1
25
41
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1548/30377/LPrickettTO40427v3.2.pdf
956cd69f3452f8d8a29e9d3b89c7c928
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
Prickett, Thomas Other
T O Prickett
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-11
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
Prickett, TO
Description
An account of the resource
13 items. The collection concerns Air Chief Marshal Sir Thomas Prickett KCB, DSO, DFC (1913 -2010, 40427 Royal Air Force) and contains his log books, documents and photographs. He served in the RAF from 1937 to 1970 and flew operations as a pilot with 148 and 103 Squadrons.
The collection has been donated to the IBCC Digital Archive by Lady Prickett and catalogued by Barry Hunter.
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
Thomas Other Prickett’s pilots flying log book. Three
Description
An account of the resource
Pilots flying log book, three, for Thomas Other Prickett, covering the period from 21 June 1944 to 2 November 1966. Detailing his flying training, instructor duties, staff duties with the RAF Delegation to the USA, Empire Central Flying School, Middle East Air Force and second tactical Air Force. He was stationed at Washington, Clewiston, RAF Hullavington, RAF Tangmere, RAF Ismailia, RAF Jever, RAF Bassingbourn, RAF Finningley and RAF Akrotiri. Aircraft flown in were C-45, PT-17, AT-6a, P-47, AT-7, Oxford, Harvard, Reliant, Spitfire, Mosquito, Tiger Moth, Rhone Buzzard, Wellington, Lancaster, Master, Hotspur, B-25 Mitchell, Meteor, Anson, Auster, Dominie, Proctor, Vampire, Devon, Valetta, Lincoln, Pembroke, Sabre, Prentice, Hunter, Chipmunk, Canberra, Vulcan, Argosy, and Hastings.
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
LPrickettTO40427v3
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Cyprus
Egypt
Great Britain
United States
Egypt--Ismailia (Province)
England--Cambridgeshire
England--Wiltshire
England--Yorkshire
Florida--Clewiston
Germany--Jever
North Africa
England--Sussex
Florida
Germany
Washington (D.C.)
Cyprus--Sovereign Base Areas of Akrotiri and Dhekelia
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
1963
1964
1965
1966
5 BFTS
aircrew
Anson
B-25
British Flying Training School Program
Dominie
Flying Training School
Harvard
Lancaster
Lincoln
Meteor
Mosquito
Oxford
P-47
pilot
Proctor
RAF Bassingbourn
RAF Finningley
RAF Hullavington
RAF Tangmere
Spitfire
Stearman
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1791/32508/MWierT500238-170122-01.2.pdf
8d9f8a60ccee51c6cfa443977544bd04
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
Wier, Tadeusz
T Wier
Tadeusz Wierzbowski
T Wierzbowski
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
2017-01-22
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
Wier, T
Description
An account of the resource
24 items. The collection concerns Tadeusz Wier (b.1920) and contains his log books, memoirs, photographs and documents. He flew operations as a pilot with 300 Squadron.
The collection has been donated to the IBCC Digital Archive by Michael Wier-Wierzbowski and catalogued by Nigel Huckins.
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Tadeusz Wierzbowski grew up on a farm near Zgierz, Poland. He learned to fly at the training school at Deblin and escaped from the Nazi and Russian invasions in 1939. He travelled through Romania to the Black Sea, and was in France when the Nazis invaded. He eventually arrived in Liverpool on the Andura Star in June 1940.
He flew as an instructor, training others to fly for three years, before he was posted into combat with 300 Squadron. He flew 25 operations as a Lancaster pilot from RAF Faldingworth including bombing Hitler’s Eagle’s nest at Berchtesgaden.
Tadeusz was a test pilot after the war and shortened his name to Wier to make it easier for air traffic control officers. Over his career, he flew over 40 different aircraft types from Polish RWD 8 trainers to Vampire jets.
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
Tadeusz Wier No 41 Group - personal flying record
Description
An account of the resource
Tadeusz record of flying at No 48 M.U for years 1952 to 1958. Lists aircraft types and hours by month.
Format
The file format, physical medium, or dimensions of the resource
Ten page typewritten form with handwritten entries
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
MWierT500238-170122-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Wales--Flintshire
Temporal Coverage
Temporal characteristics of the resource.
1952
1953
1954
1955
1956
1957
1958
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
aircrew
Anson
C-47
Dominie
Halifax
Harvard
Hurricane
Lancaster
Lincoln
Lysander
Magister
Martinet
Mosquito
Oxford
pilot
Proctor
RAF Hawarden
Shackleton
Spitfire
Sunderland
Tiger Moth
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1791/32507/LWierT500238v2.1.pdf
ee9a7312ecf86437c760cce780837b47
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
Wier, Tadeusz
T Wier
Tadeusz Wierzbowski
T Wierzbowski
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
2017-01-22
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
Wier, T
Description
An account of the resource
24 items. The collection concerns Tadeusz Wier (b.1920) and contains his log books, memoirs, photographs and documents. He flew operations as a pilot with 300 Squadron.
The collection has been donated to the IBCC Digital Archive by Michael Wier-Wierzbowski and catalogued by Nigel Huckins.
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Tadeusz Wierzbowski grew up on a farm near Zgierz, Poland. He learned to fly at the training school at Deblin and escaped from the Nazi and Russian invasions in 1939. He travelled through Romania to the Black Sea, and was in France when the Nazis invaded. He eventually arrived in Liverpool on the Andura Star in June 1940.
He flew as an instructor, training others to fly for three years, before he was posted into combat with 300 Squadron. He flew 25 operations as a Lancaster pilot from RAF Faldingworth including bombing Hitler’s Eagle’s nest at Berchtesgaden.
Tadeusz was a test pilot after the war and shortened his name to Wier to make it easier for air traffic control officers. Over his career, he flew over 40 different aircraft types from Polish RWD 8 trainers to Vampire jets.
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
Tadeusz Wier flying log book. Two
Format
The file format, physical medium, or dimensions of the resource
One photocopied booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWierT500238v2
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
Description
An account of the resource
Pilots flying log book for T Wier, covering the period from 3 October 1955 to 25 September 1959. Detailing his flying duties as a production test pilot with 48, 23 maintenance Units. He was stationed at RAF Hawarden, RAF Benson, and RAF Aldergrove. Aircraft flown were Vampire, Venom, Balliol, Mosquito, Brigand, Lincoln, Meteor, Hastings, Anson, Canberra, Swift, Shackleton, York, and Javelin.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Oxfordshire
Northern Ireland--Belfast
Wales--Flintshire
Great Britain
Temporal Coverage
Temporal characteristics of the resource.
1955
1956
1957
1958
1959
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
Anson
Lincoln
Meteor
Mosquito
RAF Benson
RAF Hawarden
Shackleton
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1791/32506/LWierT500238v1.1.pdf
a4e87163f2955332acf448cb22d4dbe4
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
Wier, Tadeusz
T Wier
Tadeusz Wierzbowski
T Wierzbowski
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
2017-01-22
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
Wier, T
Description
An account of the resource
24 items. The collection concerns Tadeusz Wier (b.1920) and contains his log books, memoirs, photographs and documents. He flew operations as a pilot with 300 Squadron.
The collection has been donated to the IBCC Digital Archive by Michael Wier-Wierzbowski and catalogued by Nigel Huckins.
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Tadeusz Wierzbowski grew up on a farm near Zgierz, Poland. He learned to fly at the training school at Deblin and escaped from the Nazi and Russian invasions in 1939. He travelled through Romania to the Black Sea, and was in France when the Nazis invaded. He eventually arrived in Liverpool on the Andura Star in June 1940.
He flew as an instructor, training others to fly for three years, before he was posted into combat with 300 Squadron. He flew 25 operations as a Lancaster pilot from RAF Faldingworth including bombing Hitler’s Eagle’s nest at Berchtesgaden.
Tadeusz was a test pilot after the war and shortened his name to Wier to make it easier for air traffic control officers. Over his career, he flew over 40 different aircraft types from Polish RWD 8 trainers to Vampire jets.
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
Tadeusz Wier flying log book. One
Format
The file format, physical medium, or dimensions of the resource
One photocopied booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LWierT500238v1
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
Pilots flying log book for T Wier, covering the period from 12 May 1941 to 5 October 1955. Detailing his flying training, Instructor duties, operations flown and post war flying with Number 4 Ferry Pool and Number 48, 9, 27 Maintenance Units. He was stationed at RAF Newton, RAF Montrose, RAF Farnborough, RAF Hucknall, RAF Finningley, RAF Blyton, RAF Hemswell, RAF Cardington, RAF Hawarden, RAF Bassingbourn, RAF Hullavington and RAF Shawbury. Aircraft flown in were Magister, Master, Hurricane, Henley, Tiger Moth, Lysander, Oxford, Tutor, Anson, Wellington, Halifax, Lancaster, Harvard, Vampire, Prentice, Auster, Lincoln, Dominie, Martinet, Hastings, Valetta, York, Meteor, Devon, Tempest, Mosquito, Beaufighter, Chipmunk, Spitfire, Hornet, Shackleton, Dakota, Canberra, Varsity, Venom and Balliol. He flew a total of 25 operations with 300 squadron including Operations Manna, Exodus and Dodge. Targets were Wiesbaden, Cleve, Dresden, Pforzheim, Gelsenkirchen, Nuremberg, Hanau, Bochum, Bremen, Hannover, Paderborn, Kiel, Plauen, Berchtesgaden, Gouda and Rotterdam.<br /><br />This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--Bedfordshire
England--Cambridgeshire
England--Nottinghamshire
England--Shropshire
England--Yorkshire
Germany--Berchtesgaden
Germany--Bochum
Germany--Bremen
Germany--Dresden
Germany--Gelsenkirchen
Germany--Hanau
Germany--Hannover
Germany--Kiel
Germany--Kleve (North Rhine-Westphalia)
Germany--Nuremberg
Germany--Paderborn
Germany--Pforzheim
Germany--Wiesbaden
Netherlands--Gouda
Wales--Flintshire
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-13
1945-02-14
1945-02-23
1945-02-24
1945-03-13
1945-03-14
1945-03-16
1945-03-17
1945-03-19
1945-03-20
1945-03-22
1945-03-23
1945-03-25
1945-03-27
1945-04-09
1945-04-10
1945-04-25
1945-05-02
1945-05-07
1945-05-25
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
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
1662 HCU
18 OTU
300 Squadron
Advanced Flying Unit
aircrew
Anson
Beaufighter
bombing of Dresden (13 - 15 February 1945)
C-47
Dominie
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 5
Harvard
Heavy Conversion Unit
Hurricane
Lancaster
Lincoln
Lysander
Magister
Martinet
Meteor
Mosquito
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
pilot
RAF Bassingbourn
RAF Blyton
RAF Cardington
RAF Farnborough
RAF Finningley
RAF Hawarden
RAF Hemswell
RAF Hucknall
RAF Hullavington
RAF Newton
RAF Shawbury
Shackleton
Spitfire
Tiger Moth
training
Wellington
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1828/33513/MEylesCW900473-170410-23.2.jpg
d275848b399be2ccf7a8098e0927cb7f
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Eyles, Bill
C W Eyles
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Eyles, CW
Description
An account of the resource
51 items. The collection concerns Bill Eyles DFM (900473 Royal Air Force) and contains his log book. notebooks, correspondence and photographs. He flew a tour as a bomb aimer with 78 Squadron and later a second tour with 35 Squadron Pathfinders.
The collection has been donated to the IBCC Digital Archive by Hazel King and catalogued by Nigel Huckins.
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
Supplementary endorsement to ordinary national certificate in mechanical engineering
Description
An account of the resource
Made out for Charles William Eyles in applied heat.
Date
A point or period of time associated with an event in the lifecycle of the resource
1956
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MEylesCW900473-170410-23
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--Suffolk
England--Ipswich
Temporal Coverage
Temporal characteristics of the resource.
1955
1956
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/949/9462/PWrigleyJ17040018.1.jpg
ff15b311266196b76bfe5583402c4dd5
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. Album
Description
An account of the resource
Photograph album containing 51 photographs of James Wrigley's family, training and post war service in the United States and the Far East with 97 Squadron.
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
Wrigley, J
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
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
Sergeants Mess Abingdon and Tripoli
Description
An account of the resource
Photograph 1 is a group of airmen drinking beer, captioned 'Sgt's Mess, Abingdon, 1945.'
Photograph 2 is the roofs of Tripoli, captioned 'Tripoli-Libya Old Town . 1955'
Date
A point or period of time associated with an event in the lifecycle of the resource
1945
1955
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs from an album
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PWrigleyJ17040018
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Libya
England--Oxfordshire
Libya--Tripoli
North Africa
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1945
1955
aircrew
mess
RAF Abingdon
-
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/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/1338/20843/PLovattP19010033.1.jpg
7369710e44f5c2de5fbd38e7d18b6fe5
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
Lovatt, Peter. Album One
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
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
Lovatt, P
Description
An account of the resource
43 items. The album contains photographs of Peter Lovatt's service and family life in the UK and Singapore.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Peter Lovatt's Family and Friends
Description
An account of the resource
Five photographs from an album.
Photo 1 is Peter sitting on a deckchair.
Photo 2 is Peter holding a dog, captioned 'Self & Geodie Upavon/N'Avon 1955?'.
Photo 3 is a man holding a baby with a girl and a boy watching, captioned 'Chris Mason Netheravon 1950?'.
Photo 4 is a boy in shorts and sweater.
Photo 5 is a baby in a pram.
Format
The file format, physical medium, or dimensions of the resource
Five b/w photographs
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PLovattP19010033
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--Wiltshire
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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1950
1955
Temporal Coverage
Temporal characteristics of the resource.
1950
1955
animal
RAF Netheravon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1169/18271/PTurnerAJ17010060.2.jpg
2c02d488bb4f3aef84285824c7cef77b
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1169/18271/PTurnerAJ17010061.2.jpg
a0af3d5435669ea7586ce1f721577a41
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
Turner, John
Albion John Turner
A J Turner
Description
An account of the resource
<a href="https://internationalbcc.co.uk/losses/228620/" target="_blank" rel="noopener"></a>116 items. Concerns Flight Sergeant Albion John Turner (1911 - 1939, 561939 Royal Air Force) who joined the RAF as an apprentice in 1927. After service as a fitter he re-mustered as a pilot in 1935 and after training served on 216 Squadron flying Vickers Victoria and Valentia before moving to 9 Squadron on Handley Page Heyfords in 1936. He converted to Wellingtons February 1939 and was killed when his aircraft was shot down on 4 September 1939 during operations against shipping at Brunsbüttel. Collection consists of an oral history interview with Penny Turner his daughter (b. 1938), correspondence, official documents, his logbook and photographs. <br /><br />Additional information on Albion John Turner <span>is available via the </span><a href="https://internationalbcc.co.uk/losses/228620/" target="_blank" rel="noopener">IBCC Losses Database</a><br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Penny Turner 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
2017-05-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Turner, 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
Penny and Carol Turner
Description
An account of the resource
A group of three girls standing in summer dresses. To the left, two women , one with baby, sit. On the right two women stand looking off to the left. On the reverse 'Penny, Carol and [..]. Southsea 1955 on a ship'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1955
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
PTurnerAJ17010060, PTurnerAJ17010061
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--Hampshire
England--Southsea
Temporal Coverage
Temporal characteristics of the resource.
1955
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
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2099/34699/SWeirG19660703v100006.1.pdf
b327f4fa38b30f2a6e1b3a30c114c686
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
Weir, Greg. Wilson, Paul Dean
Description
An account of the resource
Thirty-four items. Collection concerns Flying Officer Paul Wilson RAAF, a Halifax pilot he flew operations with 466 and 462 Squadrons from June to October 1944. Collection contains his log books, photographs, newspaper cutting and documents.
The collection was catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-04-26
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
Weir, 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
Paul Wilson's civilian pilot's flying log book. Four
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Conforms To
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Pending review
Identifier
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SWeirG19660703v100006
Description
An account of the resource
<span>Pilot's log book for Paul Wilson from 1 March 1951 to 19 August 1961 covering his civilian flying in Australia. Aircraft flown were DC-3 (C-47), DC-4. DC-6, Bristol Freighter, Viscount, Super Constellation, Comet 4, Electra and Boeing 707.<br /><br /><span class="NormalTextRun SCXW201071876 BCX0">This item was sent to the IBCC Digital Archive already in digital form. No </span><span class="ContextualSpellingAndGrammarError SCXW201071876 BCX0">better quality</span><span class="NormalTextRun SCXW201071876 BCX0"> copies are available.</span><br /></span>
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
C-47
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1491/28556/BEleyNJEleyNJv1.2.pdf
62c3cba39d346d3d53f28385454b2b21
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
Eley, Jim
Norman James Eley
N J Eley
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
2016-02-29
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Eley, NJ
Description
An account of the resource
40 items. The collection concerns Jim Eley (163588 Royal Air Force) and contains his memoir and photographs. He trained in Canada and flew operations as a pilot with 514 Squadron.
The collection has been donated to the IBCC Digital Archive by Jim Eley and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
MY TIME IN THE ROYAL AIR FORCE
1942-1955
In July 1939 I finished my studies at Wilsons Grammar School in south London and looked forward to the summer holidays. By September our Prime Minister Neville Chamberlain had declared war on Germany as the Nazis had invaded Poland. Schools were shut and any further studies became impossible. I secured a temporary job in our local Ministry of Food office in Sidcup in Kent as food rationing in the UK was being introduced.
1940 saw the beginning of the bombing of our cities and by July of that year the battle of Britain had commenced with daily dogfights occurring with the German bombers. By September our brave fighter pilots had done immense damage to the German airforce and so any invasion of UK was abandoned by the Nazis.
I was 17 years of age and daily watched those German bombers appear. I eventually decided I had to do something to protect our land and our way of life. Watching those fighter boys daily I thought it would be a good idea to join them. The idea that I may be able to learn to fly really prompted me into action.
So I applied to join the RAF and eventually had an Aircrew Selection Board at the Air Ministry in London. I was thrilled at being accepted and was promptly put on Deferred Service as the various flying training establishment were full with trainees. It was a very frustrating time for me as it was not until September 1942 that I was finally called for service and proceeded to the Aircrew Receiving Centre at St. Johns Wood, London where one met other volunteers and was kitted out with a uniform, had a medical etc., and was allocated our accomodation [sic]. Our pay was to be 2 shilling [sic] a day. About a week later we found ourselves in a training camp under canvas in Ludow, Shropshire, where we carried out cross country running and swimming in a very cold river. Seven days to get us fit for service and it was cruel as the weather was cold and miserable but we all had to agree that we felt much fitter at the end of our stay in this camp.
So with some 50 other aircraftmen I proceeded to No. 7 Initual [sic] Training Wing installed in Penolver hotel in Newquay, Cornwall. The hotel had been taken over by the Ministry of Defence for the duration of the war. During our stay here we had daily lectures on the theory of flight, learnt the morse [sic] code, had aircraft recognition and much to our dismay had drill in a local car park and many runs round Newquay to keep fit.
With our time in Newquay at an end in March 1943 we were posted to No. 6 Flying Grading School at Sywell in Northamptonshire. This was the moment we had all been waiting for, our very first flight.
After 8 hours of flying with an instructor carrying out many take offs and landings, turns, spinning, aerobatics, etc., I went solo in a Tiger Moth. The weather was poor and bitterly cold in the open cockpit of the aircraft but the thrill of being on my own actually piloting a Tiger moth was immense. A small number of my course were rejected as being insuitable [sic] as pilots and the rest of us were sent to the Aircrew Disposal Centre at Heaton Park, Manchester. We were destined for training in Canada or America which excited us immensly [sic] as none of us had been out of the UK before. So in June 1943 we all travelled to Gourock on the west coast of Scotland to board the Queen Mary cruise liner bound for New York.
The ship, which was about 1000 feet long, had been converted into a troop carrier for the duration of the war. Besides us on board there were some German prisoners being guarded by Polish army personnel and some Canadian troops. The crossing of the Atlantic was a bit hairaising [sic] as the ships stabilisers had been removed in order to gain extra speed so as to avoid the patrolling German submarines. We were struck by a storm midway across the ocean and we got thrown around a lot with the ship creaking and groaning from end to end in the high seas. The storm was so strong it caused us to think maybe it would damage such a big vessel. The ship had one Bofors gun for defence mounted in the stern and one morning this gun opened up with a frightening noise and one could see the shells bursting on the horizon. We were assured that it was only practice. It took 3 days to reach New York which was a welcoming sight. Upon docking it was found that several of the German prisoners were missing. One can only assume that the Polish guards threw them overboard one night in retaliation for the the [sic] terrible bombing of Warsaw.
Having disembarked from the Queen Mary we were transported to the Grand Central railway station in New York to board a train for Canada. After several hours having elapsed we arrived in Moncton in New Brunswick. From here we were put on a train to take us to the state of Saskatchewan, situated on the Canadian prairies. We were looked after very well during this journey with the black car attendant preparing our meals and generally taking care of our needs. We enjoyed the t-bone steaks and other fabulous food which was of course was [sic] unobtainable in UK with food rationing in place since 1940. We made many stops during our journey to No. 33 Elementary Flying Training School in Caron, Saskatchewan. The strange thing is that at every stop we made the Canadian people were clapping and waving and passing sweets, chocolate and other goodies to through the open carriage windows. An incredible sight of typical Canadian Hospitality and which we found quite humbling.
Our arrival in Caron was the same with lots of Canadians to greet us. How they all got the news that some RAF aircrew were on their way was a mystery. We disembarked at Caron railway station to board some coaches to take us to the airfield. Upon arrival we were greeted by the Commanding Officer, Squadron Leader Bradley and given a pep talk. We quickly settled into our accomodation [sic] and were eagerly waiting for our first flight in the Cornell aircraft all lined up on the tarmac in the blazing sunshine.
My instructor was Warant [sic] Officer Auldhous, a rather serious but friendly character who very early in my training taught me not to kill myself. As far as I can remember our course all passed satisfactorily. The flying was intense and continued day and night the weather being excellent for such training and which of course included more ground lectures too. Having had a final flying test with the Chief Flying Instructor S/L Bradley I was ready to move on to No. 41 Service Flying Training School situated at Weyburn, not far from Caron and still in the state of Saskatchewan.
We now had to master flying a bigger and heavier aeroplane, the Harvard. We had all entered a phase of advanced flying that was going to determine who was suitable for fighter aircraft or heavy bombers. My flying instructor was Flying Officer Ney, a happy and jovial Canadian who inspired confidence and taught me a lot. The Harvard was a heavy all-metal aeroplane with a retractable undercarriage. The usual flying manoeuvres were once again carried out including inverted flight and lots of aerobatics, formation flying and navigation exercises. Saskatchewan is a completely flat wheat growing area quite unlike the hills and changing scenery of the UK. The towns had strange names like Medecine [sic] Hat, Assiniboia, Swift Current and Moosomin. Our free time was spent in the local town of Moosejaw and occasionally in Regina.
Our flying training was slowly coming to an end and the weather was changing, eventually with heavy falls of snow. The last flights were made and we now waited for the results. The majority of our course passed and in December 1943 we assembled in a hangar for our “wings” parade as it was snowing at the time.
It was a proud moment having the RAF wings badge pinned to out [sic] uniforms by the Canadian Air Officer Commanding the group. A complete surprise for me when it was announced that I had been granted a Kings Commision [sic] and my rank was now Pilot Officer. The promotion later appeared in the Supplement to the London Gazette on 9th. May 1944. I was really very happy at my achievement. I had left home as Aircraftsman 2nd class and was now to return home as a RAFVR officer. I promptly visited the tailors in Weyburn in order to get measured u p for a new uniform which was delivered a week later.
1
[page break]
Visited Winnipeg for Christmas with a chum of mine. During our travels we were stopped by an elderly couple who very kindly invited us for a dinner that evening. Typical Canadian hospitality and most enjoyable in every way. I sadly lost contact with this generous couple. We returned back to Weyburn the following day. I think the whole course were getting a bit homesick by now. We had to wait until February 1944 to board a train for Moncton once again and in March we again travelled by rail to Halifax, Nova Scotia. Soon after arrival we boarded the ship New Amsterdam, a smaller and slower vessel than the Queen Mary. In view of this we sailed a more northerly route across the Atlantic in order to keep clear of the German U boats. That made our crossing take 6 days but to be heading eastbound for UK once again was great and all of us just wanted to get home to our families and with so many stories to tell.
Docking in Gourock harbour once again after a safe crossing of the Atlantic it was a moment for reflection in what we had left behind in Canada. Our friendly flying instructors and the comradeship, the great and varied food at Caron and Weyburn and in the local restaurants knowing that we now had to face food rationing once again. But it was great to be back home once again amongst our families and friends.
We quickly boarded a train bound for P.R.C. Harrogate where my posting to Filey in Yorkshire was confirmed. I was to take part in a Officers Battle Course leaving behind all my friends originally made in Canada. After a week of instruction on various armaments at the firing range coupled with lectures on the defence of airfields, etc., I was posted to No. 18(P) Advanced Flying Unit at Snitterfield in Warwickshire in May 1944. This course was designed to improve instrument flying for bad weather operations. The twin engined Oxford aeroplane was used and I spent a lot of my time with the cockpit windscreen blanked out accompanied by a check pilot for safety. It was here that I received my promotion to Flying Officer with a very welcomed pay rise.
Having completed the course satisfactorily at Snitterfield I was moved to No. 11 Operational Training unit at Westcott in Buckingham in August. Serious stuff now as I was to be checked out on the Wellington aircraft, a twin engined bomber. It was here that I had my new crew members join me. Gathered in a lecture room the various crew members were told to chose their future skipper. Have no idea why they chose me but we quickly formed a close bond so now I had another officer, my bomb aimer, together with a navigator, wireless operator, and two gunners, all sergeants. As far as I was concerned I was never going to pull rank on my crew as this would have damaged the developing bond between us. We were a crew each relying on the other to safely execute the coming operations. Having carried out many navigational exercises, dropped 30 lbs practice bombs, crew training and fighter affiliation manoeuvres our next posting was to No.1668 Heavy Conversion Unit at Bottesford in Nottingham. Now this was exciting for me as my dream was at last coming true in that I was going to fly a Lancaster 4 engined bomber at the ripe old age of 21. It was here that a new member joined our crew, a Sergeant Flight Engineer now making 7 of us. l guess we were a happy bunch of fellows and always seemed to be joking about something but aware that our next move was going to be the real thing. I proceeded to carry out many take offs and landings and generally familiarise myself with the Lancaster. It was pure music to hear those 4 Rolls Royce Merlin engines start up with a roar with smoke and flames coming from the exhausts. Having spent some 3 weeks at Bottesford we received instructions to join No. 514 Squadron at Waterbeach, just outside Cambridge. This was No. 3 Group Bomber Command territory, the airfield having come into operation in 1943. No time was wasted in getting us on our very first Operation, a daylight raid on a [sic] oil refinery and coking plant in Bruchstrasse. The usual bomb load was 16 x 500 lbs general purpose bombs and a 4000lbs cookie. There were some 800 bombers taking part and the trip was uneventful apart some heavy flak at the target. The war was slowly coming to an end and German fighters were almost absent. Our crew carried out several more raids mainly on German oil installations, and a spectacular raid by 1000 bombers on the Heligoland German U-boat pens. What a sight that was with lancaster [sic] bombers everywhere one looked. We had to keep our eyes peeled to avoid the possibilty [sic] of collision with other aircraft.
In April 1945 our Government managed somehow to get agreement with the German Commander in Holland to allow some food drops for the starving Dutch people. The situation was desparate [sic] as the citizens of Holland were reduced to eating tulip bulbs, leaves off trees, flowers and scraps in garbage. Death by starvation was a daily occurrence. The Germans agreed to the food drop providing we went unarmed so all guns in the Lancasters turrets were removed. The bomb bays were filled with panniers containing selected food and 514 Squadron got airborne and headed across the North Sea at low level for Rotterdam. Arriving over the city we felt very uneasy as the Germans were on the rooftops training their guns on us. They could have shot us out of the sky so easily but they must have realised we were unarmed. We crossed the city at about 500 feet looking for the main square to drop our food and eventually to 300 feet with my bomb aimer releasing the panniers. One could see the 1000’s of Dutch people in the square waving and smiling. After several runs we turned to head back across the North Sea and home. It was a moving sight and one that I shall never forget. I just hope we were able to save some lives during those terrible times. Next day we repeated the operation by going to The Hague. A similar greeting by the Dutch people was a sight to believe.
May 7th 1945 saw the surrender of the Germans to Allied forces and so our Squadron was reduced to carrying out general flying to keep in practice. Now the big exodus occurred from the RAF with a great number of pilots opting to leave the Service. As jobs in flying in the civil world were minimal I decided to stay in the RAF for a further 18 months during which time I was promoted to the rank of Flight Lieutenant and another pay rise. Our crew were then moved to No. 207 Squadron at Spilsby in Lincolnshire and later the Squadron moved to Methwold in Norfolk. It was during this period that we carried out several flights to Naples and Bari in Italy. The purpose of each flight was to pick up 20 army personnel and bring them back to UK. If sea transport had been used it would have taken so much longer and the army still on the continent were getting somewhat frustrated at not returning home. Eventually my crew were discharged from the RAF and they all returned to their civilian jobs.
A surprise phone call in May 1946 from Group Captain Simpson at RAF Marham invited me to join the Development Wing at the Central Bomber Establishment in Norfolk. My duties where [sic] to carry out flights with some boffins who were experimenting with secret radar equipment. They occupied the navigators desk in the aircraft which was blanked off by a black curtain. I only had a flight engineer to accompany me and the flights were mainly local in the Norfolk area. Upon landing this equipment was removed by the boffins and taken to a nissan [sic] hut on the airfield which was out of bounds to all. Secret stuff.
My time spent at Marham was a very pleasant and interesting one in that I was able to fly not only the Lancasters but the bigger version the Lincoln, as well as the Anson and Auster.
My time in the RAF came to and end in April 1947 and my thoughts were turned to civilian life once again.
Spells at the London County Council and Chislehurst & Sidcup Urban District Council left me totally bored. I had done some study whilst still in the Service and had obtained my Commercial Pilots licence. Jobs in the UK were still minimal and my family did not want me to move overseas where flying jobs were available.
In order to keep my hand in at flying I joined No. 24 Reserve Flying School at Rochester in Kent as a reservist which enabled me to fly the old Tiger Moth once again at weekends. It also helped me maintain the validity of my Commercial licence.
News in the daily papers that ex-RAF pilots were wanted for a special 3 month course to train on fighter aircraft interested me. The Korean War had started and RAF fighter pilots may be needed for operations to back up the Americans. Being a [sic] ex-heavy bomber pilot I thought I would have no chance but was quickly accepted and was recalled for service in June 1951 being posted to
2
[page break]
No. 1 Flying Refresher School at Oakington in Cambridge. It was time to refresh my flying skills on Service aircraft again and so I found myself on Harvard aircraft for some 3 weeks. The posting of our course moved us to No. 102 RFS at North Luffenham in Rutland. Lined up on the tarmac were Spitfires Mk 22 and Vampires Mk 5. No dual instruction was availabe [sic] as both aircraft were single seaters. It was just a question of reading the pilots notes, familiarising oneself with the cockpit layout, start up and go. I had for a long time hoped one day I could fly a Spitfire, the best fighter in WW2 and at last it was happening. The Vampire allowed me to have my first experience of jet flying reaching speeds of 500mph at 30-40,000feet. As it turned out we were not required for opertions [sic] in Korea but this 3 month course had decided one thing. The flying game had bitten me once again so I resigned my civilian job and joined once again the RFS at Rochester but this time as a staff pilot employed by Short Bros. & Harland. I was involved in flying the weekend reservists on navigation flights in the Anson aircraft. Other aircraft available to me was our twin engined Rapide, a Chipmunk and the old Tiger Moth. Happy days once again but unfortunately it was shortlived [sic] because in March 1953 the Government closed all the Reserve Flying Schools.
The RAF invited me back for a 2 year short service in April which I accepted and so found myself putting on my uniform once again and travelling to No.3 Advanced Navigation School at Bishops Court in County Down Northern Ireland. My duties there were to fly the Anson aircraft which was fitted out like a class room with desks for the navigators under training. It was in February 1954 that I was posted to Leconfield in Yorkshire, the home of the Central Gunnery School. I was once again flying the “heavies”, the Lancaster and Lincoln and training gunners on the 20mm cannon guns on a firing range in the North Sea.
With my 2 year short service commision [sic] at and end in April 1955 and having bid my many colleagues farewell I departed from the RAF for good and secured my first job in the civil airlines. The next 25 years enabled me to see the world but that is another story.
Hope this gives you all some idea of my varied life in the Royal Air Force. Jim, February 2013.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
My Time in the Royal Air Force 1942-1955
Description
An account of the resource
An autobiography by Jim about his time in the RAF. He was 17 when the war started and he applied and was accepted for the RAF, on deferred service. Training started at Ludlow, Newquay then grading at Sywell. He was selected for further training and sent via Greenock to New York then Canada. He passed his flying training then returned to UK for further training. After crewing up he converted to Wellingtons then Lancasters at Bottesford.
He continued in the RAF after the war getting involved in secret radar trials. On leaving the RAF he got very bored with civilian life and rejoined to assist in the Korean war. Not required in Korea he joined Shorts as a staff pilot. Later he rejoined the RAF for two years.
Creator
An entity primarily responsible for making the resource
Jim Eley
Date
A point or period of time associated with an event in the lifecycle of the resource
2013-02
Format
The file format, physical medium, or dimensions of the resource
Three typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BEleyNJEleyNJv10001
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--Ludlow
England--Newquay
England--Manchester
Scotland--Gourock
United States
New York (State)--New York
Canada
New Brunswick--Moncton
Saskatchewan
Saskatchewan--Weyburn
Saskatchewan--Moose Jaw
Saskatchewan--Regina
Manitoba--Winnipeg
Nova Scotia--Halifax
England--Harrogate
England--Filey
England--Snitterfield
Germany--Bochum
Germany--Helgoland
Netherlands--Rotterdam
Italy--Naples
Italy--Bari
England--Rochester (Kent)
Korea
England--Oakington
Netherlands--Hague
Italy
New York (State)
New Brunswick
Germany
Nova Scotia
Netherlands
Germany--Ruhr (Region)
England--Cambridgeshire
England--Cornwall (County)
England--Kent
England--Lancashire
England--Shropshire
England--Warwickshire
Manitoba
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
Contributor
An entity responsible for making contributions to the resource
Jan Waller
11 OTU
1668 HCU
207 Squadron
3 Group
514 Squadron
Advanced Flying Unit
air gunner
aircrew
Anson
bomb aimer
bombing of Helgoland (18 April 1945)
Cornell
crewing up
Dominie
flight engineer
Flying Training School
hangar
Harvard
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lincoln
military service conditions
Morse-keyed wireless telegraphy
navigator
Operation Dodge (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
pilot
promotion
RAF Bishops Court
RAF Bottesford
RAF Hunmanby Moor
RAF Leconfield
RAF Marham
RAF Methwold
RAF North Luffenham
RAF Oakington
RAF Spilsby
RAF Sywell
RAF Waterbeach
RAF Westcott
recruitment
Spitfire
Tiger Moth
training
Wellington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/704/31011/LBeethamMJ19230517v3.2.pdf
82042e4560dfc6e95d45c3daf04a4e67
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 Beetham pilot's flying log book. Three
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
LBeethamMJ19230517v3
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
Description
An account of the resource
Detailing his flying training and operations flown as pilot. He was stationed at RAF Bassingbourn (231 OCU), RAF Andover (RAF Staff College), RAF Pershore (10 AFTS), RAF Manby (RAF Flying College), RAF Gaydon (232 OCU) and RAF Marham (214 Squadron).
Aircraft flown in were Proctor, Canberra, Meteor T7, Oxford, Anson, Valiant, Lincoln, Devon, Victor, Vulcan, Super G Constellation, Varsity, Hastings, Meteor F8, Whirlwind and Superfortress KB-50J;
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1952
1953
1954
1955
1956
1957
1958
1959
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Hampshire
England--Lincolnshire
England--Norfolk
England--Warwickshire
England--Worcestershire
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
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
214 Squadron
Anson
Flying Training School
Lincoln
Meteor
Oxford
Proctor
RAF Andover
RAF Bassingbourn
RAF Gaydon
RAF Manby
RAF Marham
RAF Pershore
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/704/31012/LBeethamMJ19230517v4.2.pdf
14f9aaa9c72fad54d78f8cc8d319134e
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 Beetham pilot's flying log book. Four
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
LBeethamMJ19230517v4
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
Description
An account of the resource
M J Beetham’s Pilot’s Flying Log Book covering the period from 3 January 1950 to 29 Aug 1962. Detailing his flying training and operations flown as pilot. He was stationed at RAF Marham (214 Squadron), RAF Mildenhall (HQ 3 Group Bomber Command) and RAF High Wycombe (HQ Bomber Command).
Aircraft flown in were Valiant and Anson.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Temporal Coverage
Temporal characteristics of the resource.
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1960
1961
1962
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Norfolk
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
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
214 Squadron
aircrew
Anson
pilot
RAF High Wycombe
RAF Marham
RAF Mildenhall
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/667/38123/MAlgarHKM1801102-211028-07.1.jpg
b4ffdc54ad7b142d37ef4c87e45f9385
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
Algar, Harry
Harold Keith Mael Algar
H K M Algar
Description
An account of the resource
Thirteen items. An oral history interview with Flight Lieutenant Harry Algar (1924 - 2022, 1801102 Royal Air Force) and his log books and documents.
He flew a tour of operations as a bomb aimer with 463 Squadron.
The collection has been donated to the IBCC Digital Archive by Greg Algar 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
2017-05-20
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
Algar, H
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[a] DESIGNATION [b] TYPE [c] USE [d] WHERE
Dec 1942 [a] TIGER MOTH [b] SINGLE ENGINE 2 SEATER BI PLANE [c] PRIMARY PILOT TRAINING [d] ELEMENTARY FLYING SCHOOL
1943 [a] ANSON [b] TWIN ENGINE LIGHT BOMBER [c] BOMBING, NAVIGATION TRAINING [d] CANADA BOMBING & GUNNERY SCHOOL (31 [indecipherable word]) AIR NAVIGATION SCHOOL 33 A.N.S.
1943 [a] BOLINGBROKE [b] TWIN ENGINE BOMBER (BLENHEIM MK4) [c] BOMBING, NAVIGATION TRAINING [d] CANADA BOMBING & GUNNERY SCHOOL (31 [indecipherable word]) AIR NAVIGATION SCHOOL 33 A.N.S.
1943 [a] ANSON [b] LIGHT BOMBER [c] BOMBING, NAVIGATION TRAINING [d] CANADA BOMBING & GUNNERY SCHOOL (31 [indecipherable word]) AIR NAVIGATION SCHOOL 33 A.N.S.
1943 [a] ANSON [b] LIGHT BOMBER [c] BOMBING, NAVIGATION TRAINING [d] CANADA BOMBING & GUNNERY SCHOOL (31 [indecipherable word]) AIR NAVIGATION SCHOOL 33 A.N.S.
1944 [a] WELLINGTON [b] MEDIUM BOMBER [c] OPERATIONAL TRAINING [d] 29 OTU BRUNTINGTHORPE
1944 [a] STIRLING [b] HEAVY BOMBER [c] HEAVY BOMBER TRAINING [d] 1660 HBC SWINDERBY
1944 [a] LANCASTER [b] HEAVY BOMBER [c] OPERATIONS [d] 4 LFS SYERSTON
1944/45 [a] LANCASTER [b] HEAVY BOMBER [c] OPERATIONS [d] 463 SQDN WADDINGTON
1948 [a] ANSON [b] LIGHT BOMBER [c] TRAINING [d] 2 ANS MIDDLETON-ST-GEORGE
[a] WELLINGTON [b] MEDIUM BOMBER [c] TRAINING [d] 201 AFS SWINDERBY
[a] LANCASTER [b] HEAVY BOMBER [c] OPERATIONS [d] 230 OCU LINDHOLME
1949 [a] LANCASTER [b] HEAVY BOMBER [c] OPERATIONS [d] 149 SQDN MILDENHALL
1950 [a] LINCOLN [b] HEAVY BOMBER [c] OPERATIONS [d] 44 SQDN WYTON
1950 [a] B29 WASHINGTON [b] HEAVY BOMBER [c] OPERATIONS [d] 149 Sq. MARHAM
1951/2/3 [a] B29 WASHINGTON [b] HEAVY BOMBER [c] OPERATIONS [d] 149 SQD CONINGSBY
1953 [a] NEPTUNE [b] MARITIME RECONNAISSANCE [c] OPERATIONS [d] 236 OCU KINLOSS
1953/54 [a] NEPTUNE [c] OPERATIONS [d] 36 SQDN TOPCLIFFE
1955-59 [a] LINCOLN [b] HEAVY BOMER [sic] [c] BOMBING TRIALS [d] R.A.E. WEST FREUGH
1955-59 [a] CANBERRA [b] LIGHT JET BOMBER [c] BOMBING TRIALS [d] MIN. OF SUPPLY
1955-59 [a] VALIANT [b] 'V' FORCE JET HEAVY BOMBER [c] BOMBING TRIALS [d] R.A.E.
1955-59 [a] VULCAN [b] HEAVY BOMBER [c] BOMBING TRIALS [d] R.A.E.
1955-59 [a] JAVELIN [b] TWIN ENGINE JET NIGHT FIGHTER [c] INSTRUMENT TRIALS [d] RAE WEST FREUGH
1955-59 [a] SEA PRINCE [b] COMMUNICATION AIRCRAFT [d] RAE WEST FREUGH
1955-59 [a] OXFORD [b] COMMUNICATION AIRCRAFT [d] RAE WEST FREUGH
1955-59 [a] SUNDERLAND [b] 4 ENGINE FLYING BOAT [c] MARITIME RECONNAISSANCE [d] COASTAL COMMAND MOTV KINLOSS
1959/1968 [a] SHACKLETON [b] MARITIME RECONNAISSANCE [c] MARITIME RECONNAISSANCE [d] COASTAL COMMAND MOTV KINLOSS
1959-1968 [a] SHACKLETON [b] MARITIME RECONNAISSANCE [d] 204 SQDN BALLYKELLY
1959-1968 [a] SHACKLETON [b] MARITIME RECONNAISSANCE [d] 38 SQDN LUQA MALTA
1959 - 1968 [a] SHACKLETON [b] MARITIME RECONNAISSANCE [d] MOTU ST MAWGAN
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
List of aircraft flown
Description
An account of the resource
Gives dates when flown, name, type, use and where flown. Aircraft include Wellington, Stirling, Lancaster, Lincoln, Washington, Shackleton, as well as post war jet aircraft.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
1958
1959
1968
Spatial Coverage
Spatial characteristics of the resource.
Canada
Great Britain
England--Leicestershire
England--Nottinghamshire
England--Lincolnshire
England--Norfolk
England--Yorkshire
England--Suffolk
England--Cambridgeshire
Scotland--Moray
Scotland--Dumfries and Galloway
Northern Ireland--Londonderry (County)
Malta
England--Cornwall (County)
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One page handwritten document
Identifier
An unambiguous reference to the resource within a given context
MAlgarHKM1801102-211028-07
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
149 Squadron
463 Squadron
Anson
B-29
Bolingbroke
bombing
Lancaster
Lincoln
Operational Training Unit
RAF Bruntingthorpe
RAF Coningsby
RAF Kinloss
RAF Lindholme
RAF Marham
RAF Middleton St George
RAF Mildenhall
RAF St Mawgan
RAF Swinderby
RAF Syerston
RAF Topcliffe
RAF Waddington
RAF West Freugh
RAF Wyton
Shackleton
Stirling
Sunderland
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/42818/MSouterKP129001-210710-03.2.jpg
9bf62c404e7fb7c2c66eb9c6d76b0965
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
Souter, Kenneth Place
K P Souter
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-10
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
Souter, KP
Description
An account of the resource
30 items. An oral history interview with Kenneth Souter (b. 1919, 129001 Royal Air Force), his log books and photographs. He flew operations as a fighter pilot with 73 Squadron in North Africa and as a test pilot. After the war he flew Lancasters during the filming of The Dam Busters film in 1954.
The collection was catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ken Souter's RAF reference
Description
An account of the resource
A reference written by his commanding officer, praising his skills and mentioning his contribution to the filming of 'The Dam Busters'.
Creator
An entity primarily responsible for making the resource
G Newberry
Date
A point or period of time associated with an event in the lifecycle of the resource
1958-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
One typewritten sheet
Identifier
An unambiguous reference to the resource within a given context
MSouterKP129001-210710-03
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
Temporal Coverage
Temporal characteristics of the resource.
1958
1957
1956
1955
1954
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Lincolnshire
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
35 Squadron
aircrew
RAF Upwood
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/42817/LSouterKP129001v2.1.pdf
c7ebd8222a05857b8636cf7b6f36949e
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
Souter, Kenneth Place
K P Souter
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-10
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
Souter, KP
Description
An account of the resource
30 items. An oral history interview with Kenneth Souter (b. 1919, 129001 Royal Air Force), his log books and photographs. He flew operations as a fighter pilot with 73 Squadron in North Africa and as a test pilot. After the war he flew Lancasters during the filming of The Dam Busters film in 1954.
The collection was catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Ken Souter's pilot's flying log book. Two
Identifier
An unambiguous reference to the resource within a given context
LSouterKP129001v2
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
Pilot's flying log book. Two, for Ken Souter. Covering the period from 27 March 1951 to 24 March 1958. Detailing his flying training, flying duties with 83 and 150 Squadron and operations flown. He was stationed at 230 Operational Conversion Unit RAF Scampton, 83 and 150 Squadron RAF Hemswell, RAF Changi, No.4 Flying Training School RAF Worksop, Bomber Command Bombing School RAF Lindholme, 231 Operational Conversion Unit RAF Bassingbourn and 61 Squadron RAF Upwood. Aircraft flown in were Lincoln, Anson, Chipmunk, Tiger Moth, Oxford, Lancaster, Meteor, Varsity, Wellington, Consul, Vampire, Valetta, Devon, Canberra, and Beverley. He flew 13 daylight operations with 83 squadron during the Malayan emergency. Targets are unidentified. He also flew several low level flights for the making of The Dam Busters film.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Singapore
England--Cambridgeshire
England--Lincolnshire
England--Nottinghamshire
England--Yorkshire
Singapore
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Temporal Coverage
Temporal characteristics of the resource.
1951
1952
1953
1953-09-05
1953-09-08
1953-09-21
1953-11-18
1953-11-22
1953-11-24
1953-11-26
1953-11-29
1953-12-07
1953-12-08
1953-12-09
1953-12-23
1954
1954-01-01
1955
1956
1957
1958
150 Squadron
61 Squadron
83 Squadron
aircrew
Anson
Lancaster
Lincoln
Meteor
Operational Training Unit
Oxford
pilot
RAF Bassingbourn
RAF Hemswell
RAF Lindholme
RAF Scampton
RAF Upwood
RAF Worksop
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1396/27909/LHookKG195765v2.2.pdf
abed2608e5af8b19130da39e8dbd9db2
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
Hook, Ken
Kenneth Gordon Hook
K G Hook
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
2018-07-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hook, KG
Description
An account of the resource
53 items. The collection concerns Flying Officer Kenneth Hook DFM (b. 1923, 1335989, 195765 Royal Air Force) and contains his log books, documents, photographs, objects and correspondence. He flew operations as an air gunner with 75 Squadron.
The collection has been donated to the IBCC Digital Archive by Iain Hook and catalogued by Trevor Hardcastle.
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
Ken Hook's RAF flying log book for navigators, air bombers, air gunners, flight engineers. Two
Description
An account of the resource
K G Hook’s air gunner’s log book covering the period from 3 December 1954 to 1 June 1956. Detailing his flying training and operations flown as air gunner. He was stationed at RAF Eastleigh (Nairobi) and RAF Upwood (49 Sqn) and RAF Shawbury (CNCS). Aircraft flown in were Lincoln and Vampire. He flew 67 anti Mau-Mau operations.
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
LHookKG195765v2
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Kenya
England--Huntingdonshire
Kenya--Nairobi
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1954
1955
1956
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
49 Squadron
air gunner
aircrew
Lincoln
RAF Eastleigh
RAF Shawbury
RAF Upwood
-
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/1490/27599/LMitchellJEF550261v3.1.pdf
f8e0b125f419af45eb46f05e962d57b1
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
Mitchell, Mitch
John Ernest Francis Mitchell
J E F Mitchell
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
2016-02-27
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
Mitchell, JEF
Description
An account of the resource
59 items. Flight Lieutenant John Ernest Francis 'Mitch' Mitchell. Joined the RAF as a boy entrant in 1934 and trained as a wireless operator. Flew on Vickers Virginia, Handley Page Heyford and Whitley before the war. Completed an operational tour on Whitley 1939-41. After being rested he flew a second tour of operations as a wireless operator with 207 Squadron before retraining as a pilot post war. Collection contains his flying logbooks, memoires of his air force career and first operations, lists of his operations, correspondence and photographs.
The collection has been donated to the IBCC Digital Archive by C A Wood and catalogued by Nigel Huckins.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
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
LMitchellJEF550261v3
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
Description
An account of the resource
L Mitchell’s pilot’s flying log book covering the period from 20 August 1953 to 31 October 1955. Detailing his operations flown as pilot. He was stationed at RAF Aldergrove (202 Squadron), RAF St Mawgan (School of Maritime Reconnaissance/236 OCU), RAF Kinloss (220 Squadron) and RAF Gibraltar (224 Squadron). Aircraft flown in were Hastings, Lancaster, Oxford and Shackleton.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Scotland--Moray
Gibraltar
Temporal Coverage
Temporal characteristics of the resource.
1953
1954
1955
Title
A name given to the resource
John Mitchell flying log book. Three
220 Squadron
aircrew
Lancaster
Oxford
pilot
RAF Kinloss
Shackleton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/551/23205/LLancasterJO103509v5.1.pdf
d000dee403717becf676f77e2f721e76
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
Lancaster, Jo
John Oliver Lancaster
J O Lancaster
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lancaster, JO
Description
An account of the resource
17 items. Two oral history interviews with John Oliver 'Jo' Lancaster DFC (1919 - 2019, 948392, 103509 Royal Air Force), photographs and six of his log books. Jo Lancaster completed 54 operations as a pilot with in Wellingtons with 40 Squadron, and after a period of instructing, in Lancasters with 12 Squadron from RAF Wickenby. He became test pilot after the war and was the first person to use a Martin-Baker ejection seat in an emergency.
The collection has been donated to the IBCC Digital Archive by Jo Lancaster and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-18
2017-03-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Jo Lancaster’s pilots flying log book. Five
Description
An account of the resource
Pilots flying log book for J O Lancaster covering the period from 20 November 1953 to 31 August 1956. Detailing his test pilot flying with Sir W G Armstorng-Whitworth aircraft Ltd based at Coventry. Aircraft flown were, Meteor, Sea Hawk, Anson, Rapide, Hunter, Proctor, Oxford, Devon, Tiger Moth, Javelin, Varsity and Valetta.
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
LLancasterJO103509v5
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Coventry
England--Warwickshire
Temporal Coverage
Temporal characteristics of the resource.
1953
1954
1955
1956
aircrew
Anson
Meteor
Oxford
pilot
Proctor
Tiger Moth
-
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
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1208/11781/AWrightR180326.1.mp3
e34b515152df73d98718be617455a7e2
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
Wright, Robin
R Wright
Description
An account of the resource
An oral history interview with Robin Wright (b. 1937 Royal Air Force). He grew up in Norwich and remembers being bombed.
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
2018-03-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wright, R
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
MC: This interview is being conducted on behalf of the International Bomber Command Centre. The interviewer is Mike Connock and the interviewee is Robin Wright. The interview is taking place at Mr Wright’s home in Branston, Lincoln on Monday the 12th of March 2018. Ok, Robin. Thank you very much for doing this interview. We’ll start a bit about the beginning so just tell me a bit about where and, when and where you were born.
RW: I was born in Norwich on the 16th of June 1937 in the nursing home on Drayton Road, Norwich and later moved to the Lakenham Estate on the south side of Norwich which was built in ’35. And I moved in when I was about a year old. Ok.
MC: Yeah.
RW: Now, we had an Anderson shelter at the top of the garden about seventy yards from the back door and I bloody hated it because they used to you wake up about nine o’clock at night. You’d been asleep you thought a long while. The Germans started to bomb so we had to get out of bed, a warm bed and go down in the cold with an earthen floor. No electricity. An old paraffin heater that used to send off dirty smoke and fumes. It was awful. So anyway that was, my father bought this shed, the shelter, an Anderson shelter at the end of the war off the city council at Norwich for seven and six pence and we just, we took it down and put it back on a cement plinth at the top of the garden and that was his garden shed. So that was that, then when we went to school I went to Cavell Road School in Norwich as I say right on the very edge of the city and we had a shelter built in to the playing ground and we used to get, when the bombers come over we used to go down there and we used to sing, we used to sing, “Ten green bottles hanging on the wall.” So that muffled the sound of the bombs [laughs] And I was there several years. The railway station, the main Liverpool Street to Norwich line ran right alongside the school so at 12 o’clock you used to see the East Anglian come in to Norwich. And there was a live train that went from the spur off the mainline to the back of our garden and it went into Victoria Station which is now a Sainsbury supermarket. But my mum was shaking a duster out the back bedroom window one day and along come a Jerry in a fighter and she said, ‘I saw him plain as hell sitting in the cockpit,’ but he was looking to bomb up steam trains. That was, that was what he was looking for.
MC: What did your father do?
RW: My father was in the RAF.
MC: Oh. Was he?
RW: And he was at, which is now Manchester Airport and he was in spares. And one time we did go up and stay because he was on a very private estate and they had a car which they could use. A black Morris. And they had a pond. And my mum and me went up there and stayed for a week as I remember it. And as I say my father moved from there to Thetford Forest. And they used to store the engines that came, the Merlin engines that came from Derby and Nottingham and they’d stack them there because all the bases were in the Norfolk Suffolk area and then when they come and pick up a new engine. And that was why there was three blokes and an officer. And one night they’re walking into Thetford to have a pint and the jeep, American jeep pulled up and said, ‘Do you want a lift lads?’ ‘Yes please.’ He said, ‘Where’s your transport?’ He said, ‘Oh we aint go no transport.’ But they were eating fortunately with the Americans so they were on fresh orange juice. Anyway, he said to them, ‘I know who are you are,’ he said. I’ll get a jeep for you tomorrow.’ So the next morning a brand new jeep arrives and they used to go just down to the, for the food. And once a week to Thetford for a drink. And about three months later an American officer come around. He said, ‘You’ve got jeep registration — ’ so and so. ‘Yes.’ He said, ‘It’s got to have a new engine.’ He said, ‘Well, we only go down the road.’ ‘Don’t matter,’ he said. ‘Got to have a new engine.’ That was the Americans for you. But as a young boy in school we had an American sergeant from the Air Force come in to school and we had to sit in the, on the floor in the school hall and he said, ‘Our rations for boiled sweets has come and we want to give it to the children. English children.’ So we were each given six sweets each. Boiled sweets. We were allowed to suck one and the rest were to take home with you. But I never gave mine, any of mine away. Anyway, that was that. Towards, well it was the end of the war Mr Moore of course was the only teacher. He was the headmaster. The rest of the teachers were old ladies. Very old ladies to me. And they just taught us the basics you see because all the teachers were in the forces. And one day he came with a blackboard and he’d got the Union Jack on it. Now, I’d only ever seen white chalk. I’d never seen red or blue chalk. And he says to us, ‘If this is outside tomorrow you’ve got three days off because it is the end of the Second World War.’ Well, I took no notice did I? Until the next morning. Goes around the front of the school and there’s a blackboard. So I turns tail and goes home. Well, my sister was born in ’44 so just about a year, nearly a year old in May. And I said to me mum, I said, ‘The war is finished.’ ‘Yes,’ she said, ‘Your dad’ll be home soon.’ And that was it. We didn’t have any parties. We were pretty hard up. We used to have a minimum amount of coal to put in the fireplace which heated the water and cooked on it and always had a kettle there because that would be boiling for tea and that. But we lived pretty, pretty basic life. And if I wanted anything to eat my mum would cut me a doorstep. That’s a large slice of bread. About three normal pieces with dripping. Pork dripping. And if you could get hold of the bottom of it which was the brown stuff where the blood was on it.
MC: Yeah.
RW: It was beautiful. That was a real good thing.
MC: I remember it well.
RW: But that was the end of that. We did have a bomber crash, because as I said beyond this top of the garden railway line there was nothing but fields and a bomber just missed the chimney stack and it crashed about half a mile away. And I never did find out who was in it but it crashed and all the ammo exploded and they were all killed. I only know this because my sister and this little girl were born at the same time and the father was an insurance agent but he was in charge of the Fire Brigade in Hall Road just above us and he’d been called out. And then I heard the next day that, you know they were all dead and the ammo had all gone up. And that was just between Hall Road and Ipswich Road on the Inner Ring road.
MC: You don’t remember what, you don’t know what type of aircraft it was?
RW: No. I don’t know if it was a bomber or I don’t know if it was an English bomber or an American bomber because it would most likely be —
MC: Lots of Americans there weren’t there?
RW: Yeah. But you see the Americans didn’t fly during the night.
MC: No. They didn’t.
RW: They didn’t.
MC: That’s true.
RW: They flew mostly during the day the Americans. The Eighth Air Force and Ninth Air Force.
MC: Yeah.
RW: Because they were based around Norwich. And the other was a Lancaster. More than likely been a Lancaster at that time. And so that was that one. Now then. What else? Oh. I was going to tell you about the school dentist. At the end of the war we all needed teeth treatment, you see. And they, they brought the dentist in to the school and set up with a nurse. And they used to come around to the classrooms and call your name out. Well, it was horrible because it was a foot drill. They didn’t have electric. It was foot drill. Drill the fillings in. And this nurse come around one day and I said to her, I said, ‘Have I finished the treatment now?’ ‘Yes,’ she said. And bugger me an hour later she came around and called my name out. I weren’t very happy about that I’ll tell you. What I can tell you about, at the end of the war I personally was undernourished and was sent to a special school in Colman Road, near Eaton Park on Eastern Counties number 2 bus which took about a dozen of us from our area to the school. And you got there for 9 o’clock and you were given porridge straight away. And after about three lessons at midday you had a meal. A cooked meal. And then this must have been in the summertime of ’46 because we were put outside on camping beds with blankets and we slept ‘til about 3 o’clock and then we were taken back home again. So that’s what happened. I think that —
MC: Where was that school?
RW: That was Colman Road School and it was near Eaton Park in, in Norwich.
MC: Oh, in Norwich.
RW: Off Unthank Road.
MC: Yeah. Yeah.
RW: And so that went on, I think for about five months and then I was —
MC: ‘Til you got built up.
RW: Discharged. You wouldn’t think that today would you?
MC: No.
RW: Anyway, I’ve got to tell you about my dad. As I said he finished the service at Marham in Norfolk and I, at the end of the war I used to walk up with him on a Sunday afternoon so he could get the Eastern Counties 34 bus to Kings Lynn so he could get off at Marham. And my dad used to come home with candy bars. They were like chocolate bars but these were American you see. Candy bars. Well, I mean that was a hell of a treat that was. And then at the end of the war also my mother said to me, ‘Quick boy. Get the ration books. They’ve got bananas.’ And I said to me mother, ‘What’s a banana?’ Because you see I was eight years old but I’d never seen a banana. So I get up to the shop and got two bananas. One for my mum and one for me and I didn’t know what to do with it when I got it. So that was that. And in ’47 we went on holiday with the milkman and the milkman used to come around with an old RAF Commer van. About five hundred weight. And he, he scrubbed it out on a Saturday afternoon and it had canvas seats inside and we went to Hemsby near Yarmouth. Now, there’s not many kids in ’47 who went on holiday believe you me and we had a wooden holiday, a wooden bungalow on the beach. There was water but no sewerage. It was in a pan and in a shed and you didn’t want to be there Thursday because that’s when they went around and emptied them. And on the beach by the way was an old fighter plane, German fighter plane and we used to play on there. Now, if you’d have seen the jagged metal and that they’d have a fit today health and safety. But anyway we also had German prisoners of war there. They were in an old windmill and they were taking up by barbed wire and mines from the coast and they used to make rope sandals to sell to the holiday makers for ‘bacca money. And they were, they were still there the next year in ’48. They were still. They didn’t want to go back did they? There was nothing to go back to for them. So as I say it seemed dreary at the time and it was. You know. We got through but only for the, with the help of the Americans who gave, who gave us food. Sent food over for us.
MC: But they’re dreary.
RW: And then they —
MC: But good memories.
RW: And for them we must have hold them in the highest extreme.
MC: Yeah. So did you remember much about the types of aircraft flying around? Or did you see much of the aircraft?
RW: All I heard was all the bombers because they would fly around the Norwich area picking up the squadrons and then they headed for Cromer, Yarmouth or Southwold depending on where the raids were going to go on. And we, I remember after the war the Americans were still there and I was walking down to Thorpe Station on a Sunday evening and I met an American and he said to me, ‘Is there a train to — ’ oh God, what was the name of the station? It’s on the, it’s on the Norfolk coast near Cromer. It’s ever such a big base. And anyway I said, ‘No,’ I said, ‘You won’t get a train now.’ I said, ‘Your transport is up on the cattle market behind the Norwich Castle.’ So, he said, ‘Well, I can’t go there.’ I said, ‘Why not?’ He said, ‘Well, I’m half cast,’ he said, ‘The blacks don’t want me and the whites don’t want me.’ Yeah. So that’s a guy who fought in the war. So —
MC: Did you have any contact with any other aircrew from that, from around there?
RW: No. I didn’t. No. As I said I used to hear the bombers as they got ready to fly off in the evenings like you know. Depending on where they were going. You know. Berlin was a long way. Holland and France wasn’t. But fifty five thousand of our men died.
MC: Yeah. So, I mean obviously you know a fair bit about Bomber Command. What do you think about the job that they did?
RW: Oh fabulous. Fabulous job. A friend was telling me that if a cannon had hit a Lancaster’s rear gunner if there wasn’t ten pounds of flesh they weren’t buried. They were just washed out and another bloke got in the seat the next night. So, them sort of guys. For five pence a day. Crazy.
MC: Yeah.
RW: I don’t think that would happen today. I don’t.
MC: No. Probably not.
RW: And I think since the war things have deteriorated. There don’t seem to be any civility and people don’t have any spare time for you. And we seemed to be crowded. Everywhere seems to be crowded.
MC: So, what did your father do in the Air Force?
RW: He was only in spares.
MC: Oh, spares.
RW: He never was in the flying side. No.
MC: Yeah. Yeah.
RW: No.
MC: Yeah.
RW: As I say he went from, oh God what did they call it? Manchester Airport.
MC: Yeah. No.
RW: It was [pause] I can’t remember off my head now but I remember going up there and staying in this fancy house. And my mother done the cleaning I think to pay her debts on the way. And then when we came home by train every damned station she was asking a serviceman where were we because she’d never been out of Norwich in her life. And never, and never did go after. After the end of the war. Farthest she went was Hemsby.
MC: So how did you come to leave Norfolk?
RW: Oh, I got, I got called up. National service in ’55. And I went to Suez in ’56. And then I was taken from there, they couldn’t get us out, we were only supposed to be there a fortnight. We were only there about a fortnight.
MC: Were you in the Air Force?
RW: No. I was in the Army.
MC: Army. Yeah.
RW: And they couldn’t get us home so we were ferried on an old steamer across to Cyprus and we landed at Limassol. And then we were taken to a camp. A transit camp near to [unclear] or somewhere. And then I finished up, they built a camp in, our own boy built a camp. A canvas camp. And they had Korean tents in the winter which held about twenty blokes but they had double canvas walls. And then we went to the ordinary four people in a tent. And square tent. But we did have a firebug in the camp who set fire to tents. We had to cut the poles quick and get out and never did find out. But we had an old corporal who was in the Second World War and he used to play the bagpipes and he used to come around at 6 o’clock in the morning blowing these bagpipes and there was a dog. Somebody had a dog and it [howling] in the morning [laughs] Yeah.
MC: That woke you up.
RW: Yeah. And we had a lieutenant who was from the Second World War. He, he was a toughie he was because we had a square camp with gun posts on each corner and two guys with 303 rifles going around the inside. And he got to these two blokes and he said, ‘What are you doing?’ They said, ‘We’re just patrolling, sir.’ Anyway, he grabbed the rifle off one of them because he was that close and he smashed the butt on his head. He said, ‘Don’t let me get that close again.’ Yeah.
MC: Yeah [laughs] So what work did you do when you left, left school?
RW: Oh, I’ve had twenty two jobs.
MC: Oh God [laughs]
RW: I’ve had two sackings. And I worked for two companies for thirty years. Yeah.
MC: Goodness gracious me.
RW: Yeah. So, I’ve been around but I spent nineteen years as a rep in Lincolnshire for Britvic soft drinks. And I also worked for Brooke Bond Tea as a sales rep in the Peterborough area. I used to go out to Oakham and places like that. I done that for eleven years. And one day I pulled up outside this supermarket in Stamford and there was a little boy and his mum and this little boy said to his mum, ‘Oh, look mum there’s one of those monkey men.’ I thought it was about time I changed my job. Yeah.
MC: So that brought you to Lincolnshire then.
RW: I, I lived in London for seven years and I met a girl from Enfield and couldn’t afford to buy a house so we, it was funny because I was talking to a guy on Twinings Tea outside this business where I was a rep and I said, ‘Oh, that would do me. A job like that.’ He said , ‘If you want to go in to this business,’ he said , ‘You want to join Brooke Bonds.’ So anyway, I went down. He told me where the depot was in Wood Green and I went down there and there was only a lady cleaner. She said, ‘You’ve got to get in touch with the head office at Cannon Street.’ So I wrote to them, got an interview and the bloke said, ‘Well, the only thing we’ve got at the moment,’ he said, ‘Is relief drivers for holidays and sickness.’ He said, ‘What do you really want?’ I said, ‘Well, I really would like to get back to Norfolk.’ So he said, ‘Well, look I’ll have a word with my counterpart at Bury St Edmunds.’ I said, ‘Oh, thank you very much,’ because I’d find out his wife come from Yarmouth, you see.
MC: Oh.
RW: So, you see we were on a par. So anyway I got a call to go and see this guy at Bury St Edmunds one Saturday morning. And I hadn’t got a car so I had to hire one. And he said, ‘I’ve got a chap retiring at Peterborough in January.’ This was about September. ‘Would you be interested?’ I said, ‘Well,’ I said, ‘Yes, I would.’ But the money was only twelve pound fifty a week. I was on twenty quid a week in London. But you’ve got to remember the cost of living was much cheaper. So I moved to Peterborough. Twelve pound fifty a week. I bought a three, new three bedroomed semi-detached bungalow at a place just north of Peterborough. Dear me. And —
MC: Whittlesea.
RW: Eh?
MC: Whittlesea.
RW: No. That’s south.
MC: Oh, is it? Course it is. Yeah.
RW: No, it’s north. Werrington.
MC: Oh, I knew it was Werrington [laughs]
RW: Werrington. Yeah. Anyway, the bungalow was two thousand one fifty and I put a deposit of two hundred and ten pound down and I had to pay fourteen pounds fifteen shillings a month for rent. And then I moved from there to Bourne and I had a lovely four bedroom detached house on to the forest, Bourne Woods and that cost me, well the land was nine hundred but the total was four thousand six hundred. Yeah. Yeah.
MC: Amazing.
RW: And you could pick your own brick and what colour tile you wanted as well. Yeah.
MC: Yeah.
[recording paused]
RW: We had a siren on top of a telegraph pole in the British Rail services yard at the top of our road. And, and the other thing I can remember as well we had the 88 bus and —
MC: This is when you were a child.
RW: No. This was ’46.
MC: Oh ’46. Yeah.
RW: This is ’46. And walking up the road and the bus suddenly stopped and it was Remembrance Sunday and everybody got off the bus including the driver got out of the cab and just stood for the three minutes.
MC: Two minutes.
RW: Two minutes.
MC: Yeah.
RW: Yeah. And also about ’47 I went to the, with my father to the City Hall in Norwich and its Memorial Gardens at the front and it was Remembrance Sunday and it was like a football match. There was thousands. Oh, and the other thing I want to tell you was they had Orford Place in the city is now a Debenhams store. But before that it was called Bonds and it was a large department store and it took a direct hit. And I saw when they cleared it out, Brigg Street was to the north side of the Orford Place and the cellars, you could see the cellars below the shop but I, I would say that it was at least seventy foot deep and they used that as a fire hydrant to fight fires in the city. In Norwich. And that was a massive hole that was. And Norwich took a battering with a sort of a Blitz in ’42. April 26, 27th. Because we’d bombed Lubeck Hitler ordered that they should bomb Norwich. Twenty eight aircraft bombed the city. A hundred and sixty two people were killed. Six hundred were injured. They used forty one tonnes of high explosive and three tons of incendiary bombs. And there was a, opposite Colman’s Mustard factory near the river Yare there was some cottages and an old boy I used to imagine was probably a pensioner, he was eighty four years of age and the bomb hit the house. He was upstairs in bed and he finished up in the front garden still in the bed. Unfortunately, he had his daughter and a granddaughter of sixteen in the house and they were both killed. Yeah. Oh, I have two cousins. Three cousins. Two girls and a boy and they lived in a slum in a Coronation Street like houses. And Boulton and Pauls which is on the River Yare was a factory. A wood place. They thought the Defiant and the Mosquito were being built there but they weren’t. My uncle, who was a foreman went to Wolverhampton and his family for the duration of the war building planes. Now, I don’t know if there were Boulton and Paul Defiant or Mosquitoes but I rather think they were Defiant. Anyway, Boulton and Paul’s factory, this bomb was aimed at there and it was only about half a mile off and it came this side of the river and bombed the last house in this row of cottages and seven people were killed. Now, my grandmother lived on our road and she said to her son, George who’d got the three children, ‘You can’t stay there George. You must bring them children out. We’ll swap.’ So, George and the three cousins moved into our road and my grandmother went to live in this cottage. It was a pretty damn poor state of affairs. And they’re still alive today and I still see them every year. Maybe twice a year. They both, two in, three of them live in Norwich still. Yeah. But that was close call. That was a close call. We did have bombs drop on Lakenham but they dropped in the fields and they didn’t do any damage. And I remember ’46 ’47 was a terrible winter. Bitterly cold and it didn’t clear ‘til May but we had an Anderson shelter. The side of an Anderson shelter. They’re zinc. They don’t rust. And you can get six on it and a box to sit on but you couldn’t guide it. It was too bloody fast. So when we got down the bottom of a field you jumped off. You rolled off there on to the snow because it used to hit the edge. You know, this bit. And then we had to drag it back up again. Yeah. And we also used to go down Sandy Lane. And at the bottom of Sandy Lane was a cottage where a water mill was and she used to put her embers from her fire out on the road so that’d slow the sledges down and we went by. Yeah. But there was just by this wind, sorry, water mill. It was called the Lakenham Cock and there was a pub called the Cock Inn. So we used to go in there in the summer. Mum and dad and my sister and we’d have a pop. A bottle of lemonade and a packet of crisps and sit outside on the front of the river. Wow that was a treat that was. Yeah. Oh, during the war Italian prisoners were on Scotsman’s Meadow which is on the road to Stoke Holy Cross just by the estate and we had a river there and we, in fact I learned to swim in it but it wasn’t very good because the cows were also in the water drinking and doing other things and we used to swim in it. But anyway these Italian prisoners were brought in to build [pause] dig a dyke just off the river so that the cattle didn’t go in the river and they went to this dyke. But it wasn’t long before it was overgrown and back to normal. But they were Italian prisoners of war they were.
MC: Were there any German prisoners of war there?
RW: Only what I met on Hemsby.
MC: Oh yeah, you said.
RW: I met them at Hemsby beach. They were digging, as I said land mines and barbed wire out of the beach. Yeah. And that was ’47 when I first met them. When I first saw them and they were brewing tea like for the lads.
MC: So you’ve developed a bit of an interest in the Air Force then.
RW: Well, yes and the history of the Second World War. Yeah. And I’ve been to Auschwitz. That was something that was. I remember seeing all the sandals and the, what else was there? Combs. There were stacks of them in there you know. What was left. But it was a terrible place. You can’t think how one race could treat another. But at the end of the day they got their comeuppance. They didn’t think they were going to lose. In fact, I think if they had bombed for another ten days cities and Air Force bases I think they could have flown in. And it was only that that was that close. It was only that Hitler withdraw the main Air Force to go to Russia. So it was a very close call.
MC: Yes. Indeed it was. Yeah. So, you met, you met your wife —
RW: In London.
MC: In London after the war.
RW: She was Irish.
MC: Oh was she? Yeah.
RW: Yeah. I didn’t know but she got thrown out of the IRA for cruelty. How lucky can you get? And then I met a bloody woman who’s lived with me when I first bought this place and she was an alcoholic. So I’ve been unlucky with women. Anyway, by the way this is my house in Norwich with my mum and dad.
MC: So, Roy.
RW: Roy lived in Enfield and was a pal in mine at this dance school at North Twenty, Barnet High Road. Anyway, in ’53 I went with a chum from Norwich to Caister on Sea Holiday Camp. And there was five girls from Enfield. Ok. I didn’t know where Enfield was then. So anyway I used to do the Creep. You done two steps and rocked and two steps and rocked and I thought I was the cat’s whiskers going around this ballroom. And the band was the [Harmison] brothers and there was five brothers in the band. And they had a special railway line that went through the camp. It went from Norwich to Yarmouth and up the coast to Caister and Hemsby. Only on a Saturday. To take holidaymakers from the East End and London area and they had their own platforms and they used to go as far as Hemsby because I remember seeing the train turn around and the stack of steam coming out. Then he’d pull in, pull up the people who were going home. Same at Caister. And then run back to London Liverpool Street. Yeah. Anyway, the rail was still underneath the sand dunes there at Haven Leisure. Caister on Sea Holiday Camp. The first holiday camp opened in 1903 and people took their own provisions and piled all in together and they cooked their own meals. Yeah. They were in tents in them days. That was the thing there.
[recording paused]
RW: Now, Hadley Woods. Do you know it?
MC: Yeah.
RW: Between Potters Bar and Barnet. And I lived with a chauffeur and his wife and he, he was from Bury St Edmunds, Suffolk. And their name was Death but they were stockbrokers and it was pronounced Deeth. And they used to go to Scotland in winter time for a shoot. Stags. So we used to get venison. Yeah. Which the chauffeur used to bring back. Yeah. Oh, I told you about Elaine Paige. It’s her there. There. Yeah. That was in the North Twenty Dance School that was. Yeah.
MC: Well, Robin thank you very much for that. That was, that was excellent. No, that was excellent. Thank you for all, all your time and thank you for the interview. Thank you very much.
RW: Yeah. I think that’s about —
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 Robin Wright
Creator
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Mike Connock
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
2018-03-26
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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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AWrightR180326
Format
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00:35:00 audio recording
Language
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eng
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
British Army
Spatial Coverage
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Great Britain
England--Norfolk
England--Norwich
England--Hemsby
Cyprus
England--Caister-on-Sea
Description
An account of the resource
Robin was born in Norwich on 16th June 1937. His father was in the Royal Air Force in Manchester, and then in Thetford Forest where the Merlin engines were stored. He finished his service at RAF Marham. Robin spoke about his school days. He remembered a bomber crashing about half a mile from his home with everyone on board being killed. At the end of the war Robin was undernourished and sent to a special day school in Colman Road where the children were fed three meals a day. In 1947 the family went on holiday to Hemsby, near Yarmouth where German prisoners of war were digging land mines and barbed wire from the beach. Robin got called up for National Service in 1955 and went to Cyprus with the army. Since leaving school he had had 22 jobs. He thought that Bomber Command had done wonderful job.
Contributor
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Sue Smith
Julie Williams
Temporal Coverage
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1947
1955
Conforms To
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Pending revision of OH transcription
bombing
childhood in wartime
crash
home front
prisoner of war
RAF Marham
shelter
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/33662/PSouterKP2131.1.1.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/33662/PSouterKP2132.1.1.jpg
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2052/33662/ASouterKP210710.1.mp3
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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
Souter, Kenneth Place
K P Souter
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-10
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
Souter, KP
Description
An account of the resource
30 items. An oral history interview with Kenneth Souter (b. 1919, 129001 Royal Air Force), his log books and photographs. He flew operations as a fighter pilot with 73 Squadron in North Africa and as a test pilot. After the war he flew Lancasters during the filming of The Dam Busters film in 1954.
The collection was catalogued by Barry Hunter.
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
TS: For coffee. Ok.
[recording paused]
DM: This interview is being conducted for the International Bomber Command Centre. The interviewer is David Meanwell and the interviewee is Ken Souter. Ken’s son Tony Souter is also present and the interview is taking place at Mr Souter’s home in Morden in Surrey on the 10th of July 2021. Ok. Ken, maybe you could start off by saying a bit about what you can remember about where you were born and growing up and your childhood.
KS: When I was born?
DM: Yeah.
KS: Oh. Well, that must have been 1918 I think, and I was living, my parents were living in Amberley Street. That’s in, well not the rough end but you know not very much up and up in Sunderland. Eventually moved to a better house, and still in Sunderland, but by Seaburn was the seaside part of the operation. From there I went to school there at the Argyle House, I don’t think. I can’t remember the name of the school. It’ll come to me maybe.
DM: Yeah. Don’t worry.
KS: Something. But it was just a private school, and I stayed there until I was about probably fifteen, sixteen, and we moved to various houses. Moved from one house to another, but still in Sunderland and my father had a, well it was a big company for buying and selling props. What are called props. The props were —
TS: He was importing timber wasn’t he from Finland to be used as pit props in the mines?
KS: Pardon?
TS: He was importing timber from Finland and Norway.
KS: Correct. Yeah.
TS: To be used as pit props for the, for the coal mines in the area.
KS: For the what?
TS: The coal mines.
KS: Correct.
TS: Yeah. Yeah.
KS: That’s right. Yeah.
TS: So, he had, he had a couple, I think he ended up buying a couple of ships and whatnot.
KS: I think to cut it short we, did we move to, the family moved to Spain?
TS: No. That was much, much later. You moved to Chester. Chester le Street, Chester le Street, which is just down the road from Sunderland.
KS: Oh yeah. Yeah. And then I remember, I remember —
TS: Yeah.
KS: Not much about it.
TS: No. And then you, you went. You joined up. You went to the Air Flying School didn’t you at, were you, actually you were involved in boxing for a little while, weren’t you? You joined a boxing club.
KS: Yeah. That’s right.
TS: Because we had a picture of you.
KS: What? In the, in the, my father’s company where these pit props were imported. They’d come by ship.
TS: Yeah.
KS: And then what they do the pit, they called it the yard which stores all the timber. And then the boxers used to come and train there.
DM: Right.
KS: Yes. Because it’s hard work, you know. You get a lump of props and they put them on their shoulder and stack them up. And I worked with them for exercise, because a lot of the boxers came just for exercise. And from there I can’t really remember very much. I can’t remember very much.
TS: But—
DM: Did you, after you finished education did you go straight into the Air Force or did you do something else first?
KS: I couldn’t say.
TS: I think you worked for your dad for a while, didn’t you? You worked in your dad’s company for a little bit.
KS: Yeah. Not very much.
TS: Right.
KS: Perhaps a year.
TS: Yeah.
KS: Something like that.
TS: Yeah. My memory is that you ended up in Cambridge at the, at the Flying School for aspiring pilots. Is that, would that be correct?
KS: Yeah.
TS: Yeah.
DM: What, what, can you remember why you decided to learn to fly? What prompted you?
KS: I’ve no idea. I was a —
DM: Just a young man’s fancy, I expect.
KS: Yes. It was a toss-up between that and the, and the college for drawing, for art because I was keen on drawing then. And, so I went to work for my father which is quite, well it’s difficult in a way because as the boss’s son I don’t, I hadn’t been naughty with him and all this sort of stuff, you know. You can imagine it. And I just remember then going to South Africa.
TS: No. That was, that’s a long time later.
KS: Was it?
TS: Yeah. A lot happened before you went to South Africa. The Second World War for a start.
KS: Oh.
TS: No. The chronology is much later but maybe David might be interested in what happened when you went to flying school at Cambridge. Ken’s brother was, his older brother joined the Army and became a captain eventually during the war but Ken went off to Cambridge to, to train as a pilot.
DM: Do you have any memories of Cambridge and learning to fly?
KS: Yes. A little bit. Not very much. It’s all boring stuff with biplanes.
DM: Yes. Of course. Yes. Because this would have been in the 1930s, wouldn’t it?
KS: Yeah. That’s right. Yeah.
TS: I have your first, first flight here, in a, air experience flight on the July the 5th in 1939.
KS: Oh really?
TS: And you were in a de Havilland 82 which is probably a Tiger Moth I should think, isn’t it?
KS: Pardon?
TS: In a de Havilland 82, which might well be a Tiger Moth.
KS: A Tiger Moth. Yeah.
TS: Yeah. Yeah. So that’s when you started your training.
KS: Started what?
TS: That’s when you started your training on the Tiger Moth.
KS: Yes.
TS: And then you went solo. You went solo. It’s here somewhere. First solo in June the 4th in 1940. That was your first solo.
KS: Oh. My solo. Yeah.
TS: Ok.
DM: So, you learned to fly. You got your pilot’s licence. You were in the RAF. Can you remember where you were posted first of all? What, or what job you did? You know, what, were you, did you go into Bomber Command then or was that later?
KS: No. No. It was later. Once you qualified on Tiger Moths and Harts you remember Hart.
DM: Yeah.
KS: Harts. That was the Tiger Moth. Hart. And then the aeroplane you’re going to fly. I forget what it was. It’s just an upbeat from the Tiger Moth. I don’t know what it was.
TS: Yeah. You were on Harts.
KS: Harts.
TS: Yeah. Your first solo on a Hart was in July 31st in 1940.
KS: Yeah. I joined the Air Force. It was around about that time, I think. I did training. Funnily enough down here, across the road there was my initial training where at the time there were not all that many pilots around so you could apply to go as a pilot, or not. I’m wrong. I said that wrong. You could apply to, at school you could apply to go into various things and I applied to [pause] I forget what it was now. I can’t remember.
TS: So, the Cambridge flying was like a, like a Cadet Corps presumably.
KS: That was training.
TS: Like a training Squadron.
KS: Yeah.
TS: Yeah. And looking at your logbooks here when you went on to the Hart —
KS: Yes.
TS: That was when you had started serious fighter pilot training and they taught you aerobatics, and combat flying and all that sort of stuff on the Hart.
KS: That’s correct.
TS: Yeah.
KS: Yeah.
DM: So, at some time, you must then have been trained to fly multiple engine aircraft because you ended up flying multiple engine aircraft so you would have.
KS: Sorry. I’m not with you.
DM: Well, you were flying single engine aircraft. Learning aerobatics and all that.
KS: Yeah. Yeah. Yeah.
DM: And then ultimately you ended up flying aircraft with four engines. So, you would have had some additional training.
KS: Yes.
DM: Before that happened.
KS: Correct. Yeah.
DM: But that wasn’t at Cambridge, or was it?
TS: If I could help you out here. It’s, there was a long gap between him flying fighters and bombers.
DM: Right.
TS: The fighter pilot stuff was all during the Second World War, and you can come on to where he was —
DM: Yes.
TS: Later on.
DM: So, in, in the Second World War when you’d completed your training what, what did you get? What were you flying then? What were you posted to fly?
KS: The heaviest one I flew I think was a Hart. A Hart. It’s a sort of forerunner of the Spitfire I think really. It was very difficult. It was difficult to fly. Yeah. So that’s, and then, I was on the BNF.
TS: Yeah. You went on to, I mean Harts and I think the Audax, which I think were similar aircraft. And from the Hart you went on to, to fly Hurricanes.
KS: Oh. Was it?
TS: Yeah.
KS: Oh.
KS: So, in October 1940 you were on, converted on to Harvards, training aircraft.
KS: Oh.
KS: And then from Harvards you went. Your first flight was on a Hurricane was on October the 20th 1940. So, you were training on Hurricanes for quite a while before you got posted.
KS: The forerunner to a Hurricane.
TS: No. No. You were on Hurricanes in, in October 1940.
DM: And where was that?
TS: Just having a look [pause] 43 Squadron.
KS: 43 Squadron.
TS: Yeah. Does that ring a bell?
KS: Oh yes. Yes.
TS: So, I think, I think all is, at some point he was posted to 43 Squadron with Hurricanes and completed his training on those.
KS: Yeah. 43 Squadron. You’ve got to remember there weren’t all that many aeroplanes available.
TS: No.
KS: And the people like the guy that [pause] I don’t know. A lot of famous people, I can’t remember who they were.
TS: Well, in the meantime there was the Battle of Britain, of course.
KS: That’s right. Yes.
TS: Which you missed out on.
KS: Yeah. I was stationed down at, after —
TS: There you go.
[pause]
KS: I was stationed at the, on the, all the pilots of the Battle of Britain were based around London.
TS: Yeah.
KS: And I was on, I was flying there but I wasn’t, I wasn’t —
TS: You weren’t part of the Battle of Britain because you were still training.
KS: No.
TS: Yeah. Ok. So, I’ve got you flying with 43 Squadron until January the 9th in 1941, when your Squadron was shipped out to North Africa. Do you remember that?
KS: No.
TS: Yeah. You do. You’ve told me often about it.
KS: Eh?
TS: You’ve told me a lot about it in the past so —
KS: Have I? [laughs]
TS: Yeah. You were put on an aircraft carrier.
KS: Yeah.
TS: Yeah. You remember that.
KS: Just. Yeah.
TS: So, tell us about that.
KS: Well, I got a lot of my grey hairs there on this aircraft carrier. It was terrifying [laughs] because you go balling down the runway and the end of ship approaches very quickly, and you sort of quickly visualise going under the water [laughs] It’s terrifying.
TS: So, I’ve got your logbook here. You ferried your Hurricane down to Tangmere.
KS: Tangmere. Yes.
TS: Yeah.
KS: That was a big Battle of Britain station.
TS: And then in, as I say in January 1941 your Hurricanes were put on board HMS Furious.
KS: Furious. Yeah.
TS: On the way to North Africa.
KS: Yeah. David, do you want all this small talk?
DM: Oh yes. That’s fine.
KS: Yeah.
DM: Yeah. It’s all interesting stuff.
TS: Right. So, so, you were bundling along in the aircraft carrier. At some point —
KS: Yeah.
TS: Some guys flew off to Malta along with your best mate who went to Malta and you went a little further and flew off to Africa.
KS: Yes.
TS: And through a very circuitous rate ended up in the, in the northern desert.
KS: Yeah.
TS: Yeah. Led by a, it says, your logbook says you were led by a Blenheim. So, at some point a Blenheim must have picked the Squadron up, and led you on this circuitous route through, through Nigeria and parts of Africa.
KS: We were led because a lot of the part was no, no maps.
TS: Yeah.
KS: So, you followed the Blenheim. That’s why they were there.
TS: And hoping that they didn’t get lost.
KS: Yeah.
TS: The Blenheim presumably had a navigator on board.
KS: Yeah.
TS: With a map.
KS: Correct. Yeah.
TS: Ok.
DM: Do you have any memories of your time in the desert?
KS: Pardon?
DM: Do you have any memories of your time in the desert?
KS: Well, yeah. There’s not much to write about. Sand and more sand and more sand, and then it gets into the trees. Yeah. I remember it very well. Lived in tents. [unclear] I just continued flying training and we, I think we, yeah, I don’t know how long I flew in the desert. About six months, I think. Or a year.
TS: Yeah. You joined 73 Squadron in the desert.
KS: Oh. Did I?
TS: Yeah. Yeah [pause] but you also did a lot of test flying didn’t you of repaired aircraft that you were flying quite a bit? The photographs that we have from that time shows you flying a number of different types of aircraft that had been repaired.
KS: I think I must have flown into Africa like we just discussed and eventually went back to England.
TS: Well, that was much later on so we’re going to cover the time in the desert now.
KS: Well, there’s not much to tell you really.
TS: Right. It was just routine operational stuff in the desert.
KS: Yes.
TS: Patrols and —
KS: That’s right.
DM: Yeah. Looking at the logbook it’s —
KS: Yeah.
DM: It’s patrols and convoy patrols and —
KS: Yes. Routine stuff.
DM: Patrol over enemy prison camp. I assume that was a prison camp where —
KS: Yeah.
DM: Your enemies were rather than enemy. And I see you flew to Tobruk.
KS: Tobruk.
DM: Yeah. So, all the sort of and Sidi Barrani, and I see you’ve got, you’ve written down here in your logbook which was in April 1941, “Chased some JU87s but too late.”
KS: What’s it say?
TS: Chased, “Chased some JU87s.”
KS: Oh yeah.
TS: But too late.
KS: Oh [laughs] really.
DM: So obviously they were too far in front of you. And then you say on the next day you got hit by Jerry ack ack.
KS: Oh, was I?
DM: You had quite an eventful time really. And then there was a gentleman. You said Bill Wills was killed by ground strafing.
KS: Yes.
DM: Was he —
KS: Where was he killed?
DM: While ground, while ground strafing. So, he obviously crashed, or was shot down, I imagine.
KS: What was his name?
DM: Bill Wills.
KS: Oh yes. I remember him very well. He was a very nice guy. Was he shot down?
DM: Yes. And killed it says.
KS: Oh.
DM: Yes.
KS: Well, there was a period of [unclear] weather.
DM: Yeah. And then I don’t know if you remember this at the end of April you went sick with acute tonsilitis.
KS: Got what?
DM: Acute tonsilitis.
KS: Tonsilitis.
DM: Yes. Probably the dry air or something I expect and all that sand.
KS: Really?
TS: Yeah. He had a big issue which dogged him right through his flying career of ear infection which probably was about that time and he ended up in Cairo Hospital and was off flying for quite a while. And, and that eventually when he, when he returned to civil flying much, much, much later that eventually did him and he had to give up his licence because of his ear problem. What’s interesting, I don’t know whether, whether Ken will be able to remind you of he had a big accident with his Hurricane trying to take off in a sand storm. Do you remember that?
KS: What was that?
TS: You had a big accident in your, in your Hurricane while trying to take off in a sandstorm and you hit a truck.
KS: Oh.
TS: And the story goes.
DM: Oh yes. It’s in here. That was on the, that was an eventful month, April. That’s was 8th of April in 1941, “Wiped off Hurricane taking off in sandstorm.”
KS: Ah yeah. I remember.
TS: The back story, do you want to hear the back story of that?
DM: Yeah.
TS: If you remember something, just cut me off and butt in but the story you told me a while ago —
KS: Couldn’t be reliable.
TS: Was that you were, one of your pilots had landed out in the desert and you and another pilot had seen where he was and you were going back to pick him up. And there was some urgency to get back there and hence you were committed to taking off in this sand storm which was in hindsight probably not a good idea. But the idea was to go and rescue this other pilot, and apparently that used to happen quite a bit. Pilots used to land out and they’d climb in another, sit on the other pilot’s knee as they flew back. So, I think that’s, if I remember rightly that’s what you were doing at the time. And there are some interesting pictures of what you did to the Hurricane. And the clock that I have of yours came from your crashed Hurricane if you remember.
KS: Yeah.
DM: That would be one of the famous Smith’s clocks, would it?
TS: Yeah.
DM: Yeah.
TS: I’ve not got a picture of it here but I’ve got it at home. Yeah. It was one of a number of accidents actually [laughs] he had out there because he was, he was test flying repaired aircraft and there are pictures in his albums of him landing with a trail of smoke out of the engines and engines catching fire and all sorts of things.
DM: Yeah. And I see in here that you started to fly other aircraft. Particularly when you were posted to the Met flight in Khartoum. That’s when you started to fly Lysanders. A Valencia on one occasion.
KS: Oh really? A Valencia.
DM: And Blenheims as well.
KS: Oh God.
DM: So, you were starting to get some practice on different aircraft then.
KS: I don’t remember much of that. Where was that? In Africa?
DM: That was in Africa. That was still, that was in May 1941.
KS: ’41.
DM: Yeah.
KS: Oh right.
DM: Yeah. You had a few hours on all, on all of those. And then that continued on into June. You sort of, I guess this is when you were starting to test aircraft because in, in June you flew Hurricane, Blenheim, Valencia, Tomahawk, Blenheims again, and then back to the Hurricanes again. So, you know, you were, you were flying a multitude of aircraft. Mainly the Hurricane.
KS: Yes.
DM: Mainly.
KS: It was. Yeah. It was mainly Hurricane.
DM: So, you, how do you remember when you came home from Africa or did you go somewhere else first?
KS: No. I came straight back to the UK. I can’t remember when it was.
TS: You flew to Portugal, I think. In a Sunderland.
KS: Oh, that would be taking me home.
TS: Yeah. This is what we’re talking about.
KS: Oh yes.
TS: I think after your ear infection I think you were taken off flying duties and —
KS: Yeah.
TS: Is that right?
KS: Probably something to do with that.
TS: Is that right. Yeah. There are pictures of you in Cairo Hospital with lots of nurses around.
KS: Oh yeah [laughs]
TS: And the odd, according to your photo album, the odd floozy here and there.
KS: Was what?
TS: The odd floozy. Which is a term we don’t hear nowadays.
DM: Yeah, because you were still flying in December 1941 in the desert. You were, you were sort of doing a lot of test flying on Hardys, Kittyhawks, Tomahawks which you seemed to fly in Tomahawks quite a lot.
KS: Yes. It was at one time. I can’t remember why.
DM: Test flights I think it says.
KS: That would make sense to me.
DM: Yeah. Yeah. On one occasion in a Kittyhawk it says you overshot into bushes.
KS: Oh no. No. Really?
DM: It doesn’t sound like you, does it? No. I can’t believe that.
TS: I’m surprised they had bushes in the desert actually.
DM: Well, yeah. Well, I think —
TS: There can’t have been many.
DM: I don’t know where we are now. We’re obviously still out there somewhere.
KS: Yeah. There are. Little clumps.
TS: Yeah. Little, little shrubs aren’t they?
KS: Yeah. Yeah.
DM: It mentions Wadi Halfa.
KS: Wadi Halfa, yeah. I remember that.
DM: And it says you flew something called a Lodestar as well.
KS: A lodestar.
DM: Yeah. L O D E S T A R.
KS: I don’t remember that.
TS: An American transport plane, I think.
DM: Oh right.
KS: Possibly.
DM: Obviously, you must, I think, I mean there’s a gap. So, you were continually flying in the desert up until February 1942.
KS: Yes.
DM: And then you don’t fly again until May. So that may well I presume have been when you were in hospital probably, do you think?
KS: It’s possible.
DM: 1942.
TS: I think.
DM: Yeah.
KS: I probably went home to the UK.
DM: You were, well once you started again you were still. No. You were still [Wadi Natrun] or something. So you —
KS: Wadi Halfa.
DM: Wadi Halfa. Yes. You were, you were, after your, your enforced break you were still out there in June 1942. So, you were away from home for a long time.
KS: Yeah. I spent quite a bit of time in the desert.
DM: Yes.
TS: Look, that’s Ken in 1942.
DM: He looks like a film star.
TS: Doesn’t he. Yeah. Do you recognise him?
KS: No.
TS: No. Ok.
[Needs to be excused. Recording paused]
DM: Ok. So eventually you came back to the UK.
KS: Yes.
DM: And according to your logbook the first part of the journey was in a Sunderland. In a Flying Boat.
KS: Yes. That was when we went to [pause] where’s that holiday resort?
DM: Lisbon No. No.
KS: Yeah. There. Around there.
DM: Yeah. And then you sort of, you came home. You came home from there. So it says here that you flew from Cairo to Khartoum.
KS: Yeah.
DM: Then from Khartoum to Lagos.
KS: Oh, Lagos. In the desert.
DM: Yeah. Then to Bathurst which I always thought was in Australia, but there’s obviously another one somewhere. And then from Bathurst to Lisbon. Then from Lisbon to Foynes in Ireland.
KS: To where?
DM: Foynes in Ireland. I expect it was a refuelling stop.
KS: Sounds —
DM: And then, then to Poole. I imagine the one in Dorset where all the rich people live.
KS: [laughs] I don’t remember much about that.
DM: So, I assume when you came back you must have had some leave.
KS: Yeah.
DM: And where, were your parents, where, would they still be living up in the north east then?
TS: I think so because his dad would be a Reserved Occupation wouldn’t it, for the —
KS: Yes.
TS: For the coal mines.
DM: Yeah, and he might have been a bit old anyway then.
KS: Yes. Up north. Up north. Sunderland.
DM: Yes.
KS: That’s right. Yeah.
DM: So then after —
KS: I went to Usworth.
DM: Right.
KS: There. Where is that near? Usworth. Have you heard of it? Usworth.
DM: I was waiting for you to tell me where it was near because —
KS: Eh?
DM: I’ve heard of it but I’ve no idea where it is.
KS: That’s, well, it’s northeast. Newcastle. That way.
DM: Right. Yeah. You don’t sound like a Geordie, you see.
KS: No. But there was [laughs] I don’t, I don’t suppose I was home long enough to get the accent.
DM: No. That’s probably true. That’s probably true. So, after that you started, I think you did some test flights and reconnaissance flights and some photography flights as well in a, in a Prefect which I always thought was a car but obviously there was —
KS: A what?
DM: Was there an aircraft called a Prefect. Do you remember that?
KS: Yeah. I’ve heard of that. I can’t remember what it looked like. A Prefect.
TS: If you look at the front there’s some pictures of the planes he flew on. I don’t know whether it’s there.
DM: What have we got? Let’s have a look.
[recording paused]
DM: So, you come back home. Had your leave and then you start sort of like a new chapter in your Royal Air Force career, and I see that one of the things you were doing was target towing.
KS: Oh yes.
DM: Was that in Scotland?
KS: Yeah. I think so. Yeah.
DM: Did you have any sticky moments with people hitting the aircraft or anything like that?
KS: I don’t think so. No. No. I don’t [laughs] There might have been. I can’t remember having one.
KS: And I imagine that was mainly low-level stuff.
KS: No. No. Not necessarily. I think. No. It was just normal flight, you know. Perhaps maybe up to ten thousand feet. Something like that.
DM: Right. And then you did a lot of, you have to help me out here one of you, CCG duties. Is it coast guard or something do you think?
KS: CCG?
DM: Yeah. It was in a Martinet.
KS: CCG. Was it a flying thing?
DM: Yeah. It says that the duty was CCG.
TS: It would be Coast Guard, wouldn’t it?
DM: I think it must have been. Yeah.
TS: Yeah. Yeah.
KS: I don’t know what it, what it stands for.
DM: It must have been Coast Guard work I would imagine.
TS: So, it was up near Scapa, well the Orkneys would have been Scapa Flow, isn’t it? Up in that direction?
DM: And then there’s a lot where you’re doing, obviously I assume this is a route. Some Y Line, Z Line, X Line. Things like that.
KS: What?
DM: Y line, Z Line, X Line. I don’t know what they would have been. Whether they were patrols perhaps. They were all about an hour, an hour and a half long.
KS: What did it say?
DM: So, for example, “July the 13th 1943 Martinet. Self and second pilot McGilvary. McGilvary. Y Line. 1 hour.”
TS: Was that to do with target towing do you think? Maybe it’s —
DM: It’s listed among the coast guard stuff so I don’t know.
TS: Whether that’s a patrol route or something. Or —
DM: I think it must have been.
KS: I don’t think it must have been very important.
DM: I think it’s a job for Mr Google.
TS: Yes.
DM: But it was mainly flying the Martinets, and mainly target towing. You did a lot. You seemed to have done a lot of that. Do you remember who you were providing target practice for? Was it, I suppose it was trainee fighter pilots was it? Or was it for bombers?
TS: I think a lot of it was for the Royal Navy, wasn’t it?
DM: Oh right. Well, that would make sense because it was obviously over the sea by the sound of it.
KS: I don’t know. Yeah. Maybe, yeah. Maybe target. I don’t know. Is it in Scotland?
DM: Yeah. We’re still in Scotland, I think. Yes.
KS: Yes.
TS: You had a great times in the Orkneys, didn’t you? There’s a, in your albums there’s a number of pictures of you up in the Orkneys, and you quite enjoyed it there.
KS: What?
TS: You quite enjoyed your time in the Orkneys, in Scotland. I remember you saying because in your albums there’s quite a few pictures of you up there. Usually with floozies of some description.
KS: A what?
TS: I think you had a girlfriend up in, in the Orkneys.
KS: Yeah. I had.
TS: Yeah. And a dog whose name you remembered I think when I last discussed it with you.
KS: Yes.
TS: And here’s the picture.
KS: Oh yeah. That’s the dog.
TS: Yeah. What was the name of the dog?
KS: Butch, I think.
TS: I think it was. You’re right. Yeah.
KS: I think it was Butch.
TS: Yeah. I think it was.
KS: Yeah. That was in the Orkneys.
TS: Yeah. Yeah.
KS: A nice girl.
DM: So, you were up, you were in Scotland for quite some time, and then in 1944 you were doing a lot of air tests of various Martinets and Ansons. It was basically. And something called curve of pursuit crops up from time to time which, is it some sort of navigational exercise maybe? I don’t know.
KS: What is it? What did you say?
DM: Curve of pursuit.
KS: Don’t know.
DM: No.
TS: But that would be some aerial manoeuvre wouldn’t it be? Do you think?
KS: Does it say a lot of that?
DM: There’s a fair few of them.
KS: I must remember then.
DM: So, like in a Master with pilot officer Bullen, curve of pursuit. With Sergeant Clark, curve of pursuit. Always with a different co-pilot or passenger, so it could have been a navigation exercise or something, I guess.
KS: Yeah. I think so.
[pause]
TS: Well, unless there was some sort of protocol for vectoring pilots onto enemy aircraft or something. There was some sort of protocol for that.
DM: Maybe. I don’t know where you are now when you, when you’re doing this. I imagine you’ve left the Orkneys. We’re in 1944.
KS: Yes.
DM: And then we, we sort of, you then had a, you had a couple more flights in a Hurricane in 1944, in August 1944. Local it says, so —
TS: Does it mention the Seafire in there somewhere?
[recording paused]
DM: So, I see from your logbook that in 1945 —
KS: Yes.
DM: You started flying, you were seconded I imagine to the Fleet Air Arm. To 771 Squadron.
KS: Yes. I remember that.
DM: Do you remember what you did?
KS: No.
DM: Were you testing aircraft? Was that, was that why you were there?
KS: Yes. We were testing aircraft and it was at Oxford. Oxford? The airport near London. Where was —
DM: Right.
TS: Not Duxford?
DM: Oh. Could be Duxford. Duxford?
KS: Where?
DM: Duxford.
KS: Don’t know.
DM: It’s not far from London. It’s Cambridgeshire.
KS: The name seems to ring a bell but I don’t know why.
DM: I mean you were doing all sorts of things there. Like it’s got, “Destroyer. Anti-aircraft. Winged target.” Whether they winged you or you winged them I don’t know.
KS: Oh yeah. Yeah. That was an aeroplane towing a target and the following that is an aeroplane testing out its guns if I remember rightly.
DM: Right.
TS: On the Seafire business there’s an interesting picture here in his album. It’s a drop tank. Drop tank trial on the Seafire Mark 15.
KS: What’s that?
DM: Right.
KS: Drop tank trial on the Seafire.
TS: Yeah. That was part of your NAFDU work, I think.
KD: Oh yes.
DM: Yes. Which we think stood for — NAFDU.
TS: Naval Air, Naval Air —
DM: Force.
TS: Force.
KS: Fighter Unit.
DM: Fighter.
TS: Yeah. Fighter Defence Unit.
KS: Fighter Unit, NAFDU.
DM: Right. Right.
KS: NAFDU. Yeah.
DM: Can you remember what a DBX was?
KS: Pardon?
DM: A DBX. Because you did a, you did three flights to DBX Duke of York which is obviously a ship or a land base because —
KS: No. I don’t know what that is.
DM: DBX. I don’t know what that is. Do you know how you can, this is a very unfair question but do you know how you came to be seconded to the Royal Navy? Why that happened?
[pause]
TS: It’s perhaps on the back of your test pilot work in North Africa maybe.
KS: Hmmn?
TS: Maybe on the back of your test pilot work in North Africa. I think you had a reputation.
KS: I don’t know. What was the question?
DM: How you came to be in the Royal Navy. Why they moved you across to the Royal Navy.
KS: I don’t know. I think probably it was from the Air Force. Royal Air Force that. I really don’t know.
DM: No.
KS: I don’t know.
DM: You probably, you probably volunteered in inverted commas. That’s what it was. I mean looking, looking at your logbook from the war, so your first stint in the Royal Air Force there are, you’ve, you’ve compiled a list in the back of the aerodromes that you visited during your service.
KS: Oh yes.
DM: And there’s a hundred and twenty three of them.
KS: No.
DM: Yeah. A hundred and twenty three.
KS: I didn’t think there were that number.
DM: No. Range and that’s sort of like ranging from Cambridge of course. In fact, the first one was a place called, it’s near Newcastle. Walsington.
KS: Usworth.
DM: No. It says Walsington here. Or Halsington. I can’t see if it’s a W. I think it’s a W. Walsington I think. But then it was Cambridge which of course was where you did your training as we’ve already seen. And then eventually of course you end up in 1941 in Lagos and that was when —
KS: Lagos.
DM: You started out there.
KS: Yes.
DM: And then so many places out in Africa until you make the flight back via Lisbon and Foynes. And then after that you make your way up to Inverness and then to Tain which I imagine is the place in the Orkneys.
KS: Tain.
DM: T A I N. Tain. It’s in Scotland. It says it’s in Scotland.
KS: Yeah. It rings a bell somehow. Yes.
DM: Yeah.
KS: Tain.
DM: Yeah, and then various places in Scotland, and then ultimately in 1945 you end up in places like Gosport, Westhampnett which is obviously when you were with the Fleet Air Arm.
KS: Yes.
DM: And then I think the last place in the logbook is a place called High Post. Where ever that was.
KS: Is what?
DM: High Post. That was probably part of your demob, I would think. Probably where you flew to finish. So, you did, were you given the opportunity, can you remember at the end of the war?
KS: Yes.
DM: And as you visited a few German airfields and places obviously after the war ended.
KS: Yes.
DM: But were you offered a commission to stay on and refused it or —
KS: I think I had, a commission. I was a flight lieutenant.
DM: Right.
TS: I think that was after the war. When, when you re-joined the RAF for the second time.
DM: Right. So, anyway, you left the Air Force at the end of the war, didn’t you? You took a break from the Air Force.
KS: Take a break. Yeah.
DM: Yeah. What —
KS: I went civil flying.
DM: Right. Right. And what, what, who were you flying for?
TS: I think you’ve got the order mixed up because you went out to South Africa. Do you remember? To visit —
KS: Yeah, with —
TS: With Harry. Your brother.
KS: The family.
TS: No. No. No. With your brother.
KS: Yeah.
TS: Who had a business out there and I think you worked with him for a few years in his engineering business.
KS: I think so.
TS: Yeah. Which was when I was born in 1949. Out there.
KS: Were you born there?
TS: Yeah. And then we came back.
KS: Yeah.
TS: I think the following year. In 1950 or something. And then later on, I think ’54, I think you re-joined the RAF.
DM: It says ’51 in here.
TS: ‘51. ’51.
DM: Yeah. ’51.
TS: That would figure because I was born in ’49 and we came back in 1950 to the UK.
KS: Did I, did I re-join the Air Force then?
TS: Yeah.
DM: Yeah. According to your logbook you re-joined the Air Force, well, you started flying again in March 1951. And the first aircraft that you flew was a Lincoln.
KS: Was it?
DM: Yes.
KS: Lincoln.
DM: Which was quite a new aircraft then. A new type. Well, I mean I know it’s a version of the Lancaster.
KS: Yeah.
DM: But it was a new, a new type.
KS: That’s right. It was.
DM: And a new thing and it was familiarisation and landing, and stalling and asymmetric feathering, and all the multi-engine type stuff, I imagine.
KS: Yes. It was quite a handful.
DM: Yeah. Do you, can you remember why you joined the air, re-joined the Air Force?
KS: I don’t know.
TS: I think you were probably looking for a job, weren’t you? I imagine getting a job in those days was —
KS: Yeah. I, yeah, I thought that why I joined the Air Force was to get some flying in so that I could go civil flying.
DM: Right. That makes sense.
KS: Yeah.
DM: Hence the Lincoln of course because —
TS: Yeah.
DM: It’s a big aircraft.
TS: Yeah. There’s some letters we have in the album from the Air Ministry actually signing him up for his second stint, and with it came a commission to flight lieutenant, and you were signed up for twenty years’ service at the time. And you actually, at the advent of the, of the dawn of the, of the V bombers they were downsizing the Air Force, and they were making crews redundant and I think you took a golden handshake. Early retirement. So, you didn’t actually do the twenty years. You baled out before that.
KS: Silly thing to do, wasn’t it?
TS: Well, not really because that was the beginning of your civil flying career.
KS: Oh.
TS: After that.
KS: Oh, I see. Yeah.
DM: I don’t know. It’s difficult to see from the logbook where you were based. Tangmere is mentioned quite a lot but I don’t think that was your base.
KS: No.
DM: You were flying to and from Tangmere and doing, doing air tests and so on.
TS: I don’t know whether you would get a Lincoln, would you, into Tangmere?
DM: Well, it says [pause] where are we? I can’t find it now, can I? Yes. Oh no. You’re quite right. That was in an Anson. The first, the first Tangmere venture.
TS: Right.
DM: Which would make sense.
TS: I’m only guessing because Tangmere was a fighter, fighter squadron, wasn’t it?
[recording paused]
TS: Yes. You were. You’d, they put you in Bomber Command, and the go to bomber at the time was, was the Lincoln which was a derivation of the Lancaster. A later model of the Lancaster. So, a lot of your time, early time was spent refamiliarizing yourself with a multi-engine plane and doing all the tests. All the tests, and test flying that are associated with flying big heavy bombers. And I think eventually, I mean David will correct me, I think you ended up at Scampton and Hemswell up in East Anglia. In Lincolnshire.
KS: Scampton.
TS: Yeah.
DM: Yeah. Yeah. I think that’s right. I think, and that would have been 83 Squadron, wouldn’t it?
TS: Yeah.
DM: That was your Bomber Command Squadron was 83 Squadron, and I think they were based at Scampton at one point. And it mentions here in 1952 you did some Battle of Britain flypasts. Or you did the Battle of Britain flypast. You did a rehearsal.
KS: Yes.
DM: A couple of rehearsals. Including landing at Biggin Hill.
KS: At Biggin Hill.
DM: Yes.
KS: Oh.
TS: It just so happens I have the picture here.
KS: Eh?
DM: Oh yes.
KS: Oh, is that, is that what it is?
TS: That’s the Battle of Britain flypast.
KS: Oh, that’s me in the middle.
TS: In 1952.
KS: That’s 414. That’s right.
TS: Is that right David? Does that tie up with —
DM: That’s the right date. Yeah.
No. But the aircraft.
KS: You can see, you can see the cutback where the bomb —
DM: It’s a Lincoln and it says —
KS: The bomb went out there.
DM: 414.
TS: Yeah. No. No. This was a Lincoln which was, the thing you’re looking at is a radar dome under, under the aircraft. For the Dambusters you use, you use a Lancaster but this is a, this is a later aircraft so the big bulge under the fuselage which you, I think you thought was the bomb is, is a radar dome.
KS: Oh really.
TS: So, this is in 1952 and the, the Lancaster was then redundant. It was obsolete.
KS: Redundant.
TS: Yeah. And this was, this was a new version of it.
KS: Oh.
DM: Basically, I mean we’re continuing on to 1953, and of course you were operational but there was no war on, and it’s mainly instrument testing and sort of just flying from one place to another. But that was when you were based in Hemswell.
KS: Yes.
DM: A number of exercises in crew training and that sort of stuff.
KS: Yes.
TS: Was that a concrete runway at Hemswell then?
KS: Oh yes.
TS: It was.
KS: Yeah.
DM: So —
KS: All the interesting ones are while the war was on.
DM: Yeah. Although, of course, there is a very interesting one coming up which was when you ended up flying for the film of the Dambusters.
KS: Oh yes.
DM: And you were sort of in charge of the group of pilots who were, who were flying the planes for the film, weren’t you?
KS: That’s right. Yes.
DM: Yeah.
KS: Yeah.
TS: But prior to that he was in Malaya doing, doing the stuff in Malaya which you’ll probably come across.
KS: What?
TS: Do you remember going to Malaya? To Singapore.
KS: Pardon?
TS: You went out to Singapore with your Squadron.
KS: Yes.
TS: And you were based in Changi. Do you remember that?
KS: Yeah.
TS: And you were doing bombing missions over, over Malaya to try and suppress the communists who were trying to take over the country there. So, I remember you telling me that you used to, there was a lot of partying going on, and then you would get an instruction to go and bomb. Drop some bombs on some bombs on some coordinate in the jungle on some poor people who were trying to reclaim their country back from the, from the United Kingdom. And then you go back and finish partying. Is that right?
KS: I can’t remember.
TS: No. I shouldn’t think you can.
KS: I can’t remember.
DM: So, that, that’s what they called the Malayan Emergency, wasn’t it? And were you based in Singapore then? Or —
KS: Yeah.
TS: Yeah.
KS: Yeah.
TS: So, you must have flown out. It must be a long trip out from the UK because I remember when we joined you out there for a year we flew from, I think from Croydon in some, some Hermes or something, and it took us about three or four days to reach Singapore going via India. So, when you flew your Lincolns out there it must have taken quite a while to get there. Do you remember that?
KS: I remember going out. Flying the Lincolns out.
TS: Right.
DM: So would that have been in —
KS: Well, we landed at Changi.
TS: That’s right. Yeah.
DM: I’m trying to find out when? Can you remember what year that would have been?
TS: Fifty [pause] fifty. Well, the Dambusters was ’53, I think. So it must have been early 50s.
DM: Oh no. Here we are. No. the Dambusters is ’54 and this was, it was ’53. So you were in the UK in July ’53 doing various RAF Review rehearsals for formation flying and then you were off to Habbaniya in August 1953.
KS: Off to where?
DM: Then to Mauripur, Negombo and then to Tengah, in brackets Singapore.
KS: So, was this flying out there?
DM: Yes. You see, that was, that was your route out I imagine. So, you took a Lincoln. 672 was the aircraft.
KS: Yes. I remember the number.
TS: Do you? Really. That’s his Squadron, David when he was out with the Lincoln.
DM: So, yeah. You had five crew and three passengers on the flight out there.
KS: Oh, was it?
DM: So quite a crowded aircraft I would imagine. And you arrived in, on, I think you finally arrived in Singapore on August the 26th 1953.
TS: So how long would that take to get there?
DM: They set out [pause] I guess it was the 21st so it was [pause] they flew to somewhere called Idris then, and then from Idris to [Habbaniya] the next day. And then the next leg was [Habbaniya] to Mauripur. Mauripur. And then the 24th was Mauripur to Negombo which I assume is in North Africa.
TS: Yeah. Sounds like it.
DM: Sounds like it doesn’t it? Yeah. And then on the 26th from Negombo to Tengah stroke brackets Singapore.
TS: Gosh.
DM: And then it’s —
TS: It must have been a very boring flight.
DM: Well, yeah. And then you didn’t fly for five days after that, and then on the 31st you and the five crew did a cross country navigation exercise.
KS: What was that?
DM: That was, so after you arrived in Singapore, they gave you five days off.
KS: Oh.
DM: And then you went on a navigation exercise.
KS: Oh.
DM: And then four days later was your first bombing mission. So, you [pause] and then, then still out there you did a Battle of Britain flypast in September.
KS: Where?
DM: Well, I assume you were still, you must have still been still been out in Singapore because there’s no mention of any transit flight or anything. I suppose, outposts of the empire.
TS: Yeah. Yeah.
KS: Yeah. I don’t remember that.
DM: Frighten the locals you know [laughs]
KS: I don’t remember that at all.
TS: I remember visiting the airfield when you were there and they had an aircraft called a Beverley which was a huge transport aeroplane, an ugly thing, and they used to do parachute drops over the, over the airfield which for a, you know for a young kid was very exciting.
KS: I don’t remember.
TS: Well, you were probably off doing something else but it was a very busy airfield. It’s now, it’s now of course the main international airport in Singapore.
KS: At Singapore.
TS: Yeah.
KS: Yeah.
DM: So, in 19, on the 13th of November you probably won’t remember this but I’ll give it a go. You were involved in an air sea rescue search off Singapore.
KS: Oh.
TS: I don’t remember that either.
KS: I don’t remember.
DM: Two and a half hours that was.
KS: How long did it last?
DM: Two and a half hours. It doesn’t say you found anybody but, and then you did some more strike flying and then —
KS: Air Sea rescue.
DM: Yeah. Somebody must have come down in the drink, I guess. You went to Hong Kong in December. And then you, you came home in January 1954 and again that was another very long flight. You took off on the 7th of January from Tengah to Negombo. Then from Negombo to Mauripur the next day. Mauripur to Bahrain. Then Bahrain to Fayid. Fayid to Idris and Idris to Hemswell. So, you were actually six days flying back.
KS: Really? Six days.
DM: These days you’d be about eleven or twelve hours wouldn’t you, you know?
TS: Yes. Yeah.
DM: So then then you were back home and you were made a flight commander. Do you remember that? In February 1954.
KS: What was it?
DM: You were made flight commander.
KS: Oh, I can’t remember.
DM: Do you have a recollection of that?
KS: No.
TS: What does a flight commander do? [pause] Apart from commanding a flight.
KS: Commands a flight [laughs]
TS: Ok.
KS: Yeah.
DM: I suppose that would explain why you were the man in charge of the seconded people and some civil pilots too who were doing the Dambuster film. Because you were a flight commander so you, you were sent there to keep them in order and take charge.
KS: Yeah.
DM: So, you did a number of air displays and various other things and you were, it’s interesting actually. Obviously, you started flying Lancasters again. So, you’ve been flying the Lincoln and the Lancasters were mainly sort of, you did some low flying practice and various other things and then you were attending air shows and doing flying displays. So almost an early version of the Battle of Britain Memorial Flight, I would imagine. Something similar.
TS: So that was about the same time as the Dambusters film though.
DM: This was May 1954. And then [pause] yeah. So, the actual, yes, no, you’re right. The dam, so there was some local familiarisation flying and some display flights. There was display flying in the Lincoln. Local familiarisation flying in the Lancaster, and then you started practicing for the Dambusters film on the 8th of April 1954. Low flying practice.
KS: Oh, was there?
TS: Because, because according to the book about the filming of the Dambusters they had to get the Lancasters out of mothballs. They were mothballed in various places, weren’t they? And then —
KS: Yeah. They would be, wouldn’t they?
TS: They were.
KS: Yeah.
TS: There were four aircraft all together and I think they —
KS: Four?
TS: Well, there were four. Three and one spare, I think.
DM: Yeah. And I remember, remember reading that each aircraft was painted with a different number on the side so they could duplicate six aircraft with the three that they were flying. Yeah. So filmed from one side it looks like one aircraft. Filmed from the other side it looks like another. Do you have any recollection of how you got involved in that? Was this another case of sort of somebody telling you, you were going to do it or —
KS: Yes. I can’t remember that.
TS: I think it was mainly due to your flying. Flying prowess that you —
KS: Oh yeah probably because —
TS: Because you’d got —
KS: All this flying.
TS: Yeah. You got good reports in your logbook for your flying skills.
KS: Yeah. I think something like that. Yeah.
DM: I mean you were still flying the Lincoln from time to time in, during filming. So, to do an instrument rating test on the Lincoln in the middle of flying on the Battle of Britain, the Dambusters film. I know there was a lot of very low flying involved in the Dambusters film.
KS: Oh yes.
DM: And I’ve read in the book about it that you took some exception to that at one point because you thought it was too dangerous.
KS: What was that?
DM: You, apparently you had a bit of a set to with the director, or one of the assistant directors because you felt you were being asked to, you and the other airmen were being asked to do things that was somewhat dangerous.
KS: Yeah. It was all dangerous. I remember bad things. Over the, over the lake, and where we were practicing prior to the big show I came along the water. I was sort of almost touching the water and ahead of me was a hill and I left it too late and I got myself into the position that I’d got to climb over the hill and I took on too much. And I said often this flying over the hill, and the crowd got closer and closer. As I was going up the hill it was becoming bigger. Oh dear. I was, I was right on the ground by the time I’d got to the top of the hill. I was almost scratching the top. I said to myself never again. How could you be so stupid to take on things like that? Because it had a certain amount of power, but not all that much. I remember that very well.
TS: Because I think the director, at the sixty feet that you were flying at over the water I seem to remember you saying the director thought on the camera it didn’t look that low so he asked you whether you could go even lower.
KS: Right. Yes.
TS: And you said you’d give it a go.
KS: Yeah.
TS: And I think at some point you were so low that the prop wash was whipping up water off the lake surface.
KS: Yes. That’s right.
DM: Yeah. That may well be. It doesn’t, doesn’t mention the incident but on the 22nd of April you were low flying and being filmed over Lake Windermere. So that that could well have been it I would imagine.
TS: Yeah.
DM: And those fells are pretty steep.
TS: Yeah.
DM: Aren’t they? Around the lakes out there.
KS: Yeah.
DM: So, you survived the war but nearly bought it when you were making a movie basically.
KS: Yes.
DM: Do you have any other memories from that time about making the film?
KS: Making a film.
DM: Yeah.
KS: Oh yes. I remember. Yeah. I remember making a film but it was fairly straightforward like over, flying over Lake Windermere, you know. Just a normal flight. Only it was low. But that was the only difference. It was quite fun. Quite, quite fun.
TS: Well, I think for pilots who like, you know if you want to fly low, it was legal during the filming but probably —
KS: That’s right.
TS: Not otherwise.
KS: Yes.
TS: I remember you telling me a story about going mushrooming in a Lancaster. Do you remember this? I’ll remind you. Then maybe you might remember. You were, I think you were at Kirton Lindsey because of the —
KS: Yeah.
TS: The original road went off a grass runway.
KS: Yes.
TS: And both Scampton and Hemswell were concrete runways.
KS: Right.
TS: So, I think you went to Kirton Lindsey, didn’t you?
KS: Yeah.
TS: And I think between takes of the filming, you were just sitting around and being very high up in the cockpit you could spot these. I remember these massive horse mushrooms you used to get on airfields.
KS: Oh.
TS: And you used to trundle about with a Lancaster looking for these mushrooms, and then the tail gunner would nip out when you found one. Out of the back door, grab the mushrooms and then you’d go to the next one.
KS: Yeah. That’s right.
TS: But, and you told me a story about the station commander banning you from the airfield because of the, the hairy flying that you were doing.
KS: Yeah.
TS: Do you remember that?
KS: Yeah.
TS: Can you tell David what happened?
KS: Yes. Well, I mean, it wasn’t all that big.
DM: No.
KS: Kirton Lindsey. And to get right back as far as you could get, and turn the aeroplane around and right brake, flaps down, and all the rest of the trip because there was not much space and putting the power on, and we started. We were here. That’s the end of the airfield.
TS: Yeah.
KS: And here were the offices. The officer —
TS: Officer’s mess.
KS: Offices as a, as a —
TS: Oh the —
KS: Not a person but the office, you know.
TS: Yeah.
KS: And we got balling up to this, and it seemed to be so long that we were on the ground and this office was coming up getting bigger and bigger and eventually I lifted the thing off the ground, and you usually get a bit of side kicking if you haven’t got enough speed and we just scraped over that one. Seemed to be living, I don’t know I make it sound very dangerous but I suppose it was really.
TS: So, so, so what happened when the CO called you in and said that you —
KS: Oh, we were banned.
TS: Yeah.
KS: Don’t come back.
TS: Yeah.
KS: Yeah.
DM: So, you were quite a long time on the filming weren’t you because looking in your logbook you’ve still got Dambusters, and still flying 679 mainly, the Lancaster. At the end of August, you’re still, still going strong doing various filming and things. And then I think it looks as though it was about, yes still September still flying the Lancaster. You must, must have got very familiar with it as an aircraft.
KS: Oh yes. Yeah.
DM: How did it compare to the Lincoln?
KS: Well, virtually it was the same as far as I was concerned.
DM: From the pilot’s perspective. Yeah.
KS: Similar.
DM: And then you, then again in September 1954 you were back on the Lincoln.
KS: Yeah.
DM: To do the Battle of Britain flypast, but you actually rehearsed in the Lincoln and did it in the Lancaster, so I suppose because they decided since they’d got the plane they decided they’d do the flypast. Then you also had a spell with the Lancaster again while they’d got it. You did an Air Ministry Film Unit photo, photoshoot in the Lancaster in October 1954.
KS: What was that?
DM: “Air Ministry Film Unit. Photos and ferrying,” it says.
KS: Air Ministry?
DM: Yeah. I suppose while they’d got the aircraft up and running they thought they’d take a few pictures of it for posterity or something like that.
TS: Yes.
KS: I don’t remember that.
TS: We’ve got some stills from the film which are also in the book, and there’s one of a, I think it was a Varsity they used for the filming, air to air filming and there’s a picture of the cameramen in the cockpit or something but which has been mislabelled in the, in the book I think as you and it’s not. It’s actually a film unit. This was a camera platform they used, and they used a Varsity aeroplane to have the camera in to do the aerial shots from the, from the, you know air to air shots of the Lancasters.
KS: Oh yes.
TS: Yeah.
KS: Well, they had the camera out of the window.
TS: Yeah. Yeah. Yeah.
KS: Yeah.
DM: So, it would seem that after you’d finished you did a little bit more flying in the Lincoln in October 1954, but then there was a gap in your logbook until 1955 and then you had a trip in a Vampire. That was your, I think that was your first flight. Yeah. You were second pilot in a Vampire. Circuits and landings.
KS: Was I?
DM: And you were cleared for solo flying in a Vampire on the 17th of January 1955.
KS: A Vampire. I don’t remember flying that.
TS: I think this must have been the beginning of your conversion on to, I think the Canberra bomber had come on stream, and I think all that early jet stuff with the Vampire and the, I don’t know what other aircraft there was. A Meteor, I think. I think that was part of your conversion on to the jets from the Lincoln.
KS: I think it would be, yeah.
TS: Prior to flying the Canberra.
DM: Yeah.
TS: Yes.
DM: And then you were out in the Far East again.
TS: Right.
DM: Well, Changi. In a Valetta. You obviously didn’t fly there because you did a flight from Changi to Labuan. And then Labuan. And then Labuan to Clark Field. That was at the end. That was in a Valetta.
TS: Really? I don’t remember that.
DM: Yeah. And then in February 1955 you flew from Clark Field to Kai Tek, Kai Tec to Saigon and Saigon to Changi. You weren’t doing much flying then. And then back. Then in March you were back on the Vampire and that’s when you started to fly the Vampire all the time. Although again not many flights. The flights seem to have been very few and far between on the Vampire. Probably hadn’t got enough fuel or something.
TS: Do you remember the Vampire? It was a —
KS: I remember the Vampire. Yeah.
TS: It was quite a small aircraft with a twin boom tail.
KS: Yeah. I never flew it.
TS: Yeah. You did. It says in there. But I remember you telling me it was a very nice aircraft to fly.
KS: Oh really?
TS: Yeah.
KS: I don’t remember flying it.
DM: I’m not sure where you, yeah you were flying it out in the Far East. You were flying it at Changi. You were based in Changi and you also flew a Valetta while you were out there.
KS: A Valetta. Yeah.
DM: And then you came back home in [pause] so you, obviously the flying was a bit fewer and further between then, because in January you were, in 1956 in January you were still out in the Far East. And then you don’t fly again until April, and that’s when you were flying at Boscombe Down and Andover in April 1956.
KS: Boscombe Down. What’s that? Was that an airfield?
DM: Yes. It’s an airfield. Yes.
TS: Test Pilot’s School.
DM: It’s where you were and you were flying. You were flying an Anson. And then in May 1956 you started to fly the Meteor.
KS: Meteor.
DM: I’m sure you remember that.
KS: Yeah.
DM: Quite a dangerous aircraft by reputation, I think.
KS: The Meteor.
DM: Yeah. I mean quite a few pilots came unstuck in Meteors, didn’t they?
KS: Oh really. I didn’t know that.
DM: I think so. Yes. There were quite a few crashes. Particularly early on.
TS: Were they difficult to handle then? Or —
DM: I think there were problems with them.
TS: Problems with the —
[recording paused]
DM: So anyway, you really got back in to flying in May 1956, and that’s, that’s when you were, you were actually usually the second pilot but sometimes the first pilot in a Meteor and it was obviously when you were doing your training then.
KS: Doing my —
DM: Doing your training in the Meteor in 19 —
KS: I think so.
DM: Yeah. And still in June and you were up to the type 7 and the type 8 Meteor by then. I don’t know what the differences were. Did you enjoy flying a jet?
KS: Yeah. Yeah. That’s —
DM: Still young enough to enjoy it.
KS: Yes. It was alright. It was good fun.
DM: I imagine that everything happens very fast when you’re flying a jet.
KS: Oh yeah.
DM: You’ve got to have your —
KS: Very fast.
DM: Yeah.
KS: Yeah. If you’re taking off and something goes wrong, and you’re just off the ground what do you do? Go straight ahead.
DM: Yes.
TS: But did they have ejector seats in those days? In the early days of — did they have ejector seats in the early days of jet flying, or was that a later development?
KS: Yeah. I think they had.
TS: They had. Ok.
KS: I think so, yeah.
TS: Right.
KS: Yeah. As they, as they used to drop people in behind the, behind the lines. The German lines.
TS: Yeah. But I don’t think [laughs] that’s quite the same thing I don’t think.
DM: No. So latterly in your Air Force career I see you were flying the Canberra.
KS: The Canberra. Yes.
DM: Yes. You did a lot of flying in the Canberra, which I suppose was all good practice for when you went into civil aviation after you left the Air Force really. It doesn’t say where you were based. I don’t know where you based.
KS: I was based at Scampton.
DM: Oh right. 61 Squadron it says for one of them.
KS: I can’t remember the number. I was based there. Yeah.
TS: Yeah.
KS: Basically, a lot of the war I’d go away and come back. Go away and come back.
TS: There’s the, there’s the Canberra. Do you remember that one?
KS: Oh, oh yes.
TS: Yeah. It’s a pretty aircraft actually. And there’s one here of you in Gibraltar with someone.
KS: Very easy to fly a jet. No big problem.
DM: Yes, that was 61. After you had done your training, you were in B Flight, 61 Squadron. Had you been promoted or were you still a flight lieutenant then?
KS: No. I never got any higher than a —
DM: That was it.
KS: Flight lieutenant.
DM: That was the ceiling of your career.
KS: Yeah.
DM: Too much of the bad boy. You probably answered back too much. Yeah. So —
KS: Yes. There’s not much you can take out of that really is there?
DM: Well, no. I mean we know that you signed up for twenty years in the Air Force.
KS: Hmmn?
DM: You signed up to do twenty years in the Air Force the second time you went in but you didn’t do twenty years, did you?
KS: No.
DM: You, you sort of, I suppose these days it was, you’d say you took voluntary severance.
KS: Yeah.
DM: And that, that’s when you went into civil aviation was it?
KS: That’s what?
DM: When you went into civil aviation.
KS: Yeah, well, I can’t remember the date.
DM: No.
KS: 1950, was it?
DM: Well, you were still in the Air Force in ’58. I think ’58 was when you came out of the Air Force.
KS: Was that it?
DM: Yeah.
KS: Oh.
TS: His, his first job if I remember rightly was with Napier’s. And —
KS: Sorry?
TS: Your first job when you left the RAF was as a test pilot for Napier’s flying, quite coincidentally, flying a Lincoln that had been kitted out with a dorsal wing. A wing coming out of the top of the fuselage which they were doing experiments about de-icing on the wings, so they had all sorts of nozzles and cameras and stuff.
KS: Yes. Yeah.
TS: And I think you had to go off and find some clouds that were, you know likely to be to be, to precipitate some icing.
KS: Cumulonimbus.
TS: Yeah. So, so you did that for a while, and in your album there’s a letter of thanks at Napier’s for your time test flying with them.
KS: Who was that?
TS: Napier’s. The, well, the aviation people. They used to make engines, didn’t they?
KS: Oh, did they? Such a lot. I don’t remember it.
TS: Well, you crammed quite a lot in so it’s difficult to remember all the detail. I’ve been pouring over your logbooks so I probably know more about it than you, and David’s found stuff that I didn’t even know about so I need to go and have another look at them.
KS: Yeah. What you just said. Something about [pause] what was it?
TS: I was talking about Napier’s and test flying.
KS: Yes.
TS: For the de-icing rig that they had on, on a Lincoln.
KS: Yes.
TS: And I think that worked quite well because you’d been flying Lincoln and so you could, you know you were quite useful to them, I think.
KS: Yes. I don’t remember very much about that.
DM: No. You weren’t with them very long I don’t think.
KS: No.
DM: But I can remember coming to visit you at Cranfield Aerodrome which is now, it’s —
KS: Where?
DM: Cranfield.
KS: Oh.
DM: In Bedfordshire. Which is where you were based and flying from.
KS: Oh right.
DM: And at the time I don’t know if it’s relevant to this, but at the time when you were flying, I used to wander around the hangars at Cranfield.
KS: Oh.
TS: And at the time it was a kind of overspill for the Imperial War Museum.
KS: The what?
DM: For the Imperial War Museum, and what later became the RAF museum at Hendon.
KS: Oh really?
DM: And the hangars were stacked full of German aircraft.
KS: German.
DM: Which had been captured.
KS: Yeah.
DM: And also some experimental aircraft that were there. There was, I remember seeing a seaplane. A jet seaplane that was there. And I think all this stuff eventually were, was transferred to the RAF museum at Hendon. But as a young kid it made quite an impression.
KS: It’s a wonder they let you get out alive.
TS: Well, yeah actually.
DM: So, just to finish up you’ve left. You left the Air Force. You worked for Napier’s doing testing.
KS: Yes.
DM: And various other things. Where did you go after Napier’s?
[pause]
TS: That’s a tricky one.
KS: I was flying for [pause] I was flying for what was that? Oh, how could I get it out?
TS: Well, the executive.
KS: Pardon?
TS: The executive flying you did.
KS: Yes, the executive.
TS: But before that, before that you were going around job hunting. Doing various jobs flying where ever you could find them. And I remember you used to go to air shows and you’d be flying a, something like a Rapide, to giving people just, you know joy flights.
KS: Yeah.
TS: At air shows and I think you did that, you know where ever you could just to keep your hours up.
KS: What?
TS: Just to keep your hours up.
KS: Yes. That’s right.
TS: Just to keep your flying hours up.
KS: Yes.
TS: And I remember going on a trip with you once in a Rapide with all these people who hadn’t flown before.
KS: Oh.
TS: And then I think you got a job and I’m not sure how you got the job and I’m not sure how you got the job but you got a job with a merchant bank flying a de Havilland Dove, that they’d bought as an executive eight seater aircraft or something, and you were based at Hatfield which was a de Havilland or Hawker Siddeley, it became. It was their airfield so you were based there with this Dove.
KS: Yes. I was there a long time.
TS: Yeah. So off you go with the Dove. Do you remember. Do you remember flying the Dove? I used to fly with you a bit.
KS: Yeah.
TS: In the Dove.
KS: Yes. I remember.
TS: So, so you’d be flying what? To mainly in the UK with these merchant bankers doing —
KS: Yeah. A lot in the UK but on the continent.
TS: Ok.
KS: Quite a lot in the continent really.
TS: It was a nice little aeroplane I seem to remember.
KS: Hmmn?
TS: It was a nice little aeroplane.
KS: Yes. It was.
TS: Yeah.
KS: Yeah. I remember we used to go at weekends. We used to go to [pause] I can’t remember the name. There’s an airfield.
TS: You used to go, you used to go to Norfolk quite a bit, because the head of the merchant bank had an estate there and they used to go shooting, didn’t they? They used to have shooting parties and things.
KS: Oh yeah. That’s right. But that’s not the one I’m thinking of. I was thinking of Manchester. That way.
TS: Oh right.
KS: I remember taking, in a Rapide, a group of ladies.
TS: Oh, this was doing your joy flying.
KS: Yeah.
TS: Your air experience flights.
KS: That’s right. Anything to get a few coppers.
TS: Yeah.
KS: But this, they these ladies their average age about forty five, I suppose and their weight was about the same in stones [laughs]
TS: They were matron, matron type ladies, were they?
KS: What?
TS: They were kind of matronly ladies.
KS: Yes.
TS: Of some girth.
KS: Oh yes.
TS: That’s right.
KS: I doubted how many of there, because I was only flying a Rapide, you know, and it’s not, not a very big aeroplane, and it turned out I think there were about four or five of them. I thought Jesus. I wouldn’t like to have this weighed you know. It wouldn’t be allowed I wouldn’t think. Anyway, they were all happy and merry, you know. All off. They’d been saving up to go to London I think it was. Somewhere. And it was all right. I took off. It didn’t take too long to get off. I thought it might take the whole runway but they were very sweet ladies [laughs] and that was it. Weekend flying.
TS: Yeah. I remember you did quite a bit of that, I think just, just to make ends meet.
KS: Yeah. Anything like that. Yeah.
TS: Yeah. Because I remember, I remember you telling me that, you know being a pilot, being a civil pilot in those days was feast or famine. They either had too many pilots or not enough and I think you probably hit a period when a lot of the RAF pilots were out trying to find work, and I think work was quite difficult to find.
KS: Right. Yes. It was.
TS: So, after the Dove. Do you remember what, what happened after the Dove? They bought a Hawker Siddeley 125. A jet aircraft.
KS: A 125.
TS: Yeah.
KS: Yeah. That’s right.
TS: Yeah, and then they shared that with, with Beecham’s, the pharmaceutical company.
KS: That’s right.
TS: And —
KS: That wasn’t a jet. It was a propeller, wasn’t it?
TS: No. No. No. It was a jet. The propeller was the Dove.
KS: Eh?
TS: The propeller driven aircraft was the Dove. That was a twin engine propeller.
KS: Yeah.
TS: And then you went on to the Hawker Siddeley 125 which was a jet. One of the first executive jets that were, that were around.
KS: Was it?
TS: Yeah. We have a model of it somewhere.
KS: Really? I can’t remember.
TS: You can’t remember [laughs] and you did a lot of European flying I remember with that because —
KS: A lot of European.
TS: Yeah. Because eventually you went to work for Trusthouse Forte. Do you remember that? And they had holiday villages all over Sardinia, and all over Europe so you were doing quite a lot of European flying then.
KS: A lot of work was what?
TS: You were doing a lot of European flying with Trusthouse Forte.
KS: Yeah.
TS: The hotel group people.
KS: Yes. Yeah.
TS: And then you, then you retired from that. I think you had another bout of problems with your ear if you remember.
KS: Probably.
TS: You were getting ear infections from the damage that was done way back in the war, and I think eventually you chucked it in because you were, you were, you know you were having problems with it.
KS: Yeah. That was —
TS: I don’t know how old you were then. Probably, what, in your fifties?
KS: Sixty.
TS: Yeah. There’s, there’s, a civil flying logbook there somewhere.
KS: Oh, is there?
TS: And that was that.
KS: Oh. That’s in there.
TS: And I tried to get you in to a glider to go flying.
KS: Hmmn?
TS: When I was doing gliding at Lasham.
KS: Yes.
TS: I tried to get you in to a glider to take a trip, and that was the, that was the first time you would have flown for quite some time, I think. Apart from going on an airliner.
KS: Yeah.
TS: And I remember you saying that you’d survived the war, and years of flying with the RAF and you weren’t bloody getting into a plane with no engine.
KS: Yeah.
TS: Yeah.
KS: It could be.
TS: Yeah.
DM: So, when you retired that was it. You didn’t fly again after that. Not as a pilot at least.
KS: No. I never really retired. I stayed and I’d do some —
DM: Just stopped.
KS: I could do weekend flying there.
DM: Right.
KS: And I went to fly for Trusthouse Forte for their top brass and there was some money there. But they were all very nice people really.
DM: And I guess once you did retire. You left Trusthouse Forte and retired, you, you were able to sort of have a life of leisure.
KS: No.
DM: Did you take up, did you take up art again because I know you were a very keen artist.
KS: What?
DM: You were keen on art, weren’t you?
KS: Oh yes.
DM: And so you did some of that when you retired.
KS: Yes. I’m still doing it.
DM: Right. Oh, that’s good.
KS: Done that one up there. That painting.
DM: Yes.
KS: Here you are, David. The —
DM: Oh right. So, this is your, this is your civil aviation logbook. From London Heathrow to Swansea. Something you don’t see very often. Yeah.
KS: When was that?
TS: What?
KS: Finished flying.
TS: It’ll, David will tell us. It’s in your logbook there.
DM: I can’t find a year.
TS: No. I couldn’t either.
DM: I can tell you it was October. Oh, 1970. We’ve got 1970. I think 1970 it looks like it finishes.
KS: 1970, was it?
DM: It looks like, unless there’s any more lurking at the back. No.
KS: No. There wouldn’t be.
DM: 1970. So, you would have been just over fifty, wouldn’t you?
KS: Fifty?
DM: Yeah.
KS: I was looking for a job.
TS: But you, did you miss flying? I don’t think you did, did you?
KS: I think I did in a way. Yes.
TS: You probably missed the travel and the high rolling lifestyle.
KS: Pardon?
TS: I think you missed the travel and staying in nice luxury hotels when you were flying but I remember you saying that you know you’d done, you’d done so much flying that actually you didn’t miss it that much when you finished.
KS: Yeah.
TS: But where some people I know, and certainly when I was at Lasham they, you know some pilots couldn’t get enough of it you know. They they’d retired and they wanted to carry on flying so they went and bought Tiger Moths and other aircraft so that they could keep going.
KS: Oh really? I think if they’d been flying like I was with commercial flying, I think at the end of the day I think you’ve, I think you’ve had enough.
TS: Yeah. I think you probably had the best of it actually, because I think flying these days is probably not, not that interesting or it is certainly safer though.
KS: Yeah. They’ve got all the aids. Yeah. I still, still —
TS: So, so, what, what was your favourite aeroplane out of all, all the aeroplanes you flew?
KS: The Spitfire.
TS: Right. That’s what everyone says.
KS: Eh?
TS: That’s what everybody says.
KS: Oh really?
TS: Yeah.
KS: Yeah. It was a nice aeroplane.
TS: What about the Hurricane?
KS: Yeah. It was, yeah. Well, I didn’t fly the what the, what was it called?
TS: What? The Hurricane?
KS: Hurricane. I flew that a lot.
TS: Yeah. You did. Yeah.
KS: But —
TS: You didn’t fly the Spitfire that much.
KS: No. There’s not all that difference.
TS: Because you were with a Hurricane Squadron for most of the war.
KS: Yeah. That’s right.
TS: Yeah.
KS: But the Spitfire was nicer.
TS: Yeah.
KS: To fly in.
TS: But what I didn’t know was, I mean reading some of the books that you’ve got is that the Hurricane made up the bulk of the aircraft during the Battle of Britain, you know, there were far more Hurricanes weren’t there?
KS: Yeah. That’s right.
TS: Then there were Spitfires. It was a much easier plane to make, I guess and repair.
KS: Yes. As I say it was a jack of all trades.
TS: Yeah.
KS: Yeah. It was a nice aeroplane.
TS: And did you, I mean when you, when you moved to bombers was that, was that, was that interesting for you because having handled a fighter aircraft, bombers were very sluggish and a very different type of flying, I imagine.
KS: Not really. I wouldn’t notice any difference.
TS: It was, because, as you said before, you know it was a job, and you know it seems very glamourous now but at the time it was just run of the mill flying, I guess.
KS: Right.
TS: Is that, would that be fair?
KS: Yeah. But I mean to fly a Hurricane or any of these fighter aeroplanes they were owned by the government. I mean, the fighters, and you didn’t really get a look in unless you were in that part of the world.
TS: Yeah. I think you cost them quite bit of money with the planes that were written off through no fault of your own but —
KS: Yeah. We don’t talk about that.
TS: No. I remember reading about the Hurricanes in Malta which they, they didn’t have very many and they had to keep them flying at all costs.
KS: Yeah.
TS: And they repaired them and repaired them.
KS: Yeah, that’s right.
TS: And they became unreliable.
KS: Yeah. That was in Malta.
TS: Yeah.
KS: Yeah.
TS: Do you remember your mate who flew off the aircraft carrier at the same time as you and went to Malta? The Scottish guy.
KS: Yeah. I can’t remember who they were.
TS: No. Your best friend went to Malta, didn’t he?
KS: Yes.
TS: Yeah. Do you remember his name?
KS: No.
TS: Because I don’t either.
KS: Eh?
TS: I don’t. it’s in the back of my head somewhere. He was probably called Jock because he was from Scotland. So —
KS: He was a Scots. A Scotsman.
TS: He was. Yeah.
KS: Yeah. His picture was on one of those.
TS: In one of those books. Yeah.
KS: One you brought.
TS: Yeah.
KS: The photographs.
TS: But he flew off the aircraft and you never saw him again did you because —
KS: No.
TS: He was killed in Malta not long after.
KS: No. I didn’t. I didn’t. I don’t know what happened to him.
TS: Well, I did explain to you he, he his engines started leaking oil, and he was trying to get his aeroplane back to the airfield because they were short of aircraft and then I think he was very afraid that it was going to catch fire which they often did apparently.
KS: They were afraid.
TS: That it was going to catch fire. That the oil was going to ignite.
KS: Oh, I see.
TS: And, and so he, he baled out, but he wasn’t high enough and his parachute didn’t open.
KS: I never heard that version.
TS: Yeah. I’ve told you before about it but you’ve probably forgotten.
KS: The latest I heard that he was flying from Malta and he got shot up and he got back but it was a job to get back. But he died soon after, so whether he was shot out there. Bullets in him I don’t know.
TS: No. Whether he, whether he got shot up and the engine was damaged. That could have been the story. But, unfortunately, he did, it was reported at the time because someone witnessed the accident. He tried to bale out and he wasn’t, didn’t have enough height and that happened quite a lot apparently in Malta, and it certainly wasn’t the first incident like that and —
KS: It could be but I, I thought, I thought one of the stories was that I was stationed out, not in Malta but where ever.
TS: In North Africa. In Libya.
KS: Yeah.
TS: Yeah.
KS: That he, he got back, because someone told me that he had a job walking up getting in and out the aeroplane. I was all muddled up.
TS: I think that’s probably somebody else, but certainly the accounts that I’ve read in the two books, one is, “Hurricanes over Malta.”
KS: Yeah.
TS: And the other one which was called, “Scramble,” which is —
KS: “Scramble.” Yes.
TS: Takes in a fair chunk of Malta but that’s what happened to him. That he baled out and his parachute didn’t open but whether he’d been shot up before that and his aircraft was damaged but he, they had a lot of problems with reliability with the engines.
KS: Well, yeah. There was. They didn’t have all the —
TS: Well, they didn’t have spares for a start.
KS: That’s right. They had, it was very hard to keep them airborne.
TS: Yeah. So, when did you hear about him dying? Was it after the war or did word get back to you at the time?
KS: No. I think the war was still on.
TS: Right. Ok. Because he’s buried in Malta. There’s a —
KS: Hmmn?
TS: He’s buried in Malta. There’s a naval cemetery there.
KS: Yes.
TS: And a lot of the Hurricane pilots ended up in, in that cemetery.
KS: Yeah. I’ve never heard that one before.
TS: Yeah. it was in the book.
KS: Oh really?
TS: Yeah.
KS: It’s a good bet that there were a lot of killed.
TS: Oh, they had a hell of a time. They really, you know, I mean it’s just, you know amazing.
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 Ken Souter
Creator
An entity primarily responsible for making the resource
David Meanwell
Date
A point or period of time associated with an event in the lifecycle of the resource
2021-07-10
Type
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Sound
Format
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01:32:07 Audio Recording
Conforms To
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Pending review
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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ASouterKP210710, PSouterKP2131, PSouterKP2132
Coverage
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Royal Air Force
Royal Navy
Language
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eng
Description
An account of the resource
Kenneth Souter was born in Sunderland. His father ran a business importing wooden pit props. Kenneth learned to fly at Cambridge, and his first air experience flight was on the 5th of July 1939, and after training he went solo on the 31st of July 1940 flying a Hawker Hart. After completing advanced training he joined 43 Squadron flying Hurricanes. He flew off HMS Furious to North Africa, and joined 73 Squadron. After flying many aircraft types and on fighter operations and having to contend with flying in the desert he flew back to the UK. He was posted to RAF Usworth on his return. He was attached to the Royal Navy target towing with Martinet aircraft, and in 1945 he was seconded to the Royal Navy flying amongst other aircraft the Seafire. He left the RAF after the war, and re-joined in 1951. He took part in Battle of Britain flypasts and in 1953 took part in bombing missions flying Lincolns against the communist insurgents during the Malayan Emergency. Whilst flying as a display pilot he took part in the filming of the Dam Busters film flying Lancasters which involved low flying. He flew Canberras in 61 Squadron and he continued flying after he had left the RAF.
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1944
1945
1951
1952
1953
1954-04-08
1955
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Malaysia
Malta
Singapore
North Africa
England--Lincolnshire
England--Sussex
Singapore
Contributor
An entity responsible for making contributions to the resource
Julie Williams
43 Squadron
61 Squadron
aircrew
bombing
Hurricane
Lancaster
Lincoln
Martinet
Meteor
pilot
RAF Tangmere
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/864/11106/PHaytonK1701.1.jpg
ef6b69d8536b3e5ebdb6b4231318428f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/864/11106/AHaytonK171004.2.mp3
2342cec6176bee1aa281e272dd002da5
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
Hayton, Ken
K Hayton
Description
An account of the resource
An oral history interview with Ken Hayton about his father George Stanley 'Stan' Hayton (1912 - 1971). He served as a fitter at RAF Woodhall Spa and RAF Riccall.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-17
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
Hayton, K
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
JS: This interview is being conducted for the International Bomber Command Centre. The interviewer is Joyce Sharland. The interviewee is Ken Hayton. The interview is taking place at Mr Hayton’s home in Andover on the 17th of October 2017.
KH: Yes.
JS: Right. So, Mr Hayton, can you tell me about your father?
KH: My father was George Stanley Hayton. Always known as Stan. And before the war he was employed by Lloyds Bank. He was born in Durham City in two thousand and err now then let me get this right [pause] in 1912, and lived in the city all his life until his death in 1971. In, around about the early time, early days of 1940 he was given permission by the bank to join the Royal Air Force as a volunteer. Which he did. And I know that he did join as a volunteer because initially his uniform had the letters VR under the albatross on his shoulder flashes. It would be 1940 that he joined up because I have recollections as a small boy of going to Durham Station to see him off. I believe his initial training took place at RAF Padgate. And then after that was completed he went on to his trade training as a fitter armourer which I think took place at Lytham St Anne’s. I’m not sure about that but I think that’s where he went. Once that was completed he was posted to Bomber Command into 97 Squadron which was based at RAF Woodhall Spa in Lincolnshire. A satellite unit to RAF Coningsby. And he remained there right throughout the war or almost to the end of the war. And towards the end of the war he was posted to RAF Riccall in Yorkshire where he was involved in preparing all the redundant 303 Browning aircraft guns for storage in case they were ever needed to be called back into service. He was demobbed from RAF Waddington in around about the latter part of 1945. I do believe that he was offered a commission if he was prepared to stay in the Royal Air Force but his duty he felt was to the bank who had released him early. So he then was demobbed and joined Lloyds bank where he remained employed until he retired after having served forty years. During his service at Woodhall Spa he was involved in bombing up Lancasters for raids over the occupied territories and when 617 Squadron was due to take, take-off for the Dams raid 97 Squadron was moved back to the parent unit at Coningsby and 617 Squadron came in to Woodhall Spa. I can only think that that was done from a security point of view because it would be much easier to maintain security on a single Squadron station like Woodhall, rather than on the main base of 617 Squadron which was of course RAF Scampton. My father was involved in the bombing up of 617 Squadron for the Dams raid. And I only learned about this when after the war and the production of the film, “The Dambusters,” my father and I went to see it at the cinema in Durham. And on the way home we were discussing various things in the film and it came out that my dad had been involved with 617 Squadron. And when I asked him about the parts of the film which showed the aftermath of the raid on the countryside I said I wondered if that was anything like what had actually had happened and whether the filmers had got it anything accurate. And he said, ‘Yes. It was just like that.’ And immediately after that he said, ‘But don’t tell your mother I said that.’ I can only think that that comment was made because he had been taken over the Dams in one of the Mosquito reconnaissance aircraft which did the photo reconnaissance after the Dams raid. I’ve no proof of that but I can’t see any other reason for the comment which he made except that he was there. He had been very much involved in the bombing up of the aircraft and this I think was why he wanted to go and see the film because neither he nor I were great film goers. When he was at Woodhall there was an incident at a bomb dump near Snaith which is not too far away from Coningsby and Woodhall when a Lancaster came down on the edge of the bomb dump and my dad was involved in the clearing up operations. And I think that had an effect on him because we never ever had chops as a meat meal and he could never stand the smell of lamb being cooked. No other reason that I can think of for that reaction other than the involvement that he’d had in clearing up what obviously must have been carnage with the Lancaster coming down on the, on the edge of the bomb dump. At one time during the war my mother and my sister and myself went down to Woodhall Spa because my dad couldn’t get any leave. It was during a high pressure time I think of bombing raids and he wanted a pushbike. And being the elder of the two children I was given the responsibility of looking after the bike. I can remember feeling quite proud that I’d been given the responsibility of taking care of this bike all the way down from Durham to Woodhall Spa. During that journey we passed through York Station not long after it had been blitzed by the Luftwaffe and it really was in a very bad state on one side of the station. Of course the Luftwaffe went for York because it was a main railway junction during the war and if they could have disrupted the railways it would have had a marked effect on our war effort. The other effect I think that I learned about with on the family was when my father came home on the odd occasion that he could get home on leave he always changed out of uniform into civvies before he saw my sister because my sister was younger than I was and she thought that the RAF was a sort of box that my father was locked up in and the uniform always brought that home to her. But we can only think that that was one of the reasons that dad always got changed as soon as he came home. There was not a lot of other effect on us as a family except that once my father had joined up we moved out of the council house and went to live with my maternal grandparents in the city which overlooked the river and the Cathedral. And just thinking about that period in the early days of the war Durham City is what might be regarded at the centre of a hub of a wheel with the perimeter being on the three main rivers. The Tyne, the Wear and the Tees with the shipyards in Newcastle, Sunderland and Middlesbrough. And at the beginning of the war we used to get all the air raid warnings if enemy aircraft were coming in for any of those three places. But we never had anything over the city. And eventually we stopped getting air raid warnings unless the aircraft were heading inland. So we were very, very fortunate. Not so my wife who was a Sunderland girl and she lived through the various Blitzes in Sunderland and it had obviously an effect on her as a young girl. Much more so. And I didn’t realise until after we were married and we were talking about things that had happened during the war how fortunate we had been as a family because my maternal grandfather was a great gardener and had allotments which provided vegetables. And we also had an orchard at the back of the, at the back of the house so that we always had fruit. And he kept chickens in the orchard so we always had meat. And it made me realise, talking to my wife just how lucky we had been having all those facilities when I heard of the sort of things that she had had to put up with in Sunderland. So, you know there were many things that happened during the war which folks don’t realise. I mean that was only a distance of twelve miles between Durham City and Sunderland and yet such a difference in the effect on families that lived in, in those two places. My maternal grandfather had been a forge smith in Yorkshire and at the beginning of the First World War he was sent up to Durham to work in the forge there. And they sent him away from Yorkshire because the recruiting officers were fed up with him trying to join the forces and told him he was much more valuable making the armaments for the forces rather than him going out into Europe. So that was how the family from Yorkshire came to be based in Durham city and how my parents met. Because my paternal grandfather was trained as a pharmaceutical chemist and during the First World War he was stationed in Mesopotamia. I think as part of the Northumberland Fusiliers. But I’m not certain about that. He eventually moved into the motor trade and that was how I knew him all my life. The effect, I think on my mother wasn’t anything that I ever knew about or thought about. She had started training as a teacher before the war and of course like all women had to do something and once my sister got to school age she went back to teaching. So as a family we were still a fairly compact unit. Whilst we were living with my grandparents as I say we were in a house that overlooked the river and the Cathedral. And there has been for many many years the knowledge that if ever the Durham Cathedral were to come under attack for any reason whatsoever St Cuthbert who the Cathedral is dedicated to and who is buried in the Cathedral would save it. And of course Von Ribbentrop was determined to obliterate all the main Cathedrals in the United Kingdom if he could. And shortly after the raid which destroyed Coventry Cathedral we had an air raid warning in Durham and that was as I say by this time quite unusual. So we were due to go down into the cellar of the house which was our air raid shelter but looking out of the window there was the mist rising off the river. And of course the river is an ox bow around the central peninsula of the city on which stands the Cathedral and the castle. So this mist rose off the river and it’s always been said that that was St Cuthbert’s way of protecting the Cathedral. And certainly that mist blanketed the whole of the city and we could hear the German aircraft over the top of the city. It was definitely German aircraft because their engines weren’t synchronised like the English or British aircraft engines were. And they were over the, overhead going around and around. Nothing happened and eventually they flew off. The all clear went. And as the all clear went the mist descended back to the river. And I can vouch for that because as a youngster I saw it out of the windows of our house. My grandparent’s house. And it’s made a lasting impression as you can probably gather. I really don’t know that there’s much else that I can say apart from the fact that my own Royal Air Force service which was three years as a regular and two and a half years on the reserve and during that time the one thing that I was very proud to wear was my father’s cap badge. Sadly, I no longer have that. I have my own cap badge but I think my father’s cap badge must have gone back with my uniform when I had to return it to RAF Fenton which was my call up base when my two and a half years reserve service was ended. The only other thing of my father’s which I have apart from his ‘39 ‘45 Star and Defence Medal is a piece of metalwork which I know was part of one of his trade tests in which I think was part of the bomb release mechanism for a Lancaster. I can’t be sure about that but the trade test would be taken after he’d started working on Lancasters so I think it’s a fair assumption that that’s probably what it is. I don’t know that there’s much else that I can say.
JS: You said you recall going to the station to see your father off.
KH: Yeah.
JS: How old were you then?
KH: I’d be about seven.
JS: About seven. And you went with your mother and your sister?
KH: I don’t think my sister went. My sister would only be about three. Three and a half and so I don’t think she went. She would probably stay with my grandparents. But I, I can certainly recall going to the, going to the station in Durham and seeing, seeing dad off on the train. Little bits of things like that they do stick in your memory and you know it’s a bit like the [pause] the memories of the 9 o’clock news during the war. Alright, as a youngster you don’t appreciate everything that is being said but the things that stick in my mind are Big Ben, and my grandparents sitting in the lounge and everybody being quiet and listening to the news. It was a nightly ritual and you know its little things like that which, you know I think need to be kept in mind. And I think future generations need to know how important it was to us at home to know what was going on. And the only way we could get recent, decent reliable news was the BBC. And you know it was important to everyone I think and I’m quite certain that my family weren’t any different from countless other families throughout the country. At 9 o’clock every night the wireless was turned on and we had the news. There wasn’t all the current news from the battlefield and all the rest of it and I think it’s perhaps just as well. I think we get too much of this instantaneous news now and it doesn’t give people time to digest really what’s happening. Yeah. Instant gratification in a different form. Perhaps I’m being old fashioned.
JS: Did, as far as you’re aware did your mother ever receive letters from your father. Was he able? Could he write letters? Could he communicate? Make phone calls perhaps. Do you ever recall him making contact when he was away?
KH: I don’t recall any phone calls. I don’t think, in fact I don’t think we had a phone in the house so that wouldn’t have been possible. Letters I think possibly he did get able, he was able to send. I mean as he was based in this country I don’t think there was any problem in that respect. But it didn’t sort of register on me as a, as a youngster. I mean that’s not something that I would have been aware of I don’t think. The only things that I was aware of were, you know the pleasure of having him come home on leave on the occasions when he could get home. And as I say the occasion when we went down to Woodhall Spa and it would be during my school summer holidays. And the one, the one thing apart from the pushbike being my responsibility the one thing that I can remember of that little holiday from our point of view was seeing a Lancaster loop the loop. Which was totally out of order. And I believe talking to my father afterwards that that particular exercise had such a damaging affect on the airframe of the aircraft that it was written off and I believe the pilot was severely disciplined because obviously you don’t write off expensive aircraft. But it shouldn’t, it shouldn’t have happened but I can remember seeing it and was quite surprised. It was just one of those little things that come back to mind as you, as you think about what, what happened. And another thing that has just come back to my mind thinking about that was at the beginning of the war just after my father had joined up and before we moved in with my grandparents I can remember being taken into the shelter in the garden when there was an air raid warning and looking up into the night sky and seeing searchlights over towards Sunderland and seeing what was obviously an aerial dogfight because you could even at a distance of twelve miles you could see the tracer. And that, that’s something which has just come back to me since talking about seeing the Lancaster. We shouldn’t have been out of the shelter but, you know youngsters do things that they shouldn’t do even, even in wartime. Yeah.
JS: So, did life for you as a young lad, did it more or less go on as normal? You were going to school. You were helping around the house presumably, were you? Were any of your friends lives touched in a bad way by the war? Did any of them lose close relatives.
KH: No. Not that I can say. I mean, as youngsters we didn’t sort of discuss the, we didn’t discuss the war. It was something that was going on and we had the black out and there was no possibility of after school work or sports clubs or anything like that. They were all off limits. When school was over you went. You went home and you stayed at home. You couldn’t go and play out. Which we could once the war was over. But we didn’t [pause] I can’t recall sort of discussing or talking about the war as a youngster at school. Not even when I got to Grammar School just towards the end of the war. The only thing that was noticeable when I got to Grammar School was the fact that there were quite a number of older teachers there who had obviously stayed on beyond retirement because the young teachers had gone into the forces. And I was made well aware of that because both my, my uncle and my father had gone to the same Grammar School and some of the teachers that taught them taught me. Which was sometimes a little embarrassing because on occasions, I can remember one particular occasion in the physics laboratory when I’d been assisting in dealing with some electrical experiment which had a series of plug keys connecting wires up and one thing and another. And that master was one of the masters who had taught my father. And in operating one of these plug keys I’d managed to disconnect some of the, some of the wires. And the master just looked at me and just sort of tut tutted and said, ‘Your father would never have done that.’ Which you know, it was a little embarrassing at the time but you get on with it. But it was only things like that I think which made you realise that the war had had an effect. Then of course towards the end of my Grammar School career a number of the teachers who had been away on war service were coming back and the older ones took well-earned retirement. Not something which you would tend to think about until later on when you look back and you think, oh I wonder why that happened? And then as you get older yourself you realise why these things happened. It’s not, not something that you think about a lot but when you do think about it, it all comes back. Yeah.
JS: Do you have any recollection of the atmosphere on the day the war ended and the immediate aftermath of the war ending? Can you remember, were there were celebrations in your street? Can you remember your family saying anything or general air at school of relief?
KH: Not really. Again, it was something that yes there were celebrations in the city quite clearly. But as a youngster, bearing in mind what, I’d be only ten or eleven when the war ended. It wasn’t the sort of thing that you got involved in very much. It was, you weren’t old enough in those days. A ten year old or an eleven year old was still regarded as a child. Unlike nowadays where they tend to be treated as semi-adults. But so, yes there were celebrations and yes a sense of great relief and the hopes that everybody would come home safe. Which, you know was important but not something which as a youngster really impacted on you. I think obviously it would impact on my mother and my grandparents on both sides because not only was my father in, in the Royal Air Force but one of his younger, his youngest sister was also in in the WAAF. So that you know the family I think were a case of well, great relief when they both came home safe and sound. So yes there was a sense of relief and, but as a youngster it perhaps doesn’t penetrate the consciousness in quite the same way as it does as you’re older. But as a family my, we had sort of my paternal grandfather as I say was in Mesopotamia in the First World War. My uncle, my mother’s older brother had been in the Durham Light Infantry between the wars and strangely enough very much like his father he couldn’t go back in to the Army at the beginning of the Second World War because he’d become an employee of the Ministry of Agriculture which was a Reserved Occupation and although the Durham Light Infantry wanted him back he couldn’t go back. So he took it on himself to get involved with the Army Cadet Corps and he ran the Army Cadet Corps in the city for a number of years. Even after the war. Until I think he got to an age where he was voluntarily retired. But it was something which again we, we just took on board. It was part of parcel of, of what we were doing. In much the same way as my grandfather because he had allotments and whatnot could supply friends and family with, with fresh, fresh veg and so on. And also, I think, I know we used to sell apples from the door and presumably what was raised from those went to, went to charities or went to support the, probably went to support the Army Cadet Force I would think because my uncle was so involved in it. These are odd little things which you think about if, you know if you sit down and put your thinking cap on.
JS: And you said after your father was demobbed he came home in his demob suit.
KH: Oh. Yes. Of course all Service personnel got a demob suit. And the one thing that I do remember was that it was a brown suit which was most odd because going back into the bank I don’t think he would wear a brown suit in the bank. Not in those days. Banking was very much more formal than it is now. In fact, I think if my father was still alive and was still involved in banking he’d be horrified at some of the things that happen. One of those things. But yeah. The, the demob set up is a little bit different then I think from when I came out. I mean I had to sign the Official Secrets Act of course when I, when I signed on, and again I had to sign it again at the time I was demobbed. But I spent my three years at RAF Innsworth as part of the Record Office where I was working in the Stats Section until I was seconded to the Home Command Coronation Unit which in fact happened to be based at Innsworth. And we did all our training on one of the local airfields which I believe is now a civil airfield which was RAF Staverton at that time. And we eventually, having completed our training ended up in Kensington Gardens under canvas for the actual Coronation. And of course Coronation Day was a dreadful day weather wise but we were fortunate. Our section of the route lining force were in the Haymarket. And the Haymarket in London in those days was two way traffic and it had islands down the centre. And I was on the edge of the road in the middle of one of these islands and the royal coach came past my side of the island and the outriders that are normally alongside the coach during the procession because of the narrowness of the road had to go in front and behind. And as the coach passed me Phillip must have said something to Her Majesty and she turned to speak to him and I have a photographic memory of seeing her turn towards Phillip. So I had a full face view of the Queen on the day of her Coronation. Granted, around the barrel of a 303 but still something that one never forgets. And that, that night or that afternoon after we’d got back to Kensington Gardens I think it must be the only time that the Royal Air Force had issued the men with a rum ration. It had been such a dreadful day that we were all taken to the mess tent and dished out with a tot of rum. And that evening three of us went off into, into London because up ‘til that point we hadn’t been allowed out of Kensington gardens. But we went to look at the fireworks and we went down to Buckingham palace to see the royal family and their guests going off to the ball at Hampton court. And because we’d been trained in crowd control as part of our Coronation training we were able to link up with the police to control the crowds outside Buckingham Palace that night. And again something which I didn’t discover until I was married and talking to my wife about the Coronation in London and had discovered that she had been in London with her uncle and aunt and they had been at Buckingham palace on that night. Although obviously neither of us knew the other but we were both there at the same time. Strange coincidence. But we, after we’d seen some of the fireworks on the Embankment we were looking for a drink and all the pubs of course were packed out to the doors as you could imagine. And eventually we looked through the doors of one pub and somebody seeing three RAF uniforms it was like a tidal wave. The crowd opened up to the bar and we were given straight access to the bar and I don’t think we bought a drink for ourselves the rest of that night. One of those things where you know men in uniform in those days were regarded with consideration and there wasn’t any of the problems that sadly we have now where men are told not to wear uniform when they go into towns and so on. Which is, I think very, very sad because the armed forces now and then do a remarkable job in protecting what we have in a democratic country. And it’s sad that men in uniform have got to be told to, not to go in to towns in their, in their uniforms. Although I’ve got to see we do see some uniforms in Andover which we still, it’s not the garrison town that it once was but there are still quite a lot of Service personnel around and we do see some of them in town and nobody ever I’ve never come across anybody making any adverse comment on what I’ve seen in Andover. But I know it does happen in some places. Sad. Very sad.
JS: I expect your parents were hugely proud of you serving in the RAF. Did you ever speak to your father about your time there?
KH: Not, not specifically because the only thing was talking about the Coronation obviously because that was, that was something which you know happens once in a generation. But most of, most of the work that I was doing wasn’t something that you would, you would talk about. Alright you know I mentioned the Official Secrets Act and I was based in a section which dealt with personnel for all the RAF stations throughout the world by command. So you just didn’t talk about it because, well in those days there were so many different commands and obviously a lot more RAF bases throughout the world than there are now that it would have been impossible anyway to keep in mind what happened in any particular RAF camp in the Middle East, or the Far East or in Europe or wherever. But it, it would never have occurred to me to have discussed anything to do with that. It was something which wasn’t to be discussed even, even with my father. Yes. We’d talk about inconsequential things like guard duty and having, you know things like hearing the experiments with the after burners for jet engines which took place at a company called Rotol which was just up the road from RAF Innsworth. And also seeing some of the test flights of the, the RAF Javelin. The Gloster Javelin which was in its test flights was always supported by a Meteor. And seeing those two aircraft together made you realise how big the Javelin was. Because of course it was being built at Gloucester, in the factory on the outskirts of Gloucester which was not far from where the Record Office Unit was. So things like that. Yes. You could remember and you would talk about it. I would talk about with my father, you know because he’d obviously been involved with Lancasters and Manchesters, and I think it gave him a taste for flying because when he came out of the Royal Air Force he joined the Newcastle Aero Club and got his private pilot’s licence which, so that he flew Tiger Moths and Austers. And both my wife and I flew with him in the Tiger Moth. I can remember going to the Aero Club on one of their at home days when there had been all sorts of demonstrations and one thing and another and my dad had said to my wife, ‘Come on. I’ll take you up.’ And they went. They went up and flew out over, over the border country. Over North Northumberland and so on and it was, it was a very nice night.
SH: Very cold.
KH: And it was, yes. As my wife just said, very cold. And it must have been quite light up there but it was getting quite dark on the ground and I can remember the flight engineer who was a very, very good pilot himself standing on the grass outside, outside the hangars striking matches as my dad came down. That was, that was quite amusing. Yeah. So we maintained a contact with flying although I never had the opportunity or the time to get a pilot’s licence myself. But I do remember flying with my dad on several occasions when I was at home from university. Yeah. Yeah. Strange. Strange how things have a knock on effect because although my father’s uncle was one of the early members of the Newcastle Aero Club I don’t think there had been any thought of my dad getting involved until he came out of the Royal Air Force. One of those things. But yeah.
JS: You say you kept up that connection with flying. Did he keep up any connections in terms of any Associations? Did he meet up with people he’d served with? They were quite a fluid bunch as I imagine in various parts of the country.
KH: You see, I think there was only one person that he ever sort of had contact with after he came out of the forces. See the Royal Air Force is rather different from the Army, for example where in the Army you move as a regiment or as a section of a regiment. So that you have that connection with a bunch of chaps or girls who are together as a unit. In the Royal Air Force there’s a subtle difference between the aircrew and the ground crew. The aircrew will move with the Squadron. The ground crew tend to move as individuals between units because they, they are posted. And I know this from my RAF experience myself in the Record Office. They are posted as individuals to, to a unit. To an RAF station. They’re not posted to a Squadron like they were during the war. But even during the war as exemplified by the fact that although my dad was posted to 97 Squadron and was based at Woodhall Spa when 97 Squadron moved out it was only the 97 Squadron aircraft and aircrew that moved out. The ground crew remained there. And that’s how my father came to serve with 617. Because 617s ground crew would remain at Scampton. That’s the difference. So that you don’t have that sort of ongoing connection except as aircrew. I mean, you talk, if you talked to people who have been aircrew and we’ve got a near neighbour who was in the Royal Air Force and he still goes. He was a, he flew helicopters and various things. And he still has Squadron reunions. But I think that’s the difference. Understandable when you know how the, you know sort of how the system works. I don’t know about the Navy although my niece has just retired as a naval officer. I don’t know. They, they are sort of posted to ships more or less. So I think the navy and the Royal Air Force have a similar —
JS: System.
KH: A similar sort of system. Unlike, unlike the Army and probably the Royal Marines.
JS: And he didn’t discuss the war much?
KH: No.
JS: In the years that followed it. He went back to working at the bank as you said.
KH: Yes.
JS: Because he felt he owed them that because they had released him to go.
KH: Yes.
JS: And he stayed working in Durham.
KH: He stayed in Durham. He, he for a short while he was moved to Bishop Auckland which is about twelve, twelve or fifteen miles outside the city. He moved to Lloyds Bank there for a short while but didn’t move out of the city because it was within easy travelling distance. So, yes he remained at Lloyds Bank in Durham until he, until he retired. Yes. He became a sub manager at one of the sub branches of the city but it was a sub-branch in one of the mining villages. So it was not a case of having to move. So we, as a family we remained in the city and I only left the city when I joined the Royal Air Force myself and then when I went to university and then, you know that sort of broke the, broke the connection although after, after we were married because my wife and I were married in the city in our parish church and after having lived in the East Midlands we moved back to the North East but not to the city because I was then working in Newcastle. So it was only my parents who remained in in the city and they both remained there until they died.
JS: And you lost your father at quite a young age, didn’t you?
KH: My father. Yes. He died very very suddenly when he was only fifty nine. Which was a great shock. Particularly as, or within, within the previous fortnight he’d had a full flying medical and passed. Passed his full flying medical and then had a massive heart attack within a fortnight. So it was, that was quite a, quite a shock for all of us.
JS: For all of you. Yeah.
KH: And at that time my sister was in, was living in Australia because her husband was a civil engineer and he was working out there and so, she wasn’t here when he died.
JS: And your sister’s name you told me was Ann.
KH: My sister was Ann.
JS: Ann. Yeah. And your mother’s name for the record.
KH: My mother’s name was Hilda.
JS: Hilda. That’s right.
KH: Her maiden name was Lambeth. L A M B E T H. And that is my middle name.
JS: Ok. And she stayed in the city, did she?
KH: She stayed in the city. She remained in the family home that was bought. That they bought after the war when my father was demobbed and until she eventually went into Sherman House Hospital which was a Church of England Old People’s Home which was where she died after having, having had a series of strokes unfortunately.
JS: And you did give me the address of the family home at the time.
KH: The family home that was bought after the war was 24 Church Street Head. Church Street having been split into two sections, Church Street proper which ended where, just above St Oswald’s Church which was our parish church and the parish church. The infant school which was attached to the parish church that was sort of the dividing line. Up to that point it was Church Street and from there up to the crossroads at the top it was Church Street Head. One of those peculiar things that you get in cities where one street has two sections.
JS: Yeah.
KH: Yeah. It was, in those days it was basically on the outskirts of the city and just beyond the road that ran across at the crossroads there was the university. One of the university science colleges there. But beyond, but that was quite small. And beyond that were woods that, the woods which surround the city and a lot of that land was owned by the university because the majority of the land around Durham City was owned either by the university or the Cathedral, and all that land now is occupied by new colleges. There are one, two, three, four. At least four colleges now on the south side of the city. No five. Because there was a female college opened. That was the first one to be opened just after the war and it was opened by the Queen when she was Princess Elizabeth. So there are all those colleges now are built on what were woods and fields. It’s quite, quite an alteration. And I haven’t lived in the city since 1961, and, and I’m quite certain that there have been a lot more alterations since. Well, I knew the city obviously beyond ’61. I didn’t live in the city after ’61 but obviously my mother and father did. So until we moved south in 2000 I was in and out of, in and out of the city so I know what developments went, went on up to the beginning of the current century but what’s gone on in since then is anybody’s guess from my point of view. Obviously there must have been a lot more development but —
JS: Yeah.
KH: Not that I’m aware of.
JS: Places change don’t they? Yeah. Right. Well, that’s really comprehensive. Thank you very much for all that for your time in, and your patience in talking to me about that. Is there anything else that you can think that you would like us to say for the record given that it is a Digital Archive. Was there anything that you would like to say? Anything you can think of now or any comments that you would like to make?
KH: Not really. Except, the only thing that I would say is that I feel that it is vitally important that what the likes of my parents, my wife’s parents and their generation what they did for this country should never ever be forgotten. And the generations that come up it should be made quite clear to them why we are still a free country. And they should never assume that things will just drop into their lap. Everything that is worth anything has to be fought for and cherished. Those are the things that I think are sometimes lacking in the teachings now of the youngsters coming up like, like our granddaughter. I mean our two children when they were at school were taught a certain amount of history and in fact, it’s quite amusing. They came home on one occasion and we, we discovered that they were being taught the details of the ‘39/45 war as history. So we decided as parents that we weren’t just parents we were history. But you know, that was, that’s the lighter side of it. But I think seriously the current young generation I don’t think they’re taught the history. Not just what happened in two world wars although obviously they’re getting a lot about the First World War just at the moment but I think, you know some of the so called ancient history of this country on which a lot of our civil rights are founded. A lot, a lot of that doesn’t seem to be taught anymore and I think that is very sad. And I think, you know the education system needs to be looked at in that respect because we can’t afford to lose our history because that is part of our identity. Alright. I might be pontificating a bit but I do feel fairly strongly about it and I wouldn’t want to be called a Little Englander but you know I think we need to be proud of Great Britain and ‘great’ being the important part of it.
JS: I don’t think many people will disagree with you. I think that’s absolutely a fair point. Well, again thank you very much. Thank you for your time and your patience and thank you to Sybil as well, your wife who is here with us. And I very much appreciated you taking the time
KH: I’m only too pleased to have been able to do it because I think it’s important that those of us who lived through the war should leave a record of what, what happened so as far as they’re concerned. And you know sadly the people who actually fought the war for us are becoming few and far between now so it’s only the likes of us who are now getting sort of towards the end of our active life as you might say you know we’re the only ones who perhaps have a memory of it. And if those memories disappear a bit like the, some of the memories of the First World War which have just disappeared and only been found by archaeologists and things like that. Because there was no such things as digital recordings.
JS: No. No.
KH: Which is what we’ve got now.
JS: No. We’re fortunate to have the tools now at our disposal and that’s what the Digital Archive is all about.
KH: Yeah.
JS: Which is keeping those memories alive and keeping that message alive
KH: Yeah.
JS: So that, so what you’ve done for us today is really important.
KH: I’m pleased.
JS: So thank you very much both of you.
SH: It’s ok.
KH: Pleased to help.
JS: Thank you.
KH: Really pleased to help. Thanks
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 Ken Hayton
Creator
An entity primarily responsible for making the resource
Joyce Sharland
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-04
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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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AHaytonK171004, PHaytonK1701
Format
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00:59:30 audio recording
Language
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eng
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
Second generation
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Durham (County)
England--Gloucestershire
England--Lincolnshire
England--Tyne and Wear
England--Yorkshire
England--Durham
England--London
England--Newcastle upon Tyne
England--Sunderland (Tyne and Wear)
Description
An account of the resource
Ken Hayton’s father, George Stanley Hayton (Stan), worked worked for Lloyds Bank. In 1940 Stan left his post to join the Royal Air Force; Ken recalled going to Durham station to see his father off, travelling to start basic training at RAF Padgate. Ken believes his father completed his training as a fitter armourer at RAF Lytham before joining 97 Squadron at RAF Woodhall Spa. When 617 Squadron replaced 97 Squadron, Ken remained and was involved in bombing up 617 Squadron aircraft ahead of the Dambuster operation. Stan was sent to help with the clear up of a Lancaster crash on land near a bomb dump and for the rest of his life he could not stand the smell of lamb being cooked. Towards the end of the war Stan was posted to RAF Riccall where he prepared redundant .303 browning aircraft guns for storage, he was finally demobbed from RAF Waddington in 1945 and returned to Lloyds Bank where he remained until retirement. After the war Stan trained for his private pilot license at Newcastle Aero Club and took both Ken and his mother flying in the club’s Tiger Moth.
Ken describes his schoolboy life in Durham, including leaving the Anderson Shelter one evening and watching searchlights scanning the sky over Sunderland. One bombing on Durham was shortly after Coventry had been bombed: the mist rose from the river and shrouded the city, with local folklore being St Cuthbert protecting the Cathedral. During his father’s service at RAF Woodhall Spa, Ken recalled travelling there with his mother from Durham by train and seeing extensive bomb damage to York railway station. Ken served three years in the RAF, posted to RAF Insworth a non-flying RAF station where the RAF Records Section was based, transferring to the Coronation Unit for training ahead of the ceremony in 1953. He recalled route lining in the Haymarket, due to the narrowing of the road he was very close to the Queen’s coach and in the evening went to Buckingham Palace and assisted the police with crowd control. Ken recalls watching The Dambusters film with his father in 1955 and his father commenting on the accuracy of the film.
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1943
1943-05
1944
1945
1953
1954
1955
Contributor
An entity responsible for making contributions to the resource
Jim Sheach
Julie Williams
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
617 Squadron
97 Squadron
bombing
childhood in wartime
crash
Eder Möhne and Sorpe operation (16–17 May 1943)
ground personnel
Lancaster
RAF Innsworth
RAF Padgate
RAF Riccall
RAF Waddington
RAF Woodhall Spa
searchlight
shelter
superstition
Tiger Moth