1
25
91
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/126/1259/MCarterRH[DoB]-150629-010001.jpg
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Carter, Robert Haywood
Bob Carter
Robert Carter
Robert Haywood Carter
Robert H Carter
R H Carter
R Carter
Description
An account of the resource
16 items. The collection contains an oral interview covering childhood and wartime experiences of Robert Haywood "Bob" Carter who was a farm labourer and auxiliary fireman during the war living close to RAF Dunholme Lodge. Documents including identity cards and clothing ration books for Robert Carter and Eva A Haire as well as a victory message from the King and prisoner of war camp money vouchers; newspaper article about an airman reunited with his wife after being a prisoner of war, Photographs of home guard and auxiliary fire service personnel in Welton and Dunholme.
The collection has been loaned to the IBCC Digital Archive for digitisation by Bob Carter and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-06-29
Identifier
An unambiguous reference to the resource within a given context
Carter, RH
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
R Carter's national registration identity card
Description
An account of the resource
Made out for R Carter with address and date stamps 25 April 1951 and 3 September 1951.
Date
A point or period of time associated with an event in the lifecycle of the resource
1951-04-25
1951-09-03
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCarterRH[DoB]-150629-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1951
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. National Registration Office
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/133/1293/PBeechH1701.2.jpg
3e7855cfa2ed5d656cc51caaaae2d183
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
Beech, Harold
Harold Beech
H Beech
Description
An account of the resource
Seven items. The collection consists of three oral history interviews, three photographs and one artwork related to Harold Beech (b.1933). He was a schoolboy in Market Rasen, Lincolnshire during the war and experienced an aircraft crash.
The collection has been donated to the IBCC Digital Archive for digitisation by Harold Beech and catalogued by IBCC 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
2017-03-17
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.
One item in this collection has not been published in order to comply with intellectual property law.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Sound. Oral history
Still image. Photograph
Still image. Artwork
Identifier
An unambiguous reference to the resource within a given context
Beech, H
Dublin Core
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Title
A name given to the resource
Harold Beech at Snelland railway station
Description
An account of the resource
Harold Beech in railway worker’s uniform, with peaked cap, standing in front of a level crossing gate at Snelland railway station. On the left is a signal box and behind him, alongside the two rail tracks, is a semaphore railway signal. Harold helped with the transport of bombs from bomb dumps on local airfields after the war when bombs were dumped at sea. Captioned 'H.Beech, lad porter 1948/51', and 'level crossing, Snelland railway station', and '1948-Feb 1951'.
Additional information about this item has been kindly provided by the donor.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph mounted on a page
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
PBeechH1701
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--Snelland
England--Lincolnshire
Type
The nature or genre of the resource
Photograph
Temporal Coverage
Temporal characteristics of the resource.
1948
1949
1950
1951
bomb dump
childhood in wartime
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/378/6732/PDawsonSR16010257.1.jpg
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Friend and beach
Description
An account of the resource
Right page.
Top left - Christine Dawson riding on a toy horse in a garden with fence in the background. Top right - Christine Dawson between a woman kneeling and a man squatting in a garden. Middle - a woman standing in a garden holding Christine Dawson with house in background. Bottom left - Joy and Stephen Dawson squatting down in a garden with Christine Dawson and another man in dark suit on the left. House in the background. Bottom right - Christine Dawson standing in garden pulling up side of skirt. Bottom half of adult visible on the left. Captioned 'Pee-Wee - Quick'. All captioned 'With Aunty Bunny and Uncle Syd, June 51'.
Right page title 'a nudist on Southbourne beach!, August 51'.
Top left - Christine Dawson with Joy Dawson kneeling behind her on the beach. Top right - Christine Dawson sitting in sand with bank in background. Bottom right - Christine Dawson sitting in shallow water with Stephen Dawson squatting on the right. Bottom right - Christine Dawson lying on the sand with deckchairs in the background.
Date
A point or period of time associated with an event in the lifecycle of the resource
1951-06
1951-08
Format
The file format, physical medium, or dimensions of the resource
nine b/w photographs mounted on two album pages
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PDawsonSR16010257
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--Dorset
England--Bournemouth
England--Hampshire
Temporal Coverage
Temporal characteristics of the resource.
1951
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/459/8044/MNorthGJ173836-160523-040001.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/459/8044/MNorthGJ173836-160523-040006.2.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/459/8044/MNorthGJ173836-160523-040007.2.jpg
d2196109daebf6f9edd71edfacabeb5a
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
North, Geoffrey John
North, G J
North, Johnny
Description
An account of the resource
31 items. The collection concerns Flight Lieutenant Geoffrey John 'Johnny' North, DFC, (173836, Royal Air Force) who served as a rear gunner on 428, 76 and 35 Squadrons flying Wellington, Halifax and Lancaster. He was called up in 1940 from his job as a tailor in Saville Row where he returned after the war. He was shot down on an operation to Duisburg on 21 February 1945. The collection contains his logbook, an account of his shooting down, capture and time as a prisoner of war, including documentation, forced march to another camp in 1945, liberation and repatriation. The collection includes membership documents for Royal Air Force Association, Pathfinders Association and Caterpillar Club as well as personnel documentation, Pathfinder badge correspondence and photographs of crew and squadron as well as other memorabilia.
The collection has been donated to the IBCC Digital Archive by Carole Bishopp and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
North, G
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Geoffrey North Royal Air Forces Association membership card - Frinton and Walton
Description
An account of the resource
Membership book with three annual subscription receipts for 1951/52/53 attached for Frinton and Walton branch.
Publisher
An entity responsible for making the resource available
Royal Air Forces Association
Format
The file format, physical medium, or dimensions of the resource
Printed cover and internal pages with documents attached
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
MNorthGJ173836-160523-04
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--Essex
England--Walton on the Naze
Temporal Coverage
Temporal characteristics of the resource.
1951
1952
1953
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/474/8381/MClydeSmithD39856-160919-04.2.pdf
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Dublin Core
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Title
A name given to the resource
Clyde-Smith, Denis
Clyde-Smith, D
Description
An account of the resource
Collection contains 26 items and concerns Squadron Leader Denis Clyde-Smith Distinguished Service Order, Distinguished Flying Cross, who joined the Royal Air Force and trained as a pilot in 1937. He flew in the anti aircraft cooperation role including remotely piloted Queen Bee aircraft before serving on Battle aircraft on 32 Squadron. He completed operational tours on Wellington with 115 and 218 Squadrons and Wellington and Lancaster with 9 Squadron after which he went to the aircraft and armament experimental establishment at Boscombe Down. The collection consists of two logbooks, aircraft histories of some of the aircraft he flew, photographs of people and aircraft, newspaper articles and gallantry award certificate.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Clyde-Smith and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-19
Identifier
An unambiguous reference to the resource within a given context
Clyde-Smith, D
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
The enclosed aircraft histories are all in respect of Tiger Moth aircraft flown by you while undergoing ab-initio training at Sywell. I have commenced the breakdown of their service life as from the date of their impressment into RAF service. However, prior to this, the Tigers in question were operated under a Type ‘A’ Civil Contract which was put into use under the Expansion Scheme of the 1930 era. Then on the 30th of November, 1939, the Air Ministry took over command and RAF roundels were applied to the Tigers, although their civil markings were retained until 1940/41. The Tigers at Sywell were impressed under two Contracts, each issued on the 17th of September, 1940, as follows:
BB693-706 allocated to 6 E.F.T.S. under Contract No. All3015/40 dtd 17/9/40.
BB788-793 allocated to 6 E.F.T.S. under Contract No. All3015/40 (2nd part)
G-ADGF c/n 3345 impressed as BB704
Used at Sywell until 9/8/42, when it was transferred to 10 OUT at Abingdon. Released to 6 MU Brize Norton on the 9th of February, 1943, and later issued to 16 E.F.T.S. Burnaston. Here BB704 was coded ‘7’ later taking the code FIP:A (the four letter codes were issued to Flying Training Command, circa 1945/46). On 31/7/46, BB704 was flown to 9 MU Cosford, and stored until released to 21 E.F.T.S. Booker (near High Wycombe) on 25/3/48. Coded FIW:O, BB704 remained with 21 E.F.T.S. until transfer to 7 F.T.S. Cottesmore on 30/3/50. On June 19th of the same year it was transferred to Station Flight, Feltwell, taking the code ‘W’. However, it’s active use was now rapidly drawing to a close, and on 30/11/50, it was allocated the instructional airframe serial 6805M and delivered to No. 664 ATC Squadron, St. Walter & St. John’s Godalming County School (Surrey Wing).
[page break]
G-ADGG c/n 3346 impressed as BB695
Used at Sywell throughout it’s entire career and was destroyed in a landing accident on 12/5/41.
G-ADGT c/n 3338 impressed as BB697
Continued in use at Sywell until transfer to 26 E.F.T.S. Theale on, 15/7/42. Coded B26, BB697 remained in use at Theale until it was released to store at 12 MU Kirkbridge on 18/7/45. It’s next move was overseas to Germany and 652 Squadron where it served from 17/10/45 to 9/5/46. Following a year spent at No. 151 Aircraft Repair Unit, BB697 was flown to 5 MU Kemble for disposal.
On 27/8/47, BB697 was sold to a civilian operator, and was restored to the Civil Register, and during the early 1960’s it was still in use, registered to Westwick Distributors, Foulsham.
G-ADGV c/n 3340 impressed as BB694
Used by 6 E.F.T.S. until transfer to 29 E.F.T.S. Clyffe Pypard on 15/7/42. Released to 5 MU Kemble on 14/8/46, BB694 was eventually released to the Royal Navy. In RNAS service BB694 served at Stretton, Lossiemouth, and Arbroath before transfer on 17/11/60, to the Britannia Flight at Roborough (Plymouth).
G-ADGW c/n 3341 impressed as BB706
Sevred at Sywell throughout the war years, and was eventually released to store at 10 MU Hullavington. Struck off Charge on 22/5/50, BB706 was disposed of to W.A. Rollason Ltd., who in turn sold it to the D.H. Technical College for ground instruction purposes.
[page break]
G-ADGX c/n 3342 impressed as BB698
Continued in use at Sywell until 9/8/42, when it was flown to RAF Doncaster. Following a brief spell at Taylorcraft, BB698 was released to 5 MU Kemble on 24/6/43. From Kemble BB698 was transfered [sic] to the Royal Navy and delivered to RNAS Hinstock. Attached to 758 Squadron and later RNAS Lee-on-Solent, BB698 went on to serve with B Flight of 798 Squadron, Station Flight Lee-on-Solent, RNAS Evarton, and 727 Squadron RNAS Gosport, in that order before being sold to the Wiltshire School of Flying on 5/2/51. Restored to the Civil Register it was lost in a crash at Thruxton on 11/7/53, when it’s pilot overshot the airfield.
G-ADGY c/n 3343 impressed as BB699
Served for it’s entire life at Sywell, and was lost in a crash during a low flying exercise near Turvey, Bedfordshire, on 25/7/44, when it struck some power cables.
G-ADGZ c/n 3344 impressed as BB700
Used at Sywell until transfer to 7 A.G.S. Stormy Down on 13/8/42. Delivered to Towyn U.A.S. in 1943, and damaged beyond repair taxing [sic] at RAF Towyn, 10/2/44.
[page break]
G-ADIH c/n 3349 impressed as BB789
While in use at 6 E.F.T.S. BB789 took the code ‘89’. Released to 5 MU Kemble on 9/8/42, and then to RAF Speke on 31/10/42. However, by 6/12/42, BB789 had found it’s way back to 5 MU, where it was eventually converted to an instructional airframe. Bearing the serial 3654M it was delivered to 2006 ATC Squadron at Cheltenham on 2/4/43.
During 1946 this Tiger was handed over – without Air Ministry approval – to the Gloucester Flying Club, who promptly spent £425 in restoring G-ADIH to flying condition, and naturally thought the Tiger their property. However, the Air Ministry then stepped in and requested the return of their aircraft – the matter being eventually settled by a payment by the Gloucester Flying Club of £50 to Air Ministry. G-ADIH remained on the Civil Register until 20/11/52, when it was destroyed during a landing accident near Ramsgate.
G-ADII c/n 3350 impressed as BB701
Served with 6 E.F.T.S. throughout the war years, and was released to 9 MU Cosford on 30/8/46. Remaining in storage until 6/4/49, when it was delivered to 9 R.F.S. Doncaster. Destroyed on 22/4/50, when it spun into a sports field near Hansworth.
G-ADIJ c/n 3351 impressed as BB788
Used at Sywell throughout the war, and taken to 9 MU Cosford on 19/7/45, for disposal. Sold to Marshalls of Cambridge in 4/46, and restored to [crossed out]the the[/crossed out]
[page break]
to/ [sic]
the Civil Register as G-ADIJ. In December 1952 G-ADIJ was sold abroad to New Zealand as ZK-BBS and was converted for crop spraying. Used in this role by Northern Aviation Limited, ZK-BBS was destroyed in a crash near Dargaville on, [sic] 15/12/55.
No details at present for G-ADEZ – may have been lost prior to 1939. Further information on the aircraft that you flew will be passed in due course.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Aircraft histories of Tiger Moth aircraft flown by Denis Clyde-Smith
Description
An account of the resource
Histories of twelve Tiger Moth aircraft flown by Denis Clyde Smith while undergoing ab-initio training at Sywell.
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. Personal research
Identifier
An unambiguous reference to the resource within a given context
MClydeSmithD39856-160919-04
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 Navy
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Oxfordshire
England--West Midlands
England--Wolverhampton
England--Lincolnshire
England--Stamford
England--Norfolk
England--Thetford
England--Cumbria
England--Carlisle
England--Berkshire
England--Theale (West Berkshire)
England--Northamptonshire
England--Northampton
England--Buckinghamshire
England--High Wycombe
England--Surrey
England--Godalming
England--Norwich
England--Wiltshire
Scotland--Moray
Scotland--Angus
Scotland--Arbroath
England--Cheshire
England--Warrington
England--Devon
England--Plymouth
England--Yorkshire
England--Doncaster
England--Hampshire
England--Gosport
England--Bedfordshire
England--Bedford
England--Gloucestershire
England--Cheltenham
England--Cirencester
England--Chippenham (Wiltshire)
England--Shropshire
England--Shrewsbury
Scotland--Ross and Cromarty
Scotland--Invergordon
England--Andover
Wales--Mid Glamorgan
Wales--Bridgend
Wales--Dyfed
Wales--Aberystwyth
England--Kent
England--Ramsgate
Germany
New Zealand
New Zealand--Dargaville
England--Cambridgeshire
England--Cambridge
England--London
England--Hounslow
England--Cumberland
England--Middlesex
England--Staffordshire
England--Royal Wootton Bassett
Temporal Coverage
Temporal characteristics of the resource.
1939
1940
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1955
1960
Conforms To
An established standard to which the described resource conforms.
Pending review
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Flying Training School
RAF Brize Norton
RAF Clyffe Pypard
RAF Cosford
RAF Cottesmore
RAF Feltwell
RAF Kemble
RAF Lossiemouth
RAF Stormy Down
RAF Sywell
RAF Towyn
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/781/9438/LWrigleyJ1029740v1.2.pdf
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Wrigley, James
J Wrigley
Description
An account of the resource
27 items. The collection concerns James Wrigley (1920 - 2010, 1029740 Royal Air Force) and contains an interview with his widow, Alice Wrigley, photographs, his log book, decorations, and a photograph album of his service in the UK and and Far East. The collection also contains a log book made out to Rascal, his mascot or lucky charm. James Wrigley completed 47 operations as a wireless operator with 97 and 635 Squadrons.
The collection has been donated to the IBCC Digital Archive by Susan Higgins and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Wrigley, J
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
James Wrigley's flying log book
Description
An account of the resource
Flying log book for Warrant Officer James Wrigley, wireless operator, covering the period from 17 November 1942 to 30 June 1954. Detailing training, operations and instructor duties. He was stationed at RAF Yatesbury, RAF Pembrey, RAF Whitchurch Heath (Tilstock), RAF Lindholme, RAF Bourn, RAF Downham Market, RAF Kinloss, RAF Forres, RAF St. Athan, RAF Abingdon, RAF Hemswell, RAF Binbrook, RAF Marham, RAF Scampton, RAF Negombo, RAF Tengah and RAF Shallufa. Aircraft flown in were, Dominie, Proctor, Blenheim, Anson, Whitley, Halifax, Lancaster, Wellington, Lincoln and B-29. He flew a total of 47 night operations, one with 81 OTU, 39 with 97 Squadron and 7 with 635 Squadron. Targets were, Rouen, Hamburg, Milan, Mannheim, Nuremberg, Peenemunde, Munchen-Gladbach, Berlin, Hannover, Leipzig, Munich, Kassel, Cologne, Ludwigshaven, Frankfurt, Stuttgart, Brunswick, Ottignies, Le Havre, Lens and Coubronne. His pilots on operations were <span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}">Pilot Officer Munro DFM and Squadron Leader Riches DFC. </span>
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWrigleyJ1029740v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Egypt
France
Germany
Great Britain
Italy
Singapore
Sri Lanka
Atlantic Ocean--English Channel
Belgium--Ottignies
Egypt--Suez Canal
England--Berkshire
England--Cambridgeshire
England--Lincolnshire
England--Norfolk
England--Shropshire
England--Wiltshire
England--Yorkshire
France--Le Havre
France--Lens
France--Rouen
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Hannover
Germany--Kassel
Germany--Leipzig
Germany--Ludwigshafen am Rhein
Germany--Mannheim
Germany--Mönchengladbach
Germany--Munich
Germany--Nuremberg
Germany--Peenemünde
Germany--Stuttgart
Italy--Milan
Scotland--Grampian
Sri Lanka--Western Province
Wales--Carmarthenshire
Wales--Glamorgan
North Africa
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1943-05-23
1943-05-24
1943-08-02
1943-08-03
1943-08-08
1943-08-09
1943-08-10
1943-08-11
1943-08-12
1943-08-13
1943-08-17
1943-08-18
1943-08-27
1943-08-28
1943-08-31
1943-09-03
1943-09-04
1943-09-22
1943-09-23
1943-09-24
1943-09-27
1943-09-28
1943-10-02
1943-10-03
1943-10-18
1943-10-20
1943-10-21
1943-10-22
1943-11-03
1943-11-17
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-25
1943-11-26
1943-11-27
1943-12-02
1943-12-03
1943-12-16
1943-12-17
1943-12-20
1943-12-29
1944-01-14
1944-01-30
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-02
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-30
1944-03-31
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-06-14
1944-06-15
1944-06-16
1944-06-23
1944-06-24
10 OTU
1656 HCU
19 OTU
199 Squadron
35 Squadron
617 Squadron
635 Squadron
81 OTU
83 Squadron
97 Squadron
Air Gunnery School
aircrew
Anson
B-29
Blenheim
bombing
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
bombing of Nuremberg (30 / 31 March 1944)
Bombing of Peenemünde (17/18 August 1943)
bombing of the Le Havre E-boat pens (14/15 June 1944)
Dominie
final resting place
Halifax
Halifax Mk 1
Halifax Mk 2
Heavy Conversion Unit
killed in action
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Lincoln
missing in action
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
Proctor
RAF Abingdon
RAF Binbrook
RAF Bourn
RAF Downham Market
RAF Hemswell
RAF Kinloss
RAF Lindholme
RAF Marham
RAF Pembrey
RAF Scampton
RAF Shallufa
RAF St Athan
RAF Tilstock
RAF Yatesbury
training
Wellington
Whitley
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/946/10121/LVipondR3040603v1.2.pdf
c247b4809193000c047f5b29916993b4
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
Vipond, Richard
R Vipond
Description
An account of the resource
Six items. The collection concerns Richard Vipond (3040603, Royal Air Force) and consists of his log book, service documents and photographs. He flew operations as an air gunner with 514 Squadron from RAF Waterbeach.
The collection has been loaned to the IBCC Digital Archive for digitisation by Pauline Ponsford and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-23
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Vipond, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Richard Vipond’s flying log book for navigators, air bombers, air gunners and flight engineers
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LVipondR3040603v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Egypt
France
Germany
Great Britain
Netherlands
Singapore
Egypt--Suez Canal
England--Cambridgeshire
England--Cumbria
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--Leicestershire
England--Lincolnshire
England--Yorkshire
Germany--Cologne
Germany--Dortmund
Germany--Essen
Germany--Gelsenkirchen
Germany--Hattingen
Germany--Kamen
Germany--Munich
Germany--Schleswig-Holstein
Germany--Wesel (North Rhine-Westphalia)
Netherlands--Hague
North Africa
Malaysia
Germany--Ruhr (Region)
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
Mike Connock
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1945-01-07
1945-01-08
1945-02-19
1945-02-20
1945-02-21
1945-02-23
1945-02-26
1945-02-28
1945-03-02
1945-03-11
1945-03-14
1945-05-07
1945-05-09
1945-05-11
1945-05-12
1945-05-16
1945-05-18
1945-05-19
1945-05-20
1945-05-26
1945-07-05
Description
An account of the resource
Navigators, air bombers, air gunners and flight engineers flying log book for Richard Vipond, covering the period from 29 May 1944 to 18 November 1953. Detailing his flying training, operations flown, instructor duties and post war duties with 514, 288, 61 and 88 Squadrons. He was stationed at RAF Barrow, RAF Husbands Bosworth, RAF Bottesford, RAF Waterbeach, RAF Hutton Cranswick, RAF Jurby, RAF Lindholme, RAF Waddington, RAF Shallufa, RAF Tengah, RAF Scampton and RAF Seletar. Aircraft flown in were, Anson, Wellington, Lancaster, Vengeance, Lincoln and Sunderland. He flew a total of 9 operations with 514 squadron, 7 daylight and 2 night operations. He also flew on Operation Manna to The Hague and Operation Exodus to France and Belgium. He also carried out 35 Strike operations with 61 squadron during the Malayan emergency in 1950. Targets were, Munich, Wesel, Dortmund, Gelsenkirchen, Kamen Dortmund, Nornstedt, Cologne, Essen and Hattingen. His pilot on operations was Flight Lieutenant Marks.
1668 HCU
514 Squadron
61 Squadron
85 OTU
88 Squadron
air gunner
Air Gunnery School
aircrew
Anson
bombing
Cook’s tour
Heavy Conversion Unit
Lancaster
Lancaster Mk 2
Lancaster Mk 3
Lincoln
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Barrow in Furness
RAF Bottesford
RAF Husbands Bosworth
RAF Jurby
RAF Lindholme
RAF Scampton
RAF Shallufa
RAF Waddington
RAF Waterbeach
Sunderland
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/880/11120/AHolthamJ180522.1.mp3
132e2f9745f136cd924b3faae6e66582
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
Holtham, John
J Holtham
Description
An account of the resource
An oral history interview with John Holtham (1807076, 280924 Royal Air Force). He flew operations as a navigator with 487 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
2018-05-22
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
Holtham, J
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JM: This interview is being conducted for the International Bomber Command Centre. The interviewer is Julian Maslan. The interviewee is Mr John Holtham. The interview is taking place at Mr Holtham's house in Staffordshire on the 22nd of May 2018. John, I wonder if we could start the interview by you telling us a little bit about your background before you joined the RAF.
JH: Yes. Right. I’ll start with my father if I may.
JM: Please do.
JH: He was born in 1900, the youngest of four brothers and by 1915 three of them were serving so he ran away from home, lied about his age and joined the Army. Well, luckily his father got him out of that but in 1917 he joined the Royal Flying Corps and trained and qualified as a pilot, went to France flying over the trenches when he was only still only seventeen but then they asked for volunteers to join the Royal Naval Air Service and he and his friend both volunteered, were sent back to Calshot and learned to fly Flying Boats which in those days were made of canvas over a wooden frame. And he spent the first of the war flying over the Channel. Then World War Two came along and he wanted to rejoin the RAF. Of course, in April of 1918 the two forces, the Royal Naval Air Service and the Royal Flying Corps had amalgamated but he was told that because he had been in the Royal Naval Air Service he had to go in the Fleet Air Arm. So that was what he did and he spent the rest of the war as the senior training officer at Yeovilton as he was considered too old to fly. Now we come to me myself and in 1941 they announced the formation of the Air Training Corps and as I’d been an Army Cadet I at once went to my headmaster and said, ‘Could we form a school company?’ And he said, ‘Yes, we could.’ Obviously, he was the CO and because I had some training I had instant promotion to flight sergeant. Now, in 1942 when I was seventeen and three quarters I went along to the Recruiting Office in Exeter to join the RAF but the flight sergeant said, ‘No. Go back to school and it will be to your advantage.’ Which is what I did and two weeks later a squadron leader turned up and interviewed me and offered me a place under the RAF University Entrant Scheme. They would send me to university for six months where I could study whatever subject I liked and at the same time take my preliminary exams with the University Air Squadron. So they sent me to Oxford. I went to St Edmund or Teddy Hall and read history and did my preliminary RAF training. So after six months early in ‘43 I was in the RAF proper. And after a few weeks we went to Heaton Park, Manchester where we were told what we were going to do and I was given the heading of navigator, bomb aimer, wireless operator. NBW. It was a very long training. The longest in the RAF but it did mean that we would be in small aircraft where we had to do everything except fly the thing. So first of all we went to Cranwell for an eighteen week radio course which mostly consisted of Morse Code. They did tell us how to mend the wireless but when you're going five miles a minute in ten minutes you’ve gone fifty miles and you're probably lost so the private advice was if it doesn't work hit it with your fists and if it still doesn't work leave it alone. So at the end of that course we were off to Heaton Park again and then across the Atlantic on the Mauritania, about three hundred of us and it took eleven days actually because we zigzagged by day and went straight by night and we arrived in New York. Then after Moncton and New Brunswick had our first taste of a Canadian winter. After a few weeks there it was down to 33 Air Navigation School at Mount Hope, near Hamilton and, for our navigation course. This was twenty six weeks. Longer than the normal navigator’s course as we made two flights as a navigator and one as a wireless operator. At the end of that we were given our wings and then they asked for two volunteers to go to the Operational Training Unit at Debert in Nova Scotia on Mosquitoes. Well, myself and my friend Geoff we both volunteered and we were the only ones that did so we got the job and we went after a leave we went up to Debert which was right in the middle of nowhere and we were paired up with our pilots and we did, I think it was eight weeks course there flying the Mosquito. My first flight in a Mosquito was when I was still nineteen. Then across the Atlantic again this time with twelve thousand American troops as company. We landed at Christmas Day. I remember we had K-rations on Christmas Day. Not the best thing in the world but the catering facilities must have been stretched to their limit with that number of people. And then we went to another OTU in England at High Ercall in Shropshire to get used to wartime conditions. And then they took away the radios from the Mosquito and gave us radar, Gee radar instead which was much better as you could fix your position with great accuracy on home on the end of the runway. After a course there it was off to France and we joined 487 New Zealand Squadron at Epinoy near Cambrai and the war was coming to an end and there was not a lot of opposition. Our job was Army cooperation and we, our chief targets were anything that moved on the ground. So we flew very low and just popped off at anything like a train or a lorry that was on the road. When the war came to an end the New Zealanders very quickly went back to New Zealand and I was transferred to 139 Squadron. Now one duty we had was to take a dispatch daily from Germany. Nuremberg back to England and we all took turns which gave us a chance to go into the war crimes trial and you dialled your language and you could hear an instant translation. In the dock was a German general and he was later hanged for crimes against humanity. They looked a very ordinary bunch of men but the, Goering stood out from all the others in a white jacket. I remember hearing Shawcross, the British lawyer say the same thing. There are, then I had another job as well at [unclear] which was editor of the local, of the newspaper. The station newspaper. We did one thousand five hundred copies a week with a pin up which necessitated my going to the Windmill Theatre in London. We had a crossword, we had leading articles and I believe they’re all stored at the Air Museum. After some time I was given a third posting and this time up to, further in Germany at Lunenberg, near the frontier with East Germany. From there to the Maintenance Unit at [unclear] and was flying aircraft back to England to dump them. Have them broken up. So the longest trip I made there was just before Christmas in 1946 when the CO said he wanted turkey for everyone for Christmas and we flew to Northern Ireland. Think we landed twice to refuel. Brought four hundred pounds weight of turkey and flew them back to the station. This was the worst winter of the century and our final trip was down to Eindhoven where the aircraft froze solid and we were unable to go any further. I was discharged in 1947 and went back to university to take applied optics and joined civilian life. In 1951 I got married and also joined Auxiliary Air Force doing part time work teaching other people navigation. I left there in 1957 and my contact with the Air Force continued with the Royal Air Force Association which I’ve been a member for many years. I’ve been welfare officer, secretary and for many years chairman. I’ve now retired from all such things as I now feel that at my age I deserve to take things more easily.
JM: John, thank you very much. Could we just go back over some of those points and just discuss them in a little bit more detail? I’d like to start on this occasion right at the early stage in your RAF career when you were being trained to operate the wireless and as a navigator. Could you tell us a little bit more about how that took place and how easy you found it to master those skills?
JH: Yeah. Well, I already, I already had a good knowledge of Morse Code. We, we had to get your [air observer’s] badge you had to be able to Morse Code at twelve words a minute but with the RAF you had to have at least sixteen words a minute and I think we managed twenty two words a minute which is, a word is five letters so twenty two times five is over a hundred. More than one a second and you’d got so used to doing it that you could read a book and take it down at the same time. But it was something you never forget and even today seventy years later I can still remember the Morse Code but not as quickly as that. It was of limited use really because you don’t use your radio when you’re flying over Germany because it gives your position away and if your only message you receive are a change of target or a general recall. But in point of fact I never used it as such because we had Gee radar instead.
JM: And Gee worked on the basis of receiving signals from a ground transmitting station.
JH: Yeah.
JM: Was it easy to use Gee?
JH: Yes. Very easy. Yes. You had two little blips and you used to align the blips. I forget how you do it all now [laughs] but you could align the blips and push a button that gave you a reading and you could read off of the map exactly where you were or you could set on it the position of the end of your runway and then watch the two blips coming together and when they came together there you were over the airport.
JM: Your time in Canada must have been very important in your formation as a young man.
JH: Yes. I thoroughly enjoyed my time in Canada. It was an eye opener. Canadian society was much looser and not so rigid as English society and it’s, it’s a great country, Canada. I’ve been back many times since and it really is a great country. The one disadvantage of course is the Canadian winter and all those who can afford it and are retired go down to Florida for the winter. But if you’re, they say that the best part of Canada is the West Coast. British Columbia. Vancouver. Vancouver Island. And having been there I can see that it is. They even play cricket on Vancouver Island so it is home from home for Englishmen.
JM: So, you convert on to the Mosquito. Tell us a little bit more please about what that aeroplane was like to operate and to learn to fly.
JH: Well, it [pause] it was a very complicated aircraft. One forgets how complicated it was but it had, it needed a very experienced pilot to fly it. All the pilots had to have a minimum of one thousand hours and you had to cooperate. The pilot and the navigator had to cooperate exactly to get everything right. But navigating you had to have your position within a hundred of yards of the track and it was a question of whether you flew under high tension cables or over them and the landing speeds and take off speeds were very high for aircraft of the time, a hundred and twenty miles an hour. And it was a very fast aircraft for the day. It cruised at two hundred and seventy miles an hour. Well, a Spitfire cruised at two hundred and fifty. And it had a very high top speed but we never had to use because we only used it in an emergency and obviously it was very expensive on the engine and very expensive on fuel and you shortened your range tremendously if you go belting across at four hundred miles an hour.
JM: Now, as a navigator you would have needed light in the cockpit to read maps or to do your work.
JH: No.
JM: But obviously that was a giveaway. So how did you get around that one?
JH: No. There were no navigation lights but we had a little torch. A little round torch about an inch across and you put tissue paper over the bulb so that it wasn’t so bright. Apart from my training flights in Canada I never flew in an aircraft which had a navigator station with a table or things like that. They were always up sitting next to the pilot and just with a map on your knees. But you got very expert and they always say a man is not lost, merely unsure of his position.
JM: But map reading at low level at high speed must be quite difficult to do.
JH: Yes. It is more difficult. Yeah.
JM: How did you go about that? What principles did you —
JH: Well, you’ve got to do it constantly. You can’t turn away from it. That’s why you couldn’t take time off to repair a radio set. If you do that you lose very quickly your sense of where you are. But the maps were very detailed and so you could figure out names. At night of course it was a different matter. If it was a black night there was nothing you could see at all on the ground and you [pause] I don’t know how we did it but we did do it.
JM: Now, your Mosquito was gun armed I understand.
JH: Yeah.
JM: Tell us a little bit about that.
JH: Well, they had four machine guns on the nose and four twenty millimetre cannon underneath the fuselage all firing forwards. It was particularly used for ground support. Shooting at anything that moved on the ground. It also did bomb specified targets. Particularly if the Army had asked for them. Rather funnily I was collecting money for the RAF Association outside the supermarket in Stone. This man came up to me and said, ‘Where were you in July 1944?’ I said, ‘I was still training.’ ‘Well,’ he said, ‘Mosquitoes attacked our headquarters.’ I thought, ‘Oh dear.’ And then I realised he wasn’t English he was German [laughs] so I didn’t mind after all.
JM: Because you were with 487 Squadron which was a New Zealand squadron with a tremendous history during the Second World War. You were aware of those traditions when you joined it I’m sure.
JH: Oh yes. Oh yes. I mean the CO was a Wing Commander Kemp. He was flying in the Middle East and he didn’t want to stop flying. He knew they would stop him if his papers arrived back in England so he arrived to fly back so he arrived before his papers did so he could still go on flying and he had two DSOs and two DFCs. A very nice man he was. He was a peacetime veterinary surgeon and that’s what he went back to doing after the war.
JM: I understand that the Mosquitoes on 487 attacked quite specific targets on at least two occasions. Can, can you just tell us a little bit about those attacks?
JH: Yeah. Well, one of the most famous ones was the Amien Prison where they attacked the wall. An Australian squadron attacked the barracks and an English squadron was in reserve. The other one was the Gestapo Headquarters in Copenhagen where they were holding two of the Resistance fighters and torturing them for information and everyone gives way in the end. And they asked us to bomb it and even to kill them. To kill the agents. Now in point of fact they dropped a delayed action bomb which went straight through down to the ground floor killing the Gestapo but didn’t kill the two agents who managed to escape.
JM: But there was a tragedy associated with that.
JH: Yes. Some of the Mosquitoes bombed a girl’s school. But the Danish were very understanding about it. They didn’t blame them at all. It’s surprising but they didn’t. No.
JM: Now, when the war was over you had the opportunity to participate in the Nuremberg trials which is something that history records but I have never met anybody who was actually associated with that.
JH: Yes we —
JM: Can you tell us more about that please?
JH: We all got a chance of sit in. You went on the balcony and put some earphones on and turned the dial to English so that you got a simultaneous translation. And the, all war criminals were in the dock together. They looked a very ordinary set of men apart from Goering in his white jacket. And there was a German general in the box answering. Answering questions. It was all very slow paced. This trial took many months. Some were acquitted. Some got lesser sentences and some were condemned.
JM: And executed.
JH: What?
JM: And executed.
JH: And executed. Yeah. Yeah. Yes, the Americans had their own executioner. A master sergeant executioner. He executed over three hundred American servicemen during the war over here.
JM: Good grief.
JH: Yeah. That was for murder or rape.
JM: Desertion or other criminal military offences.
JH: Not desertion. No. They were nearly all murder or rape.
JM: Was it? Was it? Yeah.
JH: Of course, a lot of them rape cases were black and you do see pictures now of blacks serving in with the white services but of course they didn’t. No black men served in the white services. They were all separate units. They went to different pubs. There was no mixing at all.
JM: But you, you did have black aircrew in the RAF.
JH: Yes. On my navigation course we had two West Indian brothers and a Nigerian and we had no problem with that at all.
JM: So there was no discrimination at that stage.
JH: No.
JM: You were all in the same uniform.
JH: Not at all. No. No. They were nice chaps and we got on very well. I met one of the West Indians later on. I’d landed somewhere and he suddenly, saw him waving at me. He’d also come in to land there. So I don’t know where he’d been or what he’d been doing but they had normal duties.
JM: Going back to your story you’ve mentioned that you were involved in bringing aircraft back to Britain for scrapping. There was no sense of holding aircraft for heritage in those days I gather.
JH: None at all. No. The principal place we took them was St Athans which was in Wales actually and I’ve never seen so many Lancasters all lined up wing tip to wing tip. All going to the scrap heap. It’s a wonder we saved any at all but a lot of aircraft, many, many types of which none exist because we didn’t save any. I was surprised to see a Defiant the other day which I didn’t know any of those existed. It was a useless aircraft but [pause] easily shot down.
JM: Yes. And, and then, you know you maintained your association with the Royal Air Force in to the 1950s.
JH: Yeah.
JM: You were saying that you were helping to train people to —
JH: Yeah.
JM: Learn the skills of navigation. How did you view the RAF changing in those post-war years?
JH: Well, it was, it was still quite a considerable sized force back then. There were one or two hundred thousand people. Now it’s only thirty eight thousand. As I say everyone knows everyone else’s name, you know. It’s like a boy’s club of sorts.
JM: Yeah. You have this marvellous model of the Mosquito here in your home.
JH: Yeah.
JM: It’s a wonderful model. You were telling me that the opportunity came to paint the spinners on the engines in a colour.
JH: Yes.
JM: Would you tell us about that?
JH: All the squadrons were allowed to have different coloured spinners. Ours was a blue ring and all the front of it was polished bright metal. So we had to do that and the CO didn’t want the ground staff to do it. He said they’ll resent it so you got to do it yourself.
JM: And that was hard work.
JH: Not really but it wasn’t what we were accustomed to.
JM: Now you didn’t maintain any contact with your pilot or the other New Zealanders after.
JH: No. No. I didn’t I’m afraid. But my great friend Geoff he’d been sent out the Far East and we did correspond for a time but he lived at Nantwich which in those days was a long way away from where I lived and we never met. I met one or two people but not many.
JM: No. No. No. Well, John, thank you very much for completing this interview with me. Thank you for all the information that you’ve given which is very detailed and very unusual and I’m sure it will go down in to the IBCC Archives and be of considerable significance to historians of the future. So thank you very much indeed.
JH: Pleasure. What I didn’t mention and wasn’t going to was one of my friends up in Canada —
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with John Holtham
Creator
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Julian Maslin
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-05-22
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AHolthamJ180522
Format
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00:27:33 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Norfolk
England--Shropshire
England--Oxfordshire
England--Oxford
Canada
Nova Scotia
France
Germany
Germany--Nuremberg
New Zealand
Description
An account of the resource
At the age of 15 he ran away from home, lied about his age, and joined the British Army. In 1917 he joined the Royal Flying Corps and qualified as a pilot and volunteered to join the Royal Naval Air Service. When the Second World War broke out, he joined the Royal Air Force and spent time as the senior training officer at RAF Great Yarmouth. In 1941 John joined the Air Training Corps and the following year he was offered a place on the RAF university entrance scheme for six months. He then went to Oxford to read history and do RAF training. After six months he was able to re-join the RAF, and went to Canada for a navigation course. He and a friend volunteered to go to an Operational Training Unit in Nova Scotia where they were paired with their pilots and did an eight-week course on Mosquitos. After another Operational Training Unit in Shropshire they were posted to France, where they joined 487 Squadron. When the war ended John went back to New Zealand and transferred to 139 Squadron. His next postings in 1946 were to Nuremberg where he was involved in the trials. In 1947 he was discharged and went back to university. John got married in 1951 and re-joined the Air Force in a teaching capacity.
Temporal Coverage
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1917
1941
1942
1945
1946
1947
1951
Contributor
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Sue Smith
Julie Williams
Carolyn Emery
139 Squadron
487 Squadron
aircrew
crewing up
Gee
Mosquito
navigator
Operational Training Unit
RAF Great Yarmouth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1134/11663/PSmithS1801.1.jpg
f94dbb60395c90067e51aab4f5d2c80c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1134/11663/ASmithS180725.2.mp3
6e885283915121698b10221dcfa7e7f9
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
Smith, Sydney
S Smith
Description
An account of the resource
An oral history interview with Sydney Smith (b.1934). She was a child during the Blitz and served as a nurse in the RAF post 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
2018-07-25
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Smith, S
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DK: Right. So I’ll, I’ll just introduce myself. So I’m David Kavanagh for the International Bomber Command Centre interviewing Mrs —
SS: Sydney.
DK: Sydney Smith at her home on the 25th of July 2018.
SS: Yeah.
DK: If I just put that down. Down there.
SS: That’s right.
DK: It’s that’ll pick you up. If I’m looking down —
SS: Yes.
DK: I’m just making sure it’s recording. Ok.
SS: If you look up behind me that’s a picture of me in the Air Force.
DK: Oh right. Can I take a closer look is that ok?
SS: Yes. Do.
[pause]
DK: Oh right. So, you’re a nurse there. And was this your husband then?
SS: Yes. That’s right. I had to leave the Air Force to get married.
DK: And, and was he a policeman?
SS: He was a policeman in the Metropolitan Police.
DK: Oh wow. So, lovely photos aren’t they?
SS: Yes. I think I would have stayed on had I not met my husband.
DK: Really?
SS: Yes.
DK: Was that, was that the thing? Once you got married you had to leave.
SS: Oh yes.
DK: The nursing profession.
SS: In those days, yes. You did.
DK: Yeah.
SS: I mean it went to the European court and then they said that you know females can be married.
DK: Right. Yeah. And I’ll just ask you then do you have reminiscences or remember much about the war itself?
SS: Oh yes.
DK: And can you just tell us a little about —
SS: I was five. I was five when war broke out and I lived a few miles from London. About eight or ten miles from London. And the Battle of Britain was fought over my head. And I saw a plane shot down and I saw people come down in parachutes. And it made such an impression on me that these young men were willing to sacrifice their lives for my future that when I grow up I’m going to do something for the Air Force. I didn’t know what. And then when I finished my nurse training I decided I would join the Air Force and do my bit for them.
DK: So, so what years then were you doing the nursing training?
SS: I was 1951 I started.
DK: ‘51.
SS: The nursing training.
DK: Right.
SS: And nineteen fifty — oh I can’t remember. ’56 I joined the Air Force.
DK: Right.
SS: Yes.
DK: And just going back to you remembering the war time do you remember anything after the Battle of Britain? Between then and the end of the war.
SS: Oh yes. I mean being a school child and —
DK: But were you evacuated then? Or —
SS: No. I wasn’t evacuated.
DK: No.
SS: Because I was going to be evacuated to America. I’ve actually got a newspaper cutting about that. And my mother was ill and couldn’t take me to the Centre where we were meant to be. And so I was going to go on the next boat and the ship I was on was torpedoed.
DK: Oh.
SS: And I think there were about seventy children drowned.
DK: No. Oh dear.
SS: And she wouldn’t let me go after that.
DK: No. No.
SS: So I never was evacuated.
DK: No.
SS: So I spent my schooldays, a lot of my schooldays when the air raids were on during the day was spent in the shelters which were long iron things. Iron shelters with and because they rusted, the sides and were covered with earth.
DK: Earth. Yeah.
SS: Yeah.
DK: And did you have those in your school then?
SS: Yes.
DK: Yeah.
SS: In my school.
DK: And can you remember which schools you attended?
SS: Yes. I attended Byron Court School. The whole of my time at Byron Court School was at that, and that was in Wembley.
DK: In Wembley. Right.
SS: Yes.
DK: So, so you’d have had a good view of the Battle of Britain then from Wembley.
SS: Oh yes. That’s why I said.
DK: Yeah.
SS: I remember the Battle of Britain especially.
DK: Yeah.
SS: But we, nights when the bombings and that sort of thing my mother would sit up with me and my brother and she, she said, ‘Don’t worry. Jesus will look after us.’ And he always did. And that’s what I remember. But my parents they first of all got an Anderson shelter. But Wembley has got a very high water table.
DK: Right.
SS: So it was always half full of water.
DK: Yeah.
SS: So my stepfather and my step sister used to go down in the shelter but my mother said, ‘No. We’ll be alright.’
DK: And can you remember the damage in the area? The bombings.
SS: Oh yes. I can remember those. I remember going out with my mother once with the baby in the pram with a big baby gas mask.
DK: Yeah.
SS: And strapped to the pram. And me with my, wearing my gas mask on the [unclear] and it was pouring with rain and there was an air raid. Daylight air raid. And they were dropping incendiary bombs all around. And every time we heard something come, you know the babies pram hood was up and my mother and I crouched by the pram and just hoped for the best. But we got through.
DK: So how many was in your family then? There was —
SS: Well, there was my father died when I was a baby.
DK: Right.
SS: So there was my stepfather and my, I had a step sister. I had a step brother in the Air Force.
DK: Right.
SS: He was already in the Air Force before the war started.
DK: So your step brother was quite a little bit older than you then.
SS: Yes.
DK: Yeah.
SS: That’s right. Yes. He was older than my mother too.
DK: Oh right.
SS: Yes. So anyhow my, no my stepbrother was fourteen years older than me.
DK: Right.
SS: My step sister was four years older.
DK: Right.
SS: And then they had two children and they were wartime babies.
DK: Right. Right.
SS: Yeah.
DK: And what did your step brother do in the Air Force? Do you know what he was?
SS: No. My stepbrother.
DK: Yes. Your step brother. What did your step brother do in the Air Force?
SS: He was ground crew.
DK: Right.
SS: Yes. But he did occasionally go up with, as a gunner.
DK: Right.
SS: In the planes. But he was in Aden quite a bit.
DK: Right.
SS: And he brought, he came home on leave and brought a banana and it was at the bottom of his kit bag and it was black. But we shared it between the five of us.
DK: So was that the first time you’d seen a banana?
SS: Well, since I was a little toddler.
DK: Yeah. So do you remember the, I mean you were very young at the time but were you, can you remember being scared or was it a real excitement?
SS: Oh, the first, the first time there was an air raid was near Christmas time and the sound of the ack ack guns it frightened me.
DK: Yeah.
SS: It really did frighten me.
DK: And that’s some, that fear you can still remember.
SS: Oh, I can. Yes.
DK: So did, did you see aircraft actually shot down?
SS: I did.
DK: Yeah.
SS: I saw one shot down. Actually shot down. Coming down the —
DK: Coming down.
SS: And I used to have nightmares afterwards.
DK: Really.
SS: And I said to my mother, ‘Did I see an aircraft shot down?’ She said, ‘Yes. You did.’ And I did see parachutists come out of a plane. But I didn’t see, actually see the plane come down.
DK: Yeah.
SS: And as children we used to collect all, you could go around after the runway and look at the bomb damage and that sort of thing. All these houses. These houses, and all exposed. You know all their private things exposed and all that sort of thing. And we used to collect shrapnel.
DK: Yeah.
SS: Oh, you know. Big. Especially the boys used to collect shrapnel.
DK: Yeah.
SS: And the bigger collection the better. And all the drawings of course were planes dropping bombs.
DK: Really?
SS: Yes. That’s all the drawings the children did.
DK: So it was having quite an impression on them as children.
SS: Oh. Oh it was.
DK: Yeah.
SS: And we had no care or anything like that. No counselling.
DK: No.
SS: No.
DK: That’s, that’s a more recent thing isn’t it?
SS: It is, isn’t it? Yeah. No. We were meant to get on with it.
DK: Yeah.
SS: And cod liver oil and orange juice. That used to keep us going. Cod liver oil was horrible.
DK: So you can remember the rationing then?
SS: Oh, I can.
DK: Yeah.
SS: Oh yes. And how, when anybody was getting get married we all sort of put all our points together to make a wedding feast and that sort of thing. When my birthday parties my mother used to get some plaster of Paris or whatever and ice a cake tin. And we saved up our sweet ration, put it under the cake tin and the iced cake tin was my birthday cake.
DK: Oh right.
SS: Yes. And the school lessons were sometimes in the shelters and —
DK: So you can, so it was quite a big shelter.
SS: Oh yes.
DK: In the school grounds then.
SS: It took two classes.
DK: Right.
SS: So there must have been about sixty or so children in.
DK: So an air raid could have been going on and you were still having your lessons.
SS: Oh yes.
DK: In the air raid shelter.
SS: Oh yes. And if there was an air raid warning during school time they used to ring the bell six times.
DK: Right.
SS: And if it rung six times. Beep. Beep. Beep. That was meant we had to line up at the door and then walk down. No running. No running. No talking. Into the air raid shelter. And one class would be one side.
DK: Right.
SS: Or one half of the shelter. And the other class would be in the other half.
DK: Yeah.
SS: And the teachers at the door.
DK: So after the bombing of London and the Battle of Britain do you remember much about the war after that period?
SS: Oh yes. I mean, it was, it was my, our life. I mean it was just growing up.
DK: Yeah.
SS: And our life. We accepted it as war.
DK: Yeah.
SS: We didn’t, we didn’t know why but —
DK: Can you recall seeing our planes flying out to Germany?
SS: Oh, yes. Oh, yes. Lots of them. And we used to be aircraft recognition. I was quite good at it then.
DK: Yes.
SS: But I couldn’t remember now.
DK: Yeah.
SS: But oh, the Spit, or the bombers going over.
DK: Yeah.
SS: And the Spit, and the Spitfires, you know.
DK: Yeah.
SS: Or whatever accompanied. The Hurricanes or whatever accompanying them out anyhow. I don’t know how they went but —
DK: And was it quite a sight to see then?
SS: Oh was it? Was it, yes.
DK: The planes going over.
SS: Yes. Well, hundreds of them just going over and over and over and I thought oh, you know, those men.
DK: So, and can you remember the war ending and how you felt about that? I know you’d have only been a child but —
SS: That was wonderful because we had street shelters in those days. They built these street shelters. My mother wouldn’t go in to the them.
DK: Yeah.
SS: But, and I wasn’t, and all the children were most of the children anyhow used to love to go up lamp posts and on to the top of the shelters. I wasn’t allowed to. But VE Day. I, well first of all let’s do the landing.
DK: The D-Day.
SS: At D-Day.
DK: D-Day. Yes. I’m jumping ahead a bit, aren’t I?
SS: Yes.
DK: Yeah.
SS: I came home. We used to come home for lunch you see.
DK: Right.
SS: School dinners were only just coming in and we used to have to eat them in the classroom if we, so I came home to dinner and walked home. And my mother came and greeted me at the door. She said, ‘We’ve landed in France. We’ve landed in France.’
DK: Yeah.
SS: VE day. She was so pleased. So excited about it.
DK: So how would she have known? Would she have heard that on the radio then?
SS: She heard it on the radio.
DK: Yeah.
SS: Yes. And then VJ Day. Well, we sort of knew it was coming. We knew it was coming but we didn’t know when.
DK: And after D-Day do you remember the Doodlebugs? And the —
SS: Oh yes.
DK: Yeah.
SS: And the V-1s.
DK: V-2s.
SS: V-2s
DK: Yeah. Rockets.
SS: My mother reckoned she saw a V-2. She was opening the curtains in the morning and she saw this thing come down like that. Ever so fast and then this loud bang.
DK: Yeah.
SS: And she reckoned she saw it.
DK: She saw it. Yeah. And do you remember the Doodlebugs as well?
SS: Oh, do I? Yeah.
DK: The noise they made.
SS: Frightening. That was frightening.
DK: Yeah.
SS: Because when it stopped you didn’t know where it was going to land.
DK: And did any land near to your house at all?
SS: Not to my house. No.
DK: Right.
SS: But over the railway. There was a railway line in between. Over the railway line there was. And oh that silence. Oh. We were so frightened. It was the silence that really frightened us. It wasn’t the Doodlebug. The noise of the Doodlebug.
DK: Yeah. Yeah.
SS: It was really frightening.
DK: Just waiting for the explosion.
SS: Yes.
DK: Yeah.
SS: Yeah. So VJ Day was a wonderful day. It really was.
DK: Or VE Day.
SS: VE Day. Yeah.
DK: VE Day. Yeah. Yeah.
SS: VE Day. And I remember VJ Day too.
DK: Oh, right. Ok.
SS: Well, VE Day I was allowed on top of the shelter. My mother let me go up. And we, the children were allowed to stay up and play and then the next day all the ration points were collected and then we, we had them all and we had the street party in our street.
DK: Right. Yeah.
SS: And all that sort of thing. And it was really, really exciting.
DK: And can —
SS: And my step sister, she was then seventeen. She went up to London to join in all the celebrations.
DK: Oh right.
SS: And she fell pregnant.
DK: Oh [laugh] oh dear. Whoops.
SS: So there was a shot gun marriage later on.
DK: Right. [laughs] Ok. Ok. These things happen.
SS: They do. Yes.
DK: Obviously celebrating too much.
SS: But as a child I would go out to play in the summer holidays and things like that and nobody worried about me. And we’d all come home to dinner and I mean the Americans and everything but we didn’t worry about strange men or anything like that.
DK: No.
SS: It never occurred to anybody.
DK: So even though there was this potential danger as a child of bombs and everything you did have more —
SS: Yes. Well, if there was an air raid we’d run home.
DK: Yeah.
SS: And that’s it.
DK: But despite that you think you had more freedoms then.
SS: Oh, we had more freedom, yes. Well, there wasn’t, no cars on the road hardly or anything like that because petrol was rationed.
DK: Yeah. So do you remember the Americans then?
SS: Oh yes. I remember the Yanks.
DK: And what did you think of them?
SS: Oh, well they were over here.
DK: Yeah.
SS: Yes, and yes if you got friendly with a Yank you could get chewing gum and my step sister got nylons and things like that.
DK: Right.
SS: That’s how, I think that’s how she got pregnant.
DK: [laughs] Was he an American then, was he? Or —
SS: I think so, yes.
DK: Yeah. Right. Ok.
SS: Yeah.
DK: Yeah. Ok. So, so the wars ended then and how old would you have been in 1945?
SS: Ten.
DK: Ten. Ok.
SS: Ten going on, just going on to eleven.
DK: Right. So, you’ve, you’ve experienced and you say that that then drove you then to the nursing side of things. Is that what you wanted to do?
SS: Yes. With the Air Force.
DK: Yeah.
SS: I was going to do something for the Air Force.
DK: Right.
SS: When I grew up.
DK: Right.
SS: And I carried that all the way through my childhood, adolescence and that sort of thing.
DK: So you qualified as a nurse first.
SS: I qualified as a nurse.
DK: Yeah. So how many years did that take?
SS: Well, that took, well I did two years orthopaedic nursing.
DK: Right.
SS: And I was an orthopaedic trained nurse. And then I went and did two years general training. But I didn’t do the midwifery part of it.
DK: Right.
SS: I joined the Air Force. I thought I’d join the Air Force.
DK: And your training. Was that under the NHS?
SS: Yes.
DK: So you’d have been one of the very early nurses.
SS: Yes.
DK: In the NHS then.
SS: Yes.
DK: So what year are we talking about now? Roughly.
SS: We’re talking of ‘51 I joined the nursing.
DK: 1951. So, not, not —
SS: As a nurse. As —
DK: Not long after. Not long after the —
SS: That’s when I did my training. Started my training.
DK: Right.
SS: ’51.
DK: And do you, you joined the Air Force in nineteen fifty —
SS: ’56.
DK: ’56. Right. And how many years were you in the Air Force then?
SS: Four years. Four years short term commission.
DK: Right. So can you just say a little bit about what you did as a nurse in the Air Force then?
SS: Yes, well —
DK: What your duties were.
SS: Well, first of all I went to Halton. Oh, it was a lovely place Halton then. It was countryside and it was lovely. And there we learned the basics of the Air Force. We learned how to march. That was a laugh to see. The poor flight sergeant trying to teach us how to march. And then, then on the wards we, the matron was [pause] I can’t remember her name now. Sorry. I can’t remember them. I’m not good at remembering now.
DK: Would her name be down in your recollection there?
SS: No. Not the names. No.
DK: No. No.
SS: No. Because you see since I’ve come here I’ve had sepsis and it affected my memory.
DK: Ok.
SS: So it is a shame really.
DK: Yeah.
SS: But it wasn’t.
DK: What was, what was the matron like then? Were they quite stern ladies?
SS: Yes. Well, they were group. Group officers.
DK: Right.
SS: And they were. They were quite nice. It was the CO’s inspections that I remember especially.
DK: So you actually held a rank in the RAF.
SS: I did. I was, I was a flying officer.
DK: Flying officer. Right. Ok.
SS: Yes.
DK: And, and were all the nurses flying officers then?
SS: Those that joined. But further then you became a flight officer.
DK: Right.
SS: And then you became a group officer.
DK: Right.
SS: And now it’s Group captain. You see.
DK: Because presumably then was it the Women’s Royal Air Force then or the Women’s Auxiliary Air Force?
SS: Princess Mary’s Royal Air Force Nursing Service.
DK: Right. Ok. Ok. So, it’s like slightly different.
SS: The PMRAFNS.
DK: Right.
SS: And anyhow, Halton was lovely where we did our basic training. And then I was posted to Nocton Hall. Nocton Hall was lovely. It had been a Royal, an American Air Force base hospital.
DK: Right.
SS: And it was all hutted wards and things like that.
DK: Right.
SS: And it was, Nocton Hall I did enjoy. At Nocton Hall I used to nurse. And one of the patients I nursed was Bobby Moore.
DK: Oh right.
SS: He was SAC Bobby Moore.
DK: Yeah.
SS: Robert Moore. And he’d hurt his knee playing football.
DK: Oh dear. It didn’t end his career though, did it?
SS: No. It didn’t, did it? [laughs] No.
DK: So do you remember much about him then do you?
SS: Not an awful lot.
DK: No.
SS: Except he was a very nice cheerful chappie.
DK: Yeah.
SS: In fact it was great fun nursing with the Air Force because they were all young men you see.
DK: Yeah.
SS: And they were all fit apart from knees or strains or something.
DK: Did you deal with any injured aircrew at all?
SS: Oh, yes. Yes.
DK: Do you know what they had?
SS: And one man he baled out at, I don’t know at a thousand feet. Something. More. And his parachute didn’t open. And he was alive with practically every bone broken.
DK: Oh,
SS: But he died soon after admission.
DK: Oh dear.
SS: Fancy getting [pause] it was awful.
DK: Yeah.
SS: And but mostly it was either flu or something. We had the bad flu epidemic when I was at Nocton Hall.
DK: Right.
SS: It was a very bad one. And we had one young man. Airman. He was flown in from Scotland to us and they tried to keep him alive and I was on night duty and his wife was on the way with, and she’d got a two year old and he died ten minutes before she arrived.
DK: Oh dear. Yeah.
SS: Yes. That sort of thing.
DK: Yeah.
SS: But mostly I mean we, I nursed some Australians. ANZACs and things like that.
DK: Did, did you get posted abroad at all?
SS: Yes. Then after Nocton Hall. Oh, I must tell you about the fire escape because Nocton Hall has burned down, hasn’t it?
DK: Right ok.
SS: It has.
DK: Yeah. Yeah.
SS: And it was a lovely. We were in the actual hall which Ann Boleyn apparently had had and we shared rooms and there was just one big main staircase so fire escapes. And the fire escape that I should have had would have been in the bathroom with a rope. I had to let myself down on a rope [laughs] so I’m glad about that. I must have a drink.
DK: So you never had to use it then.
SS: No.
DK: So did you get on well with your fellow nurses then? Was it —
SS: Oh yes.
DK: Was there a lot of comeraderie?
SS: Yes. And the officers because we messed with the officers but we had our own separate quarters.
DK: Right. And what did you do in your time off? Where did you sort of socialise and —
SS: Oh yes. That sort of thing. Yes.
DK: Where did you go in your time off?
SS: Well, I mean we used to go to the, officers used to take us to Cranwell for certain events and things like that, or we went to Glyndebourne.
DK: Yeah.
SS: Oh, you know it was very nice. I was once the library officer.
DK: Right.
SS: I think it was Nocton Hall that I was at and I was library, in charge of the library in the mess and I introduced them to Ian Fleming.
DK: Oh yes.
SS: And 007.
DK: Yeah. Yeah.
SS: They were just coming out. Those books.
DK: Oh right.
SS: And they were very, I really enjoyed that.
DK: So about this time then you you’ve met your husband then.
SS: No. No.
DK: Oh.
SS: I didn’t meet him until I was in Germany.
DK: Ah right. Can you say a little about what happened while you were in Germany then?
SS: Yes. Well, we went over on a troop ship to the continent and the troop ship was fogbound and so it didn’t dock. We were supposed to have breakfast on the train you see. So lunchtime came and we hadn’t had anything to eat. And so they had to open the emergency rations.
DK: Yeah.
SS: And we had hardtack and bully beef. And then it was later on in the afternoon when it finally had docked.
DK: Yeah. Can you remember where you docked now then?
SS: Yeah. Hook of Holland.
DK: Right. Ok. And where abouts were you based in Germany?
SS: Wegberg. I don’t know if you, well first of all I went to Rostrup.
DK: Right.
SS: Rostrup was, I don’t know it seemed to be a new hospital to me. But we had to close it, and all the things that couldn’t be transported were bulldozed.
DK: Oh right.
SS: And there was Germany bombed to the ground. In need of things.
DK: Yeah.
SS: And surgical things and all that sort of things and houses.
DK: Yeah. Yeah.
SS: So all the married quarters were bulldozed.
DK: Yeah.
SS: But because they were our, still our enemy.
DK: Yeah.
SS: We did —
DK: Did, did you get to meet many Germans while you were out there?
SS: Yes.
DK: And —
SS: And German, we used to have German civilian patients sometimes.
DK: And what were your feelings then because you’d not long gone through a war and now your meeting them presumably for the first time. Was there any bitterness? Or —
SS: Not with us nurses.
DK: No.
SS: No.
DK: Did you feel any bitterness towards them at all or —
SS: No.
DK: No.
SS: We used to think it was most unfair because we were still on ration and there were these fat Deutsch fraus in these [laughs] in these cake shops eating cake with cream on. Cream cakes with extra cream on.
DK: So they didn’t have any rationing then? Or —
SS: Didn’t seem to have. I don’t know whether they had but [laughs]
DK: So the only bitterness was the fact they were getting cake and you weren’t [laughs]
SS: No [laughs]
DK: Ok.
SS: [laughs] Yes.
DK: So —
SS: But it was the time then of the Berlin blockade.
DK: Right.
SS: They were, I mean they were even by air transporting coal to Germans.
DK: Yeah.
SS: The West Germans.
DK: Did you get to Berlin at all? Or —
SS: Yes. I did.
DK: Right. So —
SS: Once. I went with a friend in her car.
DK: Right.
SS: We had to get special. All sorts of special permissions and things like that.
DK: Yeah.
SS: And we had to drive through West, East Berlin to —
DK: Yeah. East Germany.
SS: East Germany.
DK: Yeah.
SS: To get to Berlin.
DK: Yeah. The Soviet area.
SS: Without stopping.
DK: Oh right.
SS: If we’d stopped we would have been arrested.
DK: Right.
SS: So we had to go without stopping. And when we got there it was wintertime and there was forty, forty degrees of frost one day and everything was frozen.
DK: Yeah. So what was Berlin like in the, this would be the mid-1950s, wasn’t it?
SS: Yes. That’s right.
DK: Was it, was it being rebuilt then or —
SS: Oh yeah.
DK: Was there still a lot of damage there or —
SS: There was quite a bit of damage.
DK: Yeah.
SS: But we, I didn’t go on the U-bahn trains because I hadn’t got a pass into, behind the Berlin Wall.
DK: Right. Yeah.
SS: So we had to go, you know stay our side of it.
DK: Yes. Yeah.
SS: Yes.
DK: So how long were you in Germany for then?
SS: Two years.
DK: Right.
SS: And then I went. Wegberg was lovely because it was from, from Rostrup we went to Wegberg. And Wegberg was lovely because it was near the Second Tactical Air Force Headquarters.
DK: Oh right.
SS: And the Americans.
DK: Yeah.
SS: You know what Americans are like. They had a cinema. They had a swimming pool.
DK: Yeah.
SS: And they had all sorts of dos and that sort of thing which we were allowed to go to.
DK: Right.
SS: I was allowed to swim in the swimming pool and that’s where I got that little trophy. That little one on the side there [pause] That little dish. No.
DK: Oh that. Oh that one. Sorry.
SS: Yeah.
DK: Yeah. Oh. Oh right. So it’s RAF Germany 1959. Women’s Royal Air Force Relay.
SS: Yes. And I did the backstroke. And when I got back to the mess —
DK: That is a swimming, swimming trophy then.
SS: Yes. All these WAAF. Strapping WAAFs we were and three of us nurses, and we got that.
DK: So just for the recording then it’s a —
SS: Yes.
DK: Brass swimming trophy.
SS: Yes.
DK: And it’s got —
SS: Yes.
DK: The crest of the Second Tactical Air Force on it.
SS: Yes. Of course they were this —
DK: 1959.
SS: The nurses and that were listening on the radio. On the radio. Local radio. Their radio. RAF radio about this swimming gala you know. And when I got back over my door in the mess was this lavatory paper and it said, ‘Backstroke Syd, Wonder kid.’ [laughs] That was the sort of friendship we had, you see.
DK: Yeah. Yeah.
SS: Yeah.
DK: And at this point you’d met your husband then have you or —
SS: Yes. He was corresponding with me.
DK: Right. Ok. And he was in the police force at this time.
SS: Yes, that’s right. Yes.
DK: So, he was in the Metropolitan Police.
SS: Yes. He was. Yes. And you see, my brother, my young brother he was a policeman. He was a training policeman and his, this sergeant, he said you know he hadn’t got a girlfriend. He pricked up his ears and he said, ‘Well, my sister’s in Germany. She said she’d like a penfriend. Would you be a friend? A pen friend.’ And that’s how we got. He started writing and then, and we corresponded and when I came home on leave he said, you know we became quite good friends. I went back again and [pause] yes. He proposed before I went back.
DK: Right. Ok.
SS: He said would I marry him? And I said, ‘Well, I’ll see.’ I couldn’t make up my mind because I didn’t really want to leave the Air Force.
DK: No.
SS: But —
DK: And before I put the recording on your said that once you married you had to leave the Air Force then.
SS: Yes.
DK: Yeah
SS: That was the end of my time in the Air Force.
DK: Yeah. So, so you had to make a choice then of whether you got married.
SS: Yes. That’s right.
DK: Or stayed in the Air Force.
SS: Yes.
DK: And as you say you would have like to stayed in the Air Force then.
SS: Oh yes. I would. Yes.
DK: That’s —
SS: Yeah.
DK: Very unfortunate. That wouldn’t happen now though would it?
SS: Oh, no. We had to go to the European Court for them to get it.
DK: Yeah. Yeah. No. It seems, seems —
SS: And it, I walked, I go to the Aircrew Association because —
DK: Right.
SS: I did one casevac. I did a casevac.
DK: Oh right. Ok.
SS: Yes. It was a child and he’d had his tonsils out but he was still complaining of pain and his tonsils regrew. He had cancer of the tonsils.
DK: Oh.
SS: And we flew him out.
DK: Yeah.
SS: And we went in an Anson.
DK: Right.
SS: And there was thunderstorms all over Europe and we went up and it was lovely to go up in the plane and see these lovely clouds and that sort of thing all shining.
DK: So, he was, he was evacuated out of Germany was he?
SS: Yes.
DK: And where did you fly to then?
SS: We fly to, oh we fly to Northolt.
DK: Oh, ok. So he was evacuated.
SS: Yes. We went to a London hospital.
DK: Right.
SS: Yeah.
DK: So he was German was he? The child.
SS: No. No. The child was families.
DK: Oh right.
SS: Yes.
DK: So he was a British child in Wegberg.
SS: Yes
DK: A service family then.
SS: Yes.
DK: And you flew in an Anson to Northolt.
SS: Yes.
DK: Oh right. Was that the only emergency flight you had to do?
SS: I did one other but that was only a short flight.
DK: Right.
SS: Yes.
DK: So in the Air Force then did you get much opportunity to actually fly apart from those two?
SS: No. I didn’t.
DK: No.
SS: No. No. No. So, but I did enjoy it in the Air Force.
DK: So looking back then did you stay in touch with some of your nurse colleagues?
SS: I did for a time.
DK: Yeah.
SS: But I mean over the years.
DK: Yeah.
SS: Sixty, well nearly sixty years ago.
DK: And how do you look back on your time in the Air Force?
SS: Oh, I loved it.
DK: Yeah.
SS: I loved it. And do you know occasionally I do dream and I dream that I’ve been called back again but I haven’t got my uniform because I gave my unform to the Hendon Museum.
DK: Oh. Ok.
SS: The museum. They hadn’t got a nurses uniform.
DK: Oh right.
SS: So, I gave them my uniform.
DK: Do you know if it’s on display there at all?
SS: It was on display. I saw it years ago.
DK: Oh right.
SS: Whether it’s still there or not.
DK: Well, the next time I’m there I’ll see if it’s, if it’s there.
SS: Yes. Well, they’ve still got it anyhow.
DK: Yeah.
SS: Yes.
DK: Ok then. That’s marvellous. Thanks for your time. As we got to the end of your Air Force career I think that’s probably the best time.
SS: Yes.
DK: To stop the recording if that’s ok. But thanks very much for that. That’s been very interesting.
SS: Well, it was interesting —
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 Sydney Smith
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
2018-07-25
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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ASmithS180725, PSmithS1801
Format
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00:33:27 audio recording
Language
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eng
Coverage
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Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Buckinghamshire
England--Lincolnshire
Netherlands
Netherlands--Hoek van Holland
Germany
Germany--Berlin
Description
An account of the resource
Sydney’s father died when she was a baby. Her mother remarried and had another daughter and son. The son became ground crew in the Royal Air Force.
Sydney lived a few miles from London and attended Byron Court School in Webley. She was five when war broke out and eleven when it ended. She remembered the Battle of Britain and hundreds of aircraft taking off for Germany. A lot of Sydney’s school days were spent in the air raid shelters. From an early age she decided she wanted to work for the Air Force. Sydney started her nursing training in 1951 with the National Health Service and in 1956 she joined the Air Force for four years short commission. She recollects her posts at RAF Hospital Nocton Hall, Hook of Holland and then in Germany. When Sydney married she had to leave the Air Force, which she loved. Her husband worked for the Metropolitan Police. She donated her nurse’s uniform to Hendon museum.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1951
1956
Conforms To
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Pending revision of OH transcription
Anson
bombing
childhood in wartime
home front
incendiary device
love and romance
RAF Halton
RAF hospital Nocton Hall
shelter
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1146/11702/PStewerdPD1501.1.jpg
8daa737e457ea945bb49e8175d74b365
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1146/11702/AStewardPD150814.2.mp3
6c4791960a316c88d664b57ab65544f8
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
Steward, Peter
Peter Dennis Steward
P D Steward
Description
An account of the resource
An oral history interview with Peter Steward (b. 1933, 1922441, Royal Air Force).
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
2015-08-14
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Steward, P
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
SB: This is Sheila Bibb interviewing Peter Steward on the 14th of August 2015 at his home in Erith. Peter, could we start off with you just telling me a little bit about yourself, your family, background detail?
PS: I was, I was born in 1933 and my father at the time was a milkman, working from, from Belvedere village, called Home County Dairies. When I was — my earliest memories are of Woolwich Road in Erith which was a two up two down terraced house, and they’re very vague apart from instances where father built Meccano models et cetera. My father was always an unskilled man insomuch as that he never had a trade and worked mostly as a labourer or a fitter’s mate. He was called up during the war and after a spell of training and — also at RAF Calshot on flying boats and Catalinas — he was posted to India so I didn’t see him again until 1946. He never rose above the rank of LAC but his brother was a sergeant in the Air Force from 1933 and my cousin also was in the RAF from 1933 cousin Vic [clears throat] was an aircraft fitter, mostly on Lysanders, my,cousin Owen was a radio operator air gunner on 75 Squadron, which was 75 New Zealand Squadron, and he was stationed at Feltwell, flew thirty missions and was killed on his last one. Been married six months, rather tragic. [background noise] Having two other uncles in the Air Force, I left school at fifteen and I went to work at Woolwich Arsenal in a factory making German tank spares but I didn’t like it very much and with a fellow worker, Bob Rowe we were, went up to London, saw the posters in the RAF building in Kingsway and decided to join the boys service, which we both did. From there we went to, for training to RAF Compton Basset to train as telegraphists, which was like for us at seventeen was like torture [laugh]. It was wooden huts, coke fires, um, lots of bull and school of course on top of this so for eighteen months it was heavy going but it was, looking back on it, it was quite fun as well. From there, I was posted to Comms Central, which was Telecommunications Central at Stanbridge and we actually lived in Bletchley. I was there almost two years and a posting came up for Germany. Well, first of all I had to report to High Wycombe which was Headquarters Bomber Command and there we formed a convoy of Gee and Oboe equipment to take to Germany so we went by convoy. I can remember going from Dover to Dunkirk, where the French wanted to have a look in the radio vehicles but of course they were sealed and so there was a bit of kerfuffle but anyway they didn’t get their way and we pressed on to RAF Wildenrath in Germany, where we set up the headquarters. After we’d been there about six months they had a small monitor unit. This consisted of a RVT, a radio vehicle, with monitoring equipment and we would chase about over Europe, checking the main Gee chain, the central European Gee chain, which was also H, HS, H2S for the blind bombing and so, for the next two years, that’s what I did, chase around Germany between Winterberg, Osnabruck, Neustadt, um, Weinstrasse [?], Spijkerboor in Holland. These were all radar units on this Gee chain and all to do with Bomber Command but the closest I ever got to aircraft was at Wildenrath which was a fighter station anyway but we did see, I had a couple of Canberras land there once and that was the closest I got to aircraft from Bomber Command [laugh]. Anyway, after two years I came back to the UK and then I was with different commanders. So, that was my total experience of Bomber Command really.
SB: What time frame was that over?
PS: 1951 to ‘3. [sound of aircraft]
SB: Okay and you say you were chasing the different—
PS: Radar units.
SB: Radar units. What exactly?
PS: We were launching them. We could trigger the H2S system from, from a vehicle carrying a transmitter, a radar transmitter, and I was the radio man ‘cause we had a radio set in there so we could communicate back to back. No telephones then [laugh] so it had to be done with Morse code over a radio.
SB: Yeah and do you know why you were attached to Bomber Command for that or —
PS: As a telegraphist we would be attached to all sorts of units, stations, so you never travelled as a squadron, you always travelled as an individual. For example, I was at Andover in Hampshire with Maintenance Command and Suez blew up and I got posted out there purely to set up a new airfield called Tymvou. I believe it’s now the Turkish airfield on Cyprus and, we arrived and it was just an airstrip, that was it, and we had to prepare this for the French paras and so there we were in a Landrover with a Very pistol waiting for their first aircraft to appear. Bang! Red light, ‘Sheep on the runway.’ Bang! Green light. ‘It’s clear. Come in.’ But that was only for, I was only there for six months in that time and that was, again that was with Signals Command rather than — well, it was Near East Signals Command, yeah, but it was always to do with Signals after that. That was my little —
SB: Okay, so do you have any other interesting stories [slight laugh] from that time or —
PS: [clears throat] We had, we had our first car in Germany. Four of us bought a, Opal Capita between the four of us, served us mightily in Germany, it did. Used to go to all the wine festivals in it. And in the end, coming back, somebody said, ‘Who’s going to drive it back to England?’ Nobody fancied taking it back so we drove it into a quarry and she died [slight laugh].
SB: What was it like being in Germany that soon after the end of the war?
PS: I was shocked. I’d seen the Blitz here in London but when I saw Cologne for the first time with the cathedral still standing but nothing [emphasis] at all around, as flat as a pancake, because by that time the debris had been cleared but it was still just one huge open space around the, the dome. And [sigh] I can’t remember the other town now I went to, that was — it changed hands two or three times during the war and it was absolute flat, very little apart from the railway station there. So, that was my first — and yet we didn’t find any, any ill feeling from the locals towards us. In fact quite the opposite. We used to get invited to wine festivals in different villages. So, you know, we got on with the locals very well. And 72 Signals Unit, they employed two Germans, one for driving and one for general duties around the station, and, but the guy, the driver used to drive Rommel [laugh], quite, quite a change. We were also then at that 72 Signals Unit, Adernau, is right on top of the Nürburg Racing Ring. So I’ve driven a three-tonner around that ring [laugh]. Never got higher than sixty but still [laugh]. Yeah, that was a good time in Germany.
SB: Yeah, so —
PS: I mean, Germany was still split it two then and we were there purely for the Cold War. So, these stations were set up to take our bombers into Eastern Europe. So, we had one or two exercises, you know, to get this thing off and on the ball but our targets, funnily enough, used to be so I understand in England. It would be a bridge or a manhole cover in Sheffield or something like that [slight laugh].
SB: Yes. So, going back to before you got that posting how did you feel when you were told you were going to Germany?
PS: Oh, I was looking forward to it. Excited. Yeah. I wanted to see it, you know. We had — as a kid you had all this hatred for this country that was, you know — well, it had killed my cousin for a start and taken my father away and close relatives, uncles, and so I suppose pretty angry at the time. I thought so, I’d see what these swines are like and it was an eye-opener and, a lesson in humanity I suppose. No, we found, as I say, all these small units we had — maybe it was because we were small units, twenty-two men at the most, that we were accepted, not as conquerors, but as guests almost.
SB: Good. So, how long did you actually stay in the Air Force?
PS: Twelve, fourteen years all told, yeah. I came out. I had to. My first wife had multiple sclerosis so I spent all my time looking after her and — but she died then. So, looking back, I thought I’d love to have stayed in, done the lot, you know, but it wasn’t to be.
SB: What did you do afterwards?
PS: I went into Fleet Street believe it or not. Communications again, you see? I, met a friend who said, ‘Go and see this chap Chambers who runs an agency in Fleet Street. He’s an ex-RAF warrant officer.’ And so I went and saw him and he said, ‘Can you still handle a keyboard?’ I said, ‘Yes.’ He said, ‘Right,’ he said, ‘I’m sending you over to Australia and Associated Press.’ He said, ‘They want a keyboard man.’ So anyway that was an eye-opener. And, of course, most of the work, although it was a keyboard it was using punch tape and, so you were on the news desk and they were putting stories in front of you you send them all over the world. All of a sudden you’d get a flash signal in front of you, you know, about some disaster or something so you had to ring the bells and get that off. And from there I went to the New York Times, London Bureau. From there to the last six weeks of the Daily Herald. Then The Sun took over the Daily Herald and I moved to the Daily Express and I was there until Fleet Street folded as it were. Well, it were — every time I’ve had a job it’s become redundant, you know. From there I went into the print industry in general and every time I got to this company it would fold so [laugh] at, at sixty I thought I’m calling this a day. That’s it. Finish. So, I took some jobbing gardening jobs up and then official retirement, you know. Yeah. Quite eventful.
SB: So, would it be fair to say that your Air Force stint actually had quite a major impact on your life?
PS: Oh yes, definitely. It altered you, it made your life style for you. It really [background noise] did me and the joy is now we formed an ex-boy entrants union and, association and now we meet every year. It started off with five of us meeting up at the RAF Museum and that five is now two thousand, all ex-boy entrants. In fact [background noise] where is it? That’s me at just about seventeen, standing next to [unclear] Cliff. [unclear] That’s, that’s at Compton Bassett under training. And that’s — there we are two years ago.
SB: Lovely.
PS: Yeah, and, yeah, as I say, we meet up there at RAF Cosford [background noise] and that’s the only photograph I’ve got. I was on 72 Signals Unit.
SB: Okay. We’ll get a photo of that in a bit.
PS: [background noise] Yeah. As I say [background noise] I took so many photographs for some reason or other. [pause] But it was before the RAF took it over. A, youth, youth hostel with — so a big walking area. Obviously our radar units were on top of mountains but that was our domestic site.
SB: Very good. Right.
PS: No longer there I believe, so I’m told. I haven’t been back since so —
SB: [background noises] Have you actually been back to Germany or any of those places?
PS: Yeah. I went back once [loud background noise] but I didn’t, even then I didn’t get to the cemetery to my cousin’s. He’s buried in Kiel [?]. I didn’t get back there unfortunately. I went with a mate and saw my ex-brother-in-law and that was it. It was a sort of a flying visit more or less.
SB: Yeah. You said your father served in the war?
PS: Yeah. He served mainly in India. As I say he was away until 1946. My cousin was 75 Squadron [background noise] and that’s what he would have been doing on the aircraft.
SB: Very good.
PS: Feltwell is in Norfolk. This is a copy of his, his, um, log book, marked with a star. And as I say, what’s the date there? ’41 and ’42 he was killed. That squadron has the second biggest loss of life in the Bomber Command.
SB: Very sad.
PS: Oh it is. I lost several mates, lost three in Cyprus, four were killed in an air crash in Malta, two in Aden so, you know, even in so-called peacetime it still happens. But when I first went to Cyprus in ’56, of course, we had to go armed everywhere, which was quite strange, walking around with a Sten gun all of — over your shoulder all the time. But I never had to use it. We did get shot at first, first night in Cyprus. We — they took us out to the airstrip. No-one knew where it was first of all then someone said, ‘Oh I know where that is.’ Of course, there was no fencing or anything, just this airstrip with a bit of concrete runway, and they said, ‘Well, here’s your tents.’ We hadn’t got a gun between us and that first night we bivouacked, about three hundred yards from the road. A car come down there Bang! Bang! Bang! And luckily we were in these little safari beds but they didn’t come anywhere near us anyway, probably they were using shotguns. The next day the landlubbers [?] said, ‘Give us some weapons please.’ [laugh] ‘Look after us.’ As I say, we were supposed to be preparing an airstrip for the French and then we brought in the first French aircraft by Very pistol and the first thing off the aircraft that landed was a radio vehicle so they could communicate with the rest of the planes. Where was our equipment? On a ship broken down at Malta. This was for the Suez do. Complete farce it was, really.
SB: You improvised? [laugh]
PS: Yeah. We did. We had to. But they all, had all German equipment, the French, even a mini tractor comes out, a mini bulldozer comes out of one of these aircraft, smooths off a stretch of sand, plane goes over, it expands, it’s a twenty-two man tent. All German stuff. All their equipment was, was German, amazing stuff. But their field kitchen was lousy. [laugh] We didn’t know whether to eat with them and because we didn’t have any facilities at that time. And all they had was these two big cauldrons filled with slop [laugh] and a little jerry can filled with red wine which was like vinegar. So we said, ‘Oh this is enough of this.’ So we lit a fire, pulled out a big frying pan and had eggs and bacon [laugh]. Yeah, but that was interesting.
SB: So when you, you said you went to Cyprus, Aden, all the rest of it, what were you doing when you finally left?
PS: I was back at RAF Amport, which believe it or not is a RAF centre for padres and I was in the Signals section there. A really, really, horrible boring place, terrible. But that was my last posting. I couldn’t carry on after that, as I say, because of my wife. But no, I didn’t like that part at all. It was so, it was like being an office worker, you know.
SB: So, what was your favourite part of the whole experience?
PS: Undoubtedly Germany, with, with Cyprus a close second, yeah, yeah. Because I went back to Cyprus in ‘60, to Episcopi, which was Near East Headquarters. I was in the communications centre there. [clears throat] But it was a nice life on Cyprus. We had a married quarters, lived out, out of the camp, in Limassol and so, it was sunny atmosphere, the beach et cetera. Yeah, we enjoyed two years there.
SB: A far cry from Kingsway?
PS: A far cry from Kingsway, yeah.
SB: Yeah. Are there any other influences that you think that time has had on you?
PS: Well, only the ability to look after yourself, you know, compared to some some blokes. We all felt they can’t cook, they can’t clean you know et cetera, you know, so all that came second — what else?
SB: How about your family? Has it affected their lives?
PS: My wife doesn’t, I mean my second wife, doesn’t want to know anything about the Air Force at all [slight laugh]. She’s bored with it you know. She was, she was interested in ballet and things like that. She used to run a ballet school once. But, she trained, trained at the Royal Ballet School but she was, I’m afraid too big chested to make a ballet dancer. But but she loved the garden as well, so — she was a painter and decorator as well for a while, she got a City and Guilds et cetera, her and her friend, and they used to do it, you know, for a living.
SB: Different.
PS; Quite.
SB: Okay so I think that probably winds up your experiences very nicely then but thanks very much for that Peter.
PS: You’re welcome, very welcome.
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 Peter Steward
Creator
An entity primarily responsible for making the resource
Sheila Bibb
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-14
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
AStewardPD150814, PStewerdPD1501
Format
The file format, physical medium, or dimensions of the resource
00:25:30 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
Second generation
Description
An account of the resource
Peter Steward was born in 1933 and speaks of not seeing his father during the war due to his father's service in the RAF. His uncles and cousins also served. After leaving school at fifteen, Peter worked at the Woolwich Arsenal factory and joined the RAF boys service. He trained as a telegraphist at RAF Compton Bassett and was posted to RAF Wildenwrath in Germany with 72 Signals Unit in 1951-53, working on the European Gee chain. He speaks of the welcome he received from the German people and his shock at seeing the aftermath of Allied bombardment. He remained in the Air Force for fourteen years, also serving in Cyprus before working in the newspaper industry. After retirement he formed an ex boy entrants union.
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Wassenberg
Cyprus
Temporal Coverage
Temporal characteristics of the resource.
1951
1952
1953
Contributor
An entity responsible for making contributions to the resource
Carolyn Emery
Gee
ground personnel
H2S
military living conditions
Oboe
radar
RAF Compton Bassett
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/704/11895/LBeethamMJ[Ser -DoB]v2.pdf
e48b84bb1ab4b0ad11464c42bd3238d3
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
Beetham, Michael
Sir Michael Beetham
M Beetham
Description
An account of the resource
Five items. The collection concerns Marshal of the Royal Air Force Sir Michael Beetham GCB, CBE, DFC, AFC, DL (1923 - 2015) and contains his five flying log books. He flew a tour of operations as a pilot with 50 Squadron. After the war he flew on the goodwill tour of the United States with 35 Squadron. He remained in the RAF and rose in rank until his retirement in the 1980s.
The collection has been loaned to the IBCC Digital Archive for digitisation by Sir Michael Beetham and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Beetham, MJ
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
Michael James Beetham’s pilots flying log book. Two
Description
An account of the resource
Pilots flying log book for Michael James Beetham, covering the period from 5 December 1945 to 18 July 1952. Detailing his post war squadron duties, staff duties, flying training and instructor duties and flew the victory day fly past and good will tour of the United States. He was stationed at RAF Graveley, RAF Hemswell, RAF Finningley, RAF Eastleigh, RAF Middleton St. George, RAF Bassingbourn and RAF Andover. Aircraft flown were, Lancaster, Oxford, Lincoln, C-47, B-17, Expiditor, Anson, Wellington, Devon, Valetta, Meteor, Canberra and Proctor. Flying duties were with 35 Squadron, 82 Squadron, Headquarters Bomber Command and Staff College.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LBeethamMJ19230517v2
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
1946
1947
1948
1949
1950
1951
1952
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Spatial Coverage
Spatial characteristics of the resource.
Canada
Ghana
Great Britain
Kenya
Nigeria
South Africa
Tanzania
United States
Zambia
California--Mather Air Force Base
Colorado--Colorado Springs
England--Cambridgeshire
England--Durham (County)
England--Hampshire
England--Huntingdonshire
England--Lincolnshire
England--Suffolk
England--Wiltshire
England--Yorkshire
Ghana--Accra
Ghana--Takoradi
Kenya--Nairobi
Michigan
New York (State)
New York (State)--Mitchel Field
Newfoundland and Labrador--Gander
Ohio
Ontario--Ottawa
Ontario--Trenton
South Africa--Pretoria
Tanzania--Dar es Salaam
Tanzania--Lindi
Tanzania--Mbeya
Tanzania--Tabora
Texas
Washington (D.C.)
Zambia--Ndola
California
Colorado
Ontario
Newfoundland and Labrador
35 Squadron
82 Squadron
aircrew
Anson
B-17
C-47
Goodwill tour of the United States (1946)
Lancaster
Lincoln
Meteor
Oxford
pilot
Proctor
RAF Andover
RAF Bassingbourn
RAF Eastleigh
RAF Finningley
RAF Graveley
RAF Hemswell
RAF Middleton St George
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1217/15049/LStoreyDP1334123v1.2.pdf
9575e8b05a67237abd33f0bdb44eaf50
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
Storey, David Philip
D P Storey
Description
An account of the resource
Three items. The collection concerns David Philip Storey DFC (1919 - 2018, 1334123, Royal Air Force) and consists of his log book, a photograph and a memoir. He flew operations as a navigator with 51 Squadron from RAF Snaith and then became an instructor at RAF Kinloss. He was promoted to flight lieutenant in September 1945.
The collection has been licenced to the IBCC Digital Archive by David Storey 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
2019-01-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Storey, DP
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
David Storey's observer’s and air gunner’s flying log book
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
LStoreyDP1334123v1
Description
An account of the resource
Observer’s and air gunner’s flying log book for David Storey, navigator, covering the period from 3 October 1942 to 6 June 1946, and from 25 June 1949 to 29 November 1952. Detailing his flying training, operations flown, instructor duties and post war flying. He was stationed at RAF Wigtown, RAF Abingdon, RAF Rufforth, RAF Snaith, RAF Kinloss, RAF Westcott and RAF Panshanger. Aircraft flown in were, Anson, Whitley, Halifax and Wellington. He flew a total of 30 Night operations with 51 squadron. His pilots on operations were Sergeant Morris, Sergeant Jackson and Flying Officer Love. Targets were, Krefeld, Gelsenkirchen, Cologne, Hamburg, Remscheid, Mannheim, Nuremburg, Milan, Peenemunde, Leverkusen, Berlin, Monchen Gladbach, Montlucon, Modane, Hannover, Kassel, Dusseldorf, Ludwigshaven, Frankfurt, Leipzig, Stuttgart and Lille.
This item was provided, in digital form, by a third-party organisation which used technical specifications and operational protocols that may differ from those used by the IBCC Digital Archive.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Cara Walmsley
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
Atlantic Ocean--Baltic Sea
England--Buckinghamshire
England--Hertfordshire
England--Oxfordshire
England--Yorkshire
France--Lille
France--Modane
France--Montluçon
Germany--Berlin
Germany--Cologne
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Gelsenkirchen
Germany--Hamburg
Germany--Hannover
Germany--Kassel
Germany--Krefeld
Germany--Leipzig
Germany--Leverkusen
Germany--Ludwigshafen am Rhein
Germany--Mannheim
Germany--Mönchengladbach
Germany--Nuremberg
Germany--Peenemünde
Germany--Remscheid
Germany--Stuttgart
Italy--Milan
Scotland--Dumfries and Galloway
Scotland--Kinloss
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1943-06-22
1943-06-25
1943-06-26
1943-06-28
1943-06-29
1943-07-03
1943-07-04
1943-07-09
1943-07-10
1943-07-29
1943-07-30
1943-07-31
1943-08-02
1943-08-03
1943-08-09
1943-08-10
1943-08-11
1943-08-12
1943-08-13
1943-08-17
1943-08-18
1943-08-22
1943-08-23
1943-08-27
1943-08-28
1943-08-31
1943-09-01
1943-09-05
1943-09-06
1943-09-15
1943-09-16
1943-09-17
1943-09-22
1943-09-23
1943-09-24
1943-09-27
1943-09-28
1943-10-22
1943-10-23
1943-11-03
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-25
1943-11-26
1944-01-29
1944-02-15
1944-02-20
1944-03-01
1944-03-02
1944-04-29
1944-04-30
10 OTU
11 OTU
1663 HCU
19 OTU
26 OTU
51 Squadron
Air Observers School
aircrew
Anson
bombing
bombing of Hamburg (24-31 July 1943)
bombing of Kassel (22/23 October 1943)
Bombing of Peenemünde (17/18 August 1943)
Halifax
Heavy Conversion Unit
Me 109
navigator
Operational Training Unit
promotion
RAF Abingdon
RAF Kinloss
RAF Rufforth
RAF Snaith
RAF Westcott
RAF Wigtown
RAF Wing
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/976/16154/LManningR52870v1.1.pdf
247348241574f6d9c13acee159d9d84f
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
Observer’s and Air Gunner’s Log Book
Description
An account of the resource
The Observer’s and Air Gunner’s Log Book covering the period 15 June 1941 to the 16 August 1963. Manning qualified first as an Air Gunner on the 4 July 1941 and second as a flight engineer on the 1 September 1941. He was commissioned on the 4 July 1943 as a Pilot Officer and promoted to acting Flight Lieutenant in April 1944, and again to acting Squadron Leader in March 1946. He reverted to Flight Lieutenant in April 1947 but was made substantive Squadron Leader in April 1956 in the Engineering Branch. He retired 16 August 1963. There are very few entries relating to his time as a Gunner. Most entries are as Engineer.
He was stationed at RAF Stormy Down; RAF Middleton St George; RAF Linton-on-Ouse; RAF Leeming, RAF Aqir, RAF Fayid, RAF Marston Moor, RAF Snaith, RAF Holme-on-Spalding Moor, RAF Cottesmore, RAF Finingley, RAF Scampton, RAF Binbrook, RAF Henlow, RAF Seletar, RAF LLandow, RAF Swaton Morley, and RAF Medmenham. He flew in the following types manly as Engineer ; Arvo Tutor, Armstrong Whitworth Ensign, Handley Page Hannibal, Hawker Hart, Handley Page Heyford, Douglas DC 4 and 5, Handley Page Harrow, Handley Page Halifax, Miles Magister, Armstrong Whitworth Whitley, Avro Lancaster, Fairey Battle, Airspeed Oxford, de Havilland Mosquito, Avro Lincoln, Handley Page Hastings, Gloster Meteor, Avro Anson, Vickers Valletta, Vickers Wellington, Percival Prentice, Bristol Britannia and Handley Page Victor. He flew with 10 Sqaudron, 462 Squadron, 51 Squadron, and 614 Squadron. He was awarded the DFC. Pilots he flew with were Richards, Sobinski, Lewin, Turnbull, Hacking, Godfrey, Trip, Peterson, Lloyd, Bell, O’Driscoll, Allen, Declerk, Gribben, Gibsons, Wyatt, Clarke, Snow, Hardy, Haydon, McDonald, Murray, Jones, Dennis, Fisher, Connolly, Cheshire, Woolnough, Cat, McIntosh, Pope, Alcock, Smythe, Williams, Freeman, McKnight, Gillchrist, Moore, Faulkner, Carr, Espie, Brown, Price, Wiltshire, Spence, Symmons, Kirk, King, Burgess, Wilson, Pugh, Johnson, Reynolds, Roberts, Ringer, Minnis, Lowe, Everett, Renshaw-Dibb, Mathers, Sullings, Flower, Jarvis, Chopping, Widmer, Yates, Day, Spires, Huggins, Watts, Haycock, Owens, Liversidge, George , Banfield, Hunt, Porter, Goodman, Ayres, Shannon, Laytham, Lord, Rhys and Blundy,
War time operations were to Sharnhorst and Gneisenau, Cologne, St Nazaire, Kiel, Paris, Aysen Fjord, Terpitz, Trondheim, Hamburg, Mannheim, Essen, Osnabruck, Tobruk, Heraklion, Maleme, Lens, Colline Beaumont, Bourg-Leopold, Trappes, Mont-Fleury, Abbeville, Nucourt, Le Harve, Boulogne. Post war destinations were to RAF Netheravon, RAF Hemswell, RAF Scampton, RAF Lindholm, RAF Marnham, RAF St Eval, RAF Aldergrove, RAF Wyton, RAF Stradishall, RAF Binbrook, RAF Bagington, RAF Waddington, RAF Topcliffe, RAF Upwood, Kai Tak, Changi, RAF Pembrey, RAF Llandow, RAF Filton, and RAF Bruggen.
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
Manning, Reg
Reginald Manning
R Manning
Description
An account of the resource
Six items, concerning Pilot Officer Reg Manning DFC (567647 Royal air Force) including his flying log book and photographs. He served as an air gunner and flight engineer with 10 Squadron, 462 Squadron, 51 Squadron, and 614 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Reg Manning.
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
2016-06-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Manning, R
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Reg Manning's observer's and air gunner's flying log book
Description
An account of the resource
The Observer’s and Air Gunner’s Log Book covering the period 15 June 1941 to the 16 August 1963. Manning qualified first as an Air Gunner on the 4 July 1941 and second as a flight engineer on the 1 September 1941. He was commissioned on the 4 July 1943 as a Pilot Officer and promoted to acting Flight Lieutenant in April 1944, and again to acting Squadron Leader in March 1946. He reverted to Flight Lieutenant in April 1947 but was made substantive Squadron Leader in April 1956 in the Engineering Branch. He retired 16 August 1963. There are very few entries relating to his time as a Gunner. Most entries are as Engineer. He was stationed at RAF Stormy Down; RAF Middleton St George; RAF Linton-on-Ouse, RAF Leeming, RAF Aqir, RAF Fayid, RAF Marston Moor, RAF Snaith, RAF Holme-on-Spalding Moor, RAF Cottesmore, RAF Finningley, RAF Scampton, RAF Binbrook, RAF Henlow, RAF Seletar, RAF LLandow, RAF Swanton Morley, and RAF Medmenham. He flew in the following types manly as Engineer; Avro Tutor, Armstrong Whitworth Ensign, Handley Page Hannibal, Hawker Hart, Handley Page Heyford, Douglas DC 4 and 5, Handley Page Harrow, Handley Page Halifax, Miles Magister, Armstrong Whitworth Whitley, Avro Lancaster, Fairey Battle, Airspeed Oxford, de Havilland Mosquito, Avro Lincoln, Handley Page Hastings, Gloster Meteor, Avro Anson, Vickers Valletta, Vickers Wellington, Percival Prentice, Bristol Britannia and Handley Page Victor. He flew with 10 Squadron, 462 Squadron, 51 Squadron, and 614 Squadron. He was awarded the DFC. His pilots on operations were Warrant Officer Peterson, Flight sergeant Whyte, Warrant Officer O'Driscoll, Sergeant Declerk, Flight Sergeant Clarke, Sergeant Gibbons, Sergeant Wyatt, Flight Lieutenant Freeman, Flight Sergeant McKnight, Pilot Officer Gillchrist, Flight Sergeant Moore, Warrant Officer Skinner, Warrant Officer Faulkner, Flying Officer Carr and Flight Sergeant Espie. War time operations were to Scharnhorst and Gneisenau, Cologne, St Nazaire, Kiel, Paris, Aasen Fjord, Tirpitz, Trondheim, Hamburg, Stuttgart, Mannheim, Essen, Osnabruck, Tobruk, Heraklion, Maleme, Lens, Colline Beaumont, Bourg-Leopold, Trappes, Mont Fleury, Abbeville, Nucourt, Le Havre, Boulogne, Gibraltar, Kasfereet. Post war destinations were to RAF Netheravon, RAF Hemswell, RAF Scampton, RAF Lindholme, RAF Marnham, RAF St Eval, RAF Aldergrove, RAF Wyton, RAF Stradishall, RAF Binbrook, RAF Baginton, RAF Waddington, RAF Topcliffe, RAF Upwood, Kai Tak, Changi, RAF Pembrey, RAF Llandow, RAF Filton, and RAF Bruggen.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1942-02-12
1942-02-14
1942-02-15
1942-02-16
1942-02-22
1942-02-23
1942-02-26
1942-02-27
1942-03-03
1942-03-04
1942-03-30
1942-03-31
1942-04-27
1942-04-28
1942-04-29
1942-05-03
1942-05-04
1942-05-06
1942-05-07
1942-05-19
1942-05-20
1942-05-30
1942-05-31
1942-06-01
1942-06-02
1942-06-03
1942-06-04
1942-06-05
1942-06-19
1942-06-20
1942-06-22
1942-07-11
1942-07-12
1942-07-18
1942-07-19
1942-07-20
1942-07-21
1942-07-24
1942-07-25
1942-09-03
1942-09-15
1942-09-16
1942-09-17
1942-09-18
1942-09-29
1942-09-30
1942-10-05
1942-10-06
1942-10-12
1942-10-13
1942-10-18
1942-10-19
1942-10-23
1942-10-24
1942-10-27
1942-10-29
1942-11-05
1942-11-07
1942-11-23
1943-07-24
1943-07-26
1943-07-27
1943-07-29
1943-08-01
1944-05-10
1944-05-11
1944-05-12
1944-05-27
1944-05-31
1944-06-01
1944-06-06
1944-06-11
1944-06-12
1944-06-23
1944-06-24
1944-07-15
1944-07-17
1944-09-11
1944-09-17
1945-06-19
1944-06-05
1944-07-18
Format
The file format, physical medium, or dimensions of the resource
One booklet
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
Egypt
Middle East--Palestine
Singapore
China--Hong Kong
England--Yorkshire
England--Lincolnshire
England--Rutland
England--Norfolk
England--Bedfordshire
England--Buckinghamshire
England--Wiltshire
England--Cambridgeshire
England--Gloucestershire
England--Cornwall (County)
England--Suffolk
England--Warwickshire
Wales--Carmarthenshire
Belgium
Belgium--Leopoldsburg
Greece--Crete
Greece--Ērakleion
Libya
Libya--Tobruk
Norway
Norway--Trondheim
France
France--Saint-Nazaire
France--Paris
France--Lens
France--Colline-Beaumont
France--Soligny-la-Trappe
France--Abbeville
France--Nucourt
France--Le Havre
France--Boulogne-sur-Mer
Germany--Kiel
Germany--Cologne
Germany--Hamburg
Germany--Mannheim
Germany--Essen
Germany--Osnabrück
Germany--Stuttgart
Gibraltar
Norway--Aasen Fjord
Atlantic Ocean--North Sea
Northern Ireland
North Africa
France--Ver-Sur-Mer
Scotland--Shetland
China
Greece
Great Britain
Great Britain
Germany--Ruhr (Region)
England--Durham (County)
Greece
Greece--Maleme
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
LManningR52870v1
10 Squadron
1652 HCU
1668 HCU
462 Squadron
51 Squadron
614 Squadron
air gunner
Air Gunnery School
air sea rescue
aircrew
Anson
Battle
bombing of Cologne (30/31 May 1942)
bombing of the Normandy coastal batteries (5/6 June 1944)
Cook’s tour
Distinguished Flying Cross
flight engineer
Gneisenau
Halifax
Harrow
Heavy Conversion Unit
Lancaster
Lincoln
Magister
Me 110
Meteor
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oxford
promotion
RAF Aqir
RAF Binbrook
RAF Cottesmore
RAF Filton
RAF Finningley
RAF Hemswell
RAF Henlow
RAF Holme-on-Spalding Moor
RAF Honington
RAF Kasfereet
RAF Leeming
RAF Lindholme
RAF Linton on Ouse
RAF Marham
RAF Marston Moor
RAF Medmenham
RAF Middleton St George
RAF Pembrey
RAF Scampton
RAF Snaith
RAF St Eval
RAF Stormy Down
RAF Stradishall
RAF Swanton Morley
RAF Topcliffe
RAF Upwood
RAF Waddington
RAF Wyton
Scharnhorst
tactical support for Normandy troops
Tirpitz
training
V-1
V-weapon
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1224/16230/LBrownJ2205595v1.1.pdf
68f04a9ac0e97a321619e6e864c46ad3
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
Brown, Jeff
Jeffrey Brown
J Brown
Description
An account of the resource
35 items. One oral history interview with Flying Officer Jeff Brown (b. 1925, 2205595, Royal Air Force), his log book, service material and photographs including 16 pictures of B-29s. He flew operations as a Flight Sergeant air gunner with 576 Squadron from RAF Fiskerton towards the end of the war and took part in Operation Manna.
The collection has been loaned to the IBCC Digital Archive for digitisation by Jeff Brown and catalogued by Peter Adams.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-18
2017-01-31
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Brown, J-3
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
Jeff Brown's flying log book for navigators, air bombers, air gunners, flight engineers
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for Jeff Brown, air gunner, covering the period from 18 August 1944 to 31 December 1951. Detailing his flying training, operations flown and post war flying. He was stationed at RAF Dalcross, RAF Oakley, RAF Westcott, RAF Bottesford, RAF Fiskerton, RAF Wellesbourne Mountford, RAF Marham and RAF Coningsby. Aircraft flown in were, Anson, Martinet, Wellington, Lancaster, B-29, Oxford and Tiger Moth. He flew 5 Operation Manna sorties to Rotterdam and Hague, and one Operation Exodus to Brussels with 576 Squadron. His pilot on operations was Flight Sergeant Fleming. Post war flying was with 149 Squadron.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LBrownJ2205595v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Great Britain
Netherlands
Belgium--Brussels
England--Buckinghamshire
England--Leicestershire
England--Lincolnshire
England--Norfolk
England--Warwickshire
Netherlands--Hague
Netherlands--Rotterdam
Scotland--Inverness
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1948
1949
1950
1951
1945-05-01
1945-05-02
1945-05-03
1945-05-05
1945-05-08
1945-05-26
1945-06-19
11 OTU
149 Squadron
1668 HCU
576 Squadron
air gunner
Air Gunnery School
aircrew
Anson
B-29
Cook’s tour
Heavy Conversion Unit
Initial Training Wing
Lancaster
Martinet
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
RAF Bottesford
RAF Bridgnorth
RAF Bridlington
RAF Burn
RAF Coningsby
RAF Dalcross
RAF Driffield
RAF Fiskerton
RAF Hartford Bridge
RAF Marham
RAF Oakley
RAF Sturgate
RAF Wellesbourne Mountford
RAF Westcott
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1279/17540/PPearceAT16010099.1.jpg
d171106db926a9b0d0587b8a11d32198
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
Pearce, Arthur
A T Pearce
Description
An account of the resource
140 items. The collection concerns Warrant Officer Arthur Pearce (1874945 Royal Air Force) He served as an air gunner with 12, 170 and 156 (Pathfinder) Squadrons and completed a 44 operations. After the war, on 35 Squadron he took part in the June 1946 Victory flypast over London and a goodwill visit to the United States. It contains his diaries, memorabilia and photographs.
The collection also contains an album concerning his post war activity with the Goodwill tour of the United States.
The collection has been loaned to the IBCC Digital Archive for digitisation by Steve Allan and catalogued by Nigel Huckins
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-12-17
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
Pearce, AT
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
Skylon and Dome of Discovery
Description
An account of the resource
In the foreground a floating pier on the Thames. In the background the Festival of Britain showground with the Skylon and the Dome of Discovery.
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
PPearceAT16010099
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Thames River
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
1951
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
Temporal Coverage
Temporal characteristics of the resource.
1951
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/714/17632/LBlowH158577v1.1.pdf
efb1310acab9ed075cc762a68f8656a6
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
Blow, Harold
H Blow
Description
An account of the resource
One log book containing photographs. The collection concerns Harold Blow (158577 Royal Air Force). He completed a tour of operations as a pilot with 9 Squadron and served as an instructor. After the war he served with 616 Squadron until he was killed on 22nd May 1954 flying a Meteor.
The collection has been loaned to the IBCC Digital Archive for digitisation by Patrick Blow and catalogued by 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
2016-04-22
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
Blow, H
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
Harold Blow’s pilots flying log book
Description
An account of the resource
Pilots flying log book for Harold Blow, covering the period from 22 January 1942 to 30 May 1946 and from 10 July 1949 to 20 May 1954, detailing his flying training, operations flown, instructor duties and post war duties with 616 Squadron. He was stationed at RAF Sywell, USAAF Americus, USAAF Cochran Field, USAAF Moody Field, RAF Carlisle, RAF Little Rissington, RAF Chipping Warden, RAF Silverstone, RAF Winthorpe, RAF Bardney, RAF Bruntingthorpe, RAF Finningly, RAF Bishops Court, RAF Shawbury, RAF Tangmere, RAF Church Fenton and RAF Takali. Aircraft flown were, Tiger Moth, Stearman PT17, Vultee BT 13a, Beechcraft AT10, Oxford, Wellington, Manchester, Lancaster, Harvard and Meteor. He flew a total of 30 night operations with 9 squadron. Targets were, Kassel, Dusseldorf, Modane, Berlin, Frankfurt, Stettin, Magdeburg, Leipzig, Stuttgart, Schweinfurt, Augsburg, Essen, Nuremburg, Toulouse, Tours and Aachen. <span>His pilot for his first 'second dickie' operation was </span><span data-ccp-props="{"201341983":0,"335559739":200,"335559740":276}">Pilot Officer Turnbull</span>. There is a green endorsement at the end for skill in bombing the target and returning with a damaged aircraft after a mid-air collision. The log book also contains four crew pictures with details and a paper clipping after his tour of the far East. Harold Blow was killed on 22nd May 1954 flying with 616 Royal Auxilliary Air Force flying a Meteor 8.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LBlowH158577v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Malta
Poland
United States
England--Cumbria
England--Gloucestershire
England--Leicestershire
England--Lincolnshire
England--Northamptonshire
England--Shropshire
England--Yorkshire
France--Modane
France--Toulouse
France--Tours
Georgia--Americus
Georgia--Macon
Georgia--Moody Air Force Base
Germany--Aachen
Germany--Augsburg
Germany--Berlin
Germany--Essen
Germany--Frankfurt am Main
Germany--Kassel
Germany--Leipzig
Germany--Magdeburg
Germany--Nuremberg
Germany--Schweinfurt
Germany--Stuttgart
Northern Ireland--Down (County)
Poland--Szczecin
Germany--Düsseldorf
England--Sussex
Georgia
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1943-10-22
1943-10-23
1944
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1943-11-03
1943-11-04
1943-11-10
1943-11-11
1943-11-18
1943-11-19
1943-11-22
1943-11-23
1943-11-24
1943-12-16
1943-12-17
1943-12-20
1943-12-23
1943-12-24
1943-12-29
1943-12-30
1944-01-01
1944-01-02
1944-01-05
1944-01-06
1944-01-21
1944-01-22
1944-01-27
1944-01-28
1944-01-29
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-02
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-04-10
1944-04-11
1944-04-12
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
11 OTU
1661 HCU
17 OTU
29 OTU
9 Squadron
Advanced Flying Unit
aircrew
bombing
bombing of Kassel (22/23 October 1943)
bombing of Nuremberg (30 / 31 March 1944)
bombing of Toulouse (5/6 April 1944)
Flying Training School
Harvard
Heavy Conversion Unit
Lancaster
Manchester
Meteor
mid-air collision
Operational Training Unit
Oxford
pilot
RAF Bardney
RAF Bishops Court
RAF Bruntingthorpe
RAF Carlisle
RAF Church Fenton
RAF Finningley
RAF Little Rissington
RAF Shawbury
RAF Silverstone
RAF Sywell
RAF Tangmere
RAF Winthorpe
Stearman
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/759/17787/LCruickshankG629128v1.1.pdf
011eb1ad0e5b538cd89b441d744b437a
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
Cruickshank, Gordon
G Cruickshank
Description
An account of the resource
76 items. Concerns the life and wartime career of Flight Lieutenant Gordon Cruickshank DFM who joined the Royal Air Force in 1938. After training as an air gunner he flew 52 operations on Manchester and Lancaster with 50, 560 and 44 Squadrons. Collection consists of a 1956 memoir with original photographs donated separately, a memoir of his life on squadron from December 1941, his logbooks. a further notebook with memoir, playing cards annotated with his operations, official documents, lucky mascots, medals and badges, dog tags, memorabilia, crew procedures, as well as photographs of aircraft, targets and people.
The collection has been loaned to the IBCC Digital Archive for digitisation by Linda Hinman and catalogued by Nigel Huckins
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-04-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cruickshank, G
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
Gordon Cruickshank's observers and air gunners flying log book. One
Identifier
An unambiguous reference to the resource within a given context
LCruickshankG629128v1
Conforms To
An established standard to which the described resource conforms.
Pending review
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Air observers and air gunner’s flying log book for Gordon Cruickshank covering the period from 30 May 1941 to 19 July 1957. Detailing his flying training and operations flown and post war flying. He was stationed at RAF Evanton (8 AGS), RAF Stanton Harcourt (10 OTU), 50 Squadron (RAF Swinderby and RAF Skellingthorpe), 11 OTU (RAF Westcott), 44 Squadron (RAF Dunholme Lodge and RAF Spilsby), 630 Squadron (RAF East Kirkby), 17 OTU (RAF Silverstone) 49 and 100 Squadrons (RAF Waddington), 7 Squadron (RAF Upwood) and 199 Squadron (RAF Hemswell). Aircraft flown in were Botha, Whitley, Manchester, Lancaster, Wellington and Lincoln. He flew a total of 30 night-time operations and one daylight operation with 50 Squadron, targets were St Nazaire, Rostock, Duisburg, Wilhemshaven, Essen, Wismar, Kiel, Le Creusot and Genoa. He also flew four night-time operations with 44 Squadron, targets Kassel, Dusseldorf, and Berlin and 18 night-time operations with 630 Sqn to Berlin, Schweinfurt, Augsburg, Stuttgart, Clermont-Ferrand, Frankfurt, Berlin, Essen, Nurnburg, Toulouse, Danzig, Paris, Brunswick and Munich. Total 53 operations. His pilots on operations were Flying Officer Goldsmith DFC, Squadron Leader Calvert DFC, Wing Commander Russell DFC, Flying Officer Fynn and Flight Lieutenant Weller.
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Bay of Biscay
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
England--Northamptonshire
England--Oxfordshire
France--Clermont-Ferrand
France--Le Creusot
France--Paris
France--Saint-Nazaire
France--Toulouse
Germany--Augsburg
Germany--Berlin
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Kassel
Germany--Kiel
Germany--Munich
Germany--Schweinfurt
Germany--Stuttgart
Germany--Wilhelmshaven
Germany--Wismar
Italy--Genoa
Poland--Gdańsk
Scotland--Ross and Cromarty
Germany--Braunschweig
Germany--Nuremberg
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1957
1942-04-15
1942-04-16
1942-04-19
1942-04-20
1942-04-22
1942-04-23
1942-04-24
1942-04-25
1942-07-25
1942-07-26
1942-07-27
1942-07-31
1942-08-01
1942-08-03
1942-08-04
1942-08-06
1942-08-07
1942-08-09
1942-08-10
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-08-29
1942-09-01
1942-09-02
1942-09-03
1942-09-04
1942-09-05
1942-09-06
1942-09-07
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-15
1942-09-16
1942-09-17
1942-09-23
1942-09-24
1942-10-12
1942-10-13
1942-10-14
1942-10-17
1942-10-22
1942-10-23
1942-10-24
1942-11-06
1942-11-07
1942-11-08
1942-11-09
1942-11-10
1943-10-22
1943-11-03
1943-11-04
1943-11-18
1943-11-19
1943-11-26
1943-11-27
1944-01-27
1944-01-28
1944-02-24
1944-02-25
1944-03-01
1944-03-02
1944-03-10
1944-03-11
1944-03-15
1944-03-16
1944-03-19
1944-03-20
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1944-04-09
1944-04-10
1944-04-20
1944-04-21
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-29
1944-04-30
10 OTU
100 Squadron
11 OTU
17 OTU
199 Squadron
44 Squadron
49 Squadron
50 Squadron
630 Squadron
7 Squadron
air gunner
Air Gunnery School
aircrew
bombing
bombing of Kassel (22/23 October 1943)
bombing of Nuremberg (30 / 31 March 1944)
bombing of Toulouse (5/6 April 1944)
Botha
Lancaster
Lincoln
Manchester
mine laying
Operational Training Unit
RAF Dunholme Lodge
RAF East Kirkby
RAF Evanton
RAF Hemswell
RAF Silverstone
RAF Skellingthorpe
RAF Spilsby
RAF Stanton Harcourt
RAF Swinderby
RAF Upwood
RAF Waddington
RAF Westcott
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/759/17788/LCruickshankG629128v2.1.pdf
a75bdc43555d2ac4328ddd3906ece5a9
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
Cruickshank, Gordon
G Cruickshank
Description
An account of the resource
76 items. Concerns the life and wartime career of Flight Lieutenant Gordon Cruickshank DFM who joined the Royal Air Force in 1938. After training as an air gunner he flew 52 operations on Manchester and Lancaster with 50, 560 and 44 Squadrons. Collection consists of a 1956 memoir with original photographs donated separately, a memoir of his life on squadron from December 1941, his logbooks. a further notebook with memoir, playing cards annotated with his operations, official documents, lucky mascots, medals and badges, dog tags, memorabilia, crew procedures, as well as photographs of aircraft, targets and people.
The collection has been loaned to the IBCC Digital Archive for digitisation by Linda Hinman and catalogued by Nigel Huckins
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-04-28
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Cruickshank, G
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
Gordon Cruickshank's flying log book for navigators, air bombers, air gunners and flight engineers. Two
Identifier
An unambiguous reference to the resource within a given context
LCruickshankG629128v2
Conforms To
An established standard to which the described resource conforms.
Pending review
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
Duplicate copy of air observers and air gunner’s flying log book for Gordon Cruickshank covering the period from 30 May 1941 to 19 July 1957. Detailing his flying training and operations flown and post war flying. He was stationed at RAF Evanton (8 AGS), RAF Stanton Harcourt (10 OTU), 50 Squadron (RAF Swinderby and RAF Skellingthorpe), 11 OTU (RAF Westcott), 44 Squadron (RAF Dunholme Lodge and RAF Spilsby), 630 Squadron (RAF East Kirkby), 17 OTU (RAF Silverstone) 49 and 100 Squadrons (RAF Waddington), 7 Squadron (RAF Upwood) and 199 Squadron (RAF Hemswell). Aircraft flown in were Botha, Whitley, Manchester, Lancaster, Wellington and Lincoln. He flew a total of 30 night-time operations and one daylight operation with 50 Squadron, targets were St Nazaire, Rostock, Duisburg, Wilhemshaven, Essen, Wismar, Kiel, Le Creusot and Genoa. He also flew four night-time operations with 44 Squadron, targets Kassel, Dusseldorf, and Berlin and 18 night-time operations with 630 Sqn to Berlin, Schweinfurt, Augsburg, Stuttgart, Clermont-Ferrand, Frankfurt, Berlin, Essen, Nurnburg, Toulouse, Danzig, Paris, Brunswick and Munich. Total 53 operations. His pilots on operations were Flying Officer Goldsmith, Squadron Leader Calvert DFC, Wing Commander Russell DFC, Flying Officer Flynn and Flight Lieutenant Weller.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Bay of Biscay
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
England--Northamptonshire
England--Oxfordshire
France--Clermont-Ferrand
France--Le Creusot
France--Paris
France--Saint-Nazaire
France--Toulouse
Germany--Augsburg
Germany--Berlin
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Kassel
Germany--Kiel
Germany--Munich
Germany--Schweinfurt
Germany--Stuttgart
Germany--Wilhelmshaven
Germany--Wismar
Italy--Genoa
Poland--Gdańsk
Scotland--Ross and Cromarty
Germany--Braunschweig
Germany--Nuremberg
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1943-10-22
1943-10-23
1944
1944-03-30
1944-03-31
1944-04-05
1944-04-06
1945
1946
1947
1948
1949
1950
1951
1952
1953
1957
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
10 OTU
100 Squadron
11 OTU
17 OTU
199 Squadron
44 Squadron
49 Squadron
50 Squadron
630 Squadron
7 Squadron
air gunner
Air Gunnery School
aircrew
bombing
bombing of Kassel (22/23 October 1943)
bombing of Nuremberg (30 / 31 March 1944)
bombing of Toulouse (5/6 April 1944)
Botha
Lancaster
Lincoln
Manchester
mine laying
Operational Training Unit
RAF Dunholme Lodge
RAF East Kirkby
RAF Evanton
RAF Hemswell
RAF Silverstone
RAF Skellingthorpe
RAF Spilsby
RAF Stanton Harcourt
RAF Swinderby
RAF Upwood
RAF Waddington
RAF Westcott
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/909/18507/LKeyEG1866522v1.1.pdf
379ae170450c9d079870baf7ffd54e9c
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
Key, Edward George
E G Key
Ted Key
Description
An account of the resource
Five items. An oral history interview with Sergeant Edward Key (1866522 Royal Air Force), his logbook, a newspaper cutting and two photographs of aircrew. After training as a flight engineer he joined 514 Squadron in February 1945 and flew 19 operations on Lancasters with 514 Squadron, as well as on operations Manna , Exodus and other humanitarian flights.
The collection has been loaned to the IBCC Digital Archive for digitisation by Edward Key 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
2017-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Key, EG
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
Edward Key’s flying log book for navigators, air bombers, air gunners and flight engineers
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying log book for navigators, air bombers, air gunner and flight engineers for E G Key, flight engineer. Covering the period from 16 October 1944 to 16 June 1952. Detailing his flying training, operations flown and instructor duties. He was stationed at RAF St Athan, RAF Stradishall, RAF Feltwell, RAF Waterbeach, RAF Mogadiscio, RAF Eastleigh, RAF Leconfield, RAF Burn, RAF Tuddenham and RAF Upwood. Aircraft flow in were, Stirling, Lancaster, Liberator (B-24), Dakota (C-47), Baltimore, Hudson and Lincoln. He flew a total of 20 operations with 514 squadron 13 daylight and 7 night operation. He also flew 3 flights on Operation Manna, 5 flights on Operation Exodus, a Cook's Tour of the Ruhr and one Operation Dodge flight to Italy. Targets were, Krefeld, Munchen-Gladbach, Wiesbaden, Dortmund, Hohenbudberg, Dresden, Chemnitz, Wesel, Kamen, Gelsenkirchen, Hattingen, Hamm, Merseburg, Kiel, Bremen as wel as flights to The Hague, Rotterdam, Juvincourt, Brussels and Bari. <span>His pilot on operations was</span><span> </span>Flight Lieutenant Audis.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LKeyEG1866522v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Kenya
Netherlands
Somalia
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
Belgium--Brussels
England--Cambridgeshire
England--Norfolk
England--Suffolk
England--Yorkshire
Germany--Bremen
Germany--Chemnitz
Germany--Dortmund
Germany--Dresden
Germany--Gelsenkirchen
Germany--Hamm (North Rhine-Westphalia)
Germany--Hattingen
Germany--Kamen
Germany--Kiel
Germany--Krefeld
Germany--Merseburg
Germany--Mönchengladbach
Germany--Wesel (North Rhine-Westphalia)
Germany--Wiesbaden
Kenya--Nairobi
Netherlands--Hague
Netherlands--Rotterdam
Somalia--Mogadishu
Wales--St. Athan
Germany--Ruhr (Region)
France--Juvincourt-et-Damary
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1951
1952
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-15
1945-02-16
1945-02-19
1945-02-25
1945-02-27
1945-03-10
1945-03-12
1945-03-14
1945-03-20
1945-03-27
1945-04-04
1945-04-05
1945-04-09
1945-04-10
1945-04-22
1945-04-29
1945-05-01
1945-05-08
1945-05-11
1945-05-12
1945-05-14
1945-05-17
1945-05-19
1945-06-22
1945-07-12
1945-07-16
1657 HCU
514 Squadron
aircrew
B-24
bombing
bombing of Dresden (13 - 15 February 1945)
C-47
Cook’s tour
flight engineer
Heavy Conversion Unit
Hudson
Initial Training Wing
Lancaster
Lancaster Finishing School
Lincoln
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF Bridlington
RAF Burn
RAF Eastleigh
RAF Feltwell
RAF Leconfield
RAF St Athan
RAF Stradishall
RAF Tuddenham
RAF Upwood
RAF Waterbeach
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1058/18694/PPackhamG1607.1.jpg
72f70af247f068a3eccd0d9cc8ffbe55
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1058/18694/PPackhamG1608.1.jpg
bda46bd8a5f57fe6bd90eaeae2893748
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
Packham, Geoff
G Packham
Description
An account of the resource
Nine items. An oral history interview with Pilot Officer Geoff Packham (b. 1922, 161076, 1214349 Royal Air Force), photographs and documents. He flew operations as a pilot with 550 Squadron from RAF North Killingholme and became a prisoner of war after being shot down in June 1944.
The collection has been loaned to the IBCC Digital Archive for digitisation by Geoff Packham 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
2016-08-25
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Packham, G
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Geoff and Peter Packham sidecar racing
Description
An account of the resource
Geoff Packham and his brother Peter partaking in motor bike and sidecar racing.
Additional information about this item has been kindly provided by the donor.
Date
A point or period of time associated with an event in the lifecycle of the resource
1951
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PPackhamG1607,
PPackhamG1608
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
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.
1951
sport
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1236/18905/LThompsonKG1238603v1.1.pdf
871bd909c7b25612385eece8ca7fbc06
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Thompson, Keith G
K G Thompson
Description
An account of the resource
95 items. The collection concerns Flight Lieutenant Keith Thompson DFC (1238603 Royal Air Force) and contains his log book, documents, photographs and training material as well as his navigation logs. He flew operations as a navigator with 101 and 199 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Mark S Thompson and catalogued by Trevor Hardcastle.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-09-07
Rights
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
Thompson, KG
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
Keith Thompson's flying log book
Description
An account of the resource
Flying log book for Keith Thompson covering his two periods of service as a navigator from 23 August 1942 to 28 March 1946 and post war from 12 September 1950 to 27 April 1960. The entries cover his training in Canada, advanced training on his return to Britain, converting to the Lancaster and a first tour on 101 Squadron, his rest tour and then 12 operations on the Halifax with 199 Squadron undertaking Radio Counter Measure operations. His post war flying was initially as a bombing instructor and then with Coastal Command on the Shackleton. This period included three round trips to Christmas Island for operation 'Grapple'. Units served at include No 1 AOS at RCAF Malton, 15 AFTS at RAF Carlisle, No 4 AOS at RAF West Freugh, 28 OTU at RAF Wymswold, RAF Castle Donington and RAF Bircotes, 1662 HCU at RAF Blyton, 101 Squadron at RAF Ludford Magna, 30 OTU at RAF Hixon, 1659 HCU at RAF Topcliffe, 199 Squadron at RAF North Creake, 192 Squadron at RAF Foulsham, RWE at RAF Watton, RAF Shawbury, CGS at RAF Leconfield, 2 ANS at RAF Thorney Island, 6 ANS at RAF Lichfield, 236 OCU at RAF Kinloss, 206 Squadron at RAF St Eval and St Mawgan and Coastal Command Communication Flight at RAF Bovingdon. Aircraft in which flown, Anson in Canada Mk unknown, Mk 19 & 21, Tiger Moth, Wellington 1c, X and T10, Halifax II and III, Lancaster I and III, B17 Fortress, Valletta, Varsity, Shackleton I and II. His pilots on operations were Pilot Officer Corkill, Wing Commander Alexander and Pilot Officer Sharples. Operations carried out against Berlin, Frankfurt, Stettin, Leipzig, Stuttgart, Schweinfurt, Essen, Nurnburg, Aulnoye, Rouen, Koln, Bois de Maintenon, Lyon, Hasselt, Orleans, Duisburg, Brunswick, Aachen, Trappes on his first tour and was awarded the DFC. He did 12 RCM Operations on his second tour and two Cook's Tours. The log book has the usual comments about weather and unusual sightings and events.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LThompsonKG1238603v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
England--Lincolnshire
England--Norfolk
England--Leicestershire
England--Nottinghamshire
Germany--Berlin
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Stuttgart
Germany--Schweinfurt
Germany--Essen
France--Rouen
France--Lyon
Belgium--Hasselt
France--Orléans
Germany--Duisburg
Germany--Aachen
Germany--Braunschweig
Germany--Cologne
Poland--Szczecin
Ontario--Malton
Poland
France
Ontario
Belgium
Germany--Ruhr (Region)
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
Trevor Hardcastle
Cara Walmsley
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1943-08-11
1943-08-12
1943-12-02
1943-12-03
1943-12-20
1943-12-21
1943-12-24
1943-12-29
1944-01-02
1944-01-03
1944-01-05
1944-01-06
1944-01-20
1944-01-21
1944-01-27
1944-01-28
1944-01-30
1944-01-31
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-21
1944-02-24
1944-02-25
1944-03-15
1944-03-16
1944-03-18
1944-03-19
1944-03-22
1944-03-23
1944-03-24
1944-03-25
1944-03-26
1944-03-27
1944-03-30
1944-03-31
1944-04-10
1944-04-11
1944-04-18
1944-04-19
1944-04-20
1944-04-21
1944-04-30
1944-05-01
1944-05-02
1944-05-11
1944-05-12
1944-05-19
1944-05-20
1944-05-21
1944-05-22
1944-05-23
1944-05-24
1944-05-25
1944-05-28
1944-05-31
1944-06-01
1945-02-28
1945-03-01
1945-03-07
1945-03-08
1945-03-09
1945-03-14
1945-03-15
1945-03-16
1945-03-17
1945-03-20
1945-03-23
1945-03-24
1945-03-27
1945-04-04
1945-04-22
1945-04-23
1945-04-24
1945-05-15
1945-06-22
1945-09-03
1945-09-06
101 Squadron
1659 HCU
1662 HCU
192 Squadron
199 Squadron
28 OTU
30 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
B-17
bombing
bombing of Nuremberg (30 / 31 March 1944)
Cook’s tour
Distinguished Flying Cross
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 3
Heavy Conversion Unit
Lancaster
Lancaster Mk 1
Lancaster Mk 3
navigator
Operational Training Unit
RAF Blyton
RAF Castle Donington
RAF Foulsham
RAF Hixon
RAF Kinloss
RAF Leconfield
RAF Lichfield
RAF Ludford Magna
RAF North Creake
RAF Shawbury
RAF St Eval
RAF St Mawgan
RAF Thorney Island
RAF Topcliffe
RAF Watton
RAF Wellesbourne Mountford
RAF West Freugh
RAF Wymeswold
Shackleton
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/743/20144/MCleggPV[DoB]-150701-02.pdf
cc959d27492067f7304ce163479ecd13
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Clegg, Peter Vernon
P V Clegg
Description
An account of the resource
Eight items and five sub-collections. Main collection contains a log of Pathfinder operations from RAF Wyton 1943 -1944, histories of the Avro repair facility at Bracebridge Heath, and Langar, a biography of Squadron Leader David James Baikie Wilson, biography of Squadron Leader Lighton Verdon-Roe, a book - Test Pilots of A.V. Roe & Co Ltd - S.A. 'Bill' Thorn, and two volumes of book - Roy Chadwick - no finer aircraft designer, Sub-collections contain a total of 29 items concerning the Aldborough Dairy and Cafe as well as biographical material, including log books for Alan Gibson, Peter Isaacson, Alistair Lang and Charles Martin. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1772">Aldborough Dairy and Cafe</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1768">Gibson, Alan</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1769">Isaacson, Peter</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1770">Lang, Alastair</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1771">Martin, Charles</a><br /><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Peter Clegg and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Clegg, PV
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[Underlined] THE AVRO
REPAIR
ORGANISATION [/underlined]
II) LANGAR
[Page break]
[Underlined] Peter. V. Clegg [/underlined]
PART II
THE LANGAR-CUM-BAR [/deleted] I [/deleted] NSTONE WORKS
The first sheds of A V Roe and Co Ltd’s new Repair Works at Langar airfield were constructed through the summer of 1942, as the bomber airfield itself was finished off and made ready for occupation.
The Avro works (see diagram attached drawn by Ken Allen) was constructed on the west side of the narrow Langar to Harby country road, effectively outside the security fence around the airfield (which lay on the East side of this lane).
The No. 1 Hangar (or ‘Shed’ – as it was called by the factory workers) was the first to be completed and No. 2 and No. 4 (with the office accommodation) were being finished off in August 1942 when the first employees started work under Mr Ingrid, the Works Superintendent.
(Ingrid was later succeeded by ‘Phil’ Lightfoot, C Oatway, and last of all before Langar closed in 1968, Johnny Smallwood.)
Nos. 3, 5 and 6 Hangars were finished off during the next few months, and No. 7 Hangar – extra large in size, to take the new Avro Lincoln bomber – was finished in 1944.
The large Dispersal Area (No. 17 on the diagram) was also complete and as all the Avro site at this time was across the road from the airfield (with its heavily guarded perimeter fencing) special gates had to be opened and closed when aircraft taxied between the dispersal and the airfield – or, vice versa. Sentries would be in attendance and the Langar road traffic would be held up while this was in progress.
Stripping down and rebuilding
William Arthur Hubbard, who joined Avros at Langar as one of the first apprentices when it opened in August 1942, remembers the various Category ‘B’ sections of Lancasters all used to arrive on RAF ‘Queen Mary’ trailers from the crash site.
(All the Lancasters rebuilt at Langar had been declared Category ‘B’ wrecks in the first instance. Category ‘B’ was defined as: “Repair on site not possible. Aircraft must be dismantled and sent to a repair facility”.)
His first job was to record all the serial numbers from the rear fuselage assemblies, collect the aircraft log books, and hold them in the office, while the various aircraft sections were repaired and put together again. If some sections were too badly damaged to use again, replacement sections from the Manchester factories, other repair depots, or from subsequent crashed Lancasters – would be used on the earliest arrivals, to put them back in the air again. Sometimes Squadrons would insist that their particular Lancaster must be rebuilt from all its own broken down assembles, for sentiment’s sake (usually when
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[Underlined] Location of Langar. [/underlined]
[Hand drawn map indicating the position of Langar in relation to Nottingham, Newark and Grantham]
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[Aerial photograph of Langar repair facility] AVRO’S REPAIR DEPOT AT LANGAR AIRFIELD IN WWII, SHOWING THE CAMOUFLAGED HANGARS, WITH A YORK AND LANCASTER BEING REPAIRED.
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[Map of Langar airfield showing the AVRO hangars]
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that particular Lancaster had a high total of bombing raids to its credit, bore a charmed life, or had been crewed by a famous pilot, etc.
Arthur Hubbard remembers that as the number of Lancasters being repaired increased dramatically, repaired sections started to arrive from Bracebridge Heath, Brush Electrical at Loughborough (wings) and the LMS Railway works in Derby (fuselages), in addition to all the various assemblies of Lancasters being re-worked at Langar itself. At an early stage, he remembers working on the two Rolls-Royce Vulture engines on the one and only Manchester bomber that Langar dealt with (R5777 in May 1943).
Test-flying the repaired Lancasters
For the period October 1st 1942 to November 23rd 1943, whilst 207 Squadron was based at Langar and equipped with Lancasters, any newly repaired Lancasters out of the Avro works were test-flown by pilots from the bomber squadron.
The repaired aircraft needed at least one test-flight apiece to clear them, so that pilots from the Air Transport Auxiliary (ATA) could then deliver them to the necessary Maintenance Unit (MU) – or occasionally direct to a Squadron – where the armament could be re-fitted again. More often than not, two or three test-flights were needed and in exceptional cases six or seven might be flown. One Lancaster B Mk I W4899, which had had an action-packed operational career with 61 Squadron up to its final trip, needed eight flights to clear it after being repaired, and after having all the latest modifications to bring it up to the latest state of readiness. Another Lancaster B Mk I R5734, had to have 12 test-flights in all. This came from a Conversion Unit and was then issued to 61 Squadron when cleared by Avros.
Altogether, during this period of a year while 207 Squadron was at Langar, 32 of their pilots helped at various times to clear a total of 51 newly repaired Lancasters from the Avro works, making a total of 129 test-flights altogether. Amongst these pilots were ‘regulars’ like Flt. Lt. Huntly-Wood (who became a Squadron Leader whilst still testing), Sgt. Baker, Warrant Officer King (who was promoted to Pilot Officer whilst still test-flying), Flying Officer Sambridge (to Flt. Lt.), Sgt Cosens (to Pilot Officer), Sq [inserted] d [/inserted]. Ldr. Balme and Sqd. Ldr. Bamber. The promotions in rank illustrate how quickly the pilots were being lost on operations, and their replacements had to be moved up into their shoes all the time. In fact, during this year of Avro’s output from Langar, of the 32 pilots who test-flew their Lancasters, no less than six of these perished while still based at Langar, including Sqd Ldr Huntly-Wood, who died on one of 207’s last operations from Langar, a raid on Berlin on September 3rd 1943, with the Station Commander, Gp. Capt. Austin McKenna on board as Second Pilot that night.
Permanent Avro test-pilot appointed
When 207 Squadron moved out of Langar in November 1943, and across to Spilsby for the rest of the war, A V Roe & Co Ltd needed somebody to carry on test-flying the repaired Lancasters.
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It was to satisfy this requirement that Sqd. Ldr. Peter Field-Richards was now posted to Avros, from the RAF’s 41 Group Production Test-Pilots Emergency Pool. Peter had spent a lot of the war flying all the bombers taken onto RAF strength (USA types included) and helping to write up the Pilot’s Flying Notes for all of them in turn. Thus, his experience now more than qualified him for test-flying the repaired Lancasters at Langar.
Avro’s output of Lancasters now slowly increased from six a month when Peter first arrived in November 1943, to a peak of 14 monthly in June 1944, and after a bit of a dip, up again to 16 a month by March 1945. When the war in Europe ended in May 1945, Peter had cleared some 162 Lancasters in all (which, with 207 Squadron’s 51 plus one Manchester, totalled 214 for the war months at Avro’s Langar works).
Arthur Hubbard remembers three incidents to the Lancasters during his time at Langar. Two were identical – the ‘Jury Strut’ that was placed in the undercarriage when the Lancaster was parked in order to prevent it being inadvertently retracted, was left in on two occasions on take-off. The ground drill should have included the ‘Jury Strut’ being taken out and held up to show the pilot in the cockpit, before ‘chocks away’. The first time it happened, a Rolls-Royce representative was on board together with Peter Field-Richards and the Flight Engineer. Once airborne, when Peter realised what was happening and feared that the undercarriage had jammed irrevocably, the control tower suggested they fly over the sea and bale out! Peter said that was no good, as they hadn’t any parachutes on board So they flew over Scampton to have the undercarriage checked by their tower and as it looked as though it was properly down, Peter went ahead and Landed at Langar without incident, luckily. He did the same the second time it happened.
The third incident involved Peter becoming airborne in a Lancaster one day, and on turning slowly to port, when he came to level up and turn the opposite way, he found the ailerons had jammed! It turned out that some screws had been put into the wrong linkages – but Peter again managed to land safely. In fact during the whole time that Avro’s Langar works was in existence, there were no flying accidents or crash-landings to any of the 1,185 aircraft repaired there in total -a superlative achievement! And Peter Field-Richards skill saved a number of these from occurring.
First Flight Engineer
George Arthur Norman joined Avros at Langar in 1943 and from January 1944 he became Peter Field-Richards permanent Flight Test Engineer, flying with Peter on most of his test flights over the next three and a quarter years. Arthur (as he liked to be called) had his first flight with Peter in Lancaster Mk. I R5625 on January 21st 1944 a veteran of many raids over Germany with 83 Squadron, which would have become a very ‘high-time’ aircraft had it not gone missing in July 1944, after delivery from Langar to 622 Squadron.
Arthur remembered how Peter often brought his little bull-terrier to work with him, and on these occasions if there was any test-flying to do, would take the dog up in the
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[Photograph of two men underneath an aircraft] Sqd. Ldr Peter Field-Richards (right), talking to his Flt. Engineer, ‘Paddy’ Armstrong.
[Photograph of a row of aircraft] Lincolns for Argentina.
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Lancaster with him! The dog would sit obediently behind the Flight Engineer’s position in eager anticipation of the roar of the four Merlins and the ‘G’ forces Peter used to impose on them all, when he beat up the airfield on his return to Langar!
Arthur also recalled how Peter was a ‘larger than life’ figure, always full of fun and a real gentleman, who later in life acquired a taxi and drove this around, more as a hobby than a business.
Occasionally Arthur would go by car with Peter to an RAF airfield, when an Avro Outworking Party from Bracebridge Heath had repaired a Lancaster which needed a factory pilot to clear it for service again. On May 23rd 1944 for instance, they went to Waddington to clear the Lancaster Mk. I W4884 of 61 Squadron and on June 3rd to Fiskerton to clear Lancaster Mk.III ME781 of 460 (Australian) Squadron.
Peacetime and site layout
At the end of WWII the activities conducted in each of the Avro Hangars (or ‘Sheds’) are noted below, against the legend to the site diagram drawn by Ken Allen:
Item on Diagram Description of activity
1. Shed 1. Cleaning, inspection of components, metal repairs and mods to wings, control surfaces and systems. Wheels and tyres, engine subframes, etc.
2. Shed 2. Instrument section, Oxygen, Nitrogen, Blind Flying panels, Auto Pilot, Hydraulic and Pneumatic systems, etc.
1. & 2. Sheds 1 and 2. Inspectors reports (from which replacement and u/s items are ordered and marshalled for assembly ‘down the line’).
3. Shed 3. Inspection and rectification of Fuselages (completed here for transfer to Shed 5).
4.A Main Stores
4.B Office Block. Upper floor – Superintendents office, General Office, Accounts and Drawing Office.
Lower floor – Chief Inspector’s Office., Tool Stores, Time Office and Drawing Stores.
5. Shed 5. Assembly of complete aircraft (fitting of wings, control surfaces, all systems, function of hydraulics). Internal fittings section (fitting of seating, soundproofing, installation and function of electrical equipment and wiring).
6.A Shed 6A. As for Shed 5.
6B. Shed 6B. Spray Bay. Complete preparation and respray of aircraft. Finishing of items (internal and external). Part-sprayed down line. All exterior markings, roundels, safety warnings, taping of joints, cleaning of windows.
7. Shed 7. Erected for large aircraft (Tudor, etc). Used mainly for work on complete aircraft, this shed could hold three Yorks or Lincoln’s or a Vulcan plus one York. Long term contracts and or major inspections.
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8. Canteen.
9. Boiler House.
10. Site Maintenance.
11. Tank Shop. (Aircraft tank repairs and testing. Fuel Oil, Methanol, Hydraulic tanks.)
12. Underground fuel installation and pump house.
13. Security Gate House (Main Entrance)
14. Ambulance room
15. Aeronautical Inspection Dept ([deleted] MO [/deleted] AID)
16. Auxiliary Sections. Battery stores, charging starter trolley maintenance.
17. Original dispersal hardstanding (later transferred to Flight Shed).
18. Memorial to No. 207 Squadron (recently dedicated).
19. Flight Shed. Dismantling and labelling of sections, piping and components for transfer to main factory.
Preparation of aircraft for initial ground test of engines ie fuel filling, flow testing, calibration of fuel gauges, leak testing and correct function of fuel system.
Installation of engines and airframe electrics, instruments and radio.
Swinging and adjustment of compasses for test flight.
Rectification of test flight ‘Snags’.
On completion passed to Hangar 6B, for:
i) Final Inspection for ‘Delivery’.
II. Submitting to AID for inspection and clearance for dispatch.
20. Control Tower (under Avro control after WWII when the airfield was leased to them).
21. Harby Hangar. Rolls-Royce Outworking Party, engine inspections and modifications. Power plants stored and ready for line installation. Also used for strip down of aircraft on major work contracts.
22. Compass swinging area.
23. Aircraft crossing.
24. Aircraft crossing.
25. Originally Avro VLR site. Aircraft from service arrived by ‘Queen Mary’ road transport for long term repair and rebuild.
(This section became a Staging Post Store for the RCAF, receiving stores from Canada by Argonaut, and shipping on to BAOR by Bristol Freighters.)
During the War, the labour force at Langar at its peak reached around 584 on day-shift and 250 on nightshift – or a total of some 834, not including those manning the stores there.
Unlike the workforce at Bracebridge Heath, however, where it declined steeply after the War was over, at Langar the amount of work remained fairly constant up to 1956. Although the numbers of aircraft then declined to some 20 Shackletons annually through the late 1950’s and 60’s, these large aircraft needed a great deal of work on them, and the
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[Hand drawn diagram of the Langar works] AVRO WORKS SITE (Not to Scale) Ken Allen
AVRO Factory Units at RAF Langar (above road until end of WWII; and below as well after WWII).
[Avro Logo]
AVRO & CO LTD
REPAIR DEPOT
LANGAR-CUM-BARNSTONE
NOTTINGHAMSHIRE
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[Photograph of Langar from the air] Flight Shed (after WWII) Aerial photograph taken after Avro closed down.
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labour force was held fairly constant at some third of the WWII level, right up to the closure in 1968.
The names of the principal heads of the various Departments at Langar just after WWII and later in the 60’s are shown [deleted] in Appendix 1 [/deleted] overleaf. Langar was completely controlled by Bracebridge Heath and the latter in turn reported to A V Roe’s Chadderton works in Manchester. Ken Allen and Neil Cunningham have provided these names from memory. Ken joined Langar in 1947 after being demobbed from the RAF. He had spent the War firstly as an airframe and engine fitter in a Whitley bomber squadron, then trained to become an aircrew member and finished up as a Flight Lieutenant flying as a Flight Engineer on Halifax bombers from bases in North Yorkshire (Wing Cmdr, later Gp Capt Leonard Cheshire VC. OM. DSO and two Bars, DFC & Bar, was CO of one of the units he served in).
Ken served as a Senior Inspector at Langar between 1947 and 1961, and remembers the very stringent regulations in force in those days at Avros and the tight budgets each Dept worked under. If they needed even the most mundane of items – such as pencils and stationery – they had to be requested from Bracebridge (and in turn from Chadderton), and if they used up their allocation before the end of the month there was nothing else until the next month (even if they ran out of toilet paper!). By such tight budgeting did Roy Dobson, the Managing Director of Avros, ensure the company was always one of the most profitable in the business!
Peacetime Contracts: total aircraft repaired
The kind of contracts undertaken after the war at the Avro works at Langar are summarised by Ken Allen thus:
1. Ministry of Aircraft Production/Ministry of Defence Contracts:
Awarded annually (post Budget) covering all RAF aircraft on active service and periodic servicing and modification of aircraft held on ‘Alert storage’ at RAF and Civilian Maintenance Units. Aircraft flown in for servicing. Crashed and damaged aircraft sent in by road.
These RAF aircraft included all production Marks of Lancaster, York, Lancastrian, Lincoln, Meteor, Vulcan and Shackleton.
2. Civilian Contracts:
State airlines, Skyways, etc. for major inspection and Certificate of Airworthiness. Ex-Ministry aircraft were purchased by the company, re-registered by the Air Registration Board, flown in to Langar and re-built to the contract requirements of the customer authority. Sold to:-
Argentina – Lancastrians, Yorks, Lincolns (bombers), Lancasters (Bombers), Lincolnian.
Egypt – Lancasters (bombers)
France – Lancasters (Maritime/Air Sea Rescue, with life-boat dropping facility, etc)
(All aircraft exported as ‘Civilian Aircraft’.)
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[Tree representing A V Roe personnel hierarchy]
[Underlined] A. V. ROE REPAIR ORGANIZATION [/underlined]
Manager
Mr Charles Hatton
Under Manager
Mr T C Langton
LANGAR
Works Superindendent
Mr Robert Ingrid
HANGAR 1 AND 2
Mr Christopher Oatway
Senior Foreman
HANGAR 3
Mr Robert Brown
Senior Foreman
ENGINES
Mr Douglas Fletcher
Foreman
HYDRAULICS
Mr Harry Houghton
Senior Foreman
AIRFRAME
Mr Victor Ramsdale
Foreman
Mr Harold Walker
Foreman
ELECTRICAL
Mr William Brumby
Foreman
MODIFICATIONS
Mr Ernest Brumby
Foreman
FLIGHT
Mr George Norman
Foreman
PAINTSHOP
Mr Ernest Cook
Foreman
INTERNAL FITTINGS
Mr William Brewer
Foreman
WORKS INSPECTION
Mr Yarwood
Chief Inspector
STORES
Mr Fed Spur
Foreman
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[Photograph of buildings and hangars] Modern day picture of old Avro hangars.
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Note:
‘Servicing’ is a very loose term and covers whatever requirements are laid down by MAP/MoD at the time of contracting. In wartime, contractors worked on a ‘Costs Plus’ basis. In the post-war years and when the RAF was on ‘Standby’, payments were based on Man Hours and hardware used, to fulfil the terms of the contract. As world tensions eased, contracts started to ease down and ‘Planned Inspections’ were introduced to both the RAF and civilian contractors.
‘Planned Inspections’ covered a long period in Langar’s operation. Monies for this type of work were strictly controlled. After all trades had completed their inspection to a fixed check list and time table, the Aeronautical Inspection Dept, who were permanently staffed on site, reviewed the inspection results and gave the Ministry’s approval for repairs and rectifications to be carried out. This could and did mean in the case of costly, over-budget repairs or replacements, the aircraft could be scrapped.
The individual totals of each type of aircraft repaired at Langar are shown in Appendix 2, and these show that after the 320 Lancasters in all, next in descending numerical order came 284 Gloster Meteors [deleted] I [/deleted] of all Marks, 236 Avro Lincolns, and 230 Avro Shackletons. Of course, some aircraft re-appeared at Langar several times, for different modifications (or ‘Phase’ refits). The annual output of aircraft types at Langar between 1942 and 1968 is shown in Appendix 3 in detail.
Getting to work
Ernest Dolby joined Avros at the end of the War, when he was demobilised in 1945. He was an engine fitter and had spent 3 1/2 years in the Middle East with an RAF Transport Squadron before the war, then the war years in the UK with bomber squadrons.
He lived in Melton Mowbray and had to use a motor cycle to get to work at Langar – a distance of some 16 miles from home. The winter of 1947/8 was a terribly cold one and the roads were so badly frozen over between January and April, he remembers he had to use the local buses that ran past Langar from all the major surrounding towns (to bring the workers not just to Avros, but the aerodrome in general). In fact many of Avro’s workers began to use motor cycles, bicycles and small cars, to get to Langar after the War finished, and the narrow country roads past the airfield began to get quite crowded at clocking-on and clocking-off times. As the years went by, there were a number of nasty traffic accidents outside the works, and a few fatalities too.
The road outside the works had to be blocked off whenever an aircraft from the Avro Hangars was being towed – or taxied to their dispersal ‘pan’, to let the aircraft across from the factory side, to the aerodrome (or vice versa).
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Avro York Transports
These aircraft were from RAF Transport Command or Civil Airlines, and included VIP Specials, Troop carriers and freighters off the Berlin Airlift. Work done included major engine and airframe inspections, rebuilds and conversions to VIP aircraft. (Some Yorks were used by the RAF VIP and the King’s Flights, and by Commonwealth Governor-Generals etc.) Most conversions were done at Langar.
The first Yorks did not arrive until after the war was over, and MWIII was repaired as a ‘Cat A(c)’ case, and delivered from Langar again on July 25th 1945. It was followed by MW110 and 120, and then the Prime Minister (Sir Winston Churchill’s) LV633 ’Ascalon’, and MW101 (all ‘Cat B’ cases) before the end of the year.
After this, there was a steady trickle of Yorks through Langar up to the beginning of 1951, when it finally ran out, with the exception of two ‘special’ Yorks. (MW132 and 179) that were modified by Langar in March-April 1953 and fitted with ‘Parachute Pylons’ for testing at Abingdon and Boscombe Down.
The annual number of Yorks repaired at Langar was as follows:-
1945 – 6
1946 – 15
1847 [sic] – 13
1948 – 22
1949 – 24
1950 – 17
1951 – 3
1953 – 2
Total [underlined] 102 [/underlined]
The higher annual totals in 1948 and 1949 were for Yorks off the Berlin Airlift operations, at the conclusion of the world’s greatest-ever air supply operation.
Avro Lincoln bombers
The Lincoln bomber was a development of the famous Lancaster and built to a specification with more powerful Rolls-Royce Merlin 68a engines, semi automatic fuel system, greater payload and range. The Lincoln came into service too late for the European War, but went into RAF service in the UK and overseas. It also became the main standby aircraft of the RAF and remained in storage readiness for several years until the ‘V’ bomber was established. The Handley Page Halifax Mk. III was also manufactured to the same specification. During this period Avro Langar had contracts for the repair and periodic servicing of many Lincolns.
The Lincolns started to arrive at Langar for repair at the end of 1945 and the first, a B.Mk 2, RE404, of a final total of 236 was cleared by Avros for delivery back to RAF Marham in February 1946. After this they arrived in a steady trickle for modifications to be made
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and later on, for those that had been in storage since the War to be refurbished and prepared for storage again at Maintenance Units. Special storage oils and lubricants were applied and most of the instruments taken out and stored separately.
Lincoln RE364 was ‘cleared’ out of Langar on February 20 1947,, names ‘Aries II’ to be used by the Empire Air Navigation School at Shawbury in place of their older Aries I (a Lancaster Mk I). Like Aries I the Lincoln had been fitted with a streamlined Lancastrian nose and tail and much special radio/radar equipment.
Another Lincoln B.Mk. 2, RE414 was also given special equipment for use by the Empire Radio School, and called Mercury II (to replace Mercury I, a Halifax Mk VI).
Argentine Lincolns
Then came the renovation of ex-RAF Lincolns at Langar for the Argentine Air Force. A total of 12 B.Mk 2s were prepared at Langar, numbered B-001 to B-012. B-001 was ready to hand over on September 17th 1947 and the last of the dozen (B-003) was handed over on February 24th 1949.
This was because the AAF decided to have B-003 (which had been cleared for acceptance at Langar on May 19th 1948 by Peter Field-Richards) converted to a ‘very long range’ version for trans-South Polar flying. Thus it went back into the works for fitting extra fuel tanks (to take a total of 5,010 gallons) and Peter cleared it again on July 16th 1948. Then it was also decided to fit a good deal of extra radio equipment and it was finally handed over in February 1949 to the AAF.
Later, B-003 was returned to Langar in 1953 to be fitted with streamlined nose and tail cones. It was delivered back to the AAF again on May 2nd 1953 as LV-ZEI.
Thus, this Lincoln, B-003, became the first true ‘Lincolnian’ to be sold.
More special Lincolns
A great deal of crew training was involved during the intervening months at Langar, some of the Argentine Lincolns being kept back for this purpose. Lincolns continued to arrive from the RAF and storage at MUs, up to the end of 1957. Following the Argentine Air Force contract, another order arrived from Paraguay for the conversion of 3 Lincolns into meat-carrying freighters to ply between Paraguay and Peru and Chile, over the Andes mountain chain.
Neil Cunningham remembers some of these contracts.
“I started my apprenticeship with A V Roe in late 1954 and worked on Lincolns, Meteors, Shackletons and Vulcans. I also worked at Bracebridge Heath, RAF Waddington, Scampton and Finningley on Vulcans. I then went back to Langar and finished my apprenticeship as a Millwright in the maintenance department. After that I worked on maintenance, becoming the Works Engineer, until closure in 1968.
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[Photograph of two Lincoln aircraft] Lincolns for Argentina.
[Photograph of large group of men beneath a Lincoln aircraft with a number of signatures at the bottom of the page]
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When I started at Langar the Lincolns were being disarmed and a few prepared to be used on air-to-ground missile ranges in Australia. They were parked on the dispersal points round the airfield ready for collection, but the contract was cancelled and they remained parked for some considerable time before being scrapped. I can remember twenty or more of these Lincolns parked around the airfield and having to be turned according to the wind direction. Three of these were bought in 1956/57 by a South American air charter firm that was awarded a contract by the Peruvian government to fly 84 tons of fresh meat a week from Asuncion, Paraguay, to Lima in Peru, a distance of 1350 miles over mountainous central America, because of a shortage of meat in Peru (whose people were unwilling to accept frozen meat). Field Aircraft at Tollerton was awarded the contract to convert these three Lincolns to meat freighters, therefore it was necessary to fly them from Langar to Tollerton, approximately five miles. As these aircraft had been static and open to the elements for so long, their condition was questionable. Fortunately the engines were found to be in good condition due to being inhibited. Eventually an air-worthy certificate was granted only for that distance and they were flown to Tollerton by Cliff Rogers and Cliff Holehouse, Rolls-Royce Hucknall test pilots, and Freddie Cook, Field’s test pilot, and they were paid £5 each! These three aircraft were locally called ‘Faith, Hope and Charity’. The number of the first aircraft to be converted was RE376. It had been flown by 61, 617, 57 and 100 Squadrons and the cost of conversion was £12,000. A V Roe would not grant a stress certificate for this aircraft and the other two were never converted. Eventually, on the 14th September 1959 these aircraft were sold for scrap to International Alloys of Aylesbury, the scrap value being £1,950 for the unconverted aircraft, and £1,025 for the converted.”
Another small batch of Lincolns was to be sent to Langar for a very secret conversion – to unmanned flight, controlled by radio (for use at Woomera). A test Lincoln had already been converted by Flight Refuelling Ltd, but had run into difficulties. Avros at Langar had to fit special pods to the wing-tips, encasing cameras and recording devices, but it was found that the flexing of the wingtips in flight upset the telemetry and Langar was told to cancel the project after some work had been carried out on RF395 and RE366.
Ken Allen remembers:
“This was a very ‘hush hush’ contract. I was allocated to the project and can recall being summoned to the Chief Inspector’s office, where the three inspectors (engine, airframe and electrical) were read the ‘Riot Act’ on strict secrecy, and no person not involved with the project was to be allowed to look at the drawings.”
The annual number of Lincolns repaired at Langar after the war totalled:
1946 – 56
1947 – 24
1948 – 34
1949 – 13
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1950 – 9
1951 – 42 (Korean War preparation)
1952 – 28
1953 – 18 (including 1 Lincolnian)
1954 – 6
1955 – 3
1956 – 2
1957 – 1
Total [underlined] 236 [/underlined]
Argentine Lancasters
Argentina had already taken delivery of 5 Yorks and 3 Lancastrians (three of these Yorks and one Lancastrian were reconditioned at Waddington/Bracebridge Heath Langar refurbished the other two Lancastrians and the two remaining Yorks were overhauled at Woodford). Argentina also now bought the 12 ex-RAF Lincolns from Langar (plus a further 18 newly-built- ones by Sir W G Armstrong Whitworth Aircraft). But this was not the end of its orders – a total of 15 ex-RAF Lancasters were now ordered and Langar was to refurbish them. They were numbered B-031 to B-045 following on from the Lincolns (numbered B-001 to B-030).
Now all these Lancasters were Mk Is and had been standing outside in open storage at RAF MUs since the end of WWII, so picking out the best preserved ones was tricky. One particular Argentine Air Force officer was designated to make a check, one day, on the external and internal condition of the Lancasters before overhaul began at Langar, and Ken Allen (a Senior Inspector) and Phil Lightfoot (the overall Works Superintendent) took him over to the latest Lancaster to arrive there. They removed the engine cowlings and were horrified at the dirt and oil over the Rolls-Royce Merlins.
The Argentine officer refused to accept the Lancaster and became a little over-excited exclaiming “Zese aircraft must be NEW ones – not dirt old ones…!”
Ken looked at Phil who put on his best Yorkshire man act, rubbed his chin slowly and eventually said: “Leave it to me, Lad – we’ll sort it out!”
Out of earshot of the Argentine officer, Phil whispered urgently to Ken: “What do you suggest…?” and Ken said he’d have a go at cleaning one Merlin up – if he could get a tin of black gloss paint, a tin of silver dope, masking tape and lots of brown paper. He got what he wanted, worked all day and by evening had cleaned and resprayed the R-R engine completely.
Phil was so impressed that he told Ken to borrow some more Inspectors and do the other three. A few days later the Argentine Air Force man was invited back to see: “Ze four NEW engines” and was duly impressed, authorising the complete Lancaster to be refurbished there. (He never did know the real truth!)
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The first of these 15 Lancasters (B-031) was delivered from Langar on May 11th 1948 and the last one (B-041) was delivered on January 4th 1949,
French and other Lancasters
Following this, Langar refitted another Lancaster Mk I for the Swedish Air Force (80001) which was delivered to AST at Hamble on June 22nd 1950, to be fitted out for testing a single Swedish jet engine under its bomb bay. Then came nine Lancasters for the Egyptian Air Force (1801-1809) and a contract for 54 Lancasters for the French Aéronavale Squadrons, 16 of which were refitted at Langar and the balance at Woodford. The last Egyptian Lancaster was delivered on November 20th 1950, and the first and last of the French Aéronavale Lancasters on March 12th, and October 28th 1952 respectively.
A further five Lancaster MkVIIs were then supplied to the French Air Force (FCL-01 to -05), the last leaving Langar on April 30th 1954, and the next Lancaster, RF322 for the RAF’s School of Maritime Reconnaissance was the last of all the 320 Lancasters to be overhauled at Langar in the 12 year period 1942-1954.
The Lancaster totals refitted at Langar per annum were:
1942 – 4
1943 – 48
1944 – 89
1945 – 99
1946 – 12
1947 - -
1948 – 14
1949 – 14
1950 – 11
1951 – 2
1952 – 16
1953 – 4
1954 – 7
Total [underlined] 320 [/underlined]
One additional Lancaster to the above was supplied to the French Aéronavale for ground training for the crews who were to maintain the 54 Lancasters for their Western Union contract.
Ken Allen remembers being asked at short notice to go to Cosford, where Avros had purchased a Lancaster being stored there but about to be scrapped (believed to be NX743). Ken was told to inspect the aircraft and make a ‘Shortage List’ of all the items necessary to enable the Lancaster to make one last flight direct to France. This was quite a task, as all kinds of items had [inserted] already [/inserted] been carefully [inserted] and clandestinely [/inserted] removed from the Lancaster to enable certain people to complete their DIY tasks at home (eg cables – to repair motor cycle brakes, etc!).
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[Photograph of Lancaster RE222] RAF Coastal Command Lancaster about to be converted for French Aeronavale.
[Photograph of a Lancaster] Lancaster converted for French Aeronavale use.
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When the items had been restored to the Lancaster (temporarily registered F-YBCA), Ken crewed it as Flight Engineer with Peter Field-Richards and saw everyone at Cosford turn out to line the runway on June 6th 1951 – quite convinced the Lancaster would never leave the ground! However, it did, but they only flew it to Langar, where it was renovated but afterwards sent by ground transport to France!
Ken remembers one other unique flight in a Lancaster. This was on July 17th 1951, when he went with Peter Field-Richards to the MU at Llandow in South Wales, to fly TW655 into Hendon for the special Daily Express ’50 Years of Flight’ exhibition and display that year. Hendon only had a short runway and after being invited to send in a Lancaster for the 7-day event Avros was suddenly told at the last minute that permission for the Lancaster had been withdrawn for safety reasons. There was a last minute flurry of telephone calls between Sir Roy Dobson of Avros, the Air Ministry, even Government departments – then it was ‘on’ again, and Peter and Ken flew it in. Ken remembers handing some charts to Peter during the flight – but Peter just flung them over his shoulder, saying “I don’t need them – I know every aerodrome in this country by heart…!” Ken looked down as they flew over London, descending over the buildings of Harrow School, then as they crossed over the roof of the last hut on the edge of Hendon, Peter told him to ‘cut’ the throttles – and they actually stopped before the intersection of the runways!
At the end of the week, Peter flew TW655 out again on July 24th, straight to Langar where it became WU-17 eventually for the French Aéonavale contract.
Flight Engineer from the ‘Dambusters’
When Arthur Norman retired from being Peter Field-Richard’s Flight Test Engineer in 1946, a certain Edward Wilson Armstrong – recently demobbed from the RAF as a Warrant Officer Flight Engineer in 617 (The Dambusters) Squadron – promptly applied for and was given the job as his successor.
‘Paddy’ – so called because his family came from Donaghadee in Northern Ireland – had joined the RAF in 1940 on his 18th birthday, after serving as an apprentice at Shorts in Belfast. He eventually qualified as a Flight Engineer and completed a tour of 30 operations with 90 Squadron on Short Stirlings. Then, after the customary rest from operations as an instructor in 1661 Conversion Unit, he managed (after a great deal of trying) to get posted back on ‘ops’, this time as a Warrant Officer in the famous 617 Squadron at Woodhall Spa.
Paddy flew another 14 operations with 617 up to the end of the War in Europe, and stayed with the squadron until December 20th 1945. His job with Avros at Langar began on August 14th 1946 and he remained there until June 1st 1968, three months before the works finally closed down.
He flew as Peter Field-Richards ‘crew’ (there were normally only the two of them
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concerned with test-flying the aircraft at Langar) from September 5th 1946 up to Peter’s retirement from flying on August 11th 1954, and continued to act as Flight Test Engineer for the Avro pilots from Woodford after that – notably Sqd Ldr Jack Wales. After Wales was killed in the first production Shackleton MR3 in December 1956, Paddy handed over most of the flying to his assistant in Flight Testing, Roy Browne. But Paddy went on flying when necessary – if Roy was ill, or on holiday, etc and Paddy’s last test flight at Langar was actually on November 26th 1965, with Peter Varley in the Shackleton MR”, WR960.
Between leaving the RAF and joining Avros, Paddy had first gone along to Trent Bridge Power Station for an engineer’s job. But he could not stand heights and was turned down for the job. Then he tried a local coal mine, seeking to become one of the new ‘Bevan Boys’. He went for this interview in his best suit collar and tie, and this was probably not very conducive to getting a job down the pits!
He was turned away from this, too and so he had ended up as a Junior Foreman in the Langar Flight Test Department, with a flying job again.
Paddy had a lot of happy hours flying in his beloved Lancasters at Langar – and he was particularly commended by Sir Roy Dobson – Avro’s Managing Director – for his work in training the Argentine flight crews (including their pilots). Sir Roy awarded Paddy an ex gratia payment of £25!
A number of incidents
The flights Paddy made were not without incident but Peter Field-Richards was such a superlative pilot that they all ended favourably. Thus, on November 19th 1946 Paddy was in the York ME 300 on a local test flight when Peter discovered suddenly that their aileron control had jammed solid. With great expertise, Peter managed to fly slowly across to Waddington, and by dint of some very precise flying with rudder and engine controls alone they landed safely on the long runway there. The York stayed there for six days while the controls were checked and the fault rectified, then they flew it back to Langar and one engine failed on take-off!
On July 5th 1948, while heavily engaged in training the Argentine crews on their Lancasters, Paddy was flying with Peter in the Lancaster B-040 when a hydraulic pipe burst in the cockpit. Both of them and the cockpit were covered in oil, and again they had to make an emergency landing at Waddington – “well-oiled…” as Paddy said! In fact it took no less than 10 test-flights to clear it for the Argentine crew.
On May 13th 1949, Paddy was up with Peter in the Lincoln test-bed for the new Bristol Theseus engines, RE418. (This was the second such Lincoln and was to be used by RAF Transport shortly on regular runs between Lyneham and the Middle East.) But on this test flight they couldn’t lower the undercarriage on returning to Langar. Paddy used the emergency compressed air and the control tower told them the wheels seemed to be locked down, when they flew very low, over it. The flaps didn’t work, however, and
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[Photograph of an aircraft] The Lancastrian conversion “Aries II” for the RAF.
[Photograph of an aircraft]
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so Peter made a low, flapless approach and landing on the long North/South runway, fortunately without incident.
By 1951, a lot of Lincoln B.2s had been delivered to Langar for various inspections/modification/updates/overhauls to be carried out, and a not inconsiderable number were parked around the airfield on various dispersal areas. On April 10th, Paddy helped Peter conduct what must have been rather risky 10-minute test flights on a pair of these that had already become ’time-expired’. These were RF532 and RE294 and immediately after, they were flown away to MUs at Hullavington and Kemble respectively.
Paddy also helped fly the Lancaster F-YBCA from Cosford to Langar on June 6th 1951 – the one-time trip (again on a time-expired aircraft) to have the Lancaster made into a ground instruction machine at Langar for the French Aéronavale.
On July 19th 1954, Paddy flew as a ‘passenger’ with Peter Field-Richards on the latter’s one and only test flight in a Meteor T.7, and after Peter retired that August, Paddy accompanied Sqd Ldr Jack Wales as an ‘observer’ on several further flights in Meteor T.7s.
The Shackletons had started to appear now and Paddy found himself flying at Langar with Jack Wales until the latter was tragically killed when the first Shackleton MR3 crashed in Derbyshire in December 1956. Johnny Baker then took over Shackleton, Meteor and Lincoln tests at Langar and he was succeeded by the New Zealand wartime fighter pilot ‘Ossie’ Hawkins in 1958, when Johnny left Woodford for Australia.
Paddy had handed over most of his test-flying duties at Langar to Roy Browne from January 1957 but he did fly quite regularly after that – on all the different models of Shackleton. The other Woodford pilots he flew with included Tony Blackman, Dickie Martin and finally Peter Varley.
After Avro Langar closed down in 1968, Paddy found a job at Schipol Airport at Amsterdam for a time, then managed to find a position with Rolls-Royce back at Hucknall, Derby. By now he had a large family – seven sons (the last two being twins) and one daughter – and the R-R job gave him a chance to keep them all together in Nottingham. Later he took a contract with BAC (later BAe) to live in Saudi Arabia for 7-8 years working on the English Electric Lightning project with the Saudi Air Force, and his wife and family (such as were still at home) moved out there for the last 4 1/2 years.
When Paddy finally retired, he did so back to Rivergreen near Nottingham, and to keep busy at something, he even opened a ‘take-away’ sandwich bar at Hockley! When he finally passed away in 1995, Paddy’s wish was to be cremated and his ashes scattered over Langar airfield. Not only was his wish carried out by the BN Islander aircraft of the Sky-Diving Club there, but when his ashes had been scattered, the Battle of Britain Flight
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DATE 1956
FLIGHTSHED
LINCOLNS
BILL WILLIAMS
METEOR FUEL TANKS
HERBERT CHADDERTON
SHED 3 TANK SHOP
SHED 1
DON HERROD
LEN NEEDHAM FOREMAN
MMY LEVERLAN
TANK SHOP NOSEWHEEL SECTION.
T.I. MK SHACKLETON CONVERSION TO MK 4 FLYING CLASSROOM
METEOR NOSEWHEELS
SHED 5 P.I. SECTION
[Underlined] Persons in pictures overleaf: [/underlined]
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[Photographs of various parts of hangars] Langar scenes.
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flew across the airfield, the Lancaster flanked by the Spitfire and Hurricane – a fitting tribute to one of Avro’s greatest.
The Meteor Contracts
With the end of major servicing on Avro Yorks not long after the Berlin Airlift ceased in 1949, and the rundown in refurbishing Lincolns once the Korean War began to subside at the start of the 1950s, it was obvious to the Hawker Siddeley Aviation Management that some urgent contracts were needed to sustain Langar in business. Thus it was decided to send Meteor night-fighters direct to Langar from Armstrong Whitworth at Coventry for final fitment of various items in the radio and radar field.
The first Meteor NF.14 to be produced at Baginton (WS722) had its first flight there on October 23rd 1953. ‘Bill’ Else initialled it, flying it across to Bitteswell aerodrome, where all Armstrong Whitworth’s test-flying operations had been located since October 5th. Then another pilot flew it across to Langar for fitment of the necessary equipment, and on November 19th it was rolled out again and given its clearance flight back to Bitteswell.
Meanwhile one of the last batches of Meteor NF.12s (WS718) was also sent to Langar for equipment to be installed, and this was cleared back to Bitteswell eight days later on November 27th 1953. Armstrong Whitworth approved the Langar installations, and after this, the first batch (39) of Meteor NF.14s and the initial aircraft of the second batch all went through Langar in quick succession – a total of 40 NF.14s altogether. Interspersed with these came a total on 99 of the 100 Meteor NF.12s produced (the exception being WS635).
As these Meteors were test-flown and cleared at Langar, the NF.14s were mostly delivered to 15 MU at Wroughton and the NF.12s to 8MU at Little Rissington or 38 MU at Llandow.
Further contracts now followed for refurbishing Meteor F.8s (the RAF’s latest fighter version) straight from RAF Auxiliary Squadrons. Eventually 58 F.8s were treated at Langar and re-delivered to RAF bases.
The Meteor T.7 trainer version was also refurbished at Langar, where 85 were treated the same way as the F.8s, and the whole of the Meteor programme finished with two FR.9s also being overhauled.
Ken Allen remembers:
“All Meteors came to Langar from RAF Squadrons when their engine and airframe hours expired, for major inspection, repairs and modifications and updating any outstanding tech instructions. Meteors were stripped of their matt paint and given a High Gloss finish and new markings. This was a new technique for Avro’s spray shop, as all bomber aircraft were matt finished. However, several squadron commanders later
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wrote saying they were impressed by the increase in top speed achieved with this new finish!”
Altogether between November 1953 and January 1957 Langar received a total of 284 Meteors to refit, which helped keep their employment intact before the next – and last- major contract to arrive, overhauling the Avro Shackleton fleet.
Peter Field-Richards retired from test-flying at Langar in July 1955, at the height of the Meteor programme and a few months after the first Shackleton – a Mk IA, WB826 – was given some modification after suffering a wheels-up landing at a Conversion Unit and cleared at Langar on February 16th.
From here on, Avro test-pilots based at Woodford would drive or fly down to Langar to clear each Shackleton or Vulcan as it became ready for test-flying again after its repair/modification/servicing work was complete.
The Meteors were all test-flown by Avro or Armstrong Whitworth pilots (Sqd Ldr Jack Wales alone flying some 129).
Avro Shackleton T4 Trainers
The first few Shackletons appeared at Langar for regular servicing or modifying up to current manufacturer’s standards – usually after a major incident at the Squadron rendered repairs imperative. Thus, after WB826 (see above) came a string of MR2s from Squadrons – WL785, WL796, WL798, etc – with the first production Shackleton MR1, VP254, to have IFF Mk10 and SARAH fitted at Langar early in 1956, prior to flight trials at Boscombe Down in May 1956. Another early Shackleton, VP258, also appeared at Langar at the end of 1956 for the trial installation of the new ASV Mk21 Blue Silk search radar.
Then they came in ‘thick and fast’ to Langar. WB819, an MR1A was cleared at Langar on June 13th 1957 after being converted there to a T4 standard. The T4 was a trainer version, replacing the Lancasters equipping the School of Maritime Reconnaissance. After VP258 was converted at Woodford to be the prototype of this new version, a total of 10 MR1 or 1A aircraft were sent to Langar for the refit. This involved removing the dorsal turret and rest bunks and installing ASV Mk13 training equipment, and extra Sonobouy Mk1 equipment, for instructors and pupils to sit side by side, as well as the necessary additional power pack.
These 10 Shackleton MRIs or IAs were converted at Langar and delivered back to units between May 27th 1957 and March 17th 1958 (see Appendix No…). Later, a further six Shackleton IAs were sent to Langar and converted and delivered back between September 7th and December 28th 1961.
The last Flight Engineer
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Now that Langar’s resident Flight Test Engineer Paddy Armstrong had retired from flying, he left the test-flying at Langar to his successor Roy Browne. Roy had joined Avros at Langar in 1946 and when Paddy signed the front of Roy’s new log book: “Happy Landings. E.W. Armstrong. 14th January 1957”, he turned over the test-flying engineer’s job to him until Langar finally closed in 1968.
Roy henceforth made almost all the test-flights on Avro’s aircraft at Langar, with whichever pilot flew down from Woodford for the purpose. But in addition, he also made many test-flights on Shackletons and Vulcans from Bitteswell (which gradually took over the tasks of the Langar works). [Deleted] Hawarden (the old De Havilland which gradually took over the tasks of the Langar works), [/deleted] Hawarden (the old De Havilland works at Chester), and even Woodford (Avro’s home base), as well as accompanying Woodford crews on tests at Boscombe Down, etc. In all Roy notched up 1,209 hours 35 minutes test-flying with Avros – a very respectable total and one that put him in the forefront of Shackleton testing for A V Roe & Co Ltd.
When Roy finished at Langar, he was great friends with Bill Else, Dickie Martin and Peter Varley (the ex-Armstrong Whitworth and Gloster aircraft test-pilots taken on by Woodford after their own companies closed down) and he left Avros to join Court Line Aviation when they did too, starting another career in civil aviation.
Roy lived at Harby when he worked at Langar and knew Peter Field-Richards very well – though not flying with him officially before he retired. Peter was then ‘Mine Host’ of the Nags Head and Star in Harby. But Roy knew enough of Peter to call him “One hell of a pilot”.
In his early days of test-flying at Langar, Roy went up to Woodford one day to the Flight Test Dept there, while the Chief Test-Pilot (Jimmy Harrison) was away somewhere. Jimmy – Roy notes – had a ‘beautiful secretary’ and Roy was holding the post for her temporarily in her office when the ‘phone rang. Roy decided to be a little flippant with his answer and as he lifted the receiver he said “Hallo. It’s the Kremlin here…!”
The resultant response at the other end indicated the caller was certainly not amused … it was Jimmy Harrison himself!
Roy remembers two occasions involving slow rolls during test-flying at Langar. On one occasion Langar had just installed new, more powerful Bristol Olympus engines in a Vulcan. Tony Blackman came down to test-fly it when it was ready, and just after take off was so impressed by the increase in thrust that he promptly barrel-rolled it while still climbing out in sight of all the workers and spectators!
The other occasion could have been more dangerou8s – it had claimed the life of Jack Wales and his crew in the prototype Shackleton MR3 in December 1956. On this flight from Langar, Roy was flying with Ossie Hawkins in a Shackleton and they were making still turns at 4-5,000 ft or so. Roy was not strapped in the Flt. Engineer’s seat and the
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stall turns were getting tighter. Suddenly the Shackleton dropped a wing and went into a vicious roll onto its back. Roy flew between the two pilots seats, and Ossie somehow got the aircraft out of the roll by completing it down at 1,000 ft! That was a close shave.
Phase I and II modifications to Avro Shackletons
After the T4 refits, came the ‘Phase I’ conversions to Shackleton MR2s, and then Phase II conversions to MR2s, MR3s and T4s.
The Shackletons concerned in these refits at Langar can be seen in Appendix … (showing the dates of delivery back to their units after clearance at Langar). A Summary Table in Appendix … is also shown.
Basically, the Phase I refit at Langar (1958-60) on MR2s consisted of fitting:
- ASV Mk21 radar
- Blue Silk doppler
- A Tactical Table
Soon after the programme had started at Langar (Woodford, and Avro Outworking Parties at 49 MU were also involved), the MR2s had been grounded on June 19, 1959 due to fatigue in the centre section wing spars being discovered. Thus, additional modifications were then added to the Phase I refits, as parts of a crash programme on MR2s.
Phase II refits at Langar (1961-3) to both MR2s and MR3s involved new radio and radar equipment:
- Sonobuoy MkIC (replacing Mk I)
- Violet Picture UHF (replacing Green Salad VHF)
- New Intercom system
- UHF/RT
- Tacan
- Sonobuoy Homer
- Orange Harvest ECM
- Improved Radio Compass (with recessed aerial behind cockpit roof and ‘sensing’ aerial on starboard bomb – door.
- HF Radio aerial support posts moved back in front of ECM Plinth
- Long MR3 Type engine tail-pipe exhausts
- Bomb carriage modification to allow carriage of 2xMk30, and 3 x Mk36 or Mk44 Homing Torpedoes.
Phase III, Viper and T2 modifications to Shackletons
The Phase III modifications made later in 1964-5 (to MR3s), and in 1965-7 (to MR2s), involved fitting:
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- Strengthened spars and re-skinned wings
- Increased fuel capacity
- Redesigned Heater system
- New navigation and compass systems
- Revised Tactical Station
- Four tube flare discharger
- New toilet/washing facilities
- Thicker soundproofing
- Rewiring to carry Mk 10 Lulu Nuclear depth bombs) [sic]
- R-R Griffon 58 engines (with strengthened gear boxes for higher electrical generation outputs), larger generators and inverters.
- Stronger undercarriage
- Positions to carry 11 passengers (or troops) in addition to crew of 10.
Once the Shackleton MR2s had been converted to Phase III standard, they were known as the MR2A version.
The MR3s had not seen the last of Langar with the Phase III additions, as it was decided to fit most MR3s with Bristol Siddeley Viper Mk11 gas turbines in the rear of the outer engine nacelles, to boost the max weight take off performance at 105,000 lbs. This was called the ‘Viper Fit’ and carried out at Langar and Woodford.
The last version seen at Langar was the T2 Trainer. This was the MR2A given two ASV trainee positions (in place of the rest bunks), extra consoles and an instructor (Navigator) position.
Altogether, Langar handled a total of:
15 T4 conversions from Shackleton MR1As
2 T4 conversions to Phase II standard
38 Phase I conversions of Shackleton MR2s
36 Phase II conversions of Shackleton MR2s
30 Phase III conversions of Shackleton MR2s
10 T2 conversions of Shackleton MR2As
11 Phase III conversions of Shackleton MR3s
19 Viper fits to Shackleton MR3s
[Underlined] 181 [/underlined] Total
All this amounted to a vast number of man-hours worked at Langar on the Shackleton aircraft, the only major version not dealt with there being the last one – the AEW2 version that was carried out at Bitteswell in the 1972-3 period after Langar had closed.
In fact. Langar closed down because it was decided within the Hawker-Siddeley Aviation Group that Bitteswell (originally an Armstrong Whitworth company airfield near
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Coventry was more suited to taking the Vulcan aircraft for refits, as it had better runways, engine test facilities and general Hangar accommodation. It was all part of the inevitable rationalisation process still affecting British Aviation even today.
The Foreman’s mistake
Neil Cunnin [inserted] g [/inserted] ton worked on the aircraft at Langar in the 1950s, then with Outworking Parties at Scampton, Waddington and Finningley on Vulcans, before returning to Langar to work on the factory maintenance side up to its closure in 1968. He remembers several amusing incidents, [deleted] the first [/deleted] one being the arrival at Langar of the first Avro Vulcan to be sent there for an upgraded engine fitment.
The Vulcan (VX770, the first prototype) flew around the works and airfield several times, to the delight of the watching workers, and then made its approach and landing, streaming its braking parachute in the process, and then leaving it on the runway. As it taxied in to the Hangar, one of the senior foremen watching it remarked to all and sundry: “I’ll go out on my bike and bring in the parachute!”
He duly cycled out, and a long time later returned very red-faced. He hadn’t appreciated the fact that the Vulcan’s tail-chute weighs some two tons, with its massive nylon cords, etc! It was quite impossible for him to lift it, let alone tow it on his bike!
The ‘Jonah’
Neil also remembers a particular Shackleton MR3 – or ‘Jonah’ as they referred to it at Langar (for all its constant problems). This MR3, WR971, first appeared at Langar to have a very large aerial fitted to its fuselage top, as a Trial Installation of some special radio equipment. While it was on test later, it returned to Langar after one flight, minus its aerial – which was later found in a field in the Vale of Belvoir!
On another occasion it was in the large Hangar No 7 at Langar, for some work to be done on it. Now in the centre of the floor, there was a large 10ft deep access pit for the Shackleton MR2s to be able to extend their telescopic ventral radomes for checking the mechanism, etc. The pit was covered with heavy baulks of timber to withstand the weight of the nose-wheels, but on this occasion, someone managed to manoeuvre ‘Jonah’ so that one of its main gear passed over the pit. The timber collapsed, the main gear disappeared into the well and the wing and engines dropped right onto the top of the workmen’s benches. Luckily it was the lunch break, and so no one was killed or injured!
Finally ‘Jonah’ was the Shackleton in which Harry Fisher and Roy Browne were to have the undercarriage collapse on take-off, on February 7th 1967. Neil Cunnington remembers just going home past the Harby end of the runway, and watching it preparing to take-off, when the starboard undercarriage gracefully folded up and the next minute, chunks of concrete were flying past Neil’s head as the propellers struck the runway and bent backwards like split banana skins.
The Hangar 7 fire
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On the night of December 22nd 1955 – a Saturday – there were three Shackleton MR2s in Hangar 7 undergoing fuel tank filling tests. Suddenly there was a spark caused by static electricity, and the aircraft were engulfed in flames! The Senior Foreman there, Harry Houghton and the men on duty tried desperately to limit the fire by pulling drums of fuel away from the Shackletons, and using fire extinguishers, but to no avail!
The Royal Canadian Air Force scrambled its Fire Tenders from their site on the North side of the airfield, and they were soon on the scene – albeit by now the Hangar itself was on fire, and a pillar of flame and smoke rose high into the sky from the Hangar roof. As Neil Cunnington remembers: “It was the only time in my life when I have ever seen concrete actually melt!”
One Shackleton (WL799) was totally destroyed, as was the hangar, and two others damaged, but with all the work on hand, Hangar 7 was hurriedly rebuilt in more modern post-war style, and was in use again by mid-1956!
Vulcan contracts
Langar only hosted four different Vulcan aircraft – all arriving and departing in 1957-8.
Ken Allen remembers:
“The first prototype (VX770) which had completed its evaluation and test flying was placed on embodiment loan to Rolls-Royce Experimental Establishment, Hucknall, Nottingham, as a flying test bed for the first of the family of ‘By-pass’ engines – ie the Conway. The airframe had extensive modification at Langar to comply with current regulations. This work took some twelve months to complete. I had the privilege of being Senior Inspector throughout the whole of this project and co-signed the daily inspection for the first flight. The whole of Langar came out to view the take off on August 9th 1957. It was a very memorable sight, deafening, but quite unforgettable! I was also relived Vulcan VX770 never returned to Langar and was delivered direct to Hucknall. I did later meet up with the Vulcan at Rolls-Royce Hucknall, to advise on repairs to the airframe.
Next came XA903, an early B.Mk1 version, to be fitted at Langar with a special bomb release, and tracking telemetry for the airborne release of the Blue Steel ‘stand-off’ bomb. This was completed and flew on January 27th 1958.
Then came XA901 and lastly XA891, to be fitted with the more powerful uprated Bristol Olympus engines of 16,000 lb st each. These Mk200 Olympus engines were fitted in time for the SBAC show in 1958, and the Vulcans were completed on May 22nd and June 10th 1958, respectively”.
More hangars acquired
Neil Cunnington remembers the RCAF’s occupation of Langar:
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[Underlined] Peter Norman [/underlined]
[Photograph of an aircraft flying past a control tower] The last Shackleton modified at Langar flies around the Control Tower (now the HQ building of the Brit. Para chute School)
[Underlined] SEPT 1968 [/underlined]
Sep 4th WL798 Shack II last at Langer (next ones at Bitteswell) Harry Fisher is the Pilot.
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[Photograph of three men outside a NAAFI hut] Retirement: Sqd Ldr Peter Field-Richards (Centre), and Ken Cook (right) meet again at Langar. Both great Test-Pilots.
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“The Royal Canadian Air Force occupied the airfield and the North side from 1951 to 1963. When they eventually vacated the site, A V Roe/Hawker Siddeley Aviation took over part of it, which included two T2 Type Hangars and other buildings. One of the hangars became a Flight Shed, and the other became the Trials Installation (TI) Section. As this site was some distance from the factory, there was a bus service between the two, which consisted of an ex-City of Coventry double decker bus and a mini-bus.”
The Flight Shed provided much needed extra space for the Shackletons and the TI hangar enabled the relevant Shackletons sent over from Woodford to be fitted out with the new equipment to be tested from Langar or Boscombe Down, and proved, before adopting it as standard in the future Phase refits given to all the Shackletons.
The closure of Langar
With the refitting of all the necessary RAF Shackletons now accomplished, and the emphasis on Vulcan refits now appearing, Hawker Siddeley Aviation decided to close Langar at the end of 1968, and transfer all refitting facilities to Bitteswell – a little further south, close to Coventry.
It was a sad day when the closure approached for the team of workers who had, over a period of 26 years, carried out such excellent refitting and modification to over 1,185 aircraft in all (see Appendix 2).
The last aircraft to be refurbished at Langar was the Shackleton WL798, and this was rolled out for engine runs, at the end of August 1968. The date for its final handover to the RAF again was set for September 4th, and on that day the workers at Langar turned out to see the test-pilot from Woodford, Harry Fisher, with Roy Browne from Langar as his Flight Engineer and Dave Pearson from Woodford as his other crew.
As well as the Avro employees, Peter Field-Richards, the previous (and only) locally employed Avro test-pilot, and Arthur Norman, the company’s first Flight Engineer, were also on hand to witness the last flyby. Ken Cook also flew over from Woodford for the occasion – he had helped Peter Field-Richards out on occasions with flight-testing at Langar and Waddington, and after retiring at Woodford as one of Avro’s greatest test-pilots, had become Air Traffic Control Officer there, with responsibility for the operation of Langar’s Control tower too.
They all waved to the crew, and the ‘Mighty Hunter’ (the Shackleton) as it majestically gathered speed down the runway and then flew round the works and control tower several times before ‘beating-up’ the airfield for the last time, and landing. An RAF crew took it over on September 16th, and then flew it back to its base (205 Squadron, at Changi, Singapore).
And so, as the workers were now gradually paid off (some had already gone in the last few months) the works gradually emptied of jigs and tools, spare parts and anything that
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[Photograph of a group of people underneath the nose of a Shackleton] FIRST ON RIGHT
GEORGE ARTHUR NORMAN (ex Flt. Engineer)
PICTURE TAKEN SEPT 1968
The last Shackleton about to be flown away from Langar Sep 4th 1968.
Harry Fisher Pearson From Woodford Peter F-R Norman
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could be used elsewhere in HSA, and the Hangar doors closed in turn, never to re-open for some time.
Some of the workers were re-deployed to HSA airfields like Bitteswell, Woodford, etc, or to Outworking Parties at Bracebridge Heath. But many looked for jobs at Rolls-Royce at Derby and Hucknall, or in engineering concerns in Nottingham, Derby, Leicester and Loughborough.
When British Aerospace was formed in 1977, some gravitated to their other plants at Warton, Bristol, etc, and a few managed to be employed later on the Saudi Arabian contracts for operating the Lightning fighters, etc.
They disappeared from Langar and were diffused across the aviation spectrum as years went by. But they never lost their pride in what they had done for Avros at Langar and to this day, the dwindling band of experts meet in little groups in Lincoln every month and less regularly around Nottingham. They remember the ‘good old days’, the times when the ‘boss’ – Charlie Hatton, who used to rule them all with a rod of iron – would suddenly appear in the works on his constant inspections – and they would all ‘dive for cover’ as his entourage approached! They remember the accolades that Sir Roy Dobson occasionally paid them, with feeling, for their immense efforts. And above all, they can still dwell on their superb achievements over the 26 years of Langar’s existence.
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[Photograph of a public house] Sqd Ldr Peter Field-Richards became “Mine Host” here for some years.
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[Underlined] Appendix 1 [/underlined]
[Underlined] Summary
Aircraft repaired/rebuilt/converted at Langar [/underlined]
Avro Manchester 1
Avro Lancaster 320
Avro Anson 5
Avro York 102
Avro Lincoln 235
Avro Lincolnian 1
Avro Shackleton 230
Avro Lancastrian 3
Avro Vulcan 4
Gloster Meteor 284
[Underlined] 1,185 [/underlined]
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[Underlined] Date: Serial: Aircraft: Delivered to/at: [/underlined]
1 5.10.42 R5667 LANCASTER MK.I 1665 CON. UNIT HOLME.
2. 9.11.42 R5447 LANCASTER MK.I 1654 CON. UNIT WIGSLEY
3. 9.12.42 R5686 LANCASTER MK.I 38 M.U. LLANDOW
4. 30.12.42. R5672 LANCASTER MK.I 39 M.U. COLERNE
5. 20.1.43 W4140 LANCASTER MK.I 38 M.U. LLANDOW
6 11.2.45 R5688 LANCASTER MK.I 46 MU LOSSIEMOUTH
7 25.2.43 W4766 LANCASTER MK.I 20 M.U. ASTON DOWN
8 6.3.43 W4778 LANCASTER MK.I 38 M.U. LLANDOW
9 12.3.43 R5901 LANCASTER MK.I 39 M.U. COLERNE.
10 24.3.43 R5634 LANCASTER MK.I 38 M.U LLANDOW
11 6.4.43 W4762 LANCASTER MK.I 20 M.U. ASTON DOWN
12 12.4.43 R5745 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
13 23.4.43 ED412 LANCASTER MK.I 39 M.U. COLERNE.
14 30.4.43. W4301 LANCASTER MK.I 39 M.U. COLERNE
15 15.5.43 ED392 5 M.U. KEMBLE.
16 16.5.43 R5700 LANCASTER MK.I 5 M.U. KEMBLE
17 19.5.43 [deleted] “MANCHESTER” [/deleted] R5777 MANCHESTER MK.I. 39 M.U. COLERNE.
18 20.5.43. W4193 LANCASTER MK.I 20 M.U. ASTON DOWN
19 29.5.43 W4119 LANCASTER MK.I 20 M.U. ASTON DOWN
20 2.6.48. W4248 LANCASTER MK.I 46 M.U. LOSSIEMOUTH.
21 16.8.43 ED442 LANCASTER MK.III 5 M.U. KEMBLE.
22 20.6.43 R5756 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
23 22.6.43 W4132 LANCASTER MK.I 5 M.U. KEMBLE.
24 27.6.43 W4197 LANCASTER MK.I 5 M.U. KEMBLE.
25 1.7.43 R5504 (FLOWN TRAINER) LANCASTER MK.I (Became3881M) 4 S.T.T. ST. ATHAN.
26 2.7.43 L7577 (STATIC TRAINER) LANCASTER MK.I 9Became 3610M) 11 S.T.T. ST. ATHAN.
27 3.7.43. W4128 STATIC TRAINER LANCASTER MK.I (Became 3699M) 10 S.T.T.ST. ATHAN.
28. 9.7.43. W4376 LANCASTER MK.I 38 M.U. LLANDOW
29 9.7.43 L7574 LANCASTER MK.I 20 M.U. ASTON DOWN
30 14.7.43 L7576 LANCASTER MK.I 46 M.U. LOSSIEMOUTH.
31 17.7.43 W4158 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
32 3.8.43 ED348 LANCASTER MK.I 5 M.U. KEMBLE.
33 9.8.43 R5895 LANCASTER MK.I 38 M.U. LLANDOW
34 10.8.43 ED763 LANCASTER MK.I 4 S.T.T. ST. ATHAN
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35 26.8.43 W4276 LANCASTER MK-I. 5 M.U. KEMBLE.
36 24.8.43 ED658 LANCASTER MK-III 38 M.U. LLANDOW
37 29.8.43 R5865 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
38 31 8.43 ED 310 LANCASTER MK-I 38 M.U. LLANDOW
39 5.9.43 ED 366 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
40 11.9.43 W4852 LANCASTER MK-I 28 M.U. LLANDOW
41 17.9.43 ED445 LANCASTER MK III 46 M.U. LOSSIEMOUTH
42 21.9.43 LM310 LANCASTER MK-I 5 M.U. KEMBLE
43 18.10.43 R5552 LANCASTER MK-I 20 M.U. ASTON DOWN
44 18.10.43 W4899 LANCASTER MK-I 38 M.U. LLANDOW
45 21.10.43 ED623 LANCASTER MK-III 46 M.U. LOSSIEMOUTH
46 30.10.43 W4941 LANCASTER MK-I 38 M.U. LLANDOW
47 15.11.43 L7579 LANCASTER MK-I 20 M.U. ASTON DOWN
48 22.11.43 W5006 LANCASTER MK-III 38 M.U. LLANDOW
49 23.11.43 ED411 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
50 26.11.43 R5734 LANCASTER MK-I 20 M.U. ASTON DOWN
51 30.11.43 R5862 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
52 30.11.43 W4380 LANCASTER MK-I 20 M.U. ASTON DOWN
53 20.12.43 W4127 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
54 14.1.44 ED430 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
55 21.1.44 L7541 LANCASTER MK0I 46 M.U. LOSSIEMOUTH.
56 27.1.44 EE148 LANCASTER MK III 20 M.U. ASTON DOWN
57 30.1.44 L7527 LANCASTER MK.I 20 M.U. ASTON DOWN.
58 7.2.44 EE174 LANCASTER MK.III 38 M.U. LLANDOW
59 5.2.44 ED395 LANCASTER MK.III 46 M.U. LOSSIEMOUTH
60 15.9.44 JA695 LANCASTER MK.III 5 M.U. KEMBLE
61 20.2.44 W4158 LANCASTER MK.I 20 M.U. ASTON DOWN
62 2.3.44 R5625 LANCASTER MK.I 38 M.U. LLANDOW
63 15.3.44 R5845 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
64 17.3.44 ED802 LANCASTER MK.III 38 M.U. LLANDOW
65 25.3.44 JB125 LANCASTER MK.III 5 M.U. KEMBLE
66 26.3.44 DV175 MK.III 5 M.U. KEMBLE
67 3.4.44. W4891 LANCASTER MK-I 5 M.U. KEMBLE
68 5.4.44 W 4249 LANCASTER MK-I 38 M.U. LLANDOW.
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69 9.4.44 R 5733 LANCASTER MK-I 5 M.U. KEMBLE
70 15.4.44 R 5609 LANCASTER MK-I 38 M.U. LLANDOW
71 22.4.44 LM368 LANCASTER MK-III 46 M.U. LOSSIEMOUTH
72 26.4.44 EE 124 LANCASTER MK-III 5 M.U. KEMBLE
73 27.4.44 ED 382 LANCASTER MK I 5 MU.U. KEMBLE
74 30.4.44 DV286 LANCASTER MK III 38 M.U. LLANDOW
75 9.5.44 DV 310 LANCASTER MK I 38 M.U. LLANDOW
76 9.5.44 W4900 LANCASTER MK I 38 M.U. LLANDOW
77 16.5.44 R5693 LANCASTER MK I 46 M.U. LOSSIEMOUTH
78 17.5.44 JB 351 LANCASTER MK III 5 M.U. KEMBLE
79 19.5.44 ED 324 LANCASTER MK I 5 M.U. KEMBLE
80 20.5.44 DV200 LANCASTER MK III 38 M.U. LLANDOW
81 27.5.44 W4883 LANCASTER MK I 38 M.U. LLANDOW
82 27.5.44 ED 602 LANCASTER MK III 38 M.U. LLANDOW
83 27.5.44 DV161 LANCASTER MK III 38 M.U. LLANDOW
84 31.5.44 JB116 LANCASTER MK III 46 M.U. LOSSIEMOUTH
85 7.6.44 R5505 LANCASTER MK-I 38 M.U. LLANDOW
86 8.6.44 LM375 LANCASTER MK III 5 M.U. KEMBLE
87 12.6.44 JB561 LANCASTER MK III 5 M.U. KEMBLE
88 13.6.44 JB475 LANCASTER MK III 5 M.U. KEMBLE
89 16.6.44 DV335 LANCASTER MK I 46 M.U LOSSIEMOUTH
90 18.6.44 W4993 LANCASTER MK III 38 M.U LLANDOW
91 27.6.44 JA684 LANCASTER MK III 38 M.U. LLANDOW
92 29.6.44 DV171 LANCASTER MK III 46 M.U LOSSIEMOUTH
93 29.6.44 ME584 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
94 5.7.44 DS 792 LANCASTER MK.II 46 M.U. LOSSIEMOUTH
95 7.7.44 LM391 LANCASTER MK III 38 M.U. LLANDOW
96 9.7.44 LL 786 LANCASTER MK I 5 M.U. KEMBLE
97 12.7.44 DS605 LANCASTER MK.II 38 M.U. LLANDOW
98 14.7.44 DV176 LANCASTER MK III 5 M.U. KEMBLE
99 23.7.44 JB374 LANCASTER MK III 46 M.U. LOSSIEMOUTH
100 23.4.44 DS 714 LANCASTER MK.II 5 M.U. KEMBLE
101 26.7.44 ED 940 LANCASTER MK III 38 M.U. LLANDOW
102 27.7.44 JA 876 LANCASTER MK III 46 M.U. LOSSIEMOUTH
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103 31.7.44 LM [deleted 348 [/deleted] 438 LANCASTER MK-III 46 M.U. LOSSIEMOUTH
104 31.7.44 JA908 LANCASTER MK-III 5 M.U. KEMBLE
105 3.8.44 JB718 LANCASTER MK-III 5 M.U. KEMBLE
106 5.8.44 LL742 LANCASTER MK-I 38 M.U. LLANDOW
107 6.8.44 R5658 LANCASTER MK-I 38 M.U. LLANDOW
108 8.8.44 LL 626 LANCASTER MK.II. 5 M.U. KEMBLE
109 14.8.44 W 4197 LANCASTER MK.I 46 M.U LOSSIEMOUTH
110 17.8.44 R 5508 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
111 18.8.44 ED631 LANCASTER MK.I 38 M.U. LLANDOW
112 24.8.44 R 5503 LANCASTER MK.I 38 M.U. LLANDOW
113 27.8.44 JB410 LANCASTER MK-III 46 M.U. LOSSIEMOUTH
114 31.8.44 DS783 LANCASTER MK-II 5 M.U. KEMBLE.
115 31.8.44 ND623 LANCASTER MK-III FLIGHT REFUELLING STAVERTON.
116 8.9.44 ND572 LANCASTER MK-III 38 M.U. LLANDOW
117 9.9.44 JB 185 LANCASTER MK-III 46 M.U. LOSSIEMOUTH
118 16.9.44 ND 793 LANCASTER MK-III FLIGHT REFUELLING STAVERTON
119 21.9.44 JB 699 LANCASTER MK-III 5 M.U. KEMBLE
120 24.9.44 LL 865 LANCASTER MK-III 38 M.U. LLANDOW
121 12.9.44 JB613 LANCASTER MK-III 38 M.U. LLANDOW
122 14.9.44 ND385 LANCASTER MK-III 38 M.U. LLANDOW
123 27.9.44 ME 644 LANCASTER MK-I 38 M.U. LLANDOW
124 7.10.44 PB 118 LANCASTER MK III 46 M.U. LOSSIEMOUTH
125 7.10.44 LM 639 LANCASTER MK III FLIGHT REFUELLING - STAVERTON
126 14.10.44 ND 442 LANCASTER MK III 5 M.U. KEMBLE
127 14.10.44 ND 656 LANCASTER MK III 38 M.U. LLANDOW
128 17.10.44 LL 646 LANCASTER MK-II 46 M.U. LOSSIEMOUTH
129 27.10.44 ME 719 LANCASTER MK I 5 M.U. KEMBLE
130 27.10.44 LL907 LANCASTER MK I 38 M.U. LLANDOW
131 2.11.44 LM460 LANCASTER MK.III 38 M.U. LLANDOW
132 2.11.44 R5733 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
133 6.11.44 LM 192 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
134 6.11.44 ND 909 LANCASTER MK III 38 M.U. LLANDOW
135 10.11.44 ND965 LANCASTER MK III 46 M.U. LOSSIEMOUTH
136 15.11.44 W 4821 LANCASTER MK I 38 M.U. LLANDOW
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137 20.11.44 ME759 LANCASTER MK-I. 46 M.U. LOSSIEMOUTH
138 17.12.44 DS 711 LANCASTER MK-II. 38 M.U. LLANDOW
139 3.12.44 R5868 (S FOR “SUGAR”) LANCASTER MK I. 467 SQDN WADDINGTON.
140 8.12.44 LM590 LANCASTER MK-III 1669 CON. UNIT. LANGAR
141 17.12.44 LM 680 LANCASTER MK-III 38 M.U. LLANDOW
142 20.12.44 DV 246 LANCASTER MK-III 46 M.U. LOSSIEMOUTH
143 3.1.45 PD 218 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
144 7.1.45 ME 847 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
145 7.1.45 PD 209 LANCASTER MK.I 38 M.U. LLANDOW
146 14.1.45 LM 591 LANCASTER MK-III E.C.D. UNIT. WESTCOTT.
147 14.1.45 R5507 LANCASTER MK-I 38 M.U. LLANDOW
148 27.1.45 HK 607 LANCASTER MK-I 1654 CON. UNIT. WIGSLEY.
149 27.1.45 JB 319 LANCASTER MK-III 1654 CON. UNIT. WIGSLEY
150 28.1.45 PD 219 LANCASTER MK-I 1654 CON. UNIT. WIGSLEY
151 28.1.45 PD 291 LANCASTER MK-I 1660 CON. UNIT. SWINDERBY.
152 1.2.45 LL 795 LANCASTER MK-I 1660 CON. UNIT. SWINDERBY
153 1.2.45 NN 713 LANCASTER MK-I 1660 CON. UNIT. SWINDERBY
154 1.2.45 ND 991 LANCASTER MK-III FLIGHT REFUELLING STAVERTON
155 10.2.45 PB 481 LANCASTER MK-III 5 L.F.S. SYERSTON
156 12.2.45 PB 420 LANCASTER MK-III 1660 CON. UNIT. SWINDERBY
157 19.2.45 PB 248 LANCASTER MK-III 5 L.F.S. SYERSTON.
158 19.2.45 LM 748 LANCASTER MK-III 1654 CON. UNIT. WIGSLEY
159 20.2.45 LM 681 LANCASTER MK-III FLIGHT REFUELLING. STAVERTON
160 20.2.45 L 7580 LANCASTER MK I 1668 CON. UNIT. BOTTESFORD.
161 22.2.45 PB 307 LANCASTER MK III 1667 CON. UNIT. SANDTOFT
162 28.2.45 ME 848 LANCASTER MK.I 103 SQDN ELSHAM WOLDS.
163 28.2.45 PB 424 LANCASTER MK III 15 SQDN. MILDENHALL.
164 2.3.45 LM 160 LANCASTER MK.I 300 SQDN. FALDINGWORTH
165 8.3.45 W4231 LANCASTER MK.I 1651 CON. UNIT. WOOLFOX LODGE
166 9.3.45 L 7582 LANCASTER MK.I 1651 CON. UNIT. WOOLFOX LODGE
167 10.3.45 LM288 LANCASTER MK.I B.C.I.S. FINNINGLEY
168 16.3.45 ND 992 LANCASTER MK III 227 SQDN BALDERTON
169 19.3.45 ND 509 LANCASTER MK III 61 SQDN SKELLINGTHORPE
170 18.3.45 PD 285 LANCASTER MK.I. 50 SQDN SKELLINGTHORPE.
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171 22.3.45 PD343 LANCASTER MK I. 166 SQDN KIRMINGTON
172 26.3.45 LM 689 LANCASTER MK.III 166 SQDN KIRMINGTON
173 27.3.45 ND 521 LANCASTER MK.III 460 SQDN BINBROOK
174 27.3.45 LM 678 LANCASTER MK.III 227 SQDN BALDERTON.
175 27.3.45 LM 721 LANCASTER MK.III 150 SQDN HEMSWELL
176 28.3.45 PB 360 LANCASTER MK.III 57 SQDN EAST KIRKBY
177 30.3.45 PB 532 LANCASTER MK.III 550 SQDN NORTH KILLINGHOLME
178 7.4.45 NN 748 LANCASTER MK.I 625 SQDN KELSTERN
179 7.4.45 PD 198 LANCASTER MK.I 103 SQDN ELSHAM WOLDS
180 9.4.45 LM 651 LANCASTER MK.III 427 SQDN LEEMING BAR.
181 11.4.45 W4154 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
182 11.4.45 LM727 LANCASTER MK.III 550 SQDN NORTH KILLINGHOLME.
183 15.4.45 PD 324 LANCASTER MK.I 427 SQDN LEEMING BAR
184 19.4.45 PB 615 LANCASTER MK.III 46 M.U. LOSSIEMOUTH
185 20.4.45 HK 657 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
186 21.4.45 PB 454 LANCASTER MK.III 46 M.U. LOSSIEMOUTH
187 25.4.45 ED 767 LANCASTER MK.III 46 M.U. LOSSIEMOUTH
188 30.4.45 HK 614 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
189 1.5.45 JB646 LANCASTER MK.III 46 M.U. LOSSIEMOUTH
190 3.5.45 NG 366 LANCASTER MK.I 46 M.U. LOSSIEMOUTH.
191 4.5.45 PD 281 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
192 10.5.45 PD 348 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
193 10.5.45 W4263 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
194 11.5.45 ND 855 MK.III 46 M.U. LOSSIEMOUTH
195 12.5.45 JA 868 LANCASTER MK.III 46 M.U. LOSSIEMOUTH
196 16.5.45 NG 124 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
197 24.5.45 NG 195 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
198 29.5.45 NG 288 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
199 29.5.45 NG 490 LANCASTER MK.I 46 M.U. LOSSIEMOUTH
200 29.5.45 PB 847 LANCASTER MK.I 38 M.U. LLANDOW
201 31.5.45 PD 362 LANCASTER MK.I 38 M.U. LLANDOW
202 1.6.45 HK 709 LANCASTER MK.I 38 M.U. LLANDOW
203 4.6.45 PD 384 LANCASTER MK.I 5 M.U. KEMBLE
204 7.6.45 PB 464 LANCASTER MK III 5 M.U. KEMBLE
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205 13.6.45 JB 718 LANCASTER MK.III 38 M.U. LLANDOW
206 15.6.45 ME 378 LANCASTER MK.III 38 M.U. LLANDOW
207 15.6.45 PB 679 LANCASTER MK.III 10 M.U. HULLAVINGTON
208 19.6.45 R 5730 LANCASTER MK-I 10 M.U. HULLAVINGTON.
209 23.6.45 NG 359 LANCASTER MK-I 20 M.U. ASTON DOWN.
210 26.6.45 NF 910 LANCASTER MK.I 15 M.U. WROUGHTON
211 26.6.45 PD 323 LANCASTER MK-I 38 M.U. LLANDOW
212 2.7.45 LM224 LANCASTER MK-I EANS. SHAWBURY
213 3.7.45 PB 760 LANCASTER MK-I 10 M.U. HULLAVINGTON
214 9.7.45 W 4980 LANCASTER MK-I 20 M.U. ASTON DOWN
215 12.7.45 PB 758 LANCASTER MK-III C.R.D. WEST FREUGH.
216 13.7.45 NG 278 LANCASTER MK-I 20 M.U. ASTON DOWN
217 13.7.45 ED 611 LANCASTER MK-III CRD WEST FREUGH.
218 20.7.45 JA 962 LANCASTER MK-III 10 M.U. HULLAVINGTON.
219 23.7.45 HK 755 LANCASTER MK I. 10 M.U. HULLAVINGTON.
220 25.7.45 MW111 YORK C.MK.I. 511 SQDN LYNEHAM
221 27.7.45 PB420 LANCASTER MK.III C.R.D. WEST FREUGH.
222 8.8.45 RA 507 LANCASTER MK.I 10 M.U. HULLAVINGTON
223 14.8.45 PD 349 LANCASTER MK.I 38 M.U. LLANDOW
224 14.8.45 SW 243 LANCASTER MK.I 38 M.U. LLANDOW
225 27.8.45 PP 692 LANCASTER MK.I 5 M.U. KEMBLE
226 27.8.45 NX 548 LANCASTER MK.I 5 M.U. KEMBLE
227 21.8.45 PD401 LANCASTER MK.I 20 M.U. ASTON DOWN.
228 31.8.45 NN769 LANCASTER MK.I 20 M.U. ASTON DOWN
229 6.9.45 NG 245 LANCASTER MK.I 15 M.U. WROUGHTON
230 9.9.45 MW 110 YORK C.MK.I 511 SQDN. LYNEHAM.
231 13.9.45 NG 293 LANCASTER MK I 46 M.U. LOSSIEMOUTH
232 17.9.45 W 4995 LANCASTER MK I 5 M.U. KEMBLE
233 25.9.45 HK702 LANCASTER MK I 46 M.U. LOSSIEMOUTH
234 3.10.45 LM266 LANCASTER MK I 46 M.U. LOSSIEMOUTH
235 13.10.45 NG 196 LANCASTER MK I 46 M.U. LOSSIEMOUTH
236 18.10.45 MW 120 YORK C.MK.I. 511 SQDN. LYNEHAM.
237 19.10.45 W4115 LANCASTER MK-I 46 M.U. LOSSIEMOUTH
238 19.10.45 RF210 LANCASTER MK III 38 M.U. LLANDOW.
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239 22.10.45 LV 633 YORK. 3rd [circled] P [/circled] “Ascalon” 511 SQDN LYNEHAM
240 13.11.45 JA 922 LANCASTER MK.III 38 M.U. LLANDOW
241 13.11.45 NG 397 LANCASTER MK I 39 M.U. COLERNE.
242 16.11.45 PA 288 LANCASTER MK I 5 M.U. KEMBLE.
243 13.12.45 ED 623 LANCASTER MK III 39 M.U. COLERNE
244 13.12.45 W 4950 LANCASTER MK I. 5 M.U. KEMBLE
245 13.12.45 PB752 LANCASTER MK I C.R.D. BRACEBRIDGE HEATH
246 17.12.45 MW101 YORK C.MK.I. 511 SQDN LYNEHAM.
247 27.12.45 MW128 YORK C.MK.I. 511 SQDN LYNEHAM
248 4.1.46 ME537 LANCASTER MK-III 38 M.U. LLANDOW
249 8.1.46 PA232 LANCASTER MK-I R.W.E. WATTON
250 10.1.46 ME760 LANCASTER MK-I 39 M.U. COLERNE
251 17.1.46 ND 929 LANCASTER MK-III 39 M.U. COLERNE.
252 28.1.46 MW100 YORK C.MK.I. (1st Prod) 511 SQDN LYNEHAM
253 29.1.46 PD381 LANCASTER MK I R.W.E. WATTON
254 7.2.46 ED 607 LANCASTER MK III R.W.E. WATTON
255 7.2.45 ND979 LANCASTER MK III 22 M.U. SILLOTH
256 9.2.46 MW 125 YORK C.MK.I 218 M.U. COLERNE
257 9.2.46 RE 137 LANCASTER MK.III C.R.D.-A.S.T. HAMBLE
258 21.2.46 PB 596 LANCASTER MK.III C.R.D. WEST FREUGH.
259 28.2.46 ME429 LANCASTER MK.III 22 M.U. SILLOTH
260 25.2.46 RE404 LINCOLN B.MK.2 RAF MARHAM
261 7.3.46 ME 374 LANCASTER MK I R.I.V.E. WATTON
262 20.3.46 RE378 LINCOLN B.MK.2. R.A.F. DEFFORD
263 20.3.46 RE 380 LINCOLN B.MK.2 ENGLISH ELECTRIC PRESTON
264 26.3.46 RE 379 LINCOLN B.MK.2 E.E.
265 26.3.46 MW 127 YORK C.MK.I. 218 MU COLERNE.
266 26.3.46 LM681 LANCASTER MK III CRD STAVERTON
267 11.4.46 RE 377 LINCOLN B.MK.2 E.E.
268 18.4.46 MW139 YORK C.MK.I 218 M.U. COLERNE
269 23.4.46 RE375 LINCOLN B.MK.2 5 M.U KEMBLE
270 23.4.46 RE376 LINCOLN B.MK.2 5 M.U. KEMBLE
271 1.5.46 MW123 WORK C.MK.I 218 M.U. COLERNE
272 2.5.46 RE374 LINCOLN B.MK.2. E.E.
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273 10.5.46 RE 373 LINCOLN B.MK.2 ENGLISH ELECTRIC.
274 16.5.46 RE 289 LINCOLN B.MK.2 E.E.
275 22.5.46 RE 307 LINCOLN B.MK.2 E.E.
276 23.5.46 RE 372 LINCOLN B.MK.2 E.E.
277 23.5.46 MW 104 YORK C.MK.I 218 M.U. COLERNE
278 28.5.46 RE 370 LINCOLN B.MK2. E.E.
279 31.5.46 RE 371 LINCOLN B.MK.2. E.E.
280 5.6.46 RE 369 LINCOLN B.MK.2. E.E.
281 5.6.46 RE 302 LINCOLN B.MK.2. E.E.
282 6.6.46 RE 312 LINCOLN B.MK.2. E.E.
283 12.6.46 MW 138 YORK C.MK I 218 M.U. COLERNE
284 14.6.46 RE 305 LINCOLN B.MK.2. E.E.
285 21.6.46 MW 122 YORK C.MK.I 22 M.U. SILLOTH
286 24.6.46 RE 317 LINCOLN B.MK.2. E.E.
287 26.6.46 RE 313 LINCOLN B.MK.2. E.E.
288 1.7.46 RE 315 LINCOLN B.MK.2. E.E.
289 12.7.46 RE 417 LINCOLN B.MK.2. E.E.
290 15.7.46 RE 394 LINCOLN B.MK.2. E.E.
291 16.7.46 RE 338 LINCOLN B.MK.2. E.E.
292 16.7.46 RE 393 LINCIOLN B.MK.2. E.E.
293 19.7.46 RE 395 LINCOLN B.MK.2. E.E.
294 19.7.46 RE 396 LINCOLN B.MK.2. E.E.
295 23.7.46 RE 339 LINCOLN B.MK.2. E.E.
296 25.7.46 RE 415 LINCOLN B.MK.2. E.E.
297 25.7.46 RE 416 LINCOLN B.MK.2. E.E.
298 25.7.46 RE 418 LINCOLN B.MK.2. E.E.
299 25.7.46 MW 167 YORK.MK.I 22 M.U. SILLOTH
300 26.7.46 RE 340 LINCOLN B.MK.2 E.E.
301 26.7.46 RE 341 LINCOLN B.MK.2 E.E.
302 8.8.46 RE 419 LINCOLN B.MK.2 E.E.
303 20.8.46 RE 420 LINCOLN B.MK.2 E.E.
304 20.8.46 RE 421 LINCOLN B.MK.2 E.E.
305 23.8.46 RE 367 LINCOLN B.MK.2 E.E.
306 26.8.46 RE 368 LINCOLN B.MK.2 E.E.
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307 28.8.46 RE 365 LINCOLN B.MK.2 ENGLISH ELECTRIC
308 30.8.46 RE 294 LINCOLN B.MK.2 E.E.
309 9.9.46 RE 366 LINCOLN B.MK.2 E.E.
310 12.9.46 RE 364 LINCOLN B.MK.2. E.E.
311 16.9.46 RE 414 LINCOLN B.MK.2 E.E.
312 17.9.46 MW 142 YORK C.MK.I 22 M.U. SILLOTH.
313 19.9.46 RE 422 LINCOLN B.MK.2 E.E.
314 19.9.46 RE 295 LINCOLN B.MK.2 E.E.
315 23.9.46 RE423 LINCOLN B.MK.2 E.E.
316 2.10.46 RE 296 LINCOLN B.MK.2 E.E.
317 4.10.46 RE 360 LINCOLN B.MK.2 E.E.
318 11.10.46 MW102 YORK C.MK I R.A.F. BASSINGBOURNE.
319 16.10.46 RE 424 LINCOLN B.MK.2 37 M.U. BURTONWOOD
320 18.10.46 RE 297 LINCOLN B.MK.2 E.E.
321 22.10.46 MW137 YORK C.MK-1 C.R.D. WOODFORD
322 23.10.46 MW106 YORK C.MK-1 22 M.U. SILLOTH
323 23.10.46 RE 299 LINCOLN B.MK.2 37 M.U. BURTONWOOD
324 25.10.46 RE 301 LINCOLN B.MK.2 37 M.U. BURTONWOOD
325 8.11.46 RE 361 LINCOLN B.MK.2 37 M.U. BURTONWOOD
326 8.11.46 RE 399 LINCOLN B.MK.2 37 M.U. BURTONWOOD
327 8.11.46 RE 397 LINCOLN B.MK.2 37 M.U. BURTONWOOD
328 8.11.46 MW181 YORK C.MK-I 22 M.U. SILLOTH
329 4.12.46 RE 300 LINCOLN B.MK.2 37 M.U. BURTONWOOD
330 18.12.46 MW 325 YORK C.MK.I RAF BASSINGBOURNE.
331 16.1.47 RE 359 LINCOLN B.MK.2 15 M.U. WROUGHTON
332 16.1.47 RE 413 LINCOLN B.MK.2 15 M.U. WROUGHTON
333 23.1.47 MW 130 YORK C.MK.I. 22 M.U. SILLOTH
334 23.1.47 RE 400 LINCOLN B.MK.2 15 M.U. WROUGHTON
335 20.2.47 RE 364 LINCOLN B.MK.2 (Aries II) E.A.N.S. SHAWBURY
336 20.3.47 RE 362 LINCOLN B.MK.2 15 M.U. WROUGHTON.
337 20.3.47 RE 363 LINCOLN B.MK.2 15 M.U. WROUGHTON
338 10.4.47 RE 398 LINCOLN B.MK.2 37 M.U. BURTONWOOD
339 11.4.47 RE 411 LINCOLN B.MK.2 37 M.U. BURTONWOOD
340 11.4.47 MW135 YORK C.MK.I 22 M.U. SILLOTH
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341 15.4.47 RE345 LINCOLN B.MK.2 ENGLISH ELECTRIC.
342 18.4.47 LV-ACV. LANCASTRIAN C.MK.4 F.A.M.A. ARGENTINE.
343 23.4.47 LV-ACU LANCASTRIAN C.MK.4 F.A.M.A. ARGENTINE.
344 26.4.47 MW 169 YORK C.MK.I. ORLY (DE-GAULLE)
345 29.4.47 RE 358 LINCON B.MK.2 EE.
346 29.4.47 RE 412 LINCOLN B.MK.2 E.E.
347 6.5.47 RE414 LINCOLN B.MK.2 (Mercury II) E.R.S. DEBDEN.
348 19.5.47 MW173 YORK C.MK.I AST HAMBLE
349 28.5.47 RE 342 LINCOLN B.MK.2 38 M.U. LLANDOW
350 28.5.47 RE 344 LINCOLN B.MK.2 38 M.U. LLANDOW
351 28.5.47 RE 357 LINCOLN B.MK.2 38 M.U. LLANDOW
352 3.6.47 MW 105 YORK C.MK.I A.S.T. HAMBLE
353 3.6.47 MW 200 YORK C.MK.I A.S.T. HAMBLE
354 19.6.47 G-AHEI YORK C.MK.I SKYWAYS DUNSFOLD.
355 20.6.47 MW 144 YORK C.MK.I. A.S.T. HAMBLE
356 21.7.47 MW 146 YORK C.MK.I. A.S.T. HAMBLE
357 15.8.47 G-AHLV YORK C.MK.I. SKYWAYS DUNSFOLD.
358 8.9.47 MW 171 YORK C.MK.I A.S.T. HAMBLE
359 17.9.47 B-001 (RE 343) LINCOLN B.MK.2 ARGENTINE.
360 9.10.47 RE 348 LINCOLN B.MK.2 E.E.
361 15.10.47 MW109 YORK C.MK.I. 22 M.U. SILLOTH.
362 23.10.47 RE 347 LINCOLN B.MK.2 E.E.
363 31.10.47 MW174 YORK C.MK.I 511 SQDN LYNEHAM.
364 24.11.47 B-004 (RE351) LINCOLN B.MK.2 ARGENTINE.
365 24.11.47 B-009 (RE 356) LINCOLN B.MK.2 ARGENTINE.
366 25.11.47 B-010 (RE408) LINCOLN B.MK.2 ARGENTINE.
367 25.11.47 B-012 (RE410) LINCOLN B.MK.2 ARGENTINE
368 9.12.47 B-002 (RE349) LINCOLN B.MK.2 ARGENTINE.
369 14.12.47 B-011 (RE409) LINCOLN B.MK.2 ARGENTINE.
370 5.1.48 MW 145 YORK C.MK.I. RAF HONINGTON.
371 5.1.48 MW 165 YORK C.MK.I. RAF HONINGTON
372 6.1.48 MW 140 YORK C.MK.I. 24 SQDN. BASSINGBOURN
373 8.1.48 RE407 LINCOLN B.MK.2 E.E.
374 20.1.48 RE406 LINCOLN B.MK.2 E.E.
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375 4.2.48 RE 322 LINCOLN B.MK.2 E.E.
376 4.2.48 RE 325 LINCOLN B.MK.2 E.E.
377 5.2.48 RE 346 LINCOLN B.MK.2 E.E.
378 12.2.48 MW 141 YORK C.MK.I AST HAMBLE
379 12.2.48 MW 186 YORK C.MK.I R.A.F. HONINGTON
380 13.2.48 B-007 (RE354) LINCOLN B.MK.2 ARGENTINE.
381 13.2.48 B-005 (RE352) LINCOLN B.MK.2 ARGENTINE
382 13.2.48 B-008 (RE355) LINCOLN B.MK.2 ARGENTINE
383 25.2.48 RE 324 LINCOLN B.MK.2 E.E.
384 27.2.48 B-006 (RE353) LINCOLN B.MK.2 ARGENTINE
385 8.3.48 RE405 LINCOLN B.MK.2 E.E.
386 8.3.48 RE298 LINCOLN B.MK.2 E.E.
387 9.3.48 MW185 YORK C.MK.1 R.A.F. HONINGTON
388 10.3.48 RE 323 LINCOLN B.MK2 E.E.
389 22.3.48 RE402 LINCOLN B.MK.2 E.E.
390 30.3.48 RE401 LINCOLN B.MK.2 E.E.
391 1.4.48 RE 403 LINCOLN B.MK.2 E.E.
392 1.4.48 RE 321 LINCOLN B.MK.2 E.E.
393 5.4.48 RE 319 LINCOLN B.MK.2 E.E.
394 9.4.48 MW183 YORK C.MK.I 22 M.U. SILLOTH
395 14.4.48 MW 112 YORK C.MK.1 ROLLS ROYCE HUCKNALL.
396 23.4.48 RE 320 LINCOLN B.MK.2 E.E.
397 4.5.48 RE 316 LINCOLN B.MK.2 E.E.
398 5.5.48 MW 246 YORK C.MK.I 22 M.U. SILLOTH.
399 6.5.48 RE 318 LINCOLN B.MK.2 E.E.
400 11.5.48 RE 311 LINCOLN B.MK.2 E.E.
401 11.5.48 B-031 (PA 375) LANCASTER MK.I. ARGENTINE
402 28.5.48 RE314 LINCOLN B.MK.2 E.E.
403 3.6.48 RE 309 LINCOLN B.MK.2 E.E.
404 4.6.48 RE 306 LINCOLN B.MK.2 E.E.
405 7.6.48 MW 177 YORK C.MK.I. 22 M.U. SILLOTH
406 11.6.48 MW100 YORK C.MK.I (1st Prod) R.A.F. BASSINGBOURNE.
407 1.7.48 RE308 LINCOLN B.MK.2. E.E.
408 2.7.48 MW163 YORK C.MK.I. 22 M.U. SILLOTH
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409 15.7.48 RE303 LINCOLN B.MK.2 E.E.
410 12.8.48 MW101 YORK C.MK.I 24 SQDN. BASSINGBOURNE
411 7.9.48 MW195 YORK C.MK.I RAF ABINGDON
412 22.9.48 RE292 LINCOLN B.MK.2. E.E.
413 24.9.48 MW 132 YORK C.MK.I. R.A.F. ABINGDON
414 29.9.48 RE 310 LINCOLN B.MK.2 E.E.
415 29.9.48 RE 293 LINCOLN B.MK.2 E.E.
416 1.10.48 MW 187 YORK C.MK.I R.A.F LYNEHAM.
417 1.10.48 RE 367 LINCOLN B.MK.2 32 M.U. ST. ATHAN
418 12.10.48 RE 304 LINCOLN B.MK.2 E.E.
419 13.10.48 MW 128 YORK C.MK.I R.A.F. LYNEHAM.
420 13.10.48 MW 110 YORK C.MK.I R.A.F. ABINGDON.
421 5.11.48 B-033 LANCASTER MK.I ARGENTINE.
422 5.11.48 B-044 LANCASTER MK.I. ARGENTINE.
423 12.11.48 B-043 LANCASTER MK.I ARGENTINE.
424 12.11.48 B-032 LANCASTER MK.I. ARGENTINE
425 18..11.48 RE 291 LINCOLN B.MK.2 E.E.
426 18.11.48 SS 715 LINCOLN B.MK.2 E.E.
427 19.11.48 B-038 LANCASTER MK.I ARGENTINE
428 20.11.48 B-035 LANCASTER MK.I ARGENTINE
429 2.11.48 B-045 LANCASTER MK.I ARGENTINE
430 4.12.48 B-042 LANCASTER MK.I ARGENTINE.
431 11.12.48 B-039 LANCASTER MK.I ARGENTINE
432 3.12.48 MW 178 YORK C.MK.I. R.A.F. LYNEHAM
433 3.12.48 MW 188 YORK C.MK.I RAF LYNEHAM
434 12.12.48 B-040 LANCASTER MK.I ARGENTINE
435 13.12.48 MW140 YORK MK.I R.A.F. BASSINGBOURNE
436 16.12.48 B-036 LANCASTER MK.I ARGENTINE.
437 17.12.48 B-034 LANCASTER MK.I ARGENTINE.
438 20.12.48 MW 143 YORK C.MK.I. R.A.F. ABINGDON
439 23.12.48 B-037 LANCASTER MK.I ARGENTINE.
440 4.1.49 B-041 LANCASTER MK.I ARGENTINE.
441 6.1.49 SS717 LINCOLN B.MK.2 E.E.
442 2.2.49 MW 193 YORK C.MK.I. R.A.F. ABINGDON
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443 24.2.49 B-003 LINCOLN B.MK.2 ARGENTINE.
444 25.2.49 MW 194 YORK C.MK.I. R.A.F. DISHFORTH
445 28.2.49 SS716 LINCOLN B.MK.2 E.E.
446 8.3.49 NX781 LANCASTER MK.I RAF SHAWBURY
447 9.3.49 LV 633 YORK MK I (3rd Proto) ”Ascalon” 22 M.U. SILLOTH
448 10.3.49 MW 239 YORK C.MK.I RA.F. DISHFORTH
449 24.3.49 MW 149 YORK C.MK.I R.A.F. LYNEHAM
450 24.3.49 MW 287 YORK C.MK.I RAF LYNEHAM
451 1.4.49 RT 684 LANCASTER MK.VII. RAF SHAWBURY
452 4.4.49 NX737 LANCASTER MK.I RAF LITTLE RISSINGTON
453 5.4.49 MW 255 YORK C.MK.1 RAF ABINGDON
454 14.4.49 MW 139 YORK C.MK.I R.A.F. BOSCOMBE DOWN
455 20.4.49 SS718 LINCOLN B.MK.2 E.E.
456 20.4.49 MW 206 YORK C.MK.I RAF ABINGDON
457 22.4.49 RF 318 LANCASTER MK.III 45 M.U. KINLOSS.
458 3.5.49 RT 689 LANCASTER MK VII R.A.F. (E.A.N.S) SHAWBURY
459 9.5.49 MW 164 YORK C.MK.I RAF DISHFORTH.
460 19.5.49 RE418 LINCOLN B.MK.2 (Theseus test-bed) RAF. LYNEHAM
461 31.5.49 MW226 YORK C.MK.I RAF ABINGDON
462 1.6.49 MW 196 YORK C.MK.I RAF ABINGDON
463 14.6.49 MW 227 YORK C.MK.I RAF LYNEHAM
464 8.7.49 MW 243 YORK C.MK.I 22 M.U. SILLOTH
465 22.7.49 NX 715 LANCASTER MK.VII RAF (E.A.N.S) SHAWBURY.
466 5.8.49 MW 291 YORK C.MK.I 22 MU SILLOTH
467 19.8.49 NX 749 LANCASTER MK.VII RAF SHAWBURY
468 19.8.49 RF503 LINCOLN B.MK.2 R.A.F. (PATHFINDERS) WYTON
469 30.8.49 MW294 YORK C.MK.I 22 M.U. SILLOTH
470 2.9.49 RF370 LINCOLN B.MK.2 R.A.F. (PATHFINDERS) WYTON.
471 5.9.49 MW 237 YORK C.MK.I 22 M.U. SILLOTH.
472 6.9.49 RF 504 LINCOLN B.MK.2 R.A.F. HEMSWELL.
473 1.9.49 RT693 LANCASTER MK VII RAF SHAWBURY
474 7.9.49 RF 398 LINCOLN B.MK.2 RA.F. WADDINGTON.
475 9.9.49 RF 396 LINCOLN B.MK.2 RAF WADDINGTON
476 13.9.49 RF506 LINCOLN B.MK.2 RAF SCAMPTON.
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477 13.9.49 RT681 LANCASTER MK VII RAF SHAWBURY
478 20.9.49 G-AHFE YORK C.MK.I. BSAA LANGLEY
479 3.10.49 NX716 LANCASTER MK.VII RAF SHAWBURY
480 10.10.49 MW236 YORK C.MK.I 22 M.U. SILLOTH
481 12.10.49 MW 167 YORK C.MK.I 22 M.U. SILLOTH.
482 12.10.49 SW 373 LANCASTER MK.I RAF (CC) ST. EVAL.
483 26.10.49 RF 307 LANCASTER MK.III RAF (CC) ST. EVAL.
484 28.10.49 MW321 YORK C.MK.I. 22 M.U- SILLOTH
485 1.11.49 RF 416 LINCOLN B.MK.2. WOODFORD
486 10.11.49 MW102 YORK C.MK.I 22 M.U. SILLOTH
487 28.11.49 RE 211 LANCASTER MK.III 45 MU. KINLOSS
488 8.12.49 MW 265 YORK C.MKI 22 M.U. SILLOTH
489 15.12.49 RF401 LINCOLN B.MK.2. 38 M.U. LLANDOW
490 15.12.49 MW 199 YORK C.MK.I R.AF. WATERBEACH.
491 22.12..49 VM701 LANCASTRIAN C.MK.2 20 M.U. ASTON DOWN
492 12.1.50 RF399 LINCOLN B.MK.2 WOODFORD
493 24.1.50 NX754 LANCASTER MK VII RAF LITTLE RISSINGTON
494 24.1.50 MW135 YORK C.MK.I 22 M.U. SILLOTH
495 10.2.50 RE 339 LINCOLN B.MK.2 B.A.C. FILTON
496 14.2.50 MW181 YORK C.MK.I 12 M.U. KIRKBRIDE
497 14.2.50 MW254 YORK C.MK.I 12 M.U. KIRKBRIDE
498 17.2.50 RE375 LINCOLN B.MK.2 RAF WADDINGTON
499 21.2.50 MW253 YORK C.MK.I 12 M.U. KIRKBRIDE
500 31.3.50 RE281 LINCOLN B.MK.2 RAF GOSPORT.
501 3.4.50 MW233 YORK C.MK.I 22 M.U. SILLOTH.
502 5.4.50 MW 162 YORK C.MK.I 22 M.U. SILLOTH.
503 31.5.50 MW 147 YORK C.MK.I 12 M.U. KIRKBRIDE
504 31.5.50 MW 232 YORK C.MK.I 15 M.U. WROUGHTON.
505 1.6.50 RF405 LINCOLN B.MK.2 R.A.F. MANBY.
506 1.6.50 RF 358 LINCOLN B.MK.2 R.A.F. MANBY.
507 6.6.50 MW203 YORK C.MK.I 22 M.U. SILLOTH.
508 15.6.50 1801 LANCASTER MK I EGYPT. VIA DUNSFOLD
509 22.6.50 80001 (G-11-29) LANCASTER MK.I SWEDEN VIA A.S.T. HAMBLE
510 30.6.50 MW144 YORK C.MK.I. 22 M.U. SILLOTH.
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511 6.7.50 1802 LANCASTER MK.I EGYPT Via DUNSFOLD
512 24.7.50 1803 LANCASTER MK.I EGYPT Via DUNSFOLD
513 24.7.50 MW286 YORK C.MK.I RAF BASSINGBOURNE
514 28.7.50 RE 380 LINCOLN B.MK 2 RAF MANBY.
515 16.8.50 1804 LANCASTER MK.I EGYPT.
516 29.8.50 1805 LANCASTER MK.I EGYPT.
517 7.9.50 MW 133 YORK C.MK.I 22 M.U. SILLOTH
518 19.9.50 1806 LANCASTER MK.I EGYPT
519 26.9.50 MW234 YORK C.MK.I 22 M.U. SILLOTH
520 3.10.50 MW136 YORK C.MK.I 22 M.U. SILLOTH
521 5.10.50 1807 LANCASTER MK.I EGYPT
522 13.10.50 RF384 LINCOLN B.MK.2 23 M.U. ALDERGROVE.
523 30.10.50 1808 LANCASTER MK.I EGYPT
524 8.11.50 MW327 YORK C.MK.I 22 M.U. SILLOTH.
525 20.11.50 1809 LANCASTER MK.I EGYPT
526 28.12.50 MW210 YORK C.MK.I 22 M.U. SILLOTH
527 28.12.50 RF411 LINCOLN B.MK.2 5 M.U. KEMBLE
528 29.12.50 MW179 YORK C.MK.I 22 M.U. SILLOTH
529 12.1.51 NX689 LANCASTER MK VII 15 M.U. WROUGHTON
530 18.1.51 MW295 YORK C.MK.I. 22 M.U. SILLOTH
531 20.2.51 MW258 YORK C.MK.I. 12 M.U. KIRKBRIDE
532 15.3.51 MW231 YORK C.MK.I. 12 M.U. KIRKBRIDE
533 13.4.51 RE294 LINCOLN B.MK.2 5 M.U. KEMBLE.
534 13.4.51 RE417 LINCOLN B.MK.2 20 M.U. ASTON DOWN
535 13.4.51 RF532 LINCOLN B.MK.2 10 MU HULLAVINGTON
536 24.4.51 RF503 LINCOLN B.MK.2 5 M.U. KEMBLE.
537 7.5.51 RF 392 LINCOLN B.MK.2 38 M.U. LLANDOW
538 8.5.51 RF481 LINCOLN B.MK.2 15 M.U. WROUGHTON
539 8.5.51 RE 365 LINCOLN B.MK.2 10 M.U. HULLAVINGTON
540 29.5.51 RE419 LINCOLN B.MK.2 5 M.U. KEMBLE
541 31.5.51 RF 422 LINCOLN B.MK.2 5 M.U. KEMBLE
542 31.5.51 RF322 LINCOLN B.MK.2 RAF ST. EVAL
543 4.6.51 RF410 LINCOLN B.MK.2 20 M.U. ASTON DOWN
544 25.6.51 RF 395 LINCOLN B.MK.2 20 M.U. ASTON DOWN.
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545 27.6.51 RF 516 LINCOLN B.MK.2 5 M.U. KEMBLE
546 27.6.51 RF423 LINCOLN B.MK.2 20 M.U. ASTON DOWN
547 4.7.51 RF 458 LINCOLN B.MK.2 15 M.U. WROUGHTON
548 10.7.51 RE 341 LINCOLN B.MK.2 20 M.U. ASTON DOWN
549 23.7.51 RE 222 LANCASTER A.S.R. III R.A.F. ST. MAWGAN
550 23.7.51 RF 418 LINCOLN B.MK.2 5 M.U. KEMBLE
551 25.7.51 RF 400 LINCOLN B.MK.2 15 M.U. WROUGHTON
552 27.7.51 RF 514 LINCOLN B.MK.2 15 M.U. WROUGHTON
553 27.7.51 RF 427 LINCOLN B.MK.2 15 M.U. WROUGHTON
554 27.7.51 RF 529 LINCOLN B.MK.2 5 M.U. KEMBLE.
555 15.8.51 RE 366 LINCOLN B.MK.2 38 M.U. LLANDOW
556 20.8.51 RE 369 LINCOLN B.MK.2 39 M.U. COLERNE.
557 23.8.51 RE 396 LINCOLN B.MK.2 45 M.U. KINLOSS
558 3.9.51 RF520 LINCOLN B.MK.2 15 M.U. WROUGHTON
559 19.9.51 RF 515 LINCOLN B.MK.2 5 M.U. KEMBLE.
560 19.9.51 RF 394 LINCOLN B.MK.2 20 M.U. ASTON DOWN
561 27.9.51 RF 570 LINCOLN B.MK.2 45 M.U. KINLOSS.
562 3.10.51 RF456 LINCOLN B.MK.2 20 M.U. ASTON DOWN
563 3.10.51 RF406 LINCOLN B.MK.2 5 M.U. KEMBLE.
564 10.10.51 RF464 LINCILN B.MK.2 39 M.U. COLERNE.
565 12.10.51 RF 506 LINCOLN B.MK.2 39 M.U. COLERNE.
566 18.10.51 RF 413 LINCOLN B.MK.2 10 M.U. HULLAVINGTON
567 19.11.51 RE 379 LINCOLN B.MK.2 10 M.U. HULLAVINGTON.
568 26.11.51 RF478 LINCOLN B.MK.2 38 M.U. COLERNE.
569 26.11.51 RF361 LINCOLN B.MK.2 38 M.U. LLANDOW
570 26.11.51 RE 368 LINCOLN B.MK.2 10 M.U. HULLAVINGTON
571 27.11 51 RE 376 LINCOLN B.MK.2 58 M.U. HONINGTON
572 6.12.51 RF499 LINCOLN B.MK.2 20 M.U. ASTON DOWN
573 20.12.51 RF404 LINCOLN B.MK.2 20 M.U. ASTON DOWN
574 20.12.51 RF507 LINCOLN B.MK.2 20 M.U. ASTON DOWN
575 28.12.51 RF473 LINCOLN B.MK.2 10 M.U. HULLAVINGTON
576 2.1.52 RF498 LINCOLN B.MK.2 5 M.U. KEMBLE
577 8.1.52 RF370 LINCOLN B.MK.2 38 M.U. LLANDOW
578 14.1.52 RE 305 LINCOLN B.MK.2 39 M.U. COLERNE
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579 31.1.52 RF524 LINCOLN B.MK.2 5 M.U. KEMBLE
580 11.1.52 RE289 LINCOLN B.MK.2 5 M.U. KEMBLE
581 18.1.52 RF513 LINCOLN B.MK.2 38 M.U. LLANDOW
582 18.2.52 RF502 LINCOLN B.MK.2 20 M.U. ASTON DOWN
583 22.2.52 RF 367 LINCOLN B.MK.2 20 M.U. ASTON DOWN
584 22.2.52 RF357 LINCOLN B.MK.2 20 M.U. ASTON DOWN
585 3.3.52 RF480 LINCOLN B.MK.2 15 M.U. WROUGHTON
586 4.3.52 RE 393 LINCOLN B.MK.2 10 M.U. HULLAVINGTON
587 12.3.52 W.U.17 (TW655) LANCASTER MK.I VILLA COUBLAY
588 19.3.52 RF477 LINCOLN B.MK.2 38 M.U. LLANDOW
589 5.4.52 W.U.24 (PA389) LANCASTER MK.I VILLA COUBLAY
590 9.4.52 RF5405 LINCOLN B.MK.2 38 M.U. LLANDOW
591 9.4.52 RF390 LINCOLN B.MK.2 38 M.U. LLANDOW
592 18.4.52 RF358 LINCOLN B.MK.2 20 M.U. ASTON DOWN
593 29.4.52 RA721 LINCOLN B.MK.2 20 M.U. ASTON DOWN
594 29.4.52 RE 380 LINCOLN B.MK.2 38 M.U. LLANDOW
595 2.5.52 W.U.25 (P.A.387) LANCASTER MK.I VILLA COUBLAY
596 15.5.52 RF482 LINCOLN B.MK.2 39 M.U. COLERNE
597 19.5.52 RF 362 LINCOLN B.MK.2 20 M.U. ASTON DOWN
598 28.5.52 W.U.32 (PA395) LANCASTER MK.I LAN BIHOUE
599 6.6.52 W.U.40 (PA432) LANCASTER MK.I VILLA COUBLAY
600 18.6.52 W.U.33 (PA477) LANCASTER MK.I LAN BIHOUE
601 2.7.52 RE315 LINCOLN B.MK.2 5 M.U. KEMBLE
602 2.7.52 W.U.34 (PA426) LANCASTER MK.I VILLA COUBLAY
603 8.7.52 WU52 (RA800) LANCASTER MK.I VILLA COUBLAY
604 10.7.52 RF397 LINCOLN B.MK.2 38 M.U. LLANDOW
605 18.7.52 W.U.42 (TW815) LANCASTER MK.I VILLA COUBLAY
606 24.7.52 RE 307 LINCOLN B.MK.2 5 M.U. KEMBLE
607 25.7.52 W.U.41 (TW928) LANCASTER MK.I VILLA COUBLAY
608 27.8.52 RE421 LINCOLN B.MK.2 20 M.U. ASTON DOWN
609 4.9.52 W.U.49 (RA627) LANCASTER MK.I VILLA COUBLAY.
610 4.9.52 W.U.53 (TW927) LANCASTER MK.I VILLA COUBLAY
611 17.9.52 W.U.43 (PA431) LANCASTER MK.I VILLA COUBLAY
612 3.10.52 W.U.51 (RA796) LANCASTER MK.I VILLA COUBLAY
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613 8.10.52 W.U. (RA [missing number] ) LANCASTER MK.I VILLA COUBLAY
614 9.10.52 SX935 LINCOLN B.MK.2 RAF MANBY
615 23.10.52 SX946 LINCOLN B.MK.2 RAF MANBY
616 28.10.52 WU.54 (NX668) LANCASTER MK,I VILLA COUBLAY.
617 25.11.52 RF463 LINCOLN B.MK.2 45 M.U. KINLOSS
618 18.12.52 WD 132 LINCOLN B.MK.2 5 M.U. KEMBLE.
619 31.12.52 SX955 LINCOLN B.MK.2 RAF MANBY
620 16.1.53 RE221 LANCASTER G.R.III 22 M.U. SILLOTH.
621 22.1.53 RF426 LINCOLN B.MK.2 20 M.U. ASTON DOWN
622 22.1.53 RE 395 LINCOLN B.MK.2. 15 M.U. WROUGHTON
623 27.1.53 RF364 LINCOLN B.MK.2 10 M.U. HULLAVINGTON
624 24.2.53 RF523 LINCOLN B.MK.2 20 M.U. ASTON DOWN
625 25.2.53 RF 525 LINCOLN B.MK.2 20 M.U. ASTON DOWN
626 7.3.53 SX938 LINCON B.MK.2 R.A.F. MANBY.
627 9.4.53 RE 115 LANCASTER G.R.III 20 M.U. ASTON DOWN
628 10.4.53 RF 483 LINCOLN B.MK.2 5 M.U. KEMBLE.
629 13.4.53 MW179* YORK C.MK.I. RAF BOSCOMBE DOWN
630 16.4.53 RF 517 LINCOLN B.MK.2 20 MU ASTON DOWN
631 28.4.53 MW132* YORK C.MK.I RAF ABINGDON
632 2.5.53 (LV-ZEI) (RE350) B-003 2. LINCOLNIAN Cruz del Sud ARGENTINE
633 8.5.53 RF505 LINCOLN B.MK.2 20 M.U. ASTON DOWN
634 18.5.53 RF521 LINCOLN B.MK.2 20 .M.U. ASTON DOWN
635 6.7.53 RF476 LINCOLN B.MK.2 15 M.U WROUGHTON
636 9.7.53 SW 365 LINCOLN B.MK.2 38 M.U. LLANDOW
637 23.7.53 SW 283 LANCASTER G.R.III 38 M.U. LLANDOW
638 23.7.53 RF 396 LINCOLN B.MK.2 15 M.U. WROUGHTON
639 25.8.53 RE 371 LINCOLN B.MK.2 20 M.U. ASTON DOWN
640 23.9.53 RF465 LINCOLN B.MK.2 45 M.U. KINLOSS
641 8.10.53 RF501 LINCOLN B.MK.2 20 M.U. ASTON DOWN
642 6.11.53 RF 558 LINCOLN B.MK.2 45 M.U. KINLOSS
643 19.11.53 WS 722 METEOR N.F.14. RAF. BITTESWELL.
644 27.11.53 WS718 METEOR N.F.12. RAF BITTESWELL.
645 12.11.53 FCL-01 (RT693) LANCASTER MK VII ORLY PARIS
646 29.12.53 WS717 METEOR N.F.12. 8 M.U. LITTLE RISSINGTON
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647 29.12.53 WS718 METEOR N.F.12 RAF. LITTLE RISSINGTON
648 29.12.53 WS721 METEOR N.F.12 RAF. LITTLE RISSINGTON
649 29.12.53 WS 720 METEOR N.F.12 RAF LITTLE RISSINGTON
650 8.1.54 FCL-02 (NX738) LANCASTER MK.VII ORLY PARIS
651 11.1.54 RF290 LANCASTER G.R.III 38 M.U. LLANDOW
652 11.1.54 WS723 METEOR N.F.14 15 M.U. WROUGHTON
653 11.1.54 WS730 METEOR N.F.14 15 M.U. WROUGHTON
654 11.1.54 WS 694 METEOR N.F.12 RAF LITTLE RISSINGTON
655 11.1.54 WS 698 METEOR N.F.12 15 M.U. WROUGHTON
656 11.1.54 WS 613 METEOR N.F.12 15 MU WROUGHTON
657 11.1.54 WS 716 METEOR N.F.12 15 M.U. WROUGHTON
658 11.1.54 WS 695 METEOR N.F.12 RAF LITTLE RISSINGTON
659 11.1.54 WS 697 METEOR N.F.12 RAF LITTLE RISSINGTON
660 14.1.54 WS 612 METEOR M.F.12 15 M.U. WROUGHTON
661 14.1.54 WS 736 METEOR NF.14 15 M.U. WROUGHTON
662 19.1.54 WS 622 METEOR NF 12 R.A.F. LITTLE RISSINGTON.
663 19.1.54 WS 728 METEOR NF.14 15 M.U. WROUGHTON.
664 19.1.54 WS 728 METEOR NF.14 15 M.U. WROUGHTON
665 19.1.54 WS 733 METEOR NF.14 15 M.U. WROUGHTON.
666 19.1.54 WS 734 METEOR NF.14 15 M.U. WROUGHTON.
667 19.1.54 WD 123 LINCOLN B.MK.2 RAF BOSCOME DOWN
668 27.1.54 WS 724 METEOR NF.14. RAF MANBY
669 27.1.54 RE 186 LANCASTER G.R.III RAF ST. MAWGAN
670 26.1.54 FCL-03 (RT 689) LANCASTER MK.VII ORLY PARIS
671 5.2.54 WS 727 METEOR NF.14 15 M.U, WROUGHTON
672 5.2.54 WS 725 METEOR NF.14 15 M.U. WROUGHTON
673 5.2.54 WS 602 METEOR NF.12 15 M.U. WROUGHTON
674 22.2.54 WS 696 METEOR NF.12. RAF LITTLE RISSINGTON
675 22.2.54 WS 729 METEOR NF 14 15 M.U. WROUGHTON
676 22.2.54 WS 732 METEOR NF 14 RAF LITTLE RISSINGTON
677 22.2.54 WS 737 METEOR NF 14 RAF LITTLE RISSINGTON
678 22.2.54 WS 741 METEOR NF 14 RAF LITTLE RISSINGTON
679 22.2.54 WS 746 METEOR NF 14 RAF LITTLE RISSINGTON
680 22.2.54 WS 738 METEOR NF 14 RAF LITTLE RISSINGTON
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681 22.2.54 WS 740 METEOR N.F.14 RAF LITTLE RISSINGTON
682 22.2.54 WS 743 METEOR N.F.14 RAF LITTLE RISSINGTON
683 22.2.54 WS 739 METEOR N.F.14 RAF LITTLE RISSINGTON
684 22.2.54 WS 744 METEOR N.F.14 RAF LITTLE RISSINGTON
685 22.2.54 WS 752 METEOR N.F.14 RAF LITTLE RISSINGTON
686 22.2.54 WS 699 METEOR N.F.12 RAF LITTLE RISSINGTON
687 22.2.54 WS 608 METEOR N.F.12 15 M.U. WROUGHTON
688 22.2.54 WS 678 METEOR N.F.12 15 M.U. WROUGHTON
689 22.2.54 WS 600 METEOR N.F.12 15 M.U. WROUGHTON
690 22.2.54 WS 748 METEOR NF.14 15 M.U. WROUGHTON
691 22.2.54 WS 750 METEOR N.F.14 15 M.U. WROUGHTON
692 24.2.54 WS 680 METEOR NF-12 RAF LITTLE RISSINGTON
693 5.3.54 WS 591 METEOR NF-12 RAF LITTLE RISSINGTON.
694 5.3.54 WS 598 METEOR NF-12 RAF LITTLE RISSINGTON.
695 5.3.54 WS 700 METEOR NF-12 RAF LITTLE RISSINGTON.
696 5.3.54 WS 604 METEOR NF-12 RAF LITTLE RISSINGTON.
697 5.3.54 WS 753 METEOR NF 14 RAF LITTLE RISSINGTON.
698 5.3.54 WS 751 METEOR NF 14 RAF LITTLE RISSINGTON.
699 5.3.54 WS 795 METEOR NF 14 RAF LITTLE RISSINGTON.
700 5.3.54 WS 749 METEOR NF 14 15 MU WROUGHTON
701 8.3.54 WS 603 METEOR NF.12 15 MU WROUGHTON
702 8.3.54 WS 758 METEOR NF.14 15 MU WROUGHTON
703 8.3.54 WS 754 METEOR NF.14 RAF LITTLE RISSINGTON
704 8.3.54 WS 755 METEOR NF.14 RAF LITTLE RISSINGTON
705 17.3.54 RF 568 LINCOLN B.MK.2. 38 MU LLANDOW
706 17.3.54 FCL-04 (RT673) LANCASTER MK.VII ORLY PARIS
707 17.3.54 WS 735 METEOR NF.14 RAF LITTLE RISSINGTON
708 17.3.54 WS 774 METEOR NF.14 RAF LITTLE RISSINGTON
709 23.3.54 WS 756 METEOR NF.14 15 MU WROUGHTON
710 23.3.54 WS 760 METEOR NF.14 15 M.U. WROUGHTON
711 25.3.54 WS 747 METEOR NF.14 15 M.U. WROUGHTON
712 25.3.54 WS 742 METEOR NF.14 R.A.F LITTLE RISSINGTON
713 26.3.54 WS 610 METEOR NF 12 15 MU WROUGHTON
714 26.3.54 WS 759 METEOR NF 14 15 MU WROUGHTON
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715 26.3.54 WS 593 METEOR NF.12 15 M.U. WROUGHTON
716 30.3.54 WS 757 METEOR NF 14 RAF LITTLE RISSINGTON
717 31.3.54 WS 605 METEOR NF 12 RAF LITTLE RISSINGTON.
718 31.3.54 WS 592 METEOR NF 12 RAF LITTLE RISSINGTON.
719 31.3.54 WS 636 METEOR NF 12 15 M.U. WROUGHTON
720 31.3.54 WS 667 METEOR NF 12 15 MU WROUGHTON
721 31.3.54 WS 688 METEOR NF 12 12 M.U. WROUGHTON
722 6.4.54 WS 627 METEOR NF 12 15 R.A.F. LITTLE RISSINGTON
723 6.4.54 WS 639 METEOR NF 12 M.U. WROUGHTON
724 6.4.54 WS 688 METEOR NF 12 15 M.U. WROUGHTON
725 9.4.54 WS 675 METEOR NF 12 RAF LITTLE RISSINGTON
726 8.4.54 WS 674 METEOR NF 12 RAF LITTLE RISSINGTON
727 9.4.54 WS 662 METEOR NF 12 15 M.U. WROUGHTON
728 21.4.54 WS 629 METEOR NF 12 RAF LITTLE RISSINGTON
729 21.4.54 WS 665 METEOR NF 12 15 MU WROUGHTON
730 21.4.54 WS 681 METEOR NF 12 RAF LITTLE RISSINGTON
731 29.4.54 WS 686 METEOR NF.12 15 MU WROUGHTON
732 29.4.54 WS 673 METEOR NF 12 15 M.U. WROUGHTON
733 29.4.54 WS 672 METEOR NF 12 38 M.U. LLANDOW
734 30.4.54 WS 599 METEOR NF 12 RAF LITTLE RISSINGTON
735 30.4.54 FCL-05 LANCASTER MK,VII ORLY PARIS
736 6.5.54 WS 690 METEOR NF 12 38 M.U. LLANDOW
737 10.5.54 RA 675 LINCOLN B.MK.2 20 M.U. ASTON DOWN
738 6.5.54 WS 691 METEOR NF.12 38 M.U. LLANDOW
739 11.5.54 WD 143 LINCOLN B.MK.2 38 M.U. LLANDOW
740 6.5.54 WS 601 METEOR NF 12 38 M.U. LLANDOW
741 11.5.54 WS 609 METEOR NF 12 38 M.U. LLANDOW
742 11.5.54 WS 607 METEOR NF 12 38 M.U. LLANDOW
743 11.5.54 WS 670 METEOR NF 12 38 M.U. LLANDOW
744 11.5.54 WS 679 METEOR NF 12 38 MU. LLANDOW
745 18.5.54 WS 684 METEOR NF 12 38 MU LLANDOW
746 18.5.54 WS 623 METEOR NF 12 38 MU LLANDOW
747 18.5.54 WS 625 METEOR NF 12 38 M.U. LLANDOW
748 18.5.54 WS 611 METEOR NF 12 38 M.U. LLANDOW
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749 18.5.54 WS 676 METEOR NF.12. 38 MU. LLANDOW
750 21.5.54 WS 692 METEOR NF.12. 38 MU LLANDOW
751 27.5.54 WS 685 METEOR NF.12. 38 MU LLANDOW
752 27.5.54 WS 606 METEOR NF.12. 38 M.U. LLANDOW
753 27.5.54 WS 666 METEOR NF.12. 38 MU LLANDOW
754 27.5.54 WS 633 METEOR NF.12. 38 MU LLANDOW
755 27.5.54 WS 615 METEOR NF.12. 38 MU. LLANDOW
756 28.5.54 WS 632 METEOR NF.12. 38 M.U. LLANDOW
757 1.6.54 WS 637 METEOR NF.12. 38 M.U. LLANDOW
758 4.6.54 WD 148 LINCOLN B.MK.2 45 M.U. KINLOSS
759 4.6.54 WS 596 METEOR NF 12 38 MU LLANDOW
760 4.6.54 WS 682 METEOR NF 12 38 MU LLANDOW
761 4.6.54 WS 597 METEOR NF 12 38 M.U. LLANDOW
762 4.6.54 WS 619 METEOR NF 12 38 M.U. LLANDOW
763 17.6.54 WS 683 METEOR NF 12 38 M.U. LLANDOW
764 17.6.54 WS 614 METEOR NF 12 38 MU LLANDOW
765 23.6.54 WS 616 METEOR NF 12 38 MU. LLANDOW
766 25.6.54 WS 621 METEOR NF 12 38 MU. LLANDOW
767 25.6.54 WS 628 METEOR NF 12 38 MU LLANDOW
768 25.6.54 WS 687 METEOR NF 12 38 MU LLANDOW
769 29.6.54 WS 638 METEOR NF 12 38 M.U. LLANDOW
770 29.6.54 WS 590 METEOR NF 12 38 MU LLANDOW
771 29.6.54 WS 617 METEOR NF 12 38 MU LLANDOW
772 29.6.54 WS 624 METEOR NF 12 38 MU LLANDOW
773 2.7.54 WS 630 METEOR NF 12 38 MU LLANDOW
774 2.7.54 WS 620 METEOR NF 12 38 M.U. LLANDOW
775 2.7.54 WS 626 METEOR NF 12 38 M.U. LLANDOW
776 2.7.54 WS 663 METEOR NF 12 38 MU LLANDOW
777 2.7.54 WS 693 METEOR NF 12 38 MU LLANDOW
778 2.7.54 WS 631 METOER NF 12 38 MU LLANDOW
779 5.7.54 WS 661 METOER NF 12 38 MU LLANDOW
780 5.7.54 WE 857 METEOR F:8 RAF CHURCH FENTON
781 12.7.54 WF 689 METEOR F:8 RAF WATERBEACH
782 12.7.54 WS 671 METEOR NF 12 38 M.U. LLANDOW.
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783 12.7.54 WS 689 METEOR NF.12 38 M.U. LLANDOW
784 12.7.54 WS 715 METEOR NF.12 38 M.U. LLANDOW
785 12.7.54 WS 595 METEOR NF.12 38 M.U. LLANDOW
786 21.7.54 WS 669 METEOR NF.12 38 M.U. LLANDOW
787 21.7.54 WS 618 METEOR NF.12 38 MU LLANDOW
788 21.7.54 WS 660 METEOR NF.12 38 M.U. LLANDOW
789 22.7.54 RF 322 LANCASTER G.R.III S. OF M.R. ST. MAWGAN
790 22.7.54 METEOR N.F.12 38 MU LLANDOW
791 22.7.54 WS 634 METEOR N.F. 12 38 M.U. LLANDOW
792 22.7.54 WS 664 METEOR N.F. 12 38 M.U. LLANDOW
793 22.7.54 WS 659 METEOR N.F 12 38 M.U. LLANDOW
[Circled] 793A [circled] 23.7.54 RE417 LINCOLN B.MK.2 20 M.U. ASTON DOWN
←Re-number from here on.
794 23.7.54 WF 703 METEOR F.8. RAF NORTH WEALD.
795 13.8.54 WA 763 METEOR F.8. RAF NORTH WEALD
796 1.9.54 VZ 544 METEOR F.8. R.A.F. HORSHAM.
797 6.9.54 WS 677 METEOR NF 12 38 MU LLANDOW
798 6.9.54 WS 658 METEOR NF 12 38 M.U. LLANDOW
799 9.9.54 WA 727 METEOR T.7.RAF. LITTLE RISSINGTON
800 17.9.54 WH 192 METEOR T.7. RAF LITTLE RISSINGTON
801 21.9.54 WF 651 METEOR F.8. R.A.F. HORSHAM
802 7.10.54 VZ 444 METEOR F.8. RAF BIGGIN HILL
803 11.10.54 WS 731 METEOR NF.14. 15 MU WROUGHTON
804 12.10.54 WH 118 METEOR T.7. R.A.F. DRIFFIELD
805 14.10.54 VZ 635 METEOR T.7. R.A.F. WESTON ZOYLAND
806 21.10.54 WF 649 METEOR F.8. RAF HOOTON PARK.
807 30.10.54 VW428 METEOR T.7. RAF BIGGIN HILL
808 3.11.54 WA906 METEOR F.8. RAF CHURCH FENTON
809 3.11.54 WG938 METEOR T.7 RAF NORTH WEALD
810 22.11.54 WA733 METEOR T.7 RAF WEST MALLING
811 24.11.54 VZ559 METEOR F.8. RAF HORSHAM
812 25.11.54 WA855 METEOR F.8. RAF BIGGIN HILL
813 3.12.54 WE 975 METEOR F.8. RAF BIGGIN HILL
814 3.12.54 WL460 METEOR T.7 RAF DRIFFIELD
815 6.12.54 WH453 METEOR F,8, RAF CHURCH FENTON
816 6.12.54 WH122 METEOR T.7. RAF WESTON ZOYLAND
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817 17.12 54 WB105 METEOR F.8 RAF CHURCH FENTON
818 23.12.54 WA698 METEOR F.8 RAF DRIFFIELD
819 31.12.54 WA844 METEOR F.8 RAF HOOTON PARK
820 3.1.55 WH121 METEOR T.7. RAF DRIFFIELD
821 3.1.55 WA766 METEOR F.8. RAF BIGGIN HILL
822 11.1.55 VW459 METEOR T.7. RAF DRIFFIELD
823 1.2.55 VZ524 METEOR F.8. RAF. HORSHAM
824 1.2.55 WH170 T.7. RAF. DRIFFIELD
825 9.2.55 WA986 METEOR F.8. RAF LECONFIELD
826 11.2.55 WA 670 METEOR T.7. RAF NORTH WEALD
827 16.2.55 WB 826 SHACKLETON M.R.1A. 38 M.U. LLANDOW
828 16.2.55 WF794 METEOR T.7 RAF WORKSOP
829 28.2.55 VZ545 METEOR F.8. RAF WEST MALLING
830 1.3.55 WL 339 METEOR T.7. RAF WORKSOP
831 9.3.55 WL453 METOER T.7 RAF WORKSOP
832 10.3.55 RF395 LINCOLN B.MK.2. FLIGHT REFUELLING-TARRANT RUSHTON
833 25.3.55 WE 863 METEOR F.8. RAF. TANGMERE
834 18.3.55 WE878 METEOR F.8. RAF. WATERBEACH
835 4.3.55 WE853 METEOR F.8. RAF BIGGIN HILL
836 28.3.55 WH112 METEOR T.7 RAF WESTON ZOYLAND
837 28.3.55 WH164 METEOR T.7 RAF WESTON ZOYLAND
838 31.3.55 VZ452 METEOR F.8. RAF TANGMERE
839 31.3.55 VZ514 METEOR F.8. RAF TANGMERE
840 6.4.55 WG 999 METEOR T.7. RAF DRIFFIELD
841 6.4.55 WF881 METEOR T.7. RAF DRIFFIELD
842 7.4.55 WK911 METEOR F.8. RAF TANGMERE
843 13.4.55 WA794 METEOR F.8. RAF CHURCH FENTON
844 21.4.55 WA 625 METEOR T.7. RAF WORKSOP
845 25.4.55 WL 344 METOER T.7. RAF WORKSOP
846 4.5.55 WE921 METEOR F.8. RAF BOVINGDON
847 9.5.55 WA737 METEOR T.7. RAF MANBY
848 18.5.55 VZ458 METEOR F.8. RAF TANGMERE
849 27.5.55 WK736 METEOR F.8. RAF CHURCH FENTON
850 27.5.55 RE366 LINCOLN B.MK.2. F.R. TARRANT RUSHTON
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851 Renumbers from here:
[Deleted] 850 [/deleted] 3.6.55 WG946 METEOR T.7 RAF. NORTH LUFFENHAM
85 [deleted] 1 [/deleted] 2 10.6.55 WK 985 METEOR F.8. RAF. ACKLINGTON
852 13.6.55 WH 315 METEOR F.8. RAF. ACKLINGTON
853 21.6.55 WA 991 METEOR F.8. RAF NEWTON
854 23.6.55 WF 768 METEOR T-7 RAF. NORTH LUFFENHAM
855 30.6.55 WK 799 METEOR F.8. RAF NORTH LUFFENHAM
856 5.7.55 WA 664 METEOR T.7 RAF. WORKSOP
857 6.7.55 WA 969 METEOR F.8 RAF. CHURCH FENTON
858 7.7.55 WA 903 METEOR F.8 RAF. WATERBEACH
859 7.7.55 WE 743 METEOR F.8 RAF. CHURCH FENTON
860 11.7.55 VZ 521 METEOR F.8 RAF WEST MALLING
861 19.7.55 WL 785 SJACKLETON M.R.2 LUQA MALTA
862 21.7.55 WH 542 METEOR F.R.9 WAHN GERMANY
863 11.8.55 WH 129 METWOR T-7 RAF WORKSOP
864 16.8.55 WL 481 METEOR T-7 RAF MANBY.
865 19.8.55 WK 921 METEOR F.8 RAF NORTH LUFFENHAM
866 22.8.55 WA929 METEOR F.8 RAF HONILY.
867 24.8.55 WA837 METEOR F.8 RAF HONILY.
868 26.8.55 WK 663 METEOR F.8 RAF LECONFIELD.
869 1.9.55 WK 664 MEETEOR F.8 RAF LECONFIELD
870 9.9.55 W [deleted E [/deleted] A 852 METEOR F.8 RAF LECONFIELD
871 20.9.55 WH 119 METEOR T.7. RAF LITTLE RISSINGTON
872 22.9.55 WA 931 METEOR F.8 RAF STRADISHALL
873 22.9.55 WH 273 METEOR F.8 RAF STRADISHALL
874 23.9.55 WH 402 METEOR F.8. RAF STRADISHALL.
875 27.9.55 WK666 METEOR F.8. RAF STRADISHALL.
876 4.10.55 WH305 METEOR F.8 RAF STRADISHALL.
877 8.10.55 WH500 METEOR F.8. RAF WYMESWOLD.
878 11.10.55 VZ 606 METEOR F.R.9 RAF HIGH ERCAL.
[sic] 880 17.10.55 RF564 LINCOLN B.MK.2. C.S.A. BOSCOMBE DOWN
881 17.10.55 WL 796 SHACKLETON M.R.2. LUQA MALTA.
882 21.10.55 WH421 METEOR F.8 RAF HOOTON PARK.
883 28.10.55 WK892 METEOR F.8 RAF STRADISHALL
884 2.11.55 VZ 496 METEOR F.8. RAF DRIFFIELD
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885 14.11.55 VZ467 METEOR F.8 RAF CHIVENER
886 14.11.55 WE925 METEOR F.8 RAF CHIVENER
887 18.11.55 WK753 METEOR F.8 RAF ACKLINGTON
888 12.12.55 WA741 METEOR T.7. RAF MANBY
889 13.12.55 WG968 METEOR T.7. RAF MANBY.
890 15.12.55 VW 482 METEOR T.7. NICOSIA CYPRUS.
891 16.12.55 VZ 505 METEOR F.8. RAF BIGGIN HILL
892 16.12.55 WA815 METEOR F.8. RAF CHURCH FENTON
893 3.1.56 WF 851 METEOR T.7 RAF LITTLE RISSINGTON
894 12.1.56 WF 769 METEOR T.7 RAF LINTON-ON-OUSE
895 12.1.56 WF 778 METEOR T.7 RAF RINGWAY
896 17.1.56 WG 979 METEOR T.7 RAF DUXFORD
897 19.1.56 WL 371 METEOR T.7 RAF MANBY
898 19.1.56 WG 981 METEOR T.7 RAF LITTLE RISSINGTON
899 6.2.56 VP254 SHACKLETON M.R.1. (1st Prod) CSA. BOSCOMBE DOWN
900 6.2.56 WA 663 METEOR T.7 RAF LITTLE RISSINGTON
901 6.2.56 WH172 METEOR T.7. RAF LITTLE RISSINGTON
902 6.2.56 WA658 METEOR T.7. RAF LECONFIELD
903 13.2.56 WN 316 METEOR T.7. RAF MANBY
904 13.2.56 WH 201 METOER T.7. RAF MANBY
905 13.2.56 WL 361 METEOR T.7 RAF MANBY
906 24.2.56 VZ 640 METEOR T.7. RAF LECONFIELD
907 28.2.56 WA 671 METEOR T.7. RAF LINTON-ON-OUSE.
908 1.3.56 VW477 METEOR T.7. RAF LITTLE RISSINGTON.
909 2.3.56 WH 178 METEOR T.7. RAF LITTLE RISSINGTON.
910 8.3.56 WA 688 METEOR T.7 RAF LITTLE RISSINGTON.
911 8.3.56 WA 742 METEOR T.7. RAF WATTISHAM
912 15.3.56 WH 187 METEOR T.7 RAF LITTLE RISSINGTON
913 21.3.56 WG 993 METEOR T.7 RAF LITTLE RISSINGTON
914 26.3.56 WH 219 METEOR T.7 RAF LITTLE RISSINGTON
915 28.3.56 WL 798 SHACKLETON M.R.2 LUQA MALTA
916 4.4.56 WA 740 METEOR T.7. RAF WEST RAYNHAM.
917 5.4.56 WH 184 METEOR T.7 RAF LITTLE RISSINGTON
918 16.4.56 VW 421 METEOR T.7 RAF LITTLE RISSINGTON.
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919 24.4.56 RF505 LINCOLN B.MK.2 RAF DEFFORD
920 26.4.56 VW426 METEOR T-7 20 M.U. ASTON DOWN
921 26.4.56 WL413 METEOR T-7 20 M.U. ASTON DOWN
922 1.5.56 VP254 SHACKLETON M.R.1 (1st Prod) CRD WOODFORD
923 2.5.56 SX930 LINCOLN B.MK.2. CRD WEST FREUGH
924 3.5.56 WL 345 METEOR T-7 RAF WEST RAYNHAM
925 10.5.56 WF 791 METEOR T-7 RAF LITTLE RISSINGTON
926 10.5.56 WA 601 METEOR T-7 RAF CHURCH FENTON
927 14.5.56 VW 457 METEOR T-7 RAF FILTON
928 16.5.56 WL 460 METEOR T-7 RAF LITTLE RISSINGTON
929 8.6.56 VW 415 METEOR T-7 38 M.U LLANDOW
930 12.6.56 WA602 METEOR T-7 RAF PEMBREY.
931 12.6.56 WF795 METEOR T-7 12 M.U. KIRKBRIDE.
932 4.7.56 WA669 METEOR T-7 12 MU KIRKBRIDE
933 4.7.56 WA 597 METEOR T-7 12 MU KIRKBRIDE
934 4.7.56 WF 847 METEOR T-7 38 M.U. LLANDOW
935 19.7.56 WA 672 METEOR T-7 RAF CHURCH FENTON
936 6.7.56 VW 451 METEOR T-7 38 M.U. LLANDOW
937 25.7.56 WG 949 METEOR T-7 12 M.U. KIRKBRIDE
938 26.7.56 WA 591 METEOR T-7 12 M.U. KIRKBRIDE
939 30.8.56 WL 403 METEOR T-7 12 M.U. KIRKBRIDE
940 4.9.56 WH 182 METEOR T-7 12 MU KIRKBRIDE
941 13.9.56 VW 480 METEOR T-7 20 MU ASTON DOWN
942 13.9.56 WH 175 METEOR T-7 20 M.U. ASTON DOWN
943 26.9.56 WL 358 METEOR T-7 12 M.U. KIRKBRIDE
944 3.10.56 WH 191 METEOR T-7 12 M.U. KIRKBRIDE
945 8.10.56 WH 166 METEOR T-7 12 MU. KIRKBRIDE
946 6.11.56 WL 800 SHACKLETON M.R.2 LUQA MALTA
947 14.11.56 WG985 METEOR T.7. 20 M.U. ASTON DOWN
948 14.11.56 WA 657 METEOR T.7. 12 M.U. KIRKBRIDE
949 13.12.56 WA 598 METEOR T.7. 15 M.U. KIRKBRIDE
950 3.1.57 WA 661 METEOR T.7. 15 M.U. KIRKBRIDE
951 3.1.57 WF 853 METEOR T.7. 15 MU KIRKBRIDE.
952 10.1.57 VP258 SHACKLETON M.R.1. CSA BOSCOMBE DOWN
[Page break]
(29)
953 18.2.57 WR954 SHACKLETON M.R.2 RAF LUQA MALTA
954 13.6.57 WB819 SHACKLETON [deleted] MR.1A [/deleted] T.4 Conversion 23 M.U. ALDERGROVE.
955 20.6.57 VP 259 SHACKLETON M.R.1. 23 M.U. ALDERGROVE.
956 5.7.57 WR973 SHACKLETON M.R.3. C.S.A. BOSCOMBE DOWN
957 1.8.57 WB837 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion 23 M.U. ALDERGROVE.
958 9.8.57 VX770 AVRO VULCAN (1st Proto) ROLLS ROYCE HUCKNALL.
959 9.8.57 WL 787 SHACKLETON M.R.2. RAF LUQA MALTA
960 7.8.57 WG511 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion 23 M.U. ALDERGROVE
961 28.10.57 WB831 SHACKLETON T.4. Conversion 23 MU ALDERGROVE
962 4.11.57 RF564 LINCOLN B.MK.2. 10 MU HULLAVINGTON
963 19.11.57 WL787 SHACKLETON M.R.2 RAF LUQA MALTA
964 26.11.57 WG527 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion 23 M.U. ALDERGROVE
965 3.12.57 WB 844 SHACKLETON T.4 Conversion 23 MU ALDERGROVE
966 27.1.58 XA903 VULCAN B.MK 1. CRD WOODFORD
967 13.2.58 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion 23 M.U. ALDERGROVE
968 21.2.58 WB 833 SHACKLETON MR2 (Prototype) CSA BOSCOMBE DOWN
969 6.3.58 VP254 SHACKLETON M.R.1. (1st Prod) 23 MU ALDERGROVE
970 11.3.58 WB 832 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion 23 M.U. ALDERGROVE
971 3.4.58 VP293 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion 23 M.U. ALDERGROVE
972 8.5.58 WB827 SHACKLETON M.R.1A. 23 MU ALDERGROVE
973 22.5.58 XA901 VILCAN B.MK.1. RAF WADDINGTON
974 9.6.58 WB854 SHACKLETON M.R.1A 23 MU ALDERGROVE.
975 20.6.58 XA 891 VULCAN B.MK.1. CRD WOODFORD
976 18.7.58 WB836 SHACKELTON MR.1A. 23 M.U. ALDERGROVE
977 30.7.58 WG525 SHACKLETON T.4 Conversion 23 M.U. ALDERGROVE
978 1.9.58 WR972 SHCACKLETON M.R.3. CSA BOSCOMBE DOWN
979 8.9.58 VP291 SHACKLETON MR.1. 23 M.U. ALDERGROVE
980 12.9.58 VP258 SHACKLETON M.R.1. CSA BOSCOMBE DOWN
[Deleted] 981 23.7.54 SEE 793A RE417 LINCOLN B.MK.2 20 M.U. ASTON DOWN [/deleted] Re-number from here
982 3.10.58 WB825 SHACKLETON M.R.1A. 23 M.U. ALDERGROVE
983 7.11.58 WB818 SHACKLETON M.R.1A. 23 M.U. ALDERGROVE
984 20.10.58 WB829 SHACKLETON M.R.1A. 23 M.U. ALDERGROVE
985 21.11.58 VP288 SHACKLETON MR.1. 23 M.U. ALDERGROVE
986 22.12.58 VP 292 SHACKLETON MR.1. 23 M.U. ALDERGROVE
[Page break]
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987 28.1.59 WB834 SHACKLETON M.R.1A. 23 M.U. ALDERGROVE.
988 10.2.59 WL755 SHACKLETON MR.2. MALTA * 1ST 1 RECON
989 11.2.59 WB821 SHACKLETON MR.1A. 23 M.U. ALDERGROVE.
990 11.3.59 WG554 SHACKLETON M.R.2 GIBRALTAR.
991 17.3.59 WG 526 SHACKLETON M.R.1A ALDERGROVE.
992 6.4.59 WG555 SHACKLETON M.R.2 RAF BALLYKELLY.
993 24.4.59 WL 786 SHACKLETON M.R.2 MALTA.
994 5.5.59 WR 952 SHACKLETON M.R.2 ST. MAWGAN.
995 28.5.59 WL 801 SHACKLETON M.R.2 MALTA.
996 5.6.59 WL785 SHACKLETON M.R.2 ST. MAWGAN.
987 21.7.59 WL 793 SHACKLETON M.R.2 BALLYKELLY.
998 22.7.59 VP293 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion BOSCOMBE DOWN
999 23.7.59 WL745 SHACKLETON MR.2. BALLYKELLY.
1000 28.8.59 WG558 SHACKLETON M R.2. ST. MAWGAN.
1001 8.9.59 WL800 SHACKLETON M R.2. ST. MAWGAN.
1002 22.9.59 WB833 SHACKLETON MR2 BOSCOMBE DOWN. C.S.A.
1003 2.10.59 WL 747 SHACKLETON M.R.2 BALLYKELLY.
1004 9.10.59 WL 788 SHACKLETON M.R.2 MALTA (VIA ST MAWGAN)
1005 10.11.59 WL 758 SHACKLETON M.R.2 MALTA VIA ST. MAWGAN
1006 29.10.59 WL 757 SHACKLETON M.R.2 BALLYKELLY
1007 4.12.59 WL 741 SHACKLETON M.R.2 ST MAWGAN
1008 15.12.59 WR 951 SHACKLETON M.R.2 BALLYKELLY
1009 15.1.60 WL751 SHACKLETON M.R.2 BALLYKELLY.
1010 20.1.60 WR957 SHACKLETON M.R.2 BALLYKELLY.
1011 22.2.60 WR 963 SHACKLETON M.R.2 BALLYKELLY.
1012 29.2.60 WG 533 SHACKLETON M.R.2 MALTA (VIA ST MAWGAN)
1013 22.3.60 WL 738 SHACKLETON M.R.2 ADEN (VIA ST. MAWGAN)
1014 23.3.60 WR 972 SHACKLETON M.R.3. BOSCOMBE C.S.R.
1015 31.3.60 WR 965 SHACKLETON MR. 2 GIBRALTAR
1016 14.4.60 WL 750 SHACKLETON MR.2 GIBRALTAR.
1017 29.4.60 WL 742 SHACKLETON MR.2 GIBRALTAR
1018 23.5.60 WL 752 SHACKLETON MR.2 ADEN H.Q.B.F.A.P.
1019 31.5.60 WL 753 SHACKLETON MR.2 ADEN
1020 23.6.60 WR 954 SHACKLETON MR.2 BALLYKELLY.
[Page break]
(31)
1021 12.7.60 WG 556 SHACKLETON M.R.2 GIBRALTAR
1022 29.7.60 WR 959 SHACKLETON M.R.2 ADEN. VIA ST. MAWGAN.
1023 4.8.60 WR 960 SHACKLETON M.R.2 COLERNE.
1024 15.9.60 WR 754 SHACKLETON M.R.2 ST. MAWGAN.
1025 27.9.60 WB 854 SHACKLETON MR. 1A. SINGAPORE VIA ST. MAWGAN
1026 7.10.60 WL 737 SHACKLETON M.R.2 ST. MAWGAN. (42 SQN)
1027 27.10.60 WR 958 SHACKLETON M.R.2 ST. MAWGAN. (42 SQN)
1028 15.11.60 WR955 SHACKLETON M.R.2 ST. MAWGAN.
1029 10.12.60 VP 291 SHACKLETON MR 1. SINGAPORE.
1030 12.12.60 WL 795 SHACKLETON MR. 2. MALTA.
1031 19.12.60 WG525 SHACKLETON MR 1A. SINGAPORE.
1032 10.1.61 WL748 SHACKLETON MR.2. BALLYKELLY.
1033 31.1.61 WR972 SHACKLETON MR.3. BOSCOMBE DOWN.
1034 3.2.61 WL787 SHACKLETON MR 1 BALLYKELLY (210 SQN)
1035 22.2.61 WL 791 SHACKLETON MR 2 BALLYKELLY.
1036 2.3.61 NG 554 SHACKLETON MR 2 BALLYKELLY.
1037 10.2.61 WL 740 SHACKLETON MR 2 MALTA.
1038 6.4.61 WR 956 SHACKLETON MR 2 MALTA.
1039 18.4.61 WL 739 SHACKLETON MR 2 BALLYKELLY.
1040 3.5.61 WL 798 SHACKLETON MR 2 MALTA.
1041 24.5.61 WR 961 SHACKLETON MR 2 MALTA.
1042 2.6.61 WR969 SHACKLETON MR 2 BALLYKELLY.
1043 27.6.61 WR967 SHACKLETON MR 2 MALTA.
1044 1.8.61 WG532 SHACKLETON MR 2 GIBRALTAR.
1045 30.8.61 WL 755 SHACKLETON MR 2 GIBRALTAR.
1046 4.8.61 WG558 SHACKLETON MR 2 BOSCOMBE DOWN.
1047 14.9.61 VP 255 SHACKLETON MR 1. BOSCOMBE DOWN.
1048 20.9.61 WB826. SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion KINLOSS.
1049 29.9.61 WB 849 SHACKLETON T.4. Conversion KINLOSS
*1049A 18.10.61 WR953 SHACKLETON MR.2 BOSCOMBE. MOD 988. ← Renum from h
1050 27.10.61 WL 747 SHACKLETON MR.2. ADEN.
1051 3.11.61 WB 820 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion KINLOSS.
1052 27.11.61 WB822 SHACKLETON T.4 Conversion KINLOSS
1053 28.12.61 WL758 SHACKLETON MR.2. MALTA.
1054 30.1.62 WB 845 SHACKLETON [deleted] M.R.1A [/deleted] T.4. Conversion KINLOSS
[Page break]
(32)
1055 1-2-62 WL789 SHACKLETON MR.2. GIBRALTAR.
1056 1-2-62 WL 744 SHACKLETON MR.2. ADEN.
1057 27.2.62 WL 793 SHACKLETON MR.2. BALLYKELLY.
1058 7.3.62. WR 962 SHACKLETON MR.2. ADEN
1059 8.3.62 [deleted] [underlined] ANSON [/underlined] [/deleted] VM 394 ANSON C.MK 19. Sr2. BOVINGDON.
1060 21.3.62. WL 786 SHACKLETON M.R.2. CHANGI (FEAF.)
1061 28.3.62. WL 751 SHACKLETON M.R.2. BALLYKELLY.
1062 17.4.62 [deleted] [underlined] ANSON [/underlined] [/deleted] TX 229 ANSON C.MK 19. Sr1. BOVINGDON
1063 4.5.62 WL756 SHACKLETON MR.2. CHANGI F.E.A.F.
1064 8.5.62 WG 553 SHACKLETON MR.2. CHANGI F.E.A.F.
1065 11.5.62 [deleted] [underlined] ANSON [/underlined] [/deleted] VP519 ANSON C.MK 19. Sr2. BOVINGDON.
1066 18.5.62 XF701 SHACKLETON MR.3. BOSCOMBE DOWN SHACK 3. C.S.A.
1067 23.5.62 [deleted] [underlined] ANSON [/underlined] [/deleted] VM 394 ANSON C.MK 19. Sr2. BOVINGDON.
1068 29.5.62 WL 790 SHACKLETON MR 2 H.Q. F.E.A.F.
1069 29.5.62. WL 762 SHACKLETON MR 2 BALLYKELLY.
1070 14.6.62 [deleted] [underlined] ANSON [/underlined] [/deleted] VM 324 ANSON C.MK 19. Sr2. WYTON.
1071 22.6.62 WL 750 SHACKLETON MR.2. BALLYKELLY.
1072 27.6.62 WR954 SHACKLETON MR.2. CHANGI F.E.A.F.
1073 24.7.62 WB858 [deleted] M.R.1A [/deleted] T.4. Conversion BOSCOMBE A.R.A.E.E.
1074 1.8.62 WG 530 SHACKLETON MR.2. CHANGI F.E.A.F.
1075 17.8.62 WG 558 SHACKELTON MR.2. BALLYKELLY.
1076 29.8.62 XF 701 SHACKLETON MK.3 BOSCOMBE DOWN
1077 3.10.62 WB 819 [deleted] M.R.1A [/deleted] T.4. Phase II Conversion KINLOSS.
1078 19.9.62 [deleted] C.S.A. [/deleted] WG556 SHACKLETON MR.2 LANGAR C.S.A. PHASE 3
1079 17.10.62 [deleted] C.S.A. [/deleted] WR 960 SHACKLETON MR.2. LANGAR C.S.A. PHASE 3
1080 18.10.61 WR953 SHACKELTON MR.2. BOSCOMBE C.S.A.
1081 28.1.63 [deleted] MK3 [/deleted] WR 979 SHACKLETON MR.3. ST. MAWGAN.
1082 30.1.63 WL 759 SHACKLETON M.R.2. LANGAR C.S.A.
1083 8.2.63 [deleted] C.S.A. [/deleted] WL 737 SHACKLETON M.R.2. WOODFORD C.S.A.
1084 18.2.63 VP 293 SHACKLETON [deleted] M.R.1A [/deleted] T.4. ALDERGROVE.
1085 12.3.63 WR 980 SHACKLETON MR.3. ST. MAWGAN.
1086 8.4.63 WR 953 SHACKLETON MR.2 GIBRALTAR 224 SQDN.
1087 9.4.63 WR 977 SHACKLETON MR.3. ST. MAWGAN
1088 3.5.63 VP258 SHCAKLETON MR 1. ALDERGROVE 23 M.U.
[Page break]
(33)
1089 13.5.63. WR983 SHACKLETON MR.3. ST. MAWGAN
[Deleted] √ +2 [/deleted]
1090 22.5.63 WL 759 SHACKLETON MR.2 BOSCOMBE DOWN
1091 17.6.63 WR 978 SHACKLETON MR.3 ST. MAWGAN.
1092 2.7.63 XF 707 SHACKLETON MR.3 ST. MAWGAN
1093 9.7.63 WR 976 SHACKLETON MR.3 BOSCOMBE PROP T.I. CSA
1094 8.8.63 XF 708 SHACKLETON MR.3 KINLOSS
1095 18.9.63 WR 986 SHACKLETON MR.3 KINLOSS
1096 11.10.63 WR 959 SHACKLETON MR.2. BALLYKELLY
1097 16.10.63 XF 709 SHACKLETON MR.3. KINLOSS
1098 6.11.63 XF 710 SHACKLETON MR.3 KINLOSS.
1099 13.12.63 XF 730 SHACKLETON MR.2. KINLOSS
1100 19.2.64 WR953 SHACKLETON MR.2 ST. MAWGAN.
1101 20.2.64 WL797 SHACKLETON MR.2 ST MAWGAN.
Renumber from → here
110 [deleted] 3 [/deleted] 2 14.4.64 WR982 SHACKLETON MR.3 BOSCOMBE C.S.A.
110 [deleted] 4 [/deleted]3 6.7.64 XF 702 SHACKLETON MR.3 FARNBOROUGH. C.S.A.
1105 7.9.64 WR 974 SHACKLETON MR.3. BOSCOMBE DOWN C.S.A.
1106 23.11.64 [deleted] PHASE 3 [/deleted] XF 702 SHACKLETON MR.3. ST.MAWGAN (Phase 3)
1107 3.12.64 [deleted] PHASE 3 [/deleted] XF 703 SHACKLETON MR.3. ST.MAWGAN (Phase 3)
1108 26.1.65 [deleted] PHASE 3 [/deleted] XF 702 SHACKLETON MR.3. ST.MAWGAN (Phase 3)
1109 29.1.65. WR 973 [deleted] PHASE 3 & VIP [/deleted] XF 702 SHACKLETON MR.3. WOODFORD (Phase 3 & V.I.P.)
1110 2.2.65 WR 985 [deleted] PHASE 3 [/deleted] XF 702 SHACKLETON MR.3. ST.MAWGAN (Phase 3)
1111 2.2.65 XF 703 SHACKLETON MR.3. RE-DELIVERED – ST MAWGAN
1112 16.3.65 XF 700 SHACKLETON MR.3. ST. MAWGAN.
1113 1-4-65 WR 976 SHACKLETON MR.3. ST MAWGAN.
1114 23.4.65 WR971 SHACKLETON MR.3. ST. MAWGAN.
1115 7.5.65 XF 704 SHACKLETON MR.3. ST MAWGAN.
1116 28.5.65 WR990 SHACKLETON MR.3. KINLOSS
1117 21.6.65 WR974 SHACKLETON MR.3. BOSCOMBE (TROPICAL TRIALS)
1118 24.6.65 WR989 SHCAKLETON MR.3. KINLOSS
1119 13.7.65 WR981 SHACKLETON MR.3. KINLOSS.
1120 23.7.65 WB 831 SHACKLETON MR.1A. T.4. ST. MAWGAN.
1121 6.9.65 WR984 SHACKLETON MR.3. KINLOSS.
1122 14.9.65 WG556 SHACKLETON MR 2 BOSCOMBE DOWN.
1122 [deleted] 5 [/deleted] 2 24.9.65 WB847 SHACKLETON MR 1A ST MAWGAN
[Page break]
(34)
1124 5.10.65 WR979 SHACKLETON MR.3. KINLOSS.
1125 29.10.65 WR983 SHACKELTON MR.3. KINLOSS.
1126 12.11.65 WR982 SHACKLETON MR.3. KINLOSS
1127 26.11.65 WR978 SHACKLETON MR.3. ST. MAWGAN.
1128 23.12.65 XF 706 SHACKELTON MR.3. ST. MAWGAN.
1129 15.12.65 WR 960 SHACKLETON MR.2. BOSCOMBE. D.
1130 3.1.66 XF 707 SHACKLETON MR.3 ST. MAWGAN.
1131 9.3.66 XF 705 SHACKLETON MR.3 KINLOSS.
1132 30.3.66 WR980 SHACKLETON MR.3 KINLOSS
1133 26.4.66 XF 701 SHACKLETON MR.3 KINLOSS
1134 3.5.66 WR977 SHACKLETON MR.3 ST. MAWGAN.
1135 12.5.66 WG556 SHACKLETON MR.2. FARNBOROUGH.
1136 25.5.66 WR793 SHACKLETON MR.3 KINLOSS
1137 27.5.66 XF730 SHACKLETON MR.3 ST. MAWGAN.
1138 27.6.66 WR988 SHACKLETON MR.3 BALLYKELLY
1139 29.7.66 WL801 SHACKLETON MR.2. BALLYKELLY. MK2.P
1140 1.8.66. XF 709 SHACKLETON MR.3 BALLYKELLY.
1141 1.8.66. WR982 SHACKLETON MR.3 KINLOSS.
1142 8.9.66 WL747 SHACKLETON MR.2. BALLYKELLY MK.2.P.
1143 30.9.66 WR990 SHACKLETON MR 3 KINLOSS
1144 30.9.66 WR 986 SHACKLETON MR 3 BALLYKELLY
1145 24.10.66 WR976 SHACKLETON MR 3 KINLOSS.
1146 -/10/66 WB833 SHACKLETON MR 1A. LANGAR T.I.
1147 -/10/66 XF708 SHACKLETON MR.3. LANGAR T.I.
1148 30.11.66 WL738 SHACKLETON MR.2. BALLYKELLY.
1149 16.12.66 WB833 SHACKLETON MR.1A. BALLYKELLY.
1150 20.12.66 WR987 SHACKLETON MR.3. BALLYKELLY.
1151 11.1.67 WL 793 SHACKLETON MR 2 BALLYKELLY.
1152 26.1.67 WL 785 SHACKLETON MR 2 BALLYKELLY.
1153 [deleted] XF 708 [/deleted] 6.2.67 XF 708 SHACKLETON MR 3. BALLYKELLY.
1154 28.2.67 WG555 SHACKLETON MR 2. BALLYKELLY.
1155 10.2.67 WL745 SHACKLETON MR 2. BALLYKELLY.
1156 26.3.67 WR955 SHACKLETON MR 2. BALLYKELLY
1157 5.4.67 WL800 SHACKLETON MR 2. BALLYKELLY
[Page break]
(35)
115 [deleted] 8 [/deleted] 7 6.4.67 WL755 SHACKLETON MR.2 BALLYKELLY.
1159 25.5.67 WL751 SHACKLETON MR.2 BALLYKELLY.
1160 26.5.67 WR965 SHACKLETON MR.2 BALLYKELLY.
1161 2.6.67 WL787 SHACKLETON MR.2 ST. MAWGAN.
1162 15.6.67 WR954 SHACKLETON MR.2 ST. MAWGAN.
1163 3.7.67 WL748 SHACKLETON MR.2 R.R.E. PERSHORE
1164 17.7.67 WL795 SHACKLETON MR.2 ST. MAWGAN.
1165 30.7.67 WR963 SHACKLETON MR.2 ST. MAWGAN.
1166 24.8.67 WL786 SHACKLETON MR.2 ST. MAWGAN
1167 4.9.67 WL790 SHACKLETON MR.2 ST. MAWGAN
1168 26.9.67 WL741 SHACKLETON MR.2 ST. MAWGAN
1169 4.10.67 WR961 SHACKLETON MR.2 ST MAWGAN
1170 30.10.67 WL756 SHACKLETON MR.2 BALLYKELLY
1171 17.11.67 WL758 SHACKLETON MR.2 BALLYKELLY.
1172 [deleted] WL739 [/deleted] 4.1.68 WL739 SHACKLETON MR.2 ST. MAWGAN (1ST. TRAINER.)
1173 12.1.68 WR956 SHACKLETON MR.2 BALLYKELLY
1174 7.2.68 WR960 SHACKLETON MR.2 ST. MAWGAN
1175 16.2.68 WR952 SHACKLETON MR.2 ST. MAWGAN
1176 26.2.68 WG558 SHACKLETON MR.2 ST. MAWGAN
1177 7.3.68 WL787 SHACKLETON MR.2 ST. MAWGAN
1178 5.4.68 WL750 SHACKLETON MR.2 ST. MAWGAN.
1179 24.4.68 WG554 SHACKLETON MR.2 BITTESWELL
1180 26.4.68 WR966 SHACKLETON MR.2
1181 15.5.68 WR964 SHACKLETON MR.2
1182 26.6.68 WR969 SHACKLETON MR.2
1183 15.7.68 WG533 SHACKLETON MR.2
1184 30.8.68 WR967 SHACKLETON MR.2
118 [deleted] 5 [/deleted] 4 4.9.68 WL798 SHACKLETON MR.2
(Last flight from Avro Langar)
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 Avro Repair Organisation. Langar
Description
An account of the resource
A history of the Avro repair organisation at RAF Langar and a record of the aircraft that passed through it between 1942 and 1968.
Creator
An entity primarily responsible for making the resource
Peter V Clegg
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
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
78 typewritten sheets with annotations
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
MCleggPV[DoB]-150701-02
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--Nottinghamshire
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1956
1957
1958
1959
1960
1961
1962
1963
1964
1965
1966
1967
1968
Anson
control tower
Lancaster
Lancaster Mk 1
Lancaster Mk 2
Lancaster Mk 3
Lancastrian
Lincoln
Manchester
Meteor
RAF Langar
Shackleton
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/691/20281/LBarnesJ[Ser -DoB]v1.pdf
a3e3d4ddf01f980e35c432f7d0e24561
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
Barnes, J
Description
An account of the resource
Two items. Two log books belonging to Flight Lieutenant J Barnes. He served as a pilot instructor and flew operations with 630 and 106 squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Sue Barnes 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
2016-01-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Barnes, J
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
J Barnes’ pilots flying log book. One
Description
An account of the resource
Pilots flying log book for J Barnes, covering the period from 10 December 1940 to 6 march 1946 and 24 September 1948 to 2 march 1951. Detailing his flying training, Instructor duties, operations flown and post war flying duties. He was stationed at RAF Staverton, RAF Ternhill, RAF Upavon, RAF Netheravon, RAF Watton, RCAF Kingston, RAF Tatenhill, RAF Wheaton Aston, RAF Market Harborough, RAF Swinderby, RAF East Kirkby, RAF Metheringham, RAF Lindholme and RAF Rochester. Aircraft flown were, Tiger Moth, Master, Avro Tutor, Hurricane, Battle, Harvard, Anson, Lysander, Oxford, Wellington Lancaster and Chipmunk. He flew one daylight and one night operation with 630 squadron, Targets were Pilsen and Flensburgh. His pilot for his first 'second dickie' operation was Wing Commander Grindon. He flew 8 operation Firebrand and one Operation Dodge to Bari with 106 squadron.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LBarnesJ[Ser#-DoB]v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Canada
Czech Republic
Germany
Great Britain
Italy
England--Gloucestershire
England--Kent
England--Leicestershire
England--Lincolnshire
England--Norfolk
England--Shropshire
England--Staffordshire
England--Wiltshire
England--Yorkshire
Germany--Flensburg
Italy--Bari
Ontario--Kingston
Czech Republic--Plzeň
Ontario
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1945
1946
1948
1949
1950
1951
1945-04-16
1945-04-17
1945-04-23
1945-08-28
1945-09-29
1945-10-01
106 Squadron
14 OTU
1660 HCU
630 Squadron
Advanced Flying Unit
aircrew
Anson
Battle
bombing
Cook’s tour
Flying Training School
Harvard
Heavy Conversion Unit
Hurricane
Lancaster
Lysander
Operation Dodge (1945)
Operational Training Unit
Oxford
pilot
RAF East Kirkby
RAF Lindholme
RAF Market Harborough
RAF Metheringham
RAF Netheravon
RAF Staverton
RAF Swinderby
RAF Ternhill
RAF Upavon
RAF Watton
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1117/20446/LSearleROJ615463v1.1.pdf
9b2aaed488dc44ce495e8353b020cdd8
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
Searle, Rex
Rex Ormond John Searle
R O J Searle
Description
An account of the resource
62 items. Two oral history interviewws with Rex Searle (b. 1919, 615463 Royal air Force) He served as ground crew before becoming a flight engineer and flying operations with 432 Squadron. after the war he served with Coastal and Transport Commands. The collection contains his log book, decorations, photographs and two albums.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rex Searle and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-25
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
Searle, ROJ
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
Rex Searle's flying log book.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
Flying log book for R O J Searle, Flight Engineer, covering the period from 25 June 1944 to13 July 1945 and from 17 August 1951 to 14 September 1964. Detailing his training as a flight engineer and a full tour of operations flown with Bomber Command from 1944 to 1945 followed post-war by further air gunner training in 1951 and continuing service as an air engineer with Coastal Command and then Transport Command. Served with 16, 24(c), 28, 30, 34, 42, 47, 120, 203, 206, 210, 240 and 432 Squadrons. He served at RAF St Athan, RAF Wombleton, RAF East Moor, RAF St Eval, RAF Leconfield, RAF Kinloss, RAF St Mawgan, RAF Dishforth, RAF Abingdon, RAF Colerne, RAF Changi and RAF Seletar. Aircraft flown in were Halifax, Lancaster, Lincoln, Shackleton, Hastings, Anson, Constellation, Beverley and Hercules. He completed a tour of 33 operations (16 day, 17 night) on the following targets in France, Germany and the Netherlands: Bochum, Böhlen, Bonn, Castrop Rauxel, Chemnitz, Cologne, Dortmund, Duisberg, Dusseldorf, Emden, Essen, Gelsenkirchen, Grevenbroich, Homberg, Le Havre, Magdeburg, Mannheim, Meinz, Oberhausen, Osnabrück, Saarbrucken, Stuttgart, Trois Dorf, Volkel, Wanne-Eickel, and Wilhelmshaven. His pilot on operations was Flying Officer Potter. Three other operations ended early and were not counted in his tour. The tour completion certificate states a total of 121 points and 200.02 hours. Several of his air engineer proficiency assessments note him as being “above average”. Also includes numerous items which have been pasted in, including certificates, notes and photographs of family, crewmates and aircraft.
Contributor
An entity responsible for making contributions to the resource
Mike Connock
David Leitch
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LSearleROJ615463v1
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
Royal Air Force. Coastal Command
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Singapore
Atlantic Ocean--English Channel
Atlantic Ocean--North Sea
England--Cornwall (County)
England--Oxfordshire
England--Wiltshire
England--Yorkshire
France--Le Havre
Germany--Bochum
Germany--Bonn
Germany--Castrop-Rauxel
Germany--Chemnitz
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Gelsenkirchen
Germany--Grevenbroich
Germany--Homberg (Kassel)
Germany--Leipzig Region
Germany--Magdeburg
Germany--Mainz (Rhineland-Palatinate)
Germany--Oberhausen (Düsseldorf)
Germany--Osnabrück
Germany--Saarbrücken
Germany--Stuttgart
Germany--Troisdorf
Germany--Wanne-Eickel
Germany--Wesel (North Rhine-Westphalia)
Germany--Wilhelmshaven
Netherlands--North Brabant
Scotland--Kinloss
Wales--Glamorgan
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1964
1944-09-03
1944-09-06
1944-09-09
1944-09-10
1944-09-11
1944-09-12
1944-09-13
1944-10-06
1944-10-09
1944-10-12
1944-10-14
1944-10-18
1944-10-21
1944-10-23
1944-10-26
1944-10-28
1944-11-01
1944-11-02
1944-11-04
1944-11-06
1944-11-21
1945-01-13
1945-01-14
1945-01-16
1945-01-17
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-04
1945-02-05
1945-02-13
1945-02-14
1945-02-15
1945-02-17
1945-02-27
120 Squadron
1666 HCU
206 Squadron
210 Squadron
42 Squadron
432 Squadron
47 Squadron
air gunner
aircrew
Anson
bombing
flight engineer
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 7
Heavy Conversion Unit
Lancaster
Lancaster Mk 3
Lincoln
RAF Abingdon
RAF Colerne
RAF Dishforth
RAF East Moor
RAF Kinloss
RAF Leconfield
RAF St Athan
RAF St Eval
RAF St Mawgan
RAF Wombleton
Shackleton
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1343/22177/LTyrieJSB87636v1.1.pdf
2593c27faef4f15089ccae84e95bc4f2
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
Tyrie, Jim
Tyrie, JSB
Description
An account of the resource
34 items. The collection concerns Flight Lieutenant Jim Tyrie (1919 - 1993, 87636 Royal Air Force) and contains his log book, photographs, correspondence and prisoner of war log as well as a photograph album. He flew operations as a pilot with 77 Squadron before being shot down in April 1941.
The collection has been loaned to the IBCC Digital Archive for digitisation by Brian Taylor 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
2019-06-01
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
Tyrie, JSB
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Jim Tyrie's flying log book
Description
An account of the resource
Flying log book for J S B Tyrie covering the period from 1 July 1939 to 9 August 1959. Detailing his flying training and operations flown Following which he was shot down 9 April 1941 and became a prisoner of war. Returning to flying duties 25 May 1945 to 27 October 1964 detailing his duties as instructor and with 90 squadron. Also included his flying in various aircraft including his airline flying. He was stationed at RAF Perth, RAF Hatfield, RAF Cranwell, RAF Abingdon, RAF Stanton Harcourt, RAF Topcliffe, RAF Wheaton Aston, RAF Seighford, RAF Perton, RAF Moreton, RAF Finningly, RAF Lindholme, RAF Wyton, RAF Shallufa, RAF Khormakser, RAF Hendon, RAF Gatow, RAF Shawbury, RAF Worksop, RAF Wunstorf, RAF Bruugen, RAF Chivenor, RAF Akrotiri, RAF Nicosia, RAF Sopley, RAF Watton and RAF Bishops Court. Aircraft flown in were, Tiger Moth, Oxford, Whitley, Wellington, Dakota, Lancaster, Vengeance, Anson, Lincoln, Proctor, York, Viking, Valetta, Auster, Meteor, Varsity, Prentice, Canberra, Vampire, Whirlwind, Hunter, Shackleton, Viscount, Brittania and Hastings. He flew 7 operations with 77 squadron. Targets were St Nazaire, Hamburg, Berlin, Brest and Kiel. His first or second pilots on operations were Pilot Officer Bagnall and Sergeant Lee.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LTyrieJSB87636v1
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Cyprus
Cyprus--Nicosia
Egypt
Egypt--Suez Canal
France
France--Brest
France--Saint-Nazaire
Germany
Germany--Berlin
Germany--Hamburg
Germany--Kiel
Germany--Niederkrüchten
Germany--Wunstorf
Great Britain
England--Berkshire
England--Cambridgeshire
England--Devon
England--Gloucestershire
England--Hampshire
England--Hertfordshire
England--Lincolnshire
England--London
England--Norfolk
England--Nottinghamshire
England--Oxfordshire
England--Shropshire
England--Staffordshire
England--West Midlands
England--Yorkshire
Northern Ireland--Down (County)
Scotland--Perth
Yemen (Republic)
Yemen (Republic)--Aden
North Africa
Great Britain
Cyprus--Sovereign Base Areas of Akrotiri and Dhekelia
Temporal Coverage
Temporal characteristics of the resource.
1939
1940
1941
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1964
1941-03-10
1941-03-11
1941-03-12
1941-03-13
1941-03-14
1941-03-23
1941-03-24
1941-04-03
1941-04-04
1941-04-07
1941-04-08
1941-04-09
10 OTU
21 OTU
77 Squadron
90 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
C-47
Flying Training School
Initial Training Wing
Lancaster
Lincoln
Meteor
Operational Training Unit
Oxford
pilot
prisoner of war
Proctor
RAF Abingdon
RAF Bishops Court
RAF Chivenor
RAF Cranwell
RAF Finningley
RAF Hatfield
RAF Hendon
RAF Khormakser
RAF Lindholme
RAF Moreton in the Marsh
RAF Seighford
RAF Shallufa
RAF Shawbury
RAF Stanton Harcourt
RAF Topcliffe
RAF Watton
RAF Worksop
RAF Wyton
Shackleton
shot down
Tiger Moth
training
Wellington
Whitley
York