of a large group of men celebrating in front of a Lancaster aircraft] Repatriated cheering as they leave the Lancaster that brought them home to a British airfield.
[Page break]
2 The Prisoner of War JUNE, 1945
His Blessing
One man was found sitting on the kerb with his head in his hands. Someone asked him what he was doing. “Waiting to wake up,” was the answer. Another man came up to a Red Cross welfare girl and asked her for pencil and paper, which she gave him. He came to attention and saluted. “May all your children be ex-prisoners of war!” he said solemnly. “Well, that’s a nice sort of blessing!” exclaimed the girl. But she knew what he meant – he could think of no more blissful state than freedom regained.
Double Rations
Returned prisoners of war are able to buy twice the ordinary quantities of nationally rationed food during the period of their 42 days’ repatriation leave. Double rations are also provided at reception camps, and in one week in England a R.A.A.F. repatriate increased his weight by nearly two stone. The Australian, a warrant officer from New South Wales, said that no one could praise too highly the Services Authorities and the Australian and British Red Cross for what they were doing for prisoners. On his arrival, he said, he made a mistake by saying “pass the margarine.” He was soon corrected and told that only butter was served to returning prisoners.
Packing Centres Closing
The packing of food parcels for prisoners of war in Europe has now ceased, and the Packing Centres are being closed. Some 8 1/2 million parcels were available on VE day. The surplus parcels are not being wasted, as some 5 1/2 million have been put at the disposal of the authorities for distribution to ex-prisoners of war and civilians of the Allied nations who have been rescued from the Germans by the Allied Armies. The contents of parcels opened after two years’ wandering have been found to be still good.
Help for C.I.
Mr. Morrison, the Home Secretary, reporting to the House of Commons on May 17th on his visit to the Channel Islands, stated that the health and physique of the population was on the whole better than he had dared to hope. This, he said, was in large measure due to the supplies which had been received from the British Red Cross and St. John. He believed that although the Germans took a considerable share of local produce, they did not attempt to divert the Red Cross supplies to their own use. The whole of the supplies
[Photograph of a group of people on a street, waving flags] The whole village turned out to greet this sergeant when he returned to his home in Oreston, South Devon.
carried on the Vega were supplied by the Red Cross and St. John War Organisation and that the ship was chartered and paid for by Red Cross and St. John.
Invalid Diets
Readers will be glad to know that special care has been given to all our prisoners whose health has been greatly impaired by long privations in German camps. Fifty cases of Red Cross “comforts” and “invalid diet” parcels containing specially prepared food was flown out for them in four Dakota aircraft to Red Cross depots at reception bases beyond Hanover.
Home for the Homeless
Prisoners of war who have returned to this country to find that their homes had been destroyed by bombs, or who have neither families of their own or friends in this country with whom they can stay, are being looked after by a specially formed section of the Red Cross and St. John. They are able, if they desire, to stay for all or part of their 42 days’ leave at a large country house in one of the loveliest spots in the Home Counties. Living in friendly and restful surroundings, they do just as they please, and no effort is spared by the Red Cross staff to give them a thoroughly enjoyable holiday.
Oflag Literary Talent
Capt. Peter Baker has just returned to London from Oflag 79. “There was a lot of literary talent in our camp,” he said. “In fact, I have brought back an anthology of the work of my fellow-prisoners.” Contributors include Viscount Cranley, John Grime of the Daily Express, John Talbot and Jack Smyth of Reuters, and Bill Bowes the Yorkshire and England cricketer. All royalties on the book which is to be published next winter will go to the Boys’ Club founded by members of Oflag 79. Bill Bowes will probably be the club’s first warden.
University of London
Repatriates who have arranged to take external examinations of the University of London while prisoners of war and still wish to take them in England should communicate immediately with the External Registrar at The College, Richmond, Surrey, stating exactly for what examinations, with subjects and options, they wish to be considered as candidates. Those who during captivity took only a part of their examinations, and those who have not heard results of examinations already taken, should similarly communicate immediately with the External Registrar.
Model of Stalag IXC
A scale model 4ft. x 4ft. of Stalag IXC was on display in the London Museum during preparations for Red Cross Flag Day, was shown to the Queen when she visited the museum during the day. The model was designed by a repatriated P.o.W., Mr. W. Prentice, and constructed by Mr. H.E. Kingsman. It was given to Red Cross and St. John by the Union of Post Office Workers (South-Eastern office), of which both men are members.
American Kindness
Sir James Grigg, Secretary of State for War, has sent the following letter of appreciation to General Eisenhower:
“I want to express to you my deep gratitude for the way in which United States Forces have treated our prisoners of war. The advance of the allied armies, under your inspiring leadership, has brought freedom to thousands of these unfortunate prisoners in German hands. Soon, we may hope all of them will be free.
The swift return of these ex-prisoners to this country is, I know, a task calling for the highest degree of organisation and enthusiasm. Had it not been for the initiative and sympathy displayed by the United States Staff, Air Forces, and all concerned, the repatriation of our men would have been seriously hampered. As it is, their homecoming has been effected with the utmost rapidity, and they are loud in their praise and gratitude for the many kindnesses showered upon them by all ranks of the United Stated Forces at the time of their liberation and during their homeward journey.
May I ask you to accept my sincere thanks and to convey an expression of our very warm appreciation to all concerned.
[Page break]
JUNE, 1945 The Prisoner of War 3
How the Convoys Got Through
[Photograph of Red Cross trucks in a ship’s hold] The trucks are loaded with their precious cargoes.
EARLY in March a delegate of the International Red Cross visited a Canadian prisoner of war camp at Moosburg, and asked for twelve volunteers to drive trucks taking Red Cross supplies to prisoners on the move and in marooned stalags. There was an immediate response to the request, and on March 8th the volunteers were taken to Lubeck where they met M. Paul de Blonay, a Swiss I.R.C. delegate.
The little party of twelve, which was in charge of Sgt. Maj. Moss, learnt that 50 loaded trucks were awaiting drivers at Constance, on the Swiss border. Then a further thirty Canadians and twenty-two Americans were recruited from camps at Lubeck, and eight Men of Confidence who had come to draw rations for camps since liberated, made up the total required.
One Step from Freedom
When the men had given their word of honour that they would make no attempt to escape, the Germans allowed them to proceed by passenger train to Constance. There they found themselves in the German-held part of the town, with only a barrier separating them from Switzerland and freedom.
Sgt. Maj. Moss told a representative of THE PRISONER OF WAR that the drivers had plenty of opportunities to escape into Switzerland, but not one had succumbed to the temptation. Had any done so, the Germans would have carried out their threat and taken every supply truck off the road.
The fifty trucks consisted of G.M.C.s carrying 1,000 parcels each, and Chevrolets carrying 800 each. They were divided into three separate convoys.
Once convoy moving from Constance to Moosburg, via Gefrees and Carlsbad, found a hospital in Gefrees containing forty British P.o.W.s all too ill to be moved. There were no nurses, but one German doctor without medical equipment had remained in charge.
The convoy supplied Red Cross medical parcels and food.
“Those parcels undoubtedly saved the men’s lives,” said Sgt. Maj. Moss. “They were so excited when they saw what we were bringing them, and cheered and shouted so much, that it was quite a job to get them fed.”
This convoy reloaded at Moosburg from a Red Cross dump, and returned with further stocks to Gefrees.
When the original supplies from Constance were exhausted the trucks ran shuttle services from the dumps at Moosburg and Lubeck. Two trucks left Lubeck on April 8th to deliver French parcels from Behrensdorf to French P.o.W.s south-east of Berlin. The drivers reported tremendous congestion on the roads mostly caused by German civilians fleeing from the Russian front towards the American lines. At one point Pte. Charlie Smith, of Manitoba, found himself in a very hot spot, and then discovered he was two miles to the rear of the advancing Russians.
The trekking convoys moved by day and night. During one period of eight days the drivers averaged only three hours sleep per night. South of Wisman a convoy of twelve trucks returning empty for more supplies gave a lift to several hundred Allied women stranded on the road. Many of the women were so weak they had to be lifted into the vehicles. This convoy was involved in an Allied raid, and one American driver was killed and two Canadians were wounded. Four trucks were destroyed and two badly damaged.
Each convoy was accompanied by a German guard, but on a number of occasions S.S. tried to commandeer food parcels, petrol, etc. South of Berlin in an armed hold-up the S.S. stole one loaded truck; and near San Bostal they seized 160 parcels and a supply of petrol.
Thefts might have reached a serious level had not each driver been issued with a certificate by high-ranking officials of the Waffen S.S. There were few occasions when these certificates failed to protect the Red Cross supplies.
Altogether 14,000 marching prisoners were contacted by this party of drivers. Each received one parcel to last for five days. At the end of this time a convoy would overtake the column again and make a fresh issue. It proved impossible to allot more than one parcel per man because the marchers had no transport to carry extra supplies.
The volunteer drivers received their freedom at Lubeck, on May 2nd at 3.25 p.m. when the first British tank came rolling in. It was a great moment, but the work itself did not finish until May 8th. The convoy men remained inn Germany for another six days to feed P.o.W.s and evacuees awaiting transport to the United Kingdom. When at last their own turn came to leave, they handed over their trucks to Swiss Red Cross drivers.
[Boxed] AUTHORITY FROM THE S.S.
Lubeck.
19th April, 1945
[Underlined] CERTIFICATE [/underlined]
Lorry No. GE 55 YY of the International Red Cross, its entire load and its petrol and oil are the property of the International Committee of the Red Cross at Geneva. Requisition thereof would therefore be a breach of international law, and a general warning is hereby issued against such requisition. Any person disregarding this warning offends not only against international law but also against Military law and will be tried by a German military court.
SCHROEDER
S.S. Brigadier and Major-General of Police
For
BERGER
C.in C. Home Forces
Chief of Prisoners of War Administration
Senior Group Leader and General in the Armed S.S.
For International Red Cross Committee
P. DE BLONAY
Delegate. [/boxed]
[Page break]
4 The Prisoner of War JUNE, 1945
Victory Smiles
Released in time for VE-Day celebrations, these British troops from a prisoner of war camp in Saxony awaited repatriation at an emergency transit camp in Naumberg, Germany, when these pictures were taken. They come from many parts of the British Isles and Dominion.
[Photographs of groups of smiling men] NORTH OF ENGLAND, LONDON & WALES, YORKSHIRE, GLASGOW, SOUTH AFRICA, LONDON
[Page break]
JUNE, 1945 The Prisoner of War 5
FINDING HIS FEET
Red Cross and St. John has sent every next of kin advice about food for ex-prisoners of war. Here are a chat and some hints on the subject by RADIO DOCTOR
IT would be natural to welcome the boys home with a terrific bust-up – to try to make up to them something of what they have lost – to shower them with hospitality to show our gratitude, our delight at seeing them in their own armchair again. But let us go into this a bit more deeply.
When people are badly under-nourished through too little food it isn’t only the face and the arms and the waistline; it isn’t only the parts you can see which are thinner, but some of the parts you can’t see. One of them is the tummy itself, or the stomach and the intestines to be more exact. The internal workings may have suffered, and particularly the arrangements for digesting food and for absorbing food.
“The Body Lives on Itself”
This is what happens in starvation or partial starvation. First the reserves are used up, the sugar in the muscles, the fat under the skin, and so on. Then, when things have got really bad and there are no more reserves, the body lives on itself. It gets its energy from its own tissues, and uses them up in doing so. And among the tissues it uses up are the tissues of the alimentary tract. This means that the digestion apparatus may be under par.
So though the undernourished need a lot, they can’t take a lot – at least, at first. That is Rule No. 1 – go steady at first. Get acclimatised. Small meals and plenty of them rather than large meals and blow-outs!
The second point is, the boys will naturally be excited at the prospect of foods they haven’t seen for years – unaccustomed foods, at least to them, like roast beef and Yorkshire, steak and kidney pudding, roast pork complete with a lively piece of crackling. On these, too, they must go steady. For their tummies have forgotten them. Give them the shock of having to tackle something they haven’t had inside them for years and they may revolt. They will have to learn once more to tackle them.
“No Fatty Foods at First”
The third point is that it is the fatty foods which will disturb them most at first. It is a general rule that fatty foods cause more upset than others, and this is particularly true of the recovering tummy. No fried, fatty or seasoned foods for the first few weeks.
Let me suggest some meals. First breakfast: bacon, yes. The fat of bacon is very digestible if there isn’t too much of it. Let the bacon be crisp. Egg, yes. But let it be boiled, or poached, or scrambled. No fried eggs just yet. Toast and marmalade, yes. But when you are putting the butter or the margarine on the toast, let the toast be cold. Porridge and milk, yes. For “elevenses” – and there should be “elevenses" – cocoa, milky coffee or milk, sandwiches, scones, biscuits, plain cake. Dinner: meat, of course, but not too much fat. And pork is barred for a bit (I hope it isn’t pork week in your district!). Fish, by all means, but not fried.
Getting Into Training
Puddings, go in for the lighter sort – milk puddings, puddings of the junkety, custardy sort. At tea-time, a milky tea, with jam sandwiches, or raisin sandwiches, and plain cake or biscuits. At bedtime, something milky, and with a biscuit or two; salad vegetables, yes. Sweets and chocolate, yes. In short, a simple building-up diet, with nothing fatty, nothing fancy in the first few weeks.
It is like getting into training for a race. Start gently, and build up as you go along. It will take time to become adjusted to the new life.
[Photograph of a group of four men around a cooking fire outdoors] These Americans liberated by the British eat their first freedom meal with gusto.
- And Seven Other Tips
FROM Stalag to the family fireside. From bleak isolation of the German prison camp – redeemed only by the comradeship of fellow-prisoners and the letters and parcels from home – to the warm comfort of family and friends.
What can you do to help your repatriated prisoner of war to find his feet. Here are some tips:-
(1) Before you meet your man think for a moment of what home-coming means to him. He has been leading a hard and unnatural life, maybe for years. He is returning to a life which has changed since he left it. It will take him time to get back into his old ways.
(2) Let his first glimpse of you be at home. In his mind’s eye he has carried round his prison camp a picture of you in your home, in his home. He pictures you as he left you at home.
(3) At first he wants only his own family (sometimes not every member of that). Don’t let all his relatives and friends crowd round him. Ration the visitors for the first day or two at least.
(4) Remember that he is anxious above all to be “like everyone else.” He may hide his difficulties or pretend he has none. Let him. Take no notice. Wait for him to talk. Don’t worry him with your questions.
(5) He may be moody, even irritable. He may want to be alone and, unlike the film star, really mean it. In this way he is slipping into things at his own pace. He doesn’t want sympathy or pity. Be patient and don’t fuss over him.
(6) Naturally, he will want to know about the changes which have taken place since he went away. Fill in the gaps in his knowledge easily and naturally, in course of ordinary conversation. Don’t talk at him. It is no good pretending that nothing has changed – that will make him suspicious. Don’t pretend that he has changed and you haven’t. You’re different too. Don’t tell him of your war hardships or remind him of his. He has had enough.
(7) He may be full of grouses. If he is, just listen. Don’t join in his grouses, but don’t contradict him.
Let me sum it all up in five simple words: “Help him – don’t hurry him.” And soon in both mind and body he will cover the distance between prison camp and home. He will take root once more, in the soil of home.
Reprinted by courtesy of the DAILY MAIL.
[Page break]
6 The Prisoner of War JUNE, 1945
WINNING BACK THEIR WEIGHT!
[Photograph of a man standing on scales being measured by a nurse] Above A corporal has his weight tested on the ward, so that nurse may report his progress to the doctor.
Below The magic mixture which helps to bring back the weight. Cook and her voluntary assistant at Little Missenden. [Photograph of two ladies preparing baking materials]
[Photograph of a group of men around a table, smiling] Above The first meal downstairs at Seer Green is a treat and (left) a group of repatriates sunning themselves.
[Photograph of a group of people sitting on a lawn and on deckchairs]
[Photograph of a hospital ward] Below A parachute regiment padre meets an old friend in a corner of one of the wards at Little Missenden.
A NUMBER of the prisoners of war who had done the 400 miles forced march from Poland into Germany were sent to two Red Cross and St. John Convalescent Homes at Seer Green and Little Missenden converted into Camp Reception Stations for rehabilitation and rest.
When first seen the men presented an alarming appearance, looking critically ill, but these seemingly severe cases improved rapidly.
All suffered in varying degrees from emaciation, loss of weight of between one and three stone and exhaustion, and 10% of the more severe cases have shown swelling of the feet and ankles.
The routine was complete rest in bed, warmth, two hot water bottles and light diet. Fats, in the form of butter, were tolerated better tan was expected. Slight difficulty was experienced at the outset due to the desire of patients to eat large quantities of white bread and butter. Consequently abdominal pains. All patients when first admitted showed a dazed cheerfulness and were very glad to speak of their many experiences.
The weak appearance of so many of these men appears to have been due to the long forced march on starvation diet, as the majority of the men said they were fairly fit prior to the march. All prisoners were loud in their praise of Red Cross parcels and said that those kept them alive. The average gain in weight has been in the neighbourhood of 8 lbs. over a ten-day stay.
[Page break]
JUNE, 1945 The Prisoner of War 7
THE MARCH IS OVER
A Lance Corporal wrote home from a camp near Hanover where he was awaiting repatriation, describing his long trek across Germany from Stalag XXA.
[Picture of a man bowing in front of a globe with a cross on it - we Bow our heads in gratitude] Tribute was paid to the Red Cross in this very fine stage decoration at Stalag VIIIB.
“THE march is over and done with. We carried it through with the ever-steady British spirit, in spite of quite unnecessary indignities imposed by the Germans.
“We left Thorn (Poland) on the 20th January, foot-slogging from that date until we finished up not far from Hanover on the 6th April.
“We started off on snowbound roads, several feet deep, with home-made sledges loaded with what kit we could carry. The first night was spent in the open with the snow as our mattress. It was surprisingly warm! The rest of the way we slept herded together in barns and cowsheds amongst the animals.
“Fortunately the weather was, on the whole fair, so that we were spared the discomfort of marching in wet clothes during our 400 miles trek.
“Sometimes eight men shared one loaf of bread a day, but more often than not there was no bread at all. Occasionally we received thin, watered soup made from swedes and potatoes. We were so hungry we ate any raw vegetables that came our way, and liked them. There were no Red Cross food parcels to help as the Germans had ordered all stocks in Stalag XXA to be consumed by the end of the second week in January.
“All through the weary days of the long march the Germans showed no sympathy for the inadequate food, warmth and shelter provided for the prisoners. When at last the men could march no farther, and the Americans were reported to be advancing rapidly, the German leader, not wanting to be caught himself, agreed to let them remain where they were.
“Now, as I write, I am a free man, sportingly clothed in a light silk American shirt, wide open at the neck, matched by a similarly light pair of khaki daks, with sandals on the hardened soles of my feet, and somewhat swollen ankles. It is heaven to have plenty of hot water and a hot shower whenever we want, and to be shaved – if we need it twice a day. I feel definitely a clean and healthy man again.
“We have out American allies to thank for our timely rescue. They went out of their way to ensure we had at once every comfort we desired.
“It is difficult to realise we are no longer prisoners, but our own masters under Allied Command. We are in charge of this camp, which is really a civilian evacuee camp, flying the British Red Cross flag. It is housing people of many nationalities - Russians, Poles, French, Italians, Serbs, Jugo-Slavs, Lithuanians, South African natives, and women and children.”
Bridging the Gap
REPATRIATED prisoners of war who are discharged or released from the Service are to have an opportunity to accustom themselves gradually to social surroundings once again by entering voluntary camps. These camps, which are to be set up by the Army in pleasant surroundings near towns all over the country, will be known as Civil Resettlement Units. Any man who is interested may select one near his home and will probably stay there between four and six weeks. It is, however, possible to leave a t any time within that period, or the course can be lengthened if necessary up to three months. Only men who have been discharged, or are about to be discharged, are eligible.
Half-way House
As a half-way house between Army and home life, C.R.U.s are to be run on realistic lines with full awareness of the things for which they cater. Discipline is cut to a minimum, and a man’s only duties will be to keep his bed and belongings tidy. (Incidentally, it is to be a real bed with springs, and he will sleep between sheets.) Breakfast will be at 8 a.m., and the programme for the day begins at 9.0 a.m. and ends at 5 p.m. During this time the repatriate may choose between films, talks and discussions which will bring him up to date with events which have taken place during his absence; visits to factories, technical schools and offices and other outings, so that to a great extent he will arrange his own day. Facilities will be available for advice of qualified persons on employment, finance, health and personal matters. There will be light physical exercises and optional games to vary the day.
During “working” hours repatriates will wear uniform. Later they may change into civilian clothes whether they stay in the camp during the evening or go out. Week-end leave (Friday night to Monday morning) can always be arranged for those who choose to go home, and sleeping-out passes will be given to those whose homes are nearby.
Usual pay and allowances are allotted according to the man’s war substantive rank. The period spent at a C.R.U. in no way affects length of leave, possible claim for pension, or reinstatement rights into a pre-war job.
All home-coming P.o.W.s will receive a pamphlet telling them about these units and giving a good deal of other information which may fill in some of the gaps the P.o.W.s noticed in letters from home whilst in a prison camp. “Changes have taken place,” the pamphlet relates, “in Civvy Street. Your friends have been engaged in war work. Many are on jobs that did not exist before. There are ration cards and wartime regulations. Your wives, mothers, and sisters have carried the burden of war work as well as the extra difficulties of wartime housekeeping. It is a different world in many ways from the one you left.
“You have changed too. You are older than when you joined the Army. You are more experienced … You have a new outlook on civil life, a more developed outlook, and quite possibly a better one than before. But you will need time to find your feet again. Going back after all these changes will not be easy … You may feel confused until you have got used to civil life again. It is to help you bridge this gap between the Army and civil life that C.R.U.s have been set up.”
[Page break]
8 The Prisoner of War JUNE, 1945
Released Doctor’s Tribute
TWO R.A.M.C. doctors now back in England after long years spent in German captivity have made some interesting observations about their experiences.
Doctor C. was a senior medical officer for 18 months at a hospital in Poland. “I would like tit to be known,” he said, “that hundreds of our lads would never have survived the first year of their captivity if it had not been for the splendid work of the Polish civilians, who at great personal risk smuggled in supplies of bread and other necessities during that first period before the Red Cross machinery got working. The penalties were severe, but they did not hesitate to help in every way they could.”
Praising the Invalid Comforts Section of the Red Cross, the doctor said: “Whatever we asked for in the way of medical supplies or surgical equipment was sent out to us via air from Lisbon. This section has done one of the greatest jobs of the war.”
Another doctor, writing to the Invalid Comforts Section, said: “I am sure you can well realise the almost incredible state one gets into on first being in England again after five years over there. Thank you very much for your wonderful personal interest in us all. It has meant so much to mothers to feel that someone was actually thinking about us as people, and not just as P.o.W. numbers.
“You will be pleased to hear that our surplus stocks of food parcels and the invalid diet parcels, actually, fed the whole hospital, and the staff at Marienburg (XXB) for about a month and also during the long trek in farm carts from Marienburg to Warsaw.”
Film Story of Camp Life
A FILM entitled Lovers Meeting will be made shortly by Ealing Studios. The story reveals what happened to a group of men, captured during the battle of France in 1940, after the barbed wire closed round them, and how their next of kin spent the empty years between the men’s departure and their return home.
The story traces the reactions of the prisoners throughout the psychological stages of their confinement. It shows how at first disillusionment took control, with its attendant loss of faith. The gradually self-respect and hope returned. The arrival of the Red Cross parcels is shown, with all that they meant to the men, not only in material benefits, but in the realisation that they were not forgotten by the people at home. The periods of boredom are portrayed; the days of rain and cold, when the thoughts turned inward, and spirits were cramped by isolation and barbed wire.
The climax of the story comes with repatriation.
Out from the Battle!
AN exhibition entitled “out from the Battle!” is being arranged by the British Red Cross and St. John War Organisation in collaboration with the War Office and the Army Medical Services. It is being sponsored by the Daily Herald, and will be held in the grounds of Clarence House, St. James’s Park, by kind permission of His Majesty the King, from June 12th to July 31st, 1945. All proceeds will go to the Duke of Gloucester’s Red Cross and St. John Fund.
The exhibition will show the whole process and treatment of wounded men from the moment they become battle casualties until they reach a base hospital and convalescent home.
The R.A.M.C. is putting on realistic reproductions of a Regimental Aid Post; Casualty Collecting Post; Advanced Dressing Station; Mobile X-Ray Unit; Field Operating Theatre; Field Hospital Ward.
Visitors will be able to see how the basic work of the R.A.M.C. in the field is supplemented by welfare officers, stores and comforts of the British Red Cross and St. John War Organisation.
Graphic displays in a series of huts will illustrate:-
(1) Evacuation of the wounded by road, rail, ship and air, and a unique exhibition of captured German medical equipment, ranging from a mobile resuscitation outfit to paper bandages.
(2) The production, testing and uses of penicillin, and the collection, treatment and distribution of blood to the wounded.
(3) The work of the Army Dental Corps in the field, with a special exhibit showing the skill employed in dealing with maxillo-facial injuries.
(4) How the Hygiene Branch of the Medical Services deals with the prevention and extermination of disease – with particular reference to jungle warfare.
(5) How the British Red Cross and St. John War Organisation aids the wounded and their relatives.
(6) Occupational therapy; with a remarkable display of craftmanship by wounded men.
(7) The work of Hospital Libraries.
An R.A.M.C. Austin ambulance will be on show which was abandoned in 1940 at Dunkirk, and used for four years by the Germans who repaired it and fitted metal panelling to the interior. The Germans took the ambulance to the Russian Front, but on D-Day sent it back for service in France. It was recaptured by the British at Commeaux on August 20th, 1944. Now with a mileage record of 100,000 miles, the vehicle has been loaned to the Exhibition by the Austin Motor Company, to whom it was presented by Field Marshal Montgomery.
The Exhibition will be open daily from 11 a.m. to 7 p.m. (Sundays 2 p.m. to 7 p.m.).
Exam. Successes
DURING the past month 131 examination results have been announced for prisoner of war candidates. These include passes in Hungarian, Modern Chinese, Malay and Persian, the papers for which were sent by the School of Slavonic Studies and the School of Oriental Studies.
Flt.Lt. A.P.L. Barber has passed the LL.B. Final Examination of the University of Leeds with First Class Honours.
A group of fifteen officers formerly in Oflag XIIB have taken the Senior General Examination of the Royal Horticultural Society, and all of them have passed first-class. The group includes two brigadiers and three lieutenant colonels and one South African captain.
Several Camp Education Officers have informed Red Cross that before leaving Germany they packed up a number of complete examination scripts and handed them over to responsible officers of the liberating forces with the request that they should be despatched to the New Bodleian. It is hoped that these scripts will eventually reach England safely, as many ex-prisoners of war now in this country have written to enquire about their examinations.
All information concerning examinations will be passed on to ex-prisoner of war candidates by the Educational Books Section as soon as available.
Repatriates, Please Note
The Indoor Recreations Section much regrets that their small stock of musical instruments, for distribution to repatriated prisoners of war, is now exhausted. A supply of music and artists’ materials is still available on application to St. James’s Palace, London, S.W.1.
[Boxed] HAVE YOU MOVED?
If so, do not forget to notify the Army, Navy or R.A.F. authorities as well as the Red Cross of your change of address. [/boxed]
Printed in GREAT BRITAIN for the Publishers, THE RED CROSS AND ST. JOHN WAR ORGANISATION, 14, Grosvenor Crescent, London, S.W., by THE CORNWALL PRESS LTD., Paris Garden, Stamford Street, London, S.E.1.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Prisoner of War June 1945
Description
An account of the resource
The official journal of the Prisoners of War Department of the Red Cross and St John War Organisation. This edition covers the editor's comments, How the Convoys got through, photographs of ex-POWs titled 'Victory Smiles', Finding his Feet - nutritional advice, Seven Other tips for returning ex-POWs, photographs of ex-POWs regaining their weight, the March is Over about the Long March, Bridging the Gap about Civil Resettlement Units, Released Doctor's tributes, an exhibition titled 'Out from the Battle', a film made about POW experiences and Exam results from POW camps.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Eight printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-020
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Transport Command
United States Army Air Force
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Belgium--Brussels
Germany--Hannover
Great Britain Miscellaneous Island Dependencies--Channel Islands
Germany--Berlin
Germany--Naumburg (Saxony-Anhalt)
Great Britain
England--London
Germany--Lübeck
Poland
Poland--Łambinowice
Czech Republic
Czech Republic--Karlovy Vary
Germany--Konstanz
Germany--Moosburg an der Isar
Germany
Belgium
Creator
An entity primarily responsible for making the resource
Great Britain. Red Cross and St John war organisation. Prisoners of war department
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Temporal Coverage
Temporal characteristics of the resource.
1945-06
aircrew
B-17
C-47
Lancaster
memorial
Operation Exodus (1945)
prisoner of war
Red Cross
Stalag 8B
the long march
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1446/26391/PCreamerRM1505.1.jpg
c18f0dc7a0a302f32a8bf80eb2ef55d5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1446/26391/PCreamerRM1506.1.jpg
504973cbfb6e7b6b688052d95ecd8aa1
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1446/26391/PCreamerRA18010005.1.jpg
eb6b1162bc71dc327d8e0ee3ca14bd52
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1446/26391/PCreamerRA18010006.1.jpg
3fcdb28d4628f72eb992ed01c6dc2444
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
Creamer, Robert Arthur
R A Creamer
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
2015-10-01
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
Creamer, RA
Description
An account of the resource
Ten items. The collection concerns Robert Creamer (1818388 Royal Air Force) and contains his log book, memoir and photographs. He flew operations as an air gunner from RAF Grimsby.
The collection has been donated to the IBCC Digital Archive by Robert Creamer 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
Robert Creamer and Colleague
Description
An account of the resource
Two airmen standing in the gardens of a house. One with his arm round his friend.
On the reverse 'Took at RAF Cottesmore June 1945.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PCreamerRM1505,
PCreamerRM1506,
PCreamerRA18010005,
PCreamerRA18010006
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
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Rutland
Temporal Coverage
Temporal characteristics of the resource.
1945-06
air gunner
aircrew
RAF Cottesmore
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26426/PHuttonGR2026.2.jpg
0d4dc0bb2fe0c1cf771915636081de4d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26426/PHuttonGR2027.2.jpg
ff53bbb7fd65d31195c5d483edc3b8b2
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
Hutton, George
G Hutton
Description
An account of the resource
35 items. An oral history interview with George Hutton (b. 1921, 1586014 Royal Air Force), his log book, photographs and documents. He flew operations as a mid upper gunner in 199 and 514 squadrons. The collection also contains an album of photographs of George Hutton's service and telegrams about his wedding.
The collection has been donated to the IBCC Digital Archive by George Hutton 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
2016-05-26
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
Hutton, GR
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
Two Women on the Beach
Description
An account of the resource
Two of Barbara Wood's friends, sunbathing on the beach. On the reverse 'Betty [indecipherable]' June 45'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHuttonGR2026, PHuttonGR2027
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Great Britain Miscellaneous Island Dependencies--Isle of Man
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
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Temporal Coverage
Temporal characteristics of the resource.
1945-06
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26428/PHuttonGR2030.1.jpg
ae42d4e191fe3ffc1b883f05e8d09c90
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26428/PHuttonGR2031.1.jpg
cff47fc74c81955e685f4d9fd705dc0c
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
Hutton, George
G Hutton
Description
An account of the resource
35 items. An oral history interview with George Hutton (b. 1921, 1586014 Royal Air Force), his log book, photographs and documents. He flew operations as a mid upper gunner in 199 and 514 squadrons. The collection also contains an album of photographs of George Hutton's service and telegrams about his wedding.
The collection has been donated to the IBCC Digital Archive by George Hutton 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
2016-05-26
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
Hutton, GR
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 Woman on the Beach
Description
An account of the resource
A friend of Barbara Wood sitting on a towel on the beach at Ramsey. On the reverse 'Jean June / 45'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHuttonGR2030, PHuttonGR2031
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Great Britain Miscellaneous Island Dependencies--Isle of Man
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.
1945-06
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26429/PHuttonGR2032.1.jpg
1fe74cf80c5312b57b68ec8fc03675d0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26429/PHuttonGR2033.1.jpg
070282aa58fc769260fad7512b04d189
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
Hutton, George
G Hutton
Description
An account of the resource
35 items. An oral history interview with George Hutton (b. 1921, 1586014 Royal Air Force), his log book, photographs and documents. He flew operations as a mid upper gunner in 199 and 514 squadrons. The collection also contains an album of photographs of George Hutton's service and telegrams about his wedding.
The collection has been donated to the IBCC Digital Archive by George Hutton 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
2016-05-26
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
Hutton, GR
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
Barbara Wood and Three Friends
Description
An account of the resource
Four women in swimsuits on Ramsey beach. On the reverse 'Betty Olive Me Jean June / 45'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHuttonGR2032, PHuttonGR2033
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Great Britain Miscellaneous Island Dependencies--Isle of Man
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.
1945-06
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26430/PHuttonGR2034.1.jpg
51e477ceba213ebd5db14b3a1b30c188
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26430/PHuttonGR2035.1.jpg
86de23ce921493a2dc314e282fd5c27d
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
Hutton, George
G Hutton
Description
An account of the resource
35 items. An oral history interview with George Hutton (b. 1921, 1586014 Royal Air Force), his log book, photographs and documents. He flew operations as a mid upper gunner in 199 and 514 squadrons. The collection also contains an album of photographs of George Hutton's service and telegrams about his wedding.
The collection has been donated to the IBCC Digital Archive by George Hutton 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
2016-05-26
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
Hutton, GR
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
Barbara Wood and Two Friends
Description
An account of the resource
The three are sitting on towels on the beach at Ramsey. On the reverse 'Olive Me Jean June / 45'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHuttonGR2034, PHuttonGR2035
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Great Britain Miscellaneous Island Dependencies--Isle of Man
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.
1945-06
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26431/PHuttonGR2036.2.jpg
094f8b4d09029123b381ee919359a081
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/892/26431/PHuttonGR2037.2.jpg
f228c691876381fe3eae4b83d179c1a6
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
Hutton, George
G Hutton
Description
An account of the resource
35 items. An oral history interview with George Hutton (b. 1921, 1586014 Royal Air Force), his log book, photographs and documents. He flew operations as a mid upper gunner in 199 and 514 squadrons. The collection also contains an album of photographs of George Hutton's service and telegrams about his wedding.
The collection has been donated to the IBCC Digital Archive by George Hutton 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
2016-05-26
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
Hutton, GR
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
Barbara Wood
Description
An account of the resource
Barbara in uniform sitting on a stone wall. On the reverse 'June / 45 All my love darling Babs xxxx'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHuttonGR2036, PHuttonGR2037
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Great Britain Miscellaneous Island Dependencies--Isle of Man
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.
1945-06
ground personnel
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27086/SHughesCL1334982v10034-0001.1.jpg
5453b4da6468e0b71559c3d0a3934e1a
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27086/SHughesCL1334982v10034-0002.1.jpg
5c0a000bd309be7cd1b5538a6b28adb6
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp for NO. 1 OFFICERS ADVANCED TRAINING SCHOOL JUN 1945]
[underlined] 22E5
OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: P.3
GOOD CONDUCT BADGES: MISCELLANEOUS [/underlined]
References: A.P. 837 Sections 38 and 50
K.R. paras 652 and 1175 to 1186.
[inserted] K.R. 2153. [/inserted]
[underlined] GOOD CONDUCT BADGES [/underlined]
1. It is important for commanders to appreciate the effect certain punishments they can award have on an airman’s good conduct badges.
[underlined] Airman with Clean Conduct Sheet (F.121) [/underlined]
2. An airman with a clean conduct sheet normally receives his first, second and third good conduct badges after 3, 8 and 13 years respectively of full time man service, as e.g.,
An airman enlisted 1 Jan 32
1st G.C.B. awarded 1 Jan 35
2nd G.C.B. awarded 1 Jan 40
3rd G.C.B. awarded 1 Jan 45
[underlined] Service Entries [/underlined]
3. (a) Definition – a service entry is the record of a punishment which is entered on the Service Conduct Sheet of an airman (F.120). This form is maintained during war time at the Record Office from entries in Unit P.O.R’s. Punishments which constitute service entries are fully described in K.R.2153., see also appendix A to precis No. 27.
(b) On each occasion that a C.O. awards a punishment that warrants a Service Entry, the airman forfeits 91 days qualifying service and the award of all subsequent badges is affected. This indirectly costs the airman 22s/9d e.g.
Enlisted 1 Jan 32
Target dates for badges as in example to para. 2 above
8 days C.C. 10 Oct. 34
1st G.C.B. awarded 1 Apl. 35
2nd G.C.B. awarded 1 Apl. 40
Severe Reprimand (now Cpl) 2 Aug. 41
3rd G.C.B. awarded 1 Jul. 45
[underlined] N.B. [/underlined] For purposes of example 91 days is taken as equivalent to 3 calendar months.
[underlined] V.G. Time [/underlined]
4. During the two years immediately preceeding the award of a badge an airman must complete 2 years V.G. time in actual receipt of pay.
5. V.G. time is broken when a C.O. awards over 10 days C.C., a punishment involving 3 or more days automatic forfeiture of pay for absence to an aircraftman, a severe reprimand to an N.C.O. or any other punishment which forms a service entry.
e.g. V.G. time is broken by:-
(a) Admonition and automatic forfeiture of 3 days pay for absence.
[page break]
-2-
(b) Fine for drunkenness
(c) [underlined] Severe [/underlined] reprimand
(d) 11 days C.C.
(e) Detention or Field Punishment.
6. The above mentioned punishments, if awarded just before an airman is due for the award of A G.C.B., can delay the award for nearly two years and indirectly cost him anything up to approximately £9.
e.g. Enlisted 1 Jan 32
Target date 1st G.C.B. 1 Jan 35
14 days C.C. 10 Dec 34
1st G.C.B. awarded 24 Dec 36 (V.G. time begins again on expiration of punishment)
Cost to aircraftman
723 days @ 3d p.d. £9 – 0 – 9d.
7. For example combining the two factors (i.e. Service Entries and broken V.G. time), See A.P. 837 Section 38 para. 1042
[underlined] Procedure for Award [/underlined]
8. (a) Record Office calculate date and notify C.O.
(b) C.O. ensures that there are no recent service entries on F.121 General Conduct Sheet
(c) The award is subject to the approval of the C.O. who uses his discretion regarding the general character of the airman
(d) When approved the award is promulgated in P.O.Rs.
[underlined] MISCELLANEOUS [/underlined]
[underlined] Re-engagements [/underlined] (A.M.O. A.56/45)
9. C.Os. should draw the attention of all airmen to the above mentioned A.M.O. which enables them to re-engage for periods of 4, 5, 6 or 7 years.
[underlined] Release to Industry [/underlined]
10. A C.O’s responsibility is only to inform enquirers of the correct procedure as outlined in A.P. 837 para. 1341. After that application must be made by airman’s former employer to the Government Department concerned.
[underlined] Discharge [/underlined]
11. Points to note:-
(a) F.1394 Brief Statement of Service and Certificate of Discharge. This affects an airman’s subsequent employment in civil life and future prospects and should be carefully compiled
(b) Complete diary of action is contained in A.P. 837 para. 1339.
[underlined] Transfer to Army of R.A.F. Personnel [/underlined]
12. (a) Details are given in R.O.M. 31/45 and A.M.O. A.199/45.
(b) Airmen may volunteer but others will be detailed by name by Record Office.
[underlined] Amendments to this Precis: [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Officers advanced school - good conduct badges miscellaneous
Description
An account of the resource
Policy for good conduct badges including airmen with clean sheet, service entries, V.G time, procedure for awards and miscellaneous points.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced Training School
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Two page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10034
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
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
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
Conforms To
An established standard to which the described resource conforms.
Pending review
military discipline
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27088/SHughesCL1334982v10002.1.pdf
91ab32115d734f4bdca9d0343a98acb0
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp of No. 1 OFFICERS ADVANCED TRAINING SCHOOL JUN 1945]
2B5/
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: COMMAND AND GROUP HEADQUARTERS [/underlined]
References: A.P. 1301 Chapter 1 Pages 15 – 18
K.R. & A.C.I. Chapter 11, Appendix 1.
[underlined] Introduction [/underlined]
1. The organisation, as set out below, is a typical one for air forces operating under one or more of the following conditions:-
(a) In defence of the United Kingdom with air forces operating from the U.K.
(b) In defence of possessions overseas and of Imperial communications, with air forces operating in one of more of the existing overseas commands.
(c) As air forces detached from either the United Kingdom or one or more of the existing overseas commands and operating from allied territory or in parts of the Empire not normally occupied by air forces in times of peace.
[underlined] Responsibilities of a Commander [/underlined]
2. Broadly speaking, a commander has two main responsibilities:-
(a) The planning and direction of the operations of his force, and
(b) The administration and organisation of his force to enable it to undertake these operations in the most efficient manner possible.
3. To do this, he must keep in close touch with his units. He will also need advice and help from the administrative and special services, and from officers with specialist knowledge.
[underlined] Structure of a Headquarters’ Staff [/underlined]
4. The structure and establishment of a staff should be designed to assist the Commander in undertaking these responsibilities.
5. Officers on the Staff Headquarters’ establishment are divided into the following categories:-
(a) Policy Staff Officers
(b) Staffs of the Services
(c) Advisers
(d) Officers filling personal or local administrative appointments.
[underlined] The Policy Staff [/underlined]
6. [underlined] Division into two Branches. [/underlined] The Policy Staff is divded [sic] into two branches:-
(a) The Air Branch, which deals with operations, and
(b) The Administrative Branch, which sees to the general organisation and upkeep of the force.
/Contd….
[page break]
- 2 -
[underlined] Control of [missing word] Branch [/underlined]
7. (a) The S.A.S.O. is the head of the Air Branch and must represent the views of the branch as a whole. He controls the work of all sections of the Air Branch and is the principal staff officer to whom the Commander turns for advice about the preparation and execution of operational plans.
(b) The A.O.A. or S.O.A. is responsible that the administrative branch and the administrative services work closely together so as to meet operational requirements. He controls administrative policy and advises the Commander and S.A.S.O. when administrative resources cannot meet operational needs.
[underlined] Co-ordination of Staff Work [/underlined]
8. The Commander is responsible for co-ordination of all staff work, but usually delegates part, or all, of this responsibility to the S.A.S.O., who is therefore in close touch with the work of the administrative branch, and is the Commander’s right-hand man. This does not usurp functions of A.O.A., who, as a principal staff officer, is directly responsible to the Commander for administration.
[underlined] Organisation of the Air Branch [/underlined]
9. [underlined] Duties of the Air Branch [/underlined] These are given in paragraphs 1 to 4 of Chapter IV of the War Manual Part 11. Note the additional responsibilities of the air branch when air forces operate in the primary role. All these duties are allotted between four sections of the Air branch:-
(a) The plans section
(b) The operations section
(c) The intelligence section
(d) The training section.
10. [underlined] The Plans Section [/underlined] This Section studies the strategical and tactical situation, prepares appreciations and plans of campaign. It obtains information about our own and enemy forces from the operations and intelligence sections, and co-operates with the operations section and the administrative branch to ensure that operational plans are practicable. Execution of a Commander’s plans is the responsibility of the operations section and administrative branch.
11. [underlined] The Operations Section [/underlined] Orders and instructions to give effect to the operational plans are issued by the operations section. The operations staff study the day-to-day situation, particularly with regard to our own forces, and distribute the information they gather to all who require it. Detailed operational planning is usually done by the operations section at Group Headquarters.
12. [underlined] The Intelligence Section [/underlined] The Air Intelligence Branch of the Air Ministry takes the necessary measures in advance in peace time to acquire all the information that is likely to be required by Air Officers Commanding in the field and on the outbreak of war to ensure that they are supplied with all the relevant information as it becomes available.
13. Under the control of the Senior Air Staff Officer the head of the intelligence section at commands will be responsible for the collection, and distribution of all information about the enemy forces and their activities in the theatre of operations. Speed and accuracy are important features of intelligence work.
/Contd….
[page break]
- 3 -
14. [underlined] The Training Section [/underlined] Whether this Section is large or small, its duties will generally include:-
(a) Studying enemy tactics and training our own personnel in new tactics to counteract them or to meet new operational requirements.
(b) The general direction of unit and inter-unit training.
(c) The allotment of training areas, bombing and air-firing ranges.
(d) The policy governing allotment of vacancies in schools and courses.
(e) preparation of training schemes.
(f) Maintenance of uniformity in training.
The plans and operations sections must keep in close touch with training.
[underlined] Organisation of the Administrative Branch [/underlined]
15. [underlined] Duties of the Administrative Branch [/underlined] These are given in para. 5 of Chapter V of the War Manual, Part 11. They are administrative planning organisation of the force and control of the administrative services, so as to meet the personal and material requirements of the force. In Command Headquarters, this work is done in three sections, at Group Headquarters, in Sections (b) and (c).
(a) Administrative plans section.
(b) Organisation section.
(c) Personnel section.
16. [underlined] The Administrative Plans Section [/underlined] This Section prepares plans to meet the operational requirements. It co-operates closely with the plans section of the air branch and must keep the A.O.A. informed of any new commitments or operational plans. It is concerned with establishments in conjunction with other sections, and formulates policy in regard to formation of new units, equipment, re-equipment and works programmes. This section is also concerned with the policy and plans for provision of personnel and material to meet air branch requirements for station defence.
17. [underlined] The Organisation Section [/underlined] This section is concerned mainly with policy matters relating to:-
(a) Accommodation, including lay-out of stations, requisitioning of land and buildings.
(b) Establishment of personnel and M.T.
(c) Movements of personnel and material, the opening up of new stations and the formation of new units.
18. It also issues orders and instructions to certain of the administrative services to give effect to Administrative plans, and studies the day-to-day situation in the Command or formation from an administrative point of view.
/Contd…..
[page break]
- 4 -
19. [underlined] The Personnel Section [/underlined] This section is responsible for Policy and direction concerning:-
(a) Supply and posting of R.A.F. and W.A.A.F. personnel, honours and awards and recommendations for promotion.
(b) Discipline and ceremonial.
(c) Medical arrangements.
(d) Burials.
(e) Custody and disposal of prisoners of war.
(f) Pay accounting.
(g) Spiritual and physical welfare.
(h) Enlisted labour, if operating overseas.
20. The execution of many of these duties is done by one or other of the chaplains, graves, medical provost and accounting services which are controlled by the personnel section.
21. The S.P.S.O. has to maintain a close liaison with the other sections in regard to training of personnel, replacement of casualties and personnel for new units.
[underlined] Staffs of the Services [/underlined]
22. The services provide units with personnel and material to meet operational requirements. Executive control of the services is centred largely at Command Headquarters. The head of a service received general policy direction from the policy staff but exercises executive control of his own organisation. He is adviser to the Commander and policy staff on technical matters affecting his service. The services, according to their functions and the technical nature of their work are divided between the air branch, organization and personnel sections.
[underlined] Representatives of Services in Lower Formations [/underlined]
23. Representatives of certain services are appointed to Group Headquarters:-
(a) To keep Group Commander informed about the technical state of units and to advise him on matters in his own particular service which may influence operations or training.
(b) To keep the head of his service in touch with any special problems or requirements in the group.
(c) To exercise limited control of their service within the group, if authorised by Command.
[underlined] Specialised Advisers [/underlined]
24. These may be divided into two categories:-
(a) Officers who can advise the Commander on the employment of arms having specialised characteristics, i.e. Army Contingents. R.A.F. Regiment or Balloons.
(b) Officers or civilians with special qualifications, such as Financial, Legal and Scientific advisers.
/Contd…
[page break]
- 5 -
[underlined] Miscellaneous Appointments [/underlined]
25. These may include:-
Personal Assistants
Cypher Officers
Camp Commandant
[underlined] Amendments to this Precis: [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Officers advanced school - command and group headquarters
Description
An account of the resource
Covers introduction, responsibilities of a commander, structure of a headquarters staff, the policy staff, control of a branch, coordination of staff work, organisation of the air branch, the plans section, the operations section, the intelligence section, the training section, organisation of the administrative branch, administrative plans section, the organisation section, the personnel section, staffs of the services, representatives of services in lower formations, specialized advisors and miscellaneous appointments.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced training school
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Five page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Conforms To
An established standard to which the described resource conforms.
Pending review
military service conditions
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27089/SHughesCL1334982v10003.2.pdf
08ae9fec717fd1a57bc6a38669a9749f
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp of No. 1 OFFICERS ADVANCED TRAINING SCHOOL JUNE 1945]
3A5/KS
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: STATION ORGANISATION [/underlined]
Reference: A.P. 1301 Chap. 1 paras. 4 – 23.
[underlined] Introduction [/underlined]
1. When Air Force Units of any kind are assembled on a permanent or a semi-permanent basis, they are generally known as stations and on every such station an officer is appointed as Station Commander who is responsible for its general administration and functional efficiency to the next higher formation.
2. He will have to assist him a number of subordinate commanders, on certain stations they may be unit commanders with full powers of Commanding Officers delegated to them by the Air Council. In addition, he is provided with a staff of administrative officers who form his station headquarters staff. His principal assistant is known as the Station Administrative Officer and as Station Commanders have considerable operational or training responsibilities, much of the administrative routine is normally delegated to the S. Ad. O. The Adjutant, Assistant Adjutant, Senior Accountant Officer, Senior Equipment Officer, M.T., Medical and Catering Officers form the remainder of his headquarters staff.
[underlined] Dual Aspect [/underlined]
3. On all units there is a dual aspect – the functional and the administrative. Thus on a station there may be two or three flying flights which would be the functional side, and a headquarters flight, which, with certain ancillary services, is the administrative. This principle applies to stations and all higher formations up to the Air Ministry itself.
[underlined] Station of two main types [/underlined]
4. (a) Self Accounting Stations.
(b) Non Self-Accounting Units – satellite airfields, signals units and other small units which may be housed in requisitioned premises.
5. Stations can, broadly speaking, be divided into the two foregoing types. Those which are large and self-accounting are to a greater extent independent, than those which are small, subsidiary and non self-accounting units. These latter are often of a highly specialised nature and may be physically detached and independent as far as command and functional control are concerned, but dependent on a parent station for administrative services. In the former case the station is static, clearly defined and easy to control, in the latter improvisation has to be resorted to frequently and success is often dependent on the personality, common-sense and initiative of the Commanding Officer.
[underlined] Station Structure [/underlined]
6. In formations throughout each level in the R.A.F., although they are diverse in character and function, the basic principles of organisation are the same, but as the scale descends the complexities decrease. A C-in-C is served by an Air Staff and an Administrative
/Contd……
[page break]
- 2 -
/Contd…
Staff which are repeated on a lower scale at Group level; a station has a Commanding Officer who is served by the O.C. Functional Units, S. Ad. O., Adjutant and Specialist Officers who are counterparts, in a lesser degree, of the officers of Group and Command Staffs. For ease of control the work is decentralised in the same manner at each level. It is this standard system of organisation which by competent administration enables the R.A.F. to operate as an efficient and co-ordinated whole.
7. The principles of station structure are simple and straightforward. The functional side of the station is divided, as the circumstances demand, into Wings, Squadrons and Flights, the Headquarters Unit into administrative sections such as Equipment, Accounts, M.T., Communications, Messing, Catering and Medical. The present tendency on flying stations is to divide into three wings: Flying Wing, Technical Wing and Administrative Wing. Officers being appointed to command each, but usually with powers of subordinate commander only, the Station Commander in effect being O.C. of each wing himself.
[underlined] Specialised Services [/underlined]
8. In addition to the Sections already mentioned which form the universal administrative services for all units in the R.A.F. there are certain specialised services appropriate to the functions of the units which they serve. Examples are signals, armament, photographic and meteorological services which are the functional servants of the units, but come under the Station Headquarters for domestic administration.
[underlined] Non-Operational Stations [/underlined]
9. The majority of non-operational stations in this country are connected with training, maintenance and transportation. With certain exceptions they are permanent or semi-permanent stations falling into the self-accounting category. Their structure usually consists of a number of independent wings commanded by senior officers with full powers of commanding officers delegated to them by the Air Council. The usual administrative services are incorporated in the Station Headquarters Unit as opposed to the functional aspect of the wings, which provide the link to the next higher formation.
[underlined] Control of Stations in Operational Commands [/underlined]
10. The problem of fully co-ordinating function with administration is a considerable one. The present system of controlling a number of stations from a parent base has proved successful. Different terms are used for the base as a connecting link between the Groups and Stations in the various commands, but the principle is much the same. In some instances the control is purely operational and in others it is both operational and administrative.
[underlined] Bomber [/underlined]
11. Previously bomber stations with their satellites were directly controlled by Group. As these increased in number with a corresponding increase in squadrons, groups could not handle the vast amount of detailed work. Bases were formed consisting of three stations, Base Headquarters being set up on one, which was then called base Station; the other two being known as sub-stations, each of the three having its own Station Commander. The Stations, whilst controlled operationally from base, have their own independent domestic organisation.
/Contd…..
[page break]
- 3 -
/Contd…
On the other hand, the Base Commander has certain control of administrative matters affecting operational efficiency. Stations are divided into three wings, all daily servicing personnel now being centralised in the Technical Wing, leaving only flying personnel on Squadron strength.
[underlined] Fighter Command [/underlined]
12. Sector Stations have operational control of forward fighter stations which are self-accounting units. Both Sector and Forward Fighter Stations may have satellites under their control.
[underlined] 2nd T.A.F. [/underlined]
13. A group consists of separate wings, each made up of a number of squadrons. Operational control passes from Group through Group Control Centre to Wing Headquarters. Wing Headquarters is virtually a fully mobile station.
[underlined] Coastal [/underlined]
14. There is no intermediate control level between Group Headquarters and Stations.
[underlined] Amendments to this Precis: [/underlined]
[page break]
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
QUESTIONS: STATION ORGANISATION [/underlined]
1. What is meant by (a) the functional and (b) administrative aspect of a R.A.F. Station or Unit?
2. What is the difference between a self-accounting station and a non self-accounting unit?
3. How is equipment and pay obtained in a non self-accounting unit?
4. Outline briefly the structure of a station which is a School of Technical Training.
5. Outline briefly the system of station control in,
(a) Bomber Command
(b) Fighter Command
(c) Coastal Command
(d) Tactical Air Force
6. What specialised services are on your station?
7. What is a base?
8. What is the difference between a Forward Fighter Station and a Satellite?
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
Officers advanced school - station organisation
Description
An account of the resource
Covers introduction, dual aspect, stations of two main types, station structure, specialised services, non-operational stations, control of stations in operational commands, bomber, fighter command, 2nd T.A.F., coastal, amendments and questions.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced training school
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Four page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10003
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Conforms To
An established standard to which the described resource conforms.
Pending review
military service conditions
RAF Cranwell
Second Tactical Air Force
station headquarters
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27092/SHughesCL1334982v10004.1.pdf
a56a0f23a2680bb4f93ec85276d44adf
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp of No. 1 OFFICERS ADVANCE TRAINING SCHOOL JUN 1945]
4B5,
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: SQUADRON AND FLIGHT ORGANISATION [/underlined]
References: K.R. and A.C.I. paras. 52 – 73, A.P. 837.
[underlined] Introduction [/underlined]
1. The tendency in Commands at present is to change their squadrons over from a static to a mobile or semi-mobile basis. This relieves squadron commanders to a large extent, of their former responsibility for ground personnel as regards discipline and organisation. As squadrons in the Tactical Air Force are fully mobile as opposed to the semi-mobile squadrons in Home Commands it is proposed to deal with fully mobile squadrons first.
[underlined] Mobile Squadrons [/underlined]
2. Mobile squadrons were formed in this country after experience in the North African campaign. In this respect we have copied the Germans, who were far ahead of us in mobile warfare. The Germans called the airfield and maintenance layout the “Hotel system”. The majority of squadrons in Fighter Command have been changed to a mobile basis so that they may be easily interchanged with squadrons of the T.A.F. who, from time to time, require a rest from operations or to re-equip. An example of a Spitfire squadron establishment in the T.A.F. is as follows and illustrates the difference between a mobile and a static squadron, viz:-
Commanding Officer
Adjutant
Medical Officer
Intelligence Officer
27 Pilots
1 Continuity Sergeant (Fitter)
1 Corporal Clerk.
3. Typhoon squadrons have extra personnel on the establishment mainly comprised of armourers and fitters. Light bomber squadron’s establishment is pro rata. Servicing is carried out by fully mobile servicing echelons, those in T.A.F. being on Wing H.Q. establishment and Fighter Command on station strength.
4. This organisation leaves the C.O. and Flight commanders entirely free to devote their engergies [sic] to the flying and fighting efficiency of the squadron. Cases will occur, however, where a squadron commander or flight commander will be called upon to show his ability and ingenuity when moved to an A.L.G. in the battle He will have to attend to communications, supplies, safety of his aircraft, defence and feeding of personnel.
[underlined] Responsibility [/underlined]
5. A squadron Commander is responsible for the maintenance of discipline, efficiency, and proper administration of his squadron and the officers and airmen under his command. This encompases, [sic] men’s welfare, delegation of responsibility to Junior Officers, training and operational efficiency of his squadron and its observance of station orders and disciplibe. [sic] A C.O. should allot a set time for inspections, interviews, investigating charges and dealing with correspondence, this saves people waiting about and leaves time for dealing with flying matters.
/Contd……
[page break]
- 2 -
6. A Flight Commander is responsible to the Squadron Commander for the efficient running of his flight both in the air and on the ground. He may be granted powers of a Subordinate Commander by the Station Commander. Essential that Flight Commanders and their N.C.Os work closely together. Watch progress of pilots, arrange leave roster.
7. The adjutant’s duty is to assist his C.O. and see that his instructions and wishes are carried out by all ranks. He should attend to all routine matters so as to leave his C.O. more time to study the efficiency of the squadron. He should be tactful in his relation with senior officers. It is the adjutant’s duty to bring to the C.O.’s notice all orders that affect his unit.
[underlined] Control [/underlined]
8. Control of a squadron or unit depends largely on the choice of personnel. Where possible, choice should be made from officers and N.C.Os who are suitable to take responsibility combined with the necessary knowledge to do the job. Personnel in charge of sections should be allowed to run their own departments and be directly responsible to the Squadron Commander. Servicing personnel in most Commands are now responsible to the Officer i/c Servicing Wing.
9. Accommodation should be carefully organised so that all sections are able to work smoothly. This question is more important in operational commands than with static units owing to their particular type of work – readiness states, day and night operations requiring ground crews of each flight being kept together.
10. Duties of squadrons vary considerable in different commands. Coastal Command crews, with the exception of strike squadrons, have more or less routine patrols to carry out whether operational or reconnaissance, which may take from 10 – 17 hours to complete. Therefore, coastal crews have more or less a regular time-table of duty and time off.
11. Bomber Command are more tied down by day to day operations which are again regulated by weather factors. Normally operations are restricted in range during the moon period. Squadrons in the normal way know by 10.00 hours each day whether they are detailed for operations that night, if not, they are free to carry on with their training programme.
12. Squadrons in Fighter Command or T.A.F. are always at some state of readiness. Squadrons operating in the South are operating on most flying days and keep a high standard of readiness.
13. Squadrons in Training Command and the O.T.U’s keep to their own training programmes which are flexible and keep u/t pilots busy throughout the day.
14. Communications especially on dispersed sites, are important and should always be manned on operational units.
[underlined] Personnel [/underlined]
15. It is most important that Squadron and Flight Commanders get to know the personnel under their command. Weekly meetings held by the Squadron Commander help considerably in bringing forward for discussion such matters as, maintenance, accommodation, welfare and discipline. It is every officer’s duty to take an interest in the men’s welfare.
16. Inspections should be made regularly by the Squadron Commander, of Barrack Rooms, Flights and Sections, paying particular attention to cleanliness and care of equipment.
/Contd…
[page break]
- 3 -
[underlined] Efficiency [/underlined]
17. The efficiency of any squadron, unit or flight depends largely on the knowledge and enthusiasm of its members. The C.O. is responsible for the systematic and efficient instruction of both officers and airmen under his command in all their professional duties, and will encourage officers and airmen by every means at his disposal to avail themselves of the opportunities provided for improving their general efficiency.
18. The C.O. of a flying Unit should keep himself in constant flying practice by frequently flying every type of aircraft with which the Unit is equipped so as to maintain among the Pilots a high standard of morale. A. C.O. should fly with both flights of a Squadron and not show particular preference to one.
19. Visits to other Units should be encouraged as it broadens the outlook of all and often leads to increased efficiency by the adoption of new ideas. Visits should be made to Operations Rooms, G.C.I. Stations, and where applicable to a Happidrome. [sic] It is desirable that Squadron, Flight and Section Commanders of a Squadron should know the controllers personally.
20. Training programmes should be prepared so that full use is made of non-operational periods. These programmes are a great help to all concerned as they ensure the progressive training of the Squadron and gives the C.O. a day to day guide of what particular training is taking place at any one time. Organised training necessary at the present time owing to the large numbers of aircrew available in all Commands.
21. Liaison is necessary between C.O’s and the Station Engineer Officer or C.T.O. who controls the Servicing Echelon, to ensure that the Flights have a minimum number of aircraft serviceable each day. Keep watch on flying hours so numbers of aircraft are not on inspections at the same time. It may be said that an efficient Squadron on the ground is an efficient Squadron in the air.
22. C.O.’s of Squadrons should make it a rule that every pilot should know the correct procedure for running up; if a multi-engine aircraft the pilot should wait until all members of the crew are present before starting up. Pilots should know how to refuel and re-arm, alternative methods of starting up, how to destroy secret wireless equipment, and how to swing a compass.
[underlined] The Day’s Work [/underlined]
23. Routine Work [sic] of a squadron varies with different Commands. If a Squadron is operational, routine work such as parades may have to be dispensed with. With Squadrons in quiet areas it is desirable that working parades and set times for attendance at Flights and Sections should be compulsory. This provides a good guide on discipline and efficiency to the C.O.
24. Daily inspection should be made at suitable times so that airtests can be carried out and a prompt start made to the flying programme. Pilots not engaged in flying duties can attend lectures, link trainer and Intelligence Room. Transport facilities should be organised between Messes and Flight Dispersals so that unnecessary running about and delays are avoided.
25. Leave rosters should be arranged showing the normal leave periods together with days off. This is much appreciated by pilots and aircrew as it allows them to make arrangements to spend their time off, whereas, if given a day off the same morning they may just sit in the Mess and become disgruntled.
/Contd…..
[page break]
- 4 -
26. Operations differ in type in all commands, but certain principles are common to all. Punctuality both of take-off and rendezvous and T.O.T. Briefing, accuracy of reports, R.T. discipline and ground organisation of both take-off and return of aircraft. Mobile servicing party for bomber aircraft should be available to deal with last minute faults. Planned marshalling and start up procedure to assure quick take-off. The C.O. or one of the flight commanders should be on duty at all times to take charge in case of emergency.
[underlined] Amendments to this Precis: [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Officers advanced school - squadron and flight organisation
Description
An account of the resource
Covers introduction, mobile squadrons, responsibility, control, personnel, efficiency and the days work.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced training school
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Four page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10004
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Conforms To
An established standard to which the described resource conforms.
Pending review
military service conditions
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27093/SHughesCL1334982v10005.2.pdf
2a4acf610451d1181e55b91bf8bd602c
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp of No. 1 OFFICERS ADVANCED TRAINING SCHOOL JUN 1945]
6F5/
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: PLANNED FLYING & SERVICING [/underlined]
[underlined] Aim [/underlined]
1. To produce the maximum flying effort either operational or training, with the most economical use of available aircraft and manpower; i.e. maximum flying hours per aircraft and maximum flying hours per servicing man.
[underlined] Planned Flying [/underlined]
2. The extent to which flying can be planned depends on the type of unit concerned, i.e. its flying commitment and the extent to which that commitment can be forecast. Broadly speaking there are two main types:-
(a) [underlined] Routine Task – [/underlined] Training Units where the flying task can be accurately forecast.
(b) [underlined] Non-Routine Task [/underlined] – Operational Unit where it is difficult to forecast accurately the flying task.
3. Units with a non-routine task can be sub-divided into two classes:-
(a) VARIABLE OPPORTUNITY – e.g. Coastal Command carrying out routine anti-submarine patrols.
(b) FLEETING OPPORTUNITY – e.g. Fighter or bomber squadrons.
[underlined] Methods of Planning [/underlined]
4. The method of planning varies with the type of unit, but the basis of all flying planning is an “Analysis of Flying Opportunity”. This is to determine what factors are likely to affect the amount and intensity of flying, e.g.:-
(a) Weather
(b) Operational Aids
(c) Habits of the enemy
(d) Type of operation to be carried out, i.e. bombing, defence etc.
5. The “SCALE OF EFFORT”, i.e. the flying task is arrived at from the analysis of the flying opportunity and shows the amount, regularity and intensity of flying, together with the training requirements.
[underlined] Planned Servicing [/underlined]
6. Planned servicing is the means of assessing the amount of manpower and the number of aircraft to fulfil a given scale of effort and of organising servicing facilities to ensure that a given ground crew establishment can consistently produce a given scale of effort.
/Contd…
[page break]
- 2 -
[underlined] Example [/underlined]
7. Flying Training Command provides a nearly perfect example of planned flying. Experts with experience in training can assess the flying capacity of an airfield and give it a “Maximum in use aircraft figure” (M.I.U.A.F.). This indicates the maximum number of aircraft that can operate at the same time from that airfield.
(a) Suppose the M.I.U.A.F. is 20.
8. Suppose that a ten hour flying period is allowed per day.
(a) The daily flying capacity for the airfield in question is:- 10 x 20 = 200 hours.
9. 28 days per month are available for flying. Bad weather is allowed for by a weather factor which, taken over the whole of the flying year for the whole of England, is .7, i.e. 70 percent days fit for flying.
(a) The average number of days fit for flying each month is 28 x .7 = 20.
(b) The monthly flying capacity of the airfield is 20 x 200 = 4000 hours.
10. Flying Training Command can now issue a “Unit Task Chart” which lays down both a flying and servicing task, which is worked out from:-
(a) Pupil population
(b) Hours required per pupil
(c) Length of course.
11. [underlined] Establishment [/underlined] The Task Chart is the basis on which the establishment of aircraft and servicing personnel is based.
12. Assume the monthly task to be 4000 hours for a unit with 4 flights:-
(a) The monthly task per flight is 1000 hours.
(b) The daily task per flight is 1000/20 = 50 hours
13. During a daily flying period of ten hours, each flight will require to fly 5 aircraft continuously in order to complete its task of 50 hours. However, experience has shown that on training units each machine spends about three hours in every ten on the ground, taxying and refuelling, which means that with an establishment of five the maximum flying per day would only be 35 hours. A reserve of two aircraft will be allowed to take the place of those grounded, these two being known as the “backers up”. Thus:-
(a) Establishment for a flight with a task of 50 hours will be:-
5 (in use) + 2 (backers up)
or (b) A total unit establishment of:-
20 (net in use) + 8 (backers up) = 28 gross in use a/c.
14. In order to produce 28 serviceable machines every day, which is the servicing task, the Unit Task Chart allows for:-
(a) A percentage of aircraft u/s on inspection
(b) A number of aircraft u/s awaiting spares
(c) A number of aircraft u/s because of faults common to that particular type.
(d) A reserve of aircraft in a pool.
[underlined] The Pool [/underlined]
15. The aim of planned servicing is to avoid wastage of manpower by keeping all servicing personnel fully employed the whole time. The ‘pool’ is used for this purpose.
16. (a) This reserve of aircraft will normally consist of about 50 percent serviceable machines, which are surplus to the number of “gross-in-use” aircraft required by the flights, and about 50 percent unserviceable aircraft coming from the flights and waiting to be worked on.
/Contd……….
[page break]
- 3 -
16. (Contd..)
(b) In bad weather, when there is no flying, the supply of machines due for inspection falls off and maintenance personnel would be left with no work. The 50 percent unserviceable aircraft in the pool provides work for ground personnel during periods when there is little or no flying.
(c) After a prolonged period of bad weather, the flying programme will be behind schedule and the daily task will need to be stepped up. The increased serviceability in the pool will allow for an increase in daily flying times.
[underlined] Measurement of efficiency [/underlined]
17.In order to obtain maximum benefit from this planning, the establishment of aircraft and personnel is constantly checked by finding out the ‘cost’ of flying per month expressed as:-
(a) Flying hours achieved per servicing man.
(b) Flying hours achieved per aircraft.
18. Therefore if, for example, a unit’s returns show that its scale of effort is being maintained but the flying hours per aircraft are high and per man are low, this would point to an over-establishment in manpower.
[underlined] SERVICING ORGANISATION [/underlined]
19. Having established a unit with sufficient personnel and aircraft for a set flying task, the next step is to ensure that the servicing organisation does not allow for a wastage of either.
[underlined] The most economical gang [/underlined]
20. Operational research has shown that the less time a job is “on the floor” the less man hours will be required for that job, thus a minor inspection with say 15 men employed on it and turned out in one day, will require say 120 man hours, whereas the same inspection, if tackled by 5 men and turned out, therefore in say 1 week will require 160 man hours. Concentration on one job thus economises in man hours.
[underlined] Centralised Servicing [/underlined]
21. Centralised servicing has put the control of all servicing facilities into the hands of an Engineer Officer whose organisation consists of a servicing wing. The servicing wing has, in addition, to allow for the mobility and flexibility of requirements of operational units and to this end there are variations on the same theme.
22. Each Servicing Wing comprises a Headquarters, a Daily Servicing Squadron and a Repair and Inspection Squadron. The exact scape [sic] of the work undertaken by each squadron will vary considerably.
23. There are three different set-ups designed for three types of flying units:-
(a) Training
(b) Strategical
(c) Tactical
/Contd…..
[page break]
- 4 -
[underlined] Training – Servicing Wing Organisation [/underlined]
24. (a) Servicing Wing Headquarters
(b) Repair and Inspection Squadron with headquarters and sections.
(c) Daily Servicing Squadron with headquarters and sections.
(d) Station Workshops
(e) Specialist Sections, i.e. Signals – Safety Equipment.
25. Main features are:-
(a) Fully centralised system on station strength.
(b) R. & I. squadron – C.O. responsible to O.C. Servicing Wing.
(c) Squadron duties (i) Major inspection
(ii) Unit repairs
(iii) Engine changes.
26. Daily servicing squadron – C.O. responsible to O.C. Servicing Wing.
Squadron duties (a) Daily and between flight inspections.
(b) Refuelling and general handling of aircraft in the flights.
(c) Minor inspections
(d) Rectification of petty unserviceability.
27. The Officer i/c Daily Servicing Squadron is responsible for the maintenance of an inspection stagger chart, and for the daily issue to the flights of the ‘gross in use’ aircraft.
[underlined] Strategical ‘S’ Wing Organisation [/underlined]
28. (a) Servicing Wing Headquarters, R. & I. Squadron Headquarters and Daily Servicing Squadron Headquarters established on station strength.
(b) Daily Servicing personnel established on squadron strength but work co-ordinated by Officer i/c D.S. Squadron.
(c) Repair and inspection personnel drawn from independently established R. & I. Echelons.
(d) One echelon to service one squadron.
(e) R. & I. Sections unit to form an R. & I. squadron under an officer i/c and are then directly under the control of O.C. Servicing Wing.
29. Main features are:-
(a) Semi-mobile and semi-flexible.
(b) Flying squadrons established with personnel sufficient for servicing, and the C.O. retains full administrative control.
(c) Officer i/c ‘S’ Wing has control of all servicing men during working hours.
(d) Duties of R. & I. Squadron and D. S. Squadron are the same as in the training organisation.
[underlined] Tactical ‘S’ Wing Organisation [/underlined]
30. (a) Officer i/c Servicing Wing plus headquarters, specialist officer, i.e. signals, armament; Daily Servicing Squadron Headquarters and Repair and Inspection Squadron Headquarters are all on Wing strength.
/Contd……
[page break]
- 5 -
30. (Contd…)
(b) Maintenance personnel drawn from servicing echelons which are independently established at the rate of one per flying squadron.
(c) Echelons consist of two sections, R. & I. and D.S. When more than one echelon on an airfield, R. & I. sections unite under an Officer i/c and form Repair and Inspection Squadron.
(d) Daily Servicing sections unite to form a Daily Servicing Squadron.
(e) Continuity N.C.O. on squadron strength is responsible for aircraft log books when the squadron moves. He joins the D.S. Squadron on new airfield. Up to 30 personnel also established on squadron strength, where necessary to service special equipment.
31. Main features are:-
(a) Fully centralised and fully mobile.
(b) Absolves the squadron commander of any responsibility for ground personnel.
(c) Officers i/c echelons maintain close liaison with squadron commanders and officer i/c ‘S’ Wing.
[underlined] Amendments to this Precis: [/underlined]
[page break]
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
QUESTIONS ON PLANNED FLYING AND SERVICING [/underlined]
1
To what type of unit is Planned Flying applicable?
Explain how the daily target figure is calculated.
How is the weather factor taken into account?
Why is it more economical to attain the daily target with a few aircraft operated continuously rather than a larger number used at random?
What is the effect of bad weather on servicing?
Discuss the effect of anticipating inspections.
What are the advantages of repairs and major inspections being carried out centrally?
Explain the main difference between the aim of servicing in an Operational Unit and that in a Training Unit.
Explain the reasons for the transfer of the administrative control of technical ground staff from the flights to the C.T.O.
Do you consider that the new system would be suitable for use under peace conditions?.
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
Officers advanced school - planned flying and servicing
Description
An account of the resource
Covers aim, planned flying, method of planning, planned servicing, example. establishment, the pool, measurement of efficiency, the most economical gang, centralised servicing, training - servicing wing organisation, strategic 'S' wing organisation and tactical 'S' wing organisation.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Six page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10005
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced training school
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
Conforms To
An established standard to which the described resource conforms.
Pending review
military service conditions
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27094/SHughesCL1334982v10006.2.pdf
b7642d0f817824b7c8e2a33be6659c57
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp of No. 1 OFFICERS ADVANCED TRAINING SCHOOL JUN 1945]
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: ACCOUNTS (2)
PAY AND ALLOWANCES [/underlined]
References: K.R. & A.C.I.
A.P. 837
A.M.Os as quoted hereunder.
[underlined] Officers’ Rates [/underlined]
1. Officers’ rates of pay are shown in para. 3419, K.R. The increments shown in this paragraph are available after paid service in any rank, acting temporary, war substantive or substantive.
[underlined] Joining Certificates [/underlined]
2. Forms 1443. Importance of rendering promptly together with claim for married rates of allowances when applicable. (A.M.O. A.129/45).
[underlined] Methods of Payment [/underlined]
3. Officers draw pay monthly in arrears through the R.A.F. agents. Officers are allotted to agents according to their surnames. (K.R. 2776).
[underlined] Advances [/underlined]
4. (a) Officers during first month of commissioned service may obtain advance up to £10.
(b) On posting overseas.
[underlined] Officers’ Outfits [/underlined]
5. (a) When posted overseas (A.M.O. A.190/43, A.363/43).
(b) On commissioning (A.M.O. A.422/43, A.423/43, A.1036/43)
(c) Camp kit (A.M.O. A.537/43)
(d) Separation from Kit Allowance (A.M.O.s 282/42, 1192/42, 81/43).
[underlined] Officers’ Allowances [/underlined]
6. A.M.O. A.710/43 and its amendments A.1199/43 and A.1219/43 are a complete codification of the subject. These A.M.Os also serve as an index to all A.M.Os on allowance still in existence.
Allowance computations are now so simplified that a consolidated figure is used for almost any set of circumstances; this consolidated figure is obtained from appendices “A” and “B” of the A.M.O. The index to other A.M.Os in Appendix “A” permits an easy method of reconciliation between the old individual allowances and the new consolidated figure.
A further simplification has been effected, in that on these new scales no adjustment in rates is made between the seasons of the year.
[underlined] Single Officer [/underlined]
7. (a) Living in mess he will get no allowance except when on leave when he will get leave rate ration allowance, at present 3/4d per day.
(b) If billetted, [sic] he will get 3/- a day billeting allowance (2/- if more than one officer), a servant allowance of 2/- a day and a higher rate of ration allowance, at present 2/10d a day if appropriate.
[page break]
- 2 -
(c) In exceptional circumstance and with permission of A.O.C. when billeting is not practicable he may be placed on single lodging list and draw:- Lodging, fuel and light allowances at single rates, servant allowance, and H.R.R.A.
[underlined] Qualified Married Officer [/underlined]
8. (a) An officer over 30 or holding a peace or war substantive rank about flight lieutenant, commissioned before 1st Jan., 1942, and who elected to remain on the old rates in accordance with A.M.O. A.1112/42.
(b) He may be said to have a certain right to live out with his wife and when no married quarters are available he may live out and is paid:-
(i) Lodging allowance at married rates – K.R. 3259
(ii) Furniture allowance of 2/- a day – K.R. 3270
(iii) Fuel and light allowance – A.M.O. N.775/43
(iv) Higher rate ration allowance.
(v) Servant allowance, K.R. 3302/3304.
(c) If separated from his wife for service reasons he is paid a consolidated allowance applicable to Q.M.O. – P.O. and F.O…………… 7/6; F.L. and S.L. …… 8/6; W.C. and G.C. …… 9/6d; Air rank ………11/- a day.
[underlined] Unqualified Married Officer (now extremely rare) [/underlined]
9. (a) An officer commissioned prior to 1st Jan 1942, not a qualified married officer who has elected to remain on the old rates under A.M.O. A.1112/42.
(b) If separated from his wife he will be paid a consolidated allowance as follows:-
Wife only ……… 3/- a day
Wife and child ……… 4/6 a day
Wife and 2 children …….. 5/6 a day
(c) If given permission to live out he will be paid:-
(i) Lower rate ration allowance
(ii) Separate fuel and light allowance
(iii) Consolidated allowance as above
(iv) Servant allowance, 2/- per day.
[underlined] Married Officer [/underlined]
10. (a) All officers commissioned on or after 1st Jan., 1942, or any officer commissioned before that date who elected to draw the new rates under A.M.O. A.1112/42. (See also A.911/41 and A.1162/42, A.591/44).
(b) If separated from wife, he will be paid consolidated allowance as follows:-
[heading] [underlined] P.O. and F.O. – F.L. – S.L. and above [/underlined] [/heading]
Wife only – 4/- - 4/- - 4/-
Wife and child – 8/6 – 7/6 – 6/-
All subsequent children 2/- per head.
(c) If given permission to live out he will be paid:-
(i) Consolidated allowance, plus 1/- a day
(ii) Servant allowance
(iii) Higher Rate Ration Allowance
(d) Pre-Natal Allowance – Not applicable to A.M.O’s
Applied to children born on or after 1st May, 1944
[page break]
- 3 -
Allowance paid direct to wife as follows:-
[heading] [underlined] P.O. and F.O. – F.L. – S.L. and above [/underlined] [/heading]
1st Child - £20:9:6 - £15:18:6 - £9:2:0
All subsequent children £9:2:0 per head.
[underlined] Allowances Individually [/underlined]
(a) Lodging Allowance – K.R. 3258/3261
A.M.Os A.134/40, A.186/40, A.328/40, A.679/40, A.1162/42, A.363/43.
(b) Furniture allowance – K.R. 3270 – 2/- per day.
(c) Fuel and light allowance – K.R. 3274/3278, A.M.O. N.977/44
(i) Combined rates
(ii) Single rates
(iii) Separate rates
(d) Servant allowance – K.R. 3302/3304
A.M.Os A.186/40, A.679/40, A.944/40, A.912/41, A.322/43.
(e) Colonial allowance – K.R. 3316, A.M.O. A.530/39, A.239/44.
(f) Ration Allowance – A.M.Os N.289/44, N.450/44
(i) Leave rate
(ii) Higher rate
(iii) Lower rate
(g) Field allowance:-
(i) P.O. and F.O. ………. 2/-
(ii) F.L. ……………………. 3/-
(iii) S.L. and above ……. 3/6d
(iv) Field allowance areas ….. A.M.O. A.1070/43, A.240/44
[underlined] When Claimed [/underlined]
12. (a) Form 840 must be used to claim marriage allowances and must be rendered:-
(i) On 1st January and 1st July each year
(ii) Whenever posted
(iii) On marriage
(iv) When first commissioned.
(b) Form 1771 is used for claiming travelling allowance and should be rendered as the claim arises.
(c) Claims for extra allowances for temporary duty at another unit must be supported by Form 95, (T.D.C.) which is to be completed in duplicate at station visited. It is officer’s own responsibility to ensure that this is done but form is not required unless a claim for allowances is being submitted. These forms are not required for periods of temporary duty in the London area. The Accountant Officer of Parent Unit receives the forms and will pay the allowances involved.
[underlined] Method of Payment [/underlined]
13. (a) Allowances are normally paid monthly in arrears by Accountant Officer of parent unit by draft to the officer’s account. (If under £5 they may be paid in cash direct to the officer).
[page break]
- 4 -
(a) When an officer proceeds overseas the Accountant Officer of the last parent station pays allowances (i) for the month of embarkation and (ii) for the following month but it should be noted that the payments are made to officers’ banking accounts. A.M.O. A.188/42.
[underlined] Marriage and Birth Certificates [/underlined]
14. When an officer marries, the marriage certificate is required to support P.O.R. entries and the claim for married allowances. Birth certificates for children are also required to support any claims for additional allowance.
[underlined] Travelling Claims [/underlined]
15. (a) Claims for travelling expenses to be rendered on Form 1771 which will be signed by claimant and countersigned by officer responsible to C.O. for authorising journey. Will be paid by Accountant Officer of parent unit. Form 1771 should be supported by any necessary certificates or receipts:-
(i) Form 95
(ii) Authority to use private car
(iii) Receipt for taxi fares over 10/-
(iv) Authority for journey and relevant P.O.R. number
(v) Certificate regarding sleeping berth (K.R. 3067)
(b) Travelling on duty overnight – Rate I. If sleeping berth is paid for cost will be refunded but Rate I will be reduced by 1/3rd.
(c) Absent on duty overnight – Rate I may be paid for two successive nights in any one place. If absence is expected to exceed two nights officer will be billetted [sic] and paid normal billeting allowances (i.e. 3/- or 2/-). If he is billetted [sic] for a period not expected to exceed 14 nights, and he cannot, for service reasons, dine in mess, he will be paid in addition to normal billeting allowance:-
(i) Special nightly subsistence rate – 8/6d per night.
(ii) H.R.R.A.
(d) A Rate I allowance covers a period of 24 hours and is not issuable in respect of journeys commencing after or finishing before 03:00 hours.
(e) Daily absences:-
(i) Rate 4 – 5/1- hours
(ii) Rate 5 – over 10 hours
(f) Taxi fares:
If no Service transport or suitable public conveyance is available a taxi may be hired and the fare claimed on F.1771 in the following cases:
(i) Officer travelling over 2 miles without baggage.
(ii) Sergeant or above with heavy baggage.
(iii) When saving of time is essential (officers only)
(iv) Airman under arrest.
(v) Invalids on M.O’s certificate.
Fares of over 10/- must be supported by receipt.
(g) Gratuities never admissible. (K.R. 3067)
[underlined] Airmen’s accounts [/underlined]
16. Maintained at parent station as a Ledger Account. Normally a running account, closed only on death, desertion, discharge, posting to a new unit and at 4 monthly balancing periods.
[page break]
- 5 -
(Ledgers sent to Air Ministry for audit). Use of F.887A.
R.A.F. and Army systems. Airmen have free access to their Accounts. Accountant Officer’s duty to explain doubts and queries.
[underlined] Airmen on Posting [/underlined]
17. Airmen travelling on duty should be issued with rations for the journey plus subsistence allowance in advance:-
Journey 8 – 12 ………………1/6d)
Journey over 12 hours ……2/-) A.M.O. A.19/40
[underlined] Airmen – Rates of Pay [/underlined]
18. Rates for the various groups are laid down in K.R. para. 3447.
[underlined] Advances [/underlined]
19. Advances of pay made to airmen only on written authority of C.O. Advance of 14 days also made when airmen are proceeding overseas.
[underlined] Stoppages, Forfeitures [/underlined]
20. Stoppages of pay are made under Sections 138 and 145 of Air Force Act whilst forfeiture is awarded under para. 1138 K.R. and automatic forfeiture is dealt with under K.R. 3470.
[underlined] Pay, other than substantive [/underlined]
21. In addition to substantive, the following classes of pay are granted:-
(a) War Pay (Airmen 1/- Boys 6d W.A.A.F. 8d.
(b) progressive Pay (K.R. 3449)
(c) G.C. Pay (K.R. 3452)
(d) Qualification Pay (K.R. 3454)
(e) Duty Pay (K.R. 3455)
(f) Flying Instructional Pay (A.M.O. A.635/43)
(g) Hard-lying Money (K.R. 3459)
(h) Drivers’ bonus (K.R. 3456)
[underlined] Unemployment and National Health Insurance [/underlined]
22. All personnel in the ranks are covered by insurance under the above Acts but charges are not made against their accounts in this connection.
[underlined] Family Allowance [/underlined]
23. (a) Payable to wives of all married airmen (and guardians of airmen’s children) in respect of wife and children up to school leaving age, including illegitimate children and unadopted children brought up as part of the household, provided the airman makes a qualifying allotment (A.M.Os A.594/44, A.5/45).
(b) Family allowance ceases:-
(i) Death of wife (unless housekeeper is employed to look after children).
(ii) Wife’s admission to state-aided institution.
(iii) Estrangement.
(iv) Imprisonment of wife.
(v) Misconduct of wife.
It is the airman’s responsibility to report such cases to his C.O. Under A.M.O. A.1198/43 family allowances for divorce or separated wives may be continued in certain circumstances. See also A.M.O. A.598/44.
[page break]
- 6 -
(c) It ceases for all days of absence without leave over seven days and after first two months of imprisonment or detention for a civil crime. It never ceases for a Service offence. For continuance of allotment during periods of forfeiture of pay other than for absence see A.M.O. A.739/43.
(d) Family allowance is claimed on Form 850 supported by marriage certificate.
(e) An airman living out with his wife receives H.R.R.A. (3/3d a day at present for airmen) and family allowance.
(e) [sic] An airman living out apart from his family because public quarters are not available and billeting is impracticable, will be paid lodging allowance (Rates K.R. 3259) (A.M.O. A.1329/43 for London area).
[underlined] Dependants’ Allowances [/underlined]
24. (a) Airmen not in receipt of family allowance may claim a dependant’s allowance in respect of an ‘unmarried wife’ or in respect of any other person related to him whom he can prove to be dependant on him.
(b) Dependancy [sic] for a period of six months prior to enlistment must be established.
(c) Airmen must make a contributory allotment as laid down in A.M.O. A.1209/42.
(d) Allowance is claimed on Form 1219.
(e) In no way a right. Each case taken on its merits and subject to review.
[underlined] Voluntary Allotments [/underlined]
25. May be made as follows:-
(a) If not entitled to family or dependant’s allowance only one allotment may be made.
(b) If entitled to family or dependant’s allowance two allotments may be made provided one is to recipient of the family or dependant’s allowance.,
(c) Allotment must not be made to a firm or company.
(d) Amount of allotments must not exceed 3/4 of pay.
(e) Allotments are made on F.1796A.
[underlined] Post War Credits [/underlined]
26. Airmen 6d)
Boys 3d)
Airwomen 4d) A.M.Os A.474/42 and A.1330/43 Credits take effect from 1st January, 1942
[underlined] War Service Grants [/underlined]
27. (a) Application made on Form WSG 21 obtained from Post Office. Handed to Accountant Officer on completion.
(b) Airmen will be presumed to be making an allotment at least equal to rates laid down in A.M.O. A.1032/42 as amended by A.710/42. See also A.M.O. A.452/39.
[page break]
- 7 -
[underlined] Petrol Rationing [/underlined]
28. Use of private car for:-
(a) Journeys on duty
(b) Journeys between residence and place of duty.
(c) Leave travel allowance.
(d) Recreational allowance for operational aircrew.
(e) Mileage allowance for use of private car. See A.M.O.s A.592/42, A.744/42, A.908/42.
(f) Motor mileage allowance – on posting neither cash allowance for petrol coupons will be authorised for journeys of over 200 miles, but if owner of the car is an authorised user the car may be taken to the next station if required there, or to a selected garage by rail at public expense. (A.M.O. A.1067/43).
[underlined] Amendments to this Precis [/underlined]
[page break]
APPENDIX “A” TO PRECIS ON [underlined] PAY AND ALLOWANCES [/underlined]
[underlined] INCOME TAX [/underlined]
R.A.F. Officers are liable to Income Tax in respect of their full pay less uniform allowance. In general, allowances in respect of lodging, furniture etc. and marriage allowances are not subject to Income Tax.
2. The Tax payable is collected by deduction from pay over the whole Income Tax year, the amount deductable being in many cases based provisionally either on the liability of the previous Income Tax year or on an estimate based on the Income Tax Returns submitted by the individual concerned.
Various examples will best illustrate the position:-
[underlined] Example 1 [/underlined]
The Statutory Income of a single officer (who has no income other than his pay and no liabilities which qualify him for Dependants Allowance or Life Assurance relief etc.) is his pay, less Uniform Allowance. The Uniform Allowance is £25 for Flight Lieutenants and below and £30 for Squadron Leaders and above.
Thus, taking a Squadron Leader whose pay amounts approximately £550 per annum and deducting Uniform Allowance of £30, the resultant Statutory Income is £520. On this income the tax payer is entitled to:-
£520
Earned Income Relief (1/10th of Total Earned Income) …….. £52
Personal allowances (£80 for single officers) ………………. [underlined] £80 £132 [/underlined]
[underlined] £388 [/underlined]
Thus his taxable income is £388 on which he bears tax at 6/6d. on the first £165 …………. £54
and 10/- on the remainder [underlined] £111:10:0d [/underlined]
[underlined] £165:10:0d [/underlined] Total Tax payable
[underlined] Example 2 [/underlined]
The Statutory income of a married officer is arrived at in the same way as for a single officer, i.e., pay less uniform allowance. Earned Income Relief at 1/10th of earned income is also the same. The personal allowance is increased to £140 and an allowance of £50 is given for each child.
[underlined] N.B. [/underlined] R.A.F. married allowances are [underlined] not [/underlined] taxable.
/Contd …….
[page break]
- 2 -
Thus:
taking a Flight Lieutenant (in receipt of the new rates of marriage allowance) living out with his wife and two children. He receives from R.A.F. sources:-
[heading] [underlined] PAY – ALLOWANCES [/underlined] [/heading]
365 days @ 21/9d. … £397 – Living with wife … 5/- a day
Uniform Allowance … [underlined] £25 [/underlined] – 2 children … 5/6d a day
£372 – Servant and HRRA … [underlined] 4/10d. [/underlined] a day
[blank] – 15/4d. a day
= £280 per annum NOT TAXABLE
Earned Income Relief at 1/10th = £37
Personal Allowance
£140
Children [underlined] £160 £277 [/underlined]
[underlined] £95 [/underlined]
although his total income is £677 per annum (£397 and £280) his taxable income is only £95.
he pays tax at 6/6d. (his total taxable income being less than £165).
Total Tax payable = £30 17s. 6d.
It is assumed of course that this officer has no income other than R.A.F. pay – nor has he any other liabilities which might give him further allowances.
3. Where an officer has other income in addition to R.A.F. pay, it will of course be added to his pay to arrive at his statutory income. If it is unearned income, e.g. dividends from shares or rents received, the Earned Income Relief will not of course apply.
Tax on dividends and rents receivable is generally deducted at source at the standard rate, i.e. 10/- in the Pound, therefore, if an officer has 100 £1 shares in a Company and a dividend of 10 percent is declared, i.e. £10 on his shares, he will receive the £10 less tax at 10/- in the Pound, that is to say - £5.
For the purpose of his statutory income, this £5 is grossed up to the original £10. His income tax liability is then worked out and the amount of tax already suffered i.e. £5 is deducted.
If applicable an allowance of £50 may be claimed for a Dependant Relative. This allowance may be claimed where a Tax Payer maintains at his own expense:-
(a) Any relative who is incapacitated by old age or infirmity and whose total income, exclusive of voluntary allotment, does not exceed £30 per annum.
(b) A widowed mother under the same conditions as in (a).
Relief is also granted in respect of life insurance premiums paid. This is deducted in terms of tax from the tax otherwise payable.
4. [deleted] The Income Tax liability of an officer is quite simply assessed as shown in the examples already given: but difficulty is sometimes experienced owing to the fact that officers do not appreciate that the current monthly deductions from pay made by their [/deleted]
[page break]
- 3 -
[deleted] bankers are in respect of their previous year’s income. Thus, supposing that the Income Tax liability of £165 10s. 0d. shown in Example 1 is in respect of the fiscal year 1942-1943, that is to say April 6th, 1942 – April 5th 1943, this Squadron Leader’s bank will deduct some £14 a month from April 1943 to April 1944 and in this way will amass a sufficient sum by April 1944 to pay the Income Tax (£165 10. 0d.) due for 1942 – 1943. It is obvious, therefore, that although deductions have been made from the officer’s pay during 1943-1944, these deductions are in respect of the previous year’s income and his 1943-1944 income has not so far been subject to Tax. [/deleted]
[underlined] Example 3 [/underlined]
A single Flight Lieutenant with no income other than his R.A.F. pay and no liabilities became a Flight Lieutenant in April 1941 – he remains a Flight Lieutenant until April 1942 when he is promoted Squadron Leader.
From April 1941 – April 1942 his bank will deduct from his monthly pay a sufficient sum to cover his tax liability for 1940 – 1941. Up to April 1941 he was a Flying Officer with a total income of £331 10s. 0d. per year.
Thus his tax liability for 1940 – 1941 is:-
Total Income … … £331 10s. 0d.
Less Uniform Allowance … [underlined] £25 0s. 0d. [/underlined]
£306 10s. 0d.
[symbol] Less E.I.R. 1/6th .. £51
[symbol] Less P.A. [underlined] £100 - £151 0s. 0d. [/underlined]
TAXABLE INCOME [underlined] £155 10s. 0d [/underlined]
[symbol] £155 10s. 0d. at 5/- = £38 17s. 6d. to pay
[underlined] N.B. [/underlined]: [symbol] (At 1940 – 1941 rates of Tax).
Therefore his bank will deduct some £3 a month from pay from April 1941 – April 1942 to cover the Tax on his 1940 – 1941 income, viz. £38 17s. 6d., but from April 1941 – April 1942 this officer is a Flight Lieutenant receiving £397 per year and not £331 10s. 0d. The tax on £397 will not be deducted until 1942 – 1943. This officer is promoted to Squadron Leader in April 1942, so his total income for 1942 – 1943 is not £397 but £550; and once again tax on £550 will not be deducted until 1943 – 1944.
From the example given it is clear that the current deductions from pay are to settle the tax on the previous year’s income and Tax on the income of the current year is not paid until the following year. Therefore, at the end of the War, on discharge, most officers will find that they still have a lump sum of Tax to pay on their final year’s income. It is the practice of some officers therefore, to ask their bank to increase their monthly deductions as soon as they are promoted, thereby originating a credit to help pay their ultimate tax liability.
[underlined] Post War Credits [/underlined]
Section 7 of Finance Act 1941 provides that on a date to be fixed in due course by the Treasury after the termination of the War, an individual Tax Payer shall have credited to him the additional tax he has been called upon to pay by reason of the reduction of certain reliefs and allowances. Post War Credit are issuable in respect of 1941 – 1942 and subsequent years. Thus
[page break]
- 4 -
taking Example 2 – suppose this Flight Lieutenant had been living out with his wife and family from 1941 to date. Then tax of £30:17:6d. is payable for the fiscal years 1941 – 1942, 1942 – 1943 and 1943 – 1944.
His Post War Credit is arrived at as follows:-
E.I.R. at 1/6th instead of 1/10th would be £62 and not £37 as shown – a difference of £25.
P.A. would be £170 and not £140 – a difference of £30.
Total difference £25 plus £30 = £55.
He has, therefore, suffered additional Tax at 6/6d. in the Pound on £55 = £17:17:6d. Therefore £17:17:6d. per year is his Post War Credit which is returnable on the termination of the War.
When his tax is finally amended after the War this officer will have paid £13 per annum in tax, (that is to say £30:17:6d. less Post War Credit of £17:17:6d.).
This Appendix is in no way a comprehensive guide to Income Tax, but is merely a guide to the principles involved and certain general allowances applicable to a serving officer. In cases of difficulty an officer should contact Air Ministry Accounts, Stroud, who deal with Income Tax, a local Inspector of Taxes, or a professional accountant.
[page break]
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PAY AND ALLOWANCES – QUESTIONS [/underlined]
1. On what occasions are Forms 1443 rendered?
2. What claim (if any) is made when Form 1443 is rendered?
3. Under what circumstances may an officer draw an advance of pay?
4. What allowance is made in lieu of an issue of camp kit?
5. When may an officer draw ration allowance at 3/- per diem?
6. What are the rates of billeting allowance for officers?
7. If a single officer cannot be provided with quarters, what allowances will he draw?
8. State the differences for allowance purposes between a ‘qualified married officer’ and an ‘unqualified married officer’.
9. May an officer commissioned after 1st January 1942 elect to receive any different rates of allowance?
10. What extra allowance does a ‘married officer’ draw for additional children after the first?
11. Under what circumstances may a ‘married officer’ be given permission to live out?
12. To what officers may furniture allowance be issued?
13. State the types of ration allowance and the amounts for R.A.F. officers.
14. State rates of servant allowance and field allowance.
15. How are marriage allowances claimed and when?
16. Indicate two instances for which Temporary Duty Certificates are not required.
17. How are allowances paid to an officer?
18. When an officer is posted overseas, who is responsible for the financial arrangements for his family?
19. On what occasions must certificates by attached to Form 1771?
20. What period of time does Rate I travelling allowance cover?
21. For what airmen are taxi fares admissible on a travelling claim?
22. State two circumstances under which stoppages may be made from an airman’s pay.
23. For whom may an airman claim dependant’s allowance?
24. What advance of pay can an airman obtain?
25. Are Post-War credits debited against an airman’s account?
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
Officers advanced school - accounts pay and allowances
Description
An account of the resource
Covers officers' rates, joining certificates, methods of payment, advances, officers' outfits, officers' allowances, single officer, qualified married officer, unqualified married officer, married officer, allowances individually, when claimed, method of payment, married and birth certificates, travelling claims, airmen's accounts, airmen on posting, airmen rates of pay, advances, stoppages forfeitures, pay other than substantive, unemployment and national health insurance, family allowance, dependents' allowance, voluntary allotments, post war credits, war service grants and petrol rationing. Appendix covers income tax examples and questions.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced School
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Twelve page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10006
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Conforms To
An established standard to which the described resource conforms.
Pending review
military service conditions
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27096/SHughesCL1334982v10008.2.pdf
4b678dd18a12742877db5c6bba2772d5
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
WELFARE: QUESTIONS [/underlined]
1. What are the aims of service welfare?
2. What is the organisation for Welfare at Air Ministry?
3. What are the functions of the County Welfare Officer?
4. You are the Station Commander of a newly opened operational station. How would you set about organising a Welfare Committee?
5. What do you consider suitable to include in your “Notes for New Arrivals”?
6. How would you obtain a grant for an airman from the R.A.F. Benevolent Fund?
7. What are War Service Grants, and how can they be obtained?
8. What is the organisation for obtaining legal aid?
9. What points should you, as C.O., bear in mind when dealing with interviews?
10. How would you arrange for Service transport for journeys to the nearest recreational town.?
11. How would you set about getting an E.N.S.A. show at your station?
12. How would you arrange for a C.E.M.A. show to be given on your station?
13. Where would you obtain costumes for a Station Concert Party?
14. What sources are there for the supply of gramaphone [sic] records?
15. What sources are there for the supply of cinema films?
16. What hospitality schemes are available?
17. You are Entertainments Officer. How would you organise your committee?
18. Lay down a simple week’s programme of entertainments for a station of 1000 personnel.
[page break]
[date stamp of No. 1 Officers Advanced Training School Jun 1945]
8E5
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: OFFICERS’ MESS [/underlined]
References: K.R. & A.C.I. Chapter XX, paras. 1671-1699
A.P. 128, A.P. 1407
A.M.Os. A.621/41, A.746/41, A.83/42, A.66/44,
A.651/44, A.835/44, N.365/45, A.168/45
[underlined] Membership [/underlined]
1. Members are either full, affiliated or honorary. Excluding Royalty, ladies are not invited to be honorary members (K.R. 1672).
[underlined] Furniture – Property – Insurance [/underlined]
2. (a) Furniture, plate, cash and other assets property of Mess – not removed.
(b) Plate, pictures, gifts presented to a particular unit – property of unit.
(c) Mess liable for all damage to furniture and equipment in excess of fair wear and tear – for breakages and damage to china, glass, crockery in excess of “free” allowance – A.P. 830, Vol. I.
(d) Insurance – Fire, theft, War-risk, W.C.A., Fidelity Guarantee (K.R. 1674, A.M.0. A.621/41). See A.P. 837, para. 435.
(e) Mess property and Plate may be stored with No. 222 M.U. Dumfries when unit posted overseas (AMO. A.835/44).
[underlined] Procedure on change of Station [/underlined]
3. Unit or formation transferred in its entirety to another station within the same command – Mess Funds and property used to establish Mess at new Station (K.R. 1675)
[underlined] Procedure in Taking over Mess [/underlined]
4. (a) Incoming unit will not reduce assets of mess without sanction of higher authority.
(b) If financial position unsatisfactory steps to be taken to establish credit at a satisfactory level.
(c) Funds strictly confined to their legitimate purposes. (K.R. 1677).
[underlined] Procedure on Change of Command [/underlined]
5. When C.O. or Unit Commander is relieved by another officer, appropriate handing-over certificates prepared and signed. (K.R. 73 and 1678)
[underlined] W.A.A.F. Messes [/underlined]
6. (a) The general principles, administration, conduct and procedure for Officers’ Messes in K.R. Chapter XX and in A.P. 128 will be applied as far as practicable.
(b) Where no separate W.A.A.F. Mess exists on a station, W.A.A.F. Officers and also female R.A.F. officers (medical and dental) may become members of an R.A.F. Officers’ Mess. It is essential to provide a retiring room. (A.M.Os. A.880/40, A.83/42).
[underlined] New Station or Unit – Opening Mess [/underlined]
7. Initial grants and loans can be secured from R.A.F. Central Fund by R.A.F. and W.A.F. Messes for the provision of amenities not provided from public funds:-
/Contd….
[page break]
- 2 -
(a) Subscriptions are levied on all Messes on 30th June and 30th December in each year at a rate of 2/6d. per R.A.F. officer and 2/- per W.A.A.F. officer.
(b) Subscription based on number of R.A.F. and W.A.A.F. officers are paid to Command Headquarters.
(c) [underlined] Grants [/underlined] are made up to a maximum of £100 fixed at £4 for each officer on the establishment.
(d) When run independently on a station R.A.F. and W.A.A.F. messes each may apply for a grant.
(e) [underlined] Loans [/underlined] – at discretion of Command – may be made up to double the amount of the grant – repayments to commence 6 months after date of loan and completed within 12 months. (A.M.O. A.168/45
(f) Loans from Command Central Fund for a specific purpose. Payment of outstanding Mess bills of Members deceased missing or P.O.W.
[underlined] Responsibility of Station Commander [/underlined]
8. (a) General discipline, tone and managment. [sic]
(b) Mess conducted without unnecessary expense and extravagance.
(c) Observance of all rules and regulations.
(d) Appointment of P.M.C. and Committee of Management.
(e) Appointment of audit board.
(f) That Mess Funds are properly applied and that cash transactions are reduced to a minimum.
(g) Examination of daily wine and charges book. Consumption of liquor.
[underlined] Note: [/underlined] The Commanding Officer has absolute powers of veto in connection with all decisions made by Mess Committee, resolutions passed at General Meetings and election of officers of Mess. (K.R. 16 [deleted] 79 [/deleted] [inserted] 90 [/inserted]).
[underlined] Mess Committee [/underlined]
9. (a) Generally appointed half yearly.
(b) Not less than 4 members (P.M.C. and Mess Secretary included).
(c) P.M.C. [underlined] appointed [/underlined] by Commanding Officer.
(d) Other members elected must be approved by Commanding Officer.
(e) Members receive written instructions from P.M.C.
(f) Paid civilian secretary can be appointed.
(g) Secretary must NOT be Accountant Officer (K.R. 2727).
(h) Accountant and Catering Officers may be co-opted to give specialist advice.
(j) Business transacted must be recorded in minute book – submitted to Commanding Officer for approval.
(k) Sub-Committees should be appointed to draft Mess Rules, fix bar prices, organise entertainments, dances etc.
(l) P.M.C. responsible that limit of expenditure not exceeded by added or co-opted members. (K.R. 1682).
[underlined] Duties of P.M.C. and Mess Secretary [/underlined]
10. Those defined are official duties and are given in writing – there are many unofficial duties which must be undertaken if Mess is to be efficiently run, hospitable and popular. (K.R. 1683/1684).
[underlined] Control of Expenditure [/underlined]
11. (a) Subject discretion of Commanding Officer – Mess Committee responsible for ordinary expenditure.
(b) Extraordinary expenditure NOT to exceed £20 per quarter, except by approval of majority at General Meeting and also of Commanding Officer (K.R. 1685).
/Contd…
[page break]
- 3 -
[underlined] General Mess Meetings [/underlined]
12. (a) Held every four months.
(b) All available officers attend.
(c) Mess Accounts presented, discussed and approved.
[symbol] (d) Notice of date, hour and place to be notified to members seven days in advance.
[symbol] (e) Audited balance sheet to be made available to members seven days in advance.
(f) Propositions by members to be notified to Secretary seven days prior to meeting.
(g) Extraordinary General Meeting held any time by desire of one-fifth of members – notified in writing to Mess Committee. (K.R. 1690).
[underlined] Entertainments [/underlined]
13. Normally given only with consent of majority of members and sanctioned by Commanding Officer. (K.R. 1692).
[underlined] Mess Accounts [/underlined]
14. (a) This is perhaps the most arduous and difficult work undertaken by a member of Mess Committee and specially devolves upon P.M.C., Secretary, and Bar Member.
(b) A.P. 1407 should be studied and applied.
(c) It is desirable to enlist the services of an Accountant Officer to give specialist advice. (K.R. 1693, A.M.O. A.66/44).
[underlined] Custody and disposal of money [/underlined]
15. (a) Banking arrangements
(b) Signing of cheques. (K.R. 1694).
[underlined] Subscriptions and Contributions [/underlined]
16. (a) Subscription normally one-half of one day’s pay of rank per month for living-in officers. (One quarter for living-out officers).
(b) Monthly contribution limited to 10/- or in extraordinary circumstances to 15/-.
(c) Additional levies not permitted except charges for entertainments or contributions to unit sports. (K.R. 1695)
(d) Daily Messing charge. Supper element.
[underlined] Mess Bills [/underlined]
17. (a) Payable to Mess Secretary on or before 10th day of month.
(b) P.M.C. will report delinquents in writing to Commanding Officer. (K.R. 1696).
[underlined] Sale and consumption of liquor [/underlined]
18. (a) Existing regulations which forbid treating are to be strictly enforced.
(b) Visiting officers and certain guests may be entertained.
(c) Treating of Mess staff forbidden.
[underlined] Limitation of Wine Bills [/underlined] (d) £5 limit for all officers below rank of S.L.
(e) No limit for officers of rank of S.L. and above, or officers of the age of 40 and upwards.
K.R. & A.C.I. para. 1697, clause 6 modified accordingly.
/Contd….
[page break]
- 4 -
(Cont’d)
[underlined] Bars in Messes [/underlined] As war-time measure bars are permitted in Messes. (K.R. & A.C.I. para. 1697, clause 3 modified accordingly).
[underlined] System of Accounting for sales from bar stock [/underlined] The cash or chit system may be introduced at discretion of A.O.C.-in-C. Commands. Commands responsible for issuing detailed accounting instructions on following points:-
(a) [underlined] Cash System [/underlined] (i) Cash takings to be counted and reconciled daily with bar sales as shown by bar stock book.
(ii) Total cash takings to be paid [underlined] daily [/underlined] to a responsible officer.
(b) [underlined] Chit System [/underlined] (i) Daily record to be kept of books of chits received from printers, and of sales of books. Chit books to be in safe custody of Mess Secretary or other responsible officer and issued by him.
(ii) Daily record to be kept of cash received from sale of chit books and of the handing over of such cash to the officer appointed to receive it.
(iii) All chits tendered at the bar are to be cancelled immediately on receipt to ensure they do not return to circulation. It should be understood that chits are equivalent of cash and suitable safeguards must be devised to prevent any chit used on more than one occasion.
[underlined] NOTE: [/underlined] Recommended that expended chits should be date-stamped, or otherwise marked immediately after they have been tendered and posted in a locked box to be opended [sic] by a responsible officer.
K.R. 1697, A.M.O. A.651/44, A.M.O. A.746/41, para. 2, sub-para (ii) cancelled.
[underlined] King’s Health [/underlined]
19. May be drunk in any beverage – including water. (K.R. 1699).
[underlined] Amendments to this Precis [/underlined]
[page break]
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
QUESTIONS: OFFICERS MESS [/underlined]
1. In what capacity can civilians of officer status be elected Members of Mess? [inserted] Affiliated members if attached to station. [/inserted]
2. Who are eligible to be Honorary Members? [inserted] Officers of all other stations. [/inserted]
3. Can ladies by full honorary Member of a Mess? [inserted] No. [/inserted]
4. Can Mess Property, cash, assets etc. be taken away by a unit removing to a new station? [inserted] Yes if in same Command. [/inserted]
5. Can Property such as pictures and other gifts presented to a unit be taken away?
6. Is it necessary to insure Mess Property against Fire and Theft and War Damage? [inserted] Yes. [/inserted]
7. Must the Mess protect itself against claims arising under the W.C.A.? [inserted] Yes. [/inserted]
8. What procedure should be adopted to safeguard the insurance policies? [inserted] They should be Banked and receipt obtained [/inserted]
9. What procedure is adopted when the C.O. of a station is relieved by another officer? [inserted] Handing over procedure [/inserted]
10. Is it permissible for W.A.A.F. Officers and female R.A.F. Officers to be members of an Officers’ Mess? [inserted] Yes [/inserted]
11. A new Mess of a recently established Unit is being formed. How are funds obtained and under what conditions?
12. Who is responsible for ensuring that the Mess funds are properly applied? [inserted] Station Commander [/inserted]
13. How is the appointment of P.M.C. made? [inserted] Station Commander. [/inserted]
14. Who is responsible that Mess is conducted without unnecessary extravagance? [inserted] Station Commander [/inserted]
15. What is the minimum number of Members of the Mess Committee? [inserted] 4 [/inserted]
16. How do members of a Mess Committee receive their instruction and from whom? [inserted] P.M.C. [/inserted]
17. Can an Accountant Officer be elected Mess Secretary? [inserted] No. [/inserted]
18. Who is responsible that the ordinary and extraordinary Mess expenditure is controlled? [inserted] Mess Committee [/inserted]
19. What is the limit of extraordinary expenditure per quarter? [inserted] £20 [/inserted]
20. If it is desired to exceed the quarterly limit of extraordinary expenditure, how is permission obtained?
21. How can an Extraordinary General Meeting be called?
22. What information should be available to members of the Mess prior to a General Meeting? [inserted] 7 days notice + Bal. Sheet. [/inserted]
23. Can an officer who has signified his dissent be called upon to pay part of the expense of an entertainment? [inserted] No. [/inserted]
/Contd….
[page break]
- 2 -
24. Give the number of the official publication which defines how Mess Accounts will be maintained. [inserted] Standard instructions for keeping Non-[indecipherable word] accounts [/inserted]
25. What subscriptions and contributions normally are charged to full Mess members? [inserted] 1/2 day’s pay. [/inserted]
26. Is it legitimate to make additional levies on members, over and above subscriptions and contributions?
27. If Mess bills are not paid on the due date, what action is taken and by whom?
28. What is the official limit of the monthly wine account of:-
(a) Flight Lieutenant
(b) Wing Commander
(c) Flying Officer
(d) Squadron Leader
(e) An officer over 40 years of age.
29. Is it permissible to Treat:-
(a) Members of the same Mess?
(b) Members or honorary Members of another Mess?
(c) Mess employees?
30. What are the duties of a Mess Secretary? [inserted] Money matters generally [/inserted]
31. Is it permissible to have an open Bar in a Mess?
32. What steps should be taken to prevent tendered chits coming into circulation again?
33. What precautions should be taken if the cash system is adopted for bar sales? [inserted] daily check [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Officers advanced training school - welfare questions and precis on officers mess
Description
An account of the resource
List of eighteen questions on welfare. Officers mess precis covers membership, furniture/property/insurance, procedures on change of station, procedure on taking over mess, procedure on change of command, WAAF messes, new station or unit - opening mess, responsibility of station commander, mess committee, duties of PMC and mess secretary, control of expenditure, general mess meetings, entertainment, mess accounts, custody and disposal of money, subscriptions and contributions, mess bills, sale and consumption of liquor, bars in messes, system of accounting for sales and bar stock and King's health. Followed by questions.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced Training School
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Six page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10008
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Conforms To
An established standard to which the described resource conforms.
Pending review
mess
military living conditions
military service conditions
RAF Cranwell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1663/27097/SHughesCL1334982v10009.2.pdf
79703b06e71e99c02839c8f4bfe6a3fd
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
Hughes, Clarence. No 1 Officers Advanced Training School
Description
An account of the resource
37 items. Precis of subjects covered at No 1 officer's advanced training school at RAF Cranwell in June and July 1945.
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
2016-06-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v1
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[date stamp of No. 1 Officers Advanced Training School Jun 1945]
9E5
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
PRECIS: SERGEANTS’ MESSES [/underlined]
References: K.R. 1702-1722, Chapter XX, Section 11.
A.P. 1408 – Standard Instructions for keeping non-public accounts.
A.M.Os. A.621/41, A.66/44, [missing letter].482/44, A.874/41, A.1121/43, A.1228/44., A.168/45
[underlined] Formation and Control [/underlined]
1. (a) To be formed when practicable.
(b) Advantages of a well-run mess. Introductions to mess life.
(c) Importance to N.C.Os subsequently commissioned.
(d) Discipline, tone, hospitality.
(K.R. 1702)
[underlined] Membership [/underlined]
2. (a) Full. Affiliated. Honorary.
(b) Every Warrant Officer, Flight Sergeant, and Sergeant to be member of mess.
(c) Affiliated and Honorary members not eligible for office or entitled to vote.
(K.R. 1704)
[underlined] Subscriptions and Contributions [/underlined]
3. (a) Living-in not exceeding 1/3rd of 1 day’s ordinary pay-monthly.
Living-out “ “ 1/6th “ “ “ “ “ – “
(b) Subscription charges during absence on leave but NOT during periods of more than 10 consecutive days in hospital or on sick leave.
(c) Daily rate of messing decided by Committee and approved by C.O.
(K.R. 1705)
[underlined] Payment – Mess Bills [/underlined]
4. (a) Date of payment laid down by C.O. An advantage for Mess bills, to be payable periodically on pay days. (K.R. 1706)
(b) Unpaid Mess bills of Members, deceased, missing or P.O.W.
[underlined] Discipline [/underlined]
5. (a) Senior W.O. or N.C.O. responsible
(b) Treating between full and honorary members forbidden.
(c) No credit given for bar sales – strict cash basis
(K.R. 1707, 1709, 1710).
[underlined] Entertainments [/underlined]
6. (a) Concurrence of two thirds of members in general meeting necessary.
(b) Sanction of C.O. to be obtained.
(c) Liquor consumed, except by guests, not chargeable against funds. (K.R. 1708)
[underlined] Mess Equipment – Insurance [/underlined]
7. (a) Scale laid down in A.P. 830, Vol. 111
(b) Property purchased out of Mess Funds or grant from Air Ministry and is the property of the Mess.
(c) The property mentioned in (ii) must be insured against fire and theft.
/Contd…
[page break]
- 2 -
(d) Mess must protect itself against claims under W.C.A.
(e) If Mess property exceeds £1000 in value, war-risk insurance is compulsory – if £1000 or below £1000 insurance is voluntary, but in event of loss or damage no recovery can be made or compensation paid if insurance not effected. (K.R. 1711 & 1713. AMO. A.621/41).
(f) Fidelity Guarantee insurance on civilian employee (Mess Steward) handling cash.
[underlined] Mess Meetings [/underlined]
8. (a) Held monthly – senior W.O. or N.C.O. presides
(b) Minutes recorded – submitted to C.O. for approval.
(c) Monthly statements of accounts (K.R. 1714).
[underlined] Mess Management [/underlined]
9. The following are responsible for management and supervision:-
(a) Officer in charge, appointed by C.O.
(b) Chairman of Mess Committee – appointed for 4-monthly accounting period.
(c) Committee of 3 additional to chairman
[symbol] (d) Caterer – rank of sergeant – NOT being member of [inserted] [symbol] [/inserted] Committee. [inserted] 1 MONTH [/inserted]
[symbol] (e) Treasurer – rank W.O. or F/Sgt. NOT BEING Member of [inserted] [symbol] [/inserted] Committee (K.R. 1346, 1715.) [inserted] 4 MONTHS [/inserted]
([underlined] Note: Sub-para. 2 of 1715 is important.) [/underlined]
[underlined] Responsibility of C.O. [/underlined]
10. (a) Appointment of officer in charge.
(b) The proper application of funds and compliance with regulations relating to checking of accounts and that they are audited.
(c) Surprise check of cash and cash book.
(d) Operation of Banking Account only by officer in charge. (K.R. 1716)
(e) (Note:- Sub-para. 6 of K.R. 1716 suspended during war by A.M.O. N.473/40).
[underlined] Responsibilities and duties of officer in charge [/underlined]
11. (a) Immediate supervision, conduct, discipline, management.
(b) Accounts, cash and finance including banking.
(c) Issue to Treasurer cash not exceeding £5.
(d) Permitted to spend up to £5 on any one transaction on behalf of Mess.
(e) Carry out check of commodities, bar stock and cash at intervals laid down by C.O.
(f) Inform C.O. of all outstanding accounts by 16th of each month and report names of members whose mess bills are unpaid. Seven days grace is allowed. (K.R. 1717, A.M.O. A.482/44 (Amended by A.355/45)
[underlined] Duties of Chairman, Caterer and Treasurer [/underlined]
12. (a) The duties of these officials are defined in these paragraphs.
(b) The Chairman must see and approve all orders for stock.
(c) The books to be maintained by the Mess are detailed in K.R. 1721.
(K.R. 1718/1720).
[underlined] Amendments to this precis [/underlined]
[page break]
[underlined] OFFICERS ADVANCED TRAINING SCHOOL
QUESTIONS: SERGEANTS’ MESSES [/underlined]
1. What ar [sic] the advantages of a Sergeants’ Mess to a Station?
2. Are affiliated or honorary members entitled to attend Mess Meetings? [inserted] NO [/inserted]
3. What is the subscription monthly of a living-in Member? [inserted] 1/3 [/inserted]
4. Is the monthly Mess Subscription charged during absence on leave? [inserted] YES. [/inserted]
5. “ “ “ “ “ “ during absence in hospital? [inserted] – 10 days [/inserted]
6. Who approves the daily rate of messing? [inserted] Station Commander [/inserted]
7. When is a convenient time to require payment of mess bills? [inserted] Pay-days [/inserted]
8. Are bar sales effected in cash or on the chit system? [inserted] cash. [/inserted]
9. Who is responsible for order and discipline in Mess? [inserted] Senior N.C.O. [/inserted]
10. What proportion of members requisite to enable members to hold a dance? [inserted] 2/3 [/inserted]
11. Who pays for liquor consumed by guests?
12. In what publication is the scale of Mess Equipment found?
13. What equipment or property actually belongs to the Mess?
14. What classes of insurance is it necessary or desirable for the Mess to effect?
15. Who presides at a Mess Meeting?
16. Is it necessary for the recorded minutes of a Mess Meeting to be approved by the C.O.? [inserted] Yes [/inserted]
17. State briefly the officials who are responsible for the management of mess. [inserted] officer i/c. C.M.C., Committee, Caterer etc. [/inserted]
18. Can an existing member of the Committee be appointed Treasurer? [inserted] NO [/inserted]
19. Can the Treasurer be re-appointed after he has served one four-monthly accounting period? [inserted] NO [/inserted]
20. Is it permissible for the Treasurer to be assisted by an N.C.O. of accounting branch? [inserted] Yes [/inserted]
21. Name one of the principal duties of the Station commander towards the Sergeants’ Mess.
22. Who is responsible for the proper application of mess funds? [inserted] Station Com. [/inserted]
23. “ “ “ “ “ operation of the banking account? [inserted] officer i/c [/inserted]
24. Who receives from the Treasurer the cash collected in the Mess? [inserted] “ [/inserted]
25. Is it permissible to use cash collected in Mess to discharge bills or for petty cash transactions? [inserted] No. [/inserted]
26. What sum may be expended in any one transaction on behalf of Mess and by whom?
/Contd….
[page break]
- 2 -
27. Who is responsible for the correctness of mess accounts and balance sheets to be presented to the four-monthly audit boards?
28. Who approves orders for stock given on behalf of Mess.
29. What sum is the Treasurer authorised to hold as petty cash; from whom does he receive it?
30. Who is the custodian of the following Mess Books?
(a) The bar stock book. [inserted] Caterer [/inserted]
(b) The ledger. [inserted] Treasurer [/inserted]
(c) The petty cash book. [inserted] Treasurer [/inserted]
(d) The cash book. [inserted] Officer i/c [/inserted]
(e) The minute book. [inserted] CMC. [/inserted]
31. What publication details instructions for the keeping of above mentioned books?
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
Officers advanced training school - sergeants' mess
Description
An account of the resource
Covers formation and control, membership, subscriptions and contributions, payment of mess bills, discipline, entertainment, mess equipment/insurance, mess meetings, mess management, responsibility of C.O., responsibility of officer in charge, duties of chairman, caterer and treasurer and questions.
Publisher
An entity responsible for making the resource available
No 1 Officers Advanced Training School
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Format
The file format, physical medium, or dimensions of the resource
Four page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Text. Training material
Identifier
An unambiguous reference to the resource within a given context
SHughesCL1334982v10009
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Conforms To
An established standard to which the described resource conforms.
Pending review
mess
military living conditions
military service conditions
RAF Cranwell
training