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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/478/31022/BBrookMBrookMv1.1.pdf
4cd3acd12de048eadb4febb65de3b363
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Title
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Brook, Maurice
Dr Maurice Brook
M Brook
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IBCC Digital Archive
Identifier
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Brook, M
Description
An account of the resource
Three items. An oral history interview with Flight Lieutenant Maurice Brook (1640523 Royal Air Force), his memoir and a squadron photograph. He flew operations as a navigator with 625 Squadron.
The collection has been licenced to the IBCC Digital Archive by Maurice Brook and catalogued by Nigel Huckins.
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Transcription
Text transcribed from audio recording or document
[centred]By Request
A RETROSPECTIVE [/centred]
Bomber Command No. 625 Squadron
[picture of a Lancaster]
No. 625 Squadron
[picture of badge] Motto: “We avenge”. Badge: Within a circular chain of seven links a Lancaster rose. The Lancaster rose is indicative of the aircraft used by the squadron, and the seven links the number of personnel comprising an aircrew.
King George VI, March 1945. Authority:
No. 625 Squadron was formed at Kelstem, Lincolnshire, on 1st October 1943, as a heavy-bomber squadron equipped with Lancasters. It formed part of No. 1 Group and between 18/19th October 1944, and 25th April 1945, took part in many major raids on enemy targets. Following its final bombing mission it helped to drop food to the starving Dutch people, ferry British ex-POWs home from Belgium and British troops home from Italy.
Bomber Command WWII Bases:
Formed 1.10.43 as No. 625 (Bomber) Squadron at Kelstem. Main nucleus-posted in about middle of month-was “C” Flt of 100 Squadron.
Kelstem, Lincs: Oct 1943-Apr 1945
Scampton, Lincs: Apr 1945 onwards
Bomber Command WWII Aircraft:
Avro Lancaster B.I,B.III: Oct 1943 onwards
Code Letters:
“CF”
[centred] Maurice Brook February 2011 [/centred]
[page break]
For years I resisted family requests to talk about my experiences as a navigator in Bomber Command. Apart from a natural reticence of not wanting to “shoot a line”, to use RAF slang, I knew that memory alone could mislead, as proved to be the case. More important was a selfish concern that real but unpleasant and perhaps unmanageable memories would emerge. Virtually daily, in quite[sic] moments, I have brief flashbacks. Conventional wisdom is that this is evidence of post traumatic stress disorder. My argument, which disconcerted a conference of psychiatrists, is that it is a biological mechanism for coping and providing there is no evidence that it interferes with normal functioning there is no need for treatment, which might undermine effective coping.
Last year, I was told that, “I owed it to the grandchildren at least, to make them aware of what an earlier generation had done in extreme youth. Ever son-in-law, Clive, remembered a wish I had once casually expressed for a final visit to Lincolnshire, a Lancaster bomber and perhaps visit the hotel where the Dambusters were housed. Out of the blue, he telephone last Autumn to say he had booked a VIP day in April at East Kirby airfield. There, among other things, there would be a ride in a Lancaster on the ground. The previous night was to be spent at Woodhall Spa, the very hotel used by the Dambusters. With that breathtaking announcement made, in his usual persuasive way, he suggested that as a quid pro quo I might respond to the requests to write about my experiences.
My navigator’s log book was stolen when we moved house from Effingham and memory can be false after over 60 years. To be as accurate as possible, I got my service record from the RAF and paid a researcher to cull the squadron records in the National Archives. I had tried to do this some years ago, but found the microfiches almost unreadable. The experienced researcher did a reasonable job, but may have missed some operations. To my surprise, it proved the unreliability of memory. I would have sworn I joined 625 squadron in the winter of 1944, but the record shows I did not do so until early March 1945. What I recollected as months was only weeks, which itself says something about the impact on me of the experience.
So, as they say, “to begin at the beginning”.
[centred] 1939 – 1941 [/centred]
I was on school holiday when my mother and I listened to Neville Chamberlain’s broadcast, September 3rd 1939, telling us we were at war with Germany. A neighbour came in, whose husband, like my father, had been permanently damaged by service in the first world war, which had ended only some 20 years earlier. I remember her saying to my mother, “at least your lad is too young to have a go.”
At school there was an awareness of the threat to freedom from fascism. We had Hitler’s Mein Kampf and Mussolini’s biography in the school library and were urged to read them. One master was a Jewish refugee who had escaped with his young daughter in 1938. Some of the boys had been on a school trip to Germany in 1938 and returned with Nazi
[page break]
memorabilia given to them by members of the Hitler Youth. Throughout 1938 preparations for defence were apparent, such as air raid shelters being built on the school playing fields, gas masks being issued and air raid practices.
I was able, with bicycle, to join the Air Raid Precautions Service as a messenger boy. This involved spending nights in the control centre at the local council offices, waiting to be sent with messages if telephones were put out of action. Not much happened and my usual duty was to be sent out, in the blackout, to buy fish and chips. One night, in early 1940, there was a raid on Leeds as I war returning with fish and chips. There was a drone of engines, searchlights and then anti-aircraft guns opened up. A piece of shrapnel hit my steel helmet, but somehow cut my lip. That was my initiation which, of course, gave me status in the control centre as their first real casualty. I told my parents that I had, “bumped into a wall in the blackout” and was told to be more careful.
During 1940, the school summer holiday was cancelled and the staff arranged a special programme: learning to play bridge, producing a play, music appreciation, outdoor games etc. One highlight was a demonstration of unarmed combat by the headmaster with the school caretaker. The Home Guard was being formed, initially called the Local Defence Volunteers. Our headmaster was the captain and the caretaker was the senior warrant officer. A squadron of The Air Training Corps was also formed, with the headmaster as CO and the caretaker as warrant officer. We were taught basic navigation, mathematics, aircraft recognition, morse code, drill etc. We had a week at Holme on Spalding Moor, then a base for Hampden bombers. We saw them take off after dark one night on a leaflet raid. Our first flight was on an Avro Anson and I was airsick. I was never airsick again until May 1945. Fooling about with my school-friend Walter Murton, I jumped through an open window in the NAAFI but didn’t duck enough and cut my head on the upper frame. The MO stitched it up and I was swathed in a turban of bandages, which gave rise to all kinds of speculation when we were back at school. Unfortunately, it put Muriel, who was in the same class, off for a time.
Dunkirk brought home to us all how desperate the situation was. We had a military hospital not far away and the head used to arrange for groups of wounded soldiers to come to the school and be given tea by the girls. We had a young staff who were beginning to leave, to go into the army or air force. They were being replaced by men from retirement and young women. Older brothers were already involved, one as an air gunner, whose schoolboy brother brought a clip of live machine gun ammunition into school and no one turned a hair. The brother of one of my primary school teachers was a Halifax pilot and cycling home from school I sometimes saw his plane circling over my home village of Outwood before going off on a raid. He was lost after a few operations. The headmaster had some of the older boys to his home at weekends where we were taught and practised rifle shooting. We also spent hours cleaning grease from case loads of old American rifles and making sure they were in working order. All this activity was a practical response to Churchill’s call, “to fight on the beaches and the landing grounds, etc., - we will never surrender.” Invasion really seemed imminent and we were preparing for it.
I had become a sergeant in the Air Training Corps and the RAF were offering university bursaries for suitable candidates volunteering for aircrew. The minimum age was 17 ½ , which I was in October 1941. My father agreed, reluctantly, to sign the papers and I made
[page break]
an advance application. This was accepted, after a long medical and intelligence test, in July 1942, at a centre in Viceroy Court outside Birmingham. I was then sworn in as a member of the RAF Volunteer Reserve, becoming the property of the RAF.
CAMBRIDGE
The RAF deal was that their bursary covered attendance at a university first year engineering course, and completing the initial aircrew cadet training at the RAF proper, by simultaneously being a member of the university air squadron. Long vacations were suspended during the war, so the normal degree was covered in two years. The first year equivalent was from October to March.
In October 1942, almost 18 years old, I arrived at Christ’s College. Walter Murton, accepted under the same scheme, went to Corpus Christi. I had two rooms with coal fires. A ‘scout’, old enough to be my father, cleaned, made the fires, got the coal in etc. One of the many new and not entirely comfortable experiences. Wearing of academic gowns was compulsory for undergraduates and you had to be back in college by 10-30pm or the gate was locked on you. The lecturers were first class and eminent in their fields. We did aeronautical engineering, applied mathematics, some meteorology, physics and electronics. Practicals were done in the Cavendish laboratories. To be in these famous labs and lecture theatres was something to remember. Other aspects of university life were enjoyed. I joined the Harriers and went running every Wednesday afternoon, likewise rowing, another new experience. Sunday evenings were often spent at the University church listening to first class speakers. There were many free lectures in the evening by well known politicians of the time, often firebrands: Krishna Menon I remember: Lord Gort, ex-governor of Gibraltar talked about his angel and god experience when governor of the beleaguered Rock, and communist Harry Pollitt. Sundays, arranged by the Communist Society, I spent with many other students on a bench at the Eye factory mindlessly stamping out rivets or washers to aid the war effort. It was a useful insight into the monotony of unskilled factory work.
The university air squadron was commanded by the headmaster of the Leys public school, but the staff were all RAF. We wore RAF uniform with a University Air Squadron shoulder badge and a white flash in our caps. The training was intensive. The New Zealander drill sergeant told us that when he was posted to the CUAS the CO said he was to remember that, “these cadets are the sons of gentlemen and are to be treated as such”. An interesting insight into prevailing snobbery. Amusing and tedious but it had a purpose. The CO’s comment I suppose had some substance in that period. We had several titled members, some sons of very senior RAF officers and army generals, the son of the then chairman of ICI. Needless to say, the effect on this New Zealander (colonial was we all then saw him) was that he made life really tough for us. We became good at drill and his inspections made sure we were super smart with polished buttons etc. Morse signalling was practised until it was second nature and we learned to take down messages with interference fed into the system. Aircraft recognition was practised by a brief flashes on the screen. In time we got to be over 90% accurate. More navigation teaching and an introduction to astronomy by learning the main
[page break]
constellations and important stars and planets. With Britain blacked out star gazing was easier than it is now. Social aspects were not neglected. Formal mess dinners were held with speeches and silly games afterwards and etiquette rules taught about behaviour in the officer’s mess - never go in your greatcoat, or wear your hat or fail to speak to the CO if he is in there, how to pass the port and so on. The whole ethos was that we were to show that we were demonstrably better than the normal RAF intake and I suppose it rubbed off in encouraging higher achievement.
After university and air squadron exams most of us had about two weeks at an aircrew reception centre, in commandeered luxury flats at St. John’s Wood eating in the zoo restaurant. From the RAF records I have obtained, I see my character was then rated as “very good” and “ recommended for a commission”. You were never told about your appraisals in those days. Time was taken up by more medicals in the pavilion at Lord’d: tests for night vision and ability to cope with spin. We did daily PT in the open under the shadow of anti-aircraft guns in Regent’s Park. One of the group in my ex-luxury room with eight airmen was a dedicated member of The Oxford Movement, who rose early every morning to say his prayers, but he was well tolerated and no one made fun of him.
From St. John’s Wood it was back to Cambridge as proper RAF airmen. This time living in Selwyn College, part of which had been commandeered. We were there about a month and given Tiger Moth training at Marshall’s field outside Cambridge, before being posted to Heaton Park Manchester, where I was billeted in the spare room of a couple in Crumpsall. He was an ambulance driver in Manchester and had already experienced raids. Other members of the family lived nearby and I soon learned that one son was a Japanese prisoner. I walked each day to Heaton Park for breakfast and all other meals. Apart from frequent daily inspections the days were taken up with useless tasks to keep us occupied as we were there awaiting a troopship sailing to Canada.
CANADA
Late autumn, 1943, hundreds of us were gathered in a large hangar at Heaton Park, given ration packs and marched to board a train, which travelled through the night reaching what some recognised as Glasgow docks the next morning. There we were marched onto a liner (either the Andes or the Aquitania) converted into a troopship. Every inch below decks was occupied with bunks or hammocks. we were given timed tickets for one meal only a day and practised lifeboat drill several times. Late afternoon we slid out of Glasgow and started the lone crossing relying on speed and zig-zagging to escape U-boats. Hygiene was primitive. Showers were just about possible , using special soap for salt water, but it wasn’t advisable in case of attack. Each day, the deck mounted gun was used in target practice. I think the journey must have been about three weeks. One dawn, we saw the impressive Statue of Liberty as we entered New York Harbour. The water was covered in floating debris. Not a pretty sight, but a relief to be there..
Train from New York to Monckton, New Brunswick, another aircrew reception centre. I
[page break]
was there long enough to be accepted into the hospital laboratory as an assistant. That made the days pass, but got me on a disciplinary charge for missing a parade. This remains on my record. From Monckton to London Ontario and the air navigation school, using Avro Ansons and civilian pilots. For the first time, navigation theory was being put into practice. Alongside daily lectures and practicals we flew on given routes around the Great Lakes at night, using ground observation (no blackout there) and code flashing beacons strategically placed. Some astro-navigation was involved, but no electronic aids. The pilots presumably always knew where they were, but they always obeyed trainee navigator instructions. More than once, planes were flown across Lake Erie to land short of fuel many miles from London. I avoided such embarrassment, but learned what it was like to be uncertain of your position and yet get yourself out of the difficulty.
[photograph]
Trainee Navigators Avro Anson. London, Ontario.
Temperatures at ground level of minus 20F were not uncommon as was regular snow, but flying was never suspended. With no blackout and abundant rich food, the contrast with the Britain we had left was marked. The other big impression was how big everything seemed to be, railway trains, cars, buses, wide roads and lots of space everywhere. I wrote to Muriel practically every dyad she did likewise. There was a special form we had to use that was transmitted electronically: an aerogram, I think. You wrote in black pen and the recipient received a photo-reproduction. The process was surprisingly quick, but you had to be careful what was said because they were all censored. The cadets on the course were from all backgrounds. An ex-Newcastle policeman and a miner, both in their thirties and with families. They had reserved occupations which exempted them from normal military service, but volunteering for aircrew always took priority. Also, there were virtual schoolboys like me; a couple of air gunners who had re-mustered after operational experience and a young East End Jew boy with a scar on his face from an air raid in which his girl friend had been killed in his arms. The instructors were Royal Canadian Air Force,
[page break]
mainly peacetime teachers, one of whom I met later in the UK at Operational Training Unit preparing to go on operations as navigator.
At the end of February 1944, I graduated from Navigation School and was commissioned as a pilot officer in The Royal Canadian Air Force, aged 19. A free month followed, hitch hiking in the USA prior to reaching Halifax, New Brunswick, to join the designated return troopship (Andes or Aquitania). The only difference in conditions on the return trip was that officers were separated from the sergeants.
[photograph of Pilot Officer Brook in March 1944]
Newly Commissioned
[centred] HOME AGAIN [/centred]
We docked in Liverpool to a quayside military band, before taking a special train to Harrogate, where the RAF had taken most of the major hotels for aircrew reception. It was a bus ride from home and I took advantage whenever I could. With a two day pass I could get to see Muriel wherever she was stationed in the army. I got myself a temporary job in the adjutant’s office censoring mail, primarily so I had access to the blank passes and could write and stamp my own.
Posting to an Advance Flying Unit at Millom in Cumberland followed. Here, navigating in blackout conditions on Avro Ansons without radar aid was the norm, having respect for the mountainous terrain in the area. The given route and height left little room for error. Crashes did occur as a harsh penalty for error. We were taken to swimming baths where we had to wear dark glasses, jump fully clothed, wearing Mae Wests (lifejacket) from the top diving step into the pool, locate a dinghy that was upside down, clamber in then blow a
[page break]
whistle to attract other crew already in the water. It was cold, unpleasant, physically draining but obviously potentially a survival skill.
By August I was considered proficient and posted to an operational training unit (OUT) at Husband’s Bosworth, a wartime airfield in Leicestershire.
[centred] OPERATIONAL TRAINING [/centred]
All new arrivals for the OUT course spent the second evening together in a large mess room. We were to sort ourselves out into crews for Wellington bombers. Being cautious and diffident, I did nothing at first but watched the scene with a mixture of amusement and cynicism. Within the first hour a dapper, mature, commissioned bomb aimer (itself unusual), came to me. He said he was Jim, had found a pilot and wanted a navigator, was I interested? So I said yes and joined the pilot (also commissioned) who was not much older than me but I judged him as less mature, but I was committed. Two sergeant air gunners asked to join us and we learned they were the sole survivors from a crash in training. The rear gunner was 18 but the mid-upper was 35, like Jim. Jim has chosen to be a bomb aimer because the statistics showed they had a high casualty rate, like rear gunners, and he had an unhappy marriage and wanted out with some glory! Later, he met a future wife and changed his views. Ron, a bright yellow wireless operator asked if he could fill the vacancy he recognised. He was welcomed as being very experienced, after being a ground wireless operator in West Africa. His colour was a side effect of the anti-malarial treatment used at that time and it took years to fade.
The next day, training started on Wellingtons and I had an introduction to Gee, a navigation aid that worked by receiving oscilloscope signals from widely dispersed transmitters. By plotting the readings on special maps, a good fix of ground position was possible until, as I soon learned, German counter measures could confuse signals. OTU. Included practice parachute jumps from a tower, lectures on how to contact the underground, how to behave as a prisoner of war and basic survival techniques. We also, in turn, observed other crew members in a tank as the oxygen level was reduced. They showed inability to do simple sums or drawings, yet were supremely confident they were doing well. This taught us the need always to use oxygen about 10,000 feet. It was my job to instruct the crew, “oxygen on.”
As a crew we had to practise bombing on a range almost daily, machine gunning a towed target drogue and fighter affiliation exercises in which the object was to evade a theoretically attacking fighter. Inquests after exercise identified errors. Most al all, we had a series of night raids, under code numbers, to carry out. These specified routes with many turns at sharp angled where sloppy timing of the turn would put you outside the line of the next course to follow. In a real raid this would put you outside the mainstream and therefore increase vulnerability. We were to follow the given routes and return to base exactly on the estimated time of return. Some of these routes took us briefly to enemy territory, which exposed us to searchlight and anti-aircraft activity and kept the gunners alert to night fighters. Sometimes we dropped ‘window’, foil strips, to confound radar. Aircraft were occasionally lost to enemy activity. It was this OTU period that must have created my false impression of when I started operations proper, as the exercises were very realistic.
[page break]
Whenever I could get away I went to where Muriel was stationed, meeting her as she came off duty or saying goodbye as she went on duty. The bridge over the Dee, at Chester, was one place, near Western Command Headquarters. Goodge Street station was another haunt, when Muriel was with General Eisenhower’s signals centre located in tunnels underneath the platforms. There was a café near Goodge Street where we sometimes had the luxury of a hot orange drink that was off the ration.
February 1944
[photograph of Maurice Brook with Muriel]
Our young pilot was not good at putting the crew at ease, because his own obvious tensions were transmitted by his tone of voice and forgetfulness. For example, on take off he left his oxygen mask microphone switched on and dangling, so that the engine roar was amplified and transmitted to the whole crew, making it impossible for anyone to pass a message until we were well airborne and passed the critical danger period. He was told about it, but consistently forgot under pressure. On our last training flight an instructor flew with us to assess the crew. It was a filthy night, with thunder and lightning and very strong winds. At one stage, with a headwind, I thought I was in error. My calculation of ground covered suggested we had hardly moved and we seemed to be stationary over Anglesey. The wireless operator received a diversion instruction, away from our weather-closed airfield in Lincolnshire to one in the west country. I calculated a new course and time of arrival at a specified airspeed and we got over the right spot, though the weather was still bad. It then became clear that our pilot was so stressed he could not go through the landing drill and he began to prepare us to bail out. At that point the instructor took over as captain and managed to land just before the fuel ran out.
We returned to Husband’s Bosworth the next day and were sent on a week’s leave prior to being posted to a four engine conversion unit. On return, Jim and I quickly found that we shared serious reservations about our pilot. The gunners, already extra twitchy because of their accident history, and the wireless operator told us they were unhappy and expected the officers in the crew to do something about it. Jim and I went to see the adjutant to say that as a crew we were unwilling to continue flying with this particular pilot. It was a delicate
[page break]
task because, although all aircrew were volunteers, refusal to fly was treated as ‘lack of moral fibre’. Reduction in rank and disgrace followed. However, the adjutant surprised and relieved us by saying, “you will be posted as planned but your pilot will remain behind for further training.” “A new pilot will be waiting for you at the conversion unit”.
[centred] Four Engine Heavy Conversion Unit [/centred]
It would have been around October, when we arrived at Sturgate, a base near Scunthorpe, for training on Halifax, four engine bombers. We were introduced to Dave Lennox to be our new pilot and captain. Already a flight lieutenant with many hours of instructor service in Canada, he had joined a Scottish regiment in 1938, risen to regimental sergeant major, been to France and back through Dunkirk. Then he had applied to re-muster as aircrew and trained as a pilot. We also acquired a second pilot as flight engineer, making a full crew of seven.
From our first practice flight, Dave established his authority and inspired confidence in us all. He was calm, ensured we only used the intercom for messages not chatter, repeated my instructions and followed them exactly. Once, on take off just before becoming airborne, he said quite calmly, “We have burst a tyre”. We completed the exercise for the day and as we prepared to land he said, “take up crash positions, I am going to try to put the burst tyre on the grass and the other on the runway, but we might tilt over.” He landed smoothly and stayed upright. What a relief and what a further confidence boost for the crew.
The weather was freezing and the Nissen hut in which we were housed had no fuel. The first night, after dark, a group of us went to the fuel compound, which had a high wire fence with barbed wire. By standing on the shoulders of a big chap on the ground, throwing a greatcoat over the wire, I (being relatively light) was able to get over the top, hang down and then drop. A bucket came over with a rope attached which I filled and returned three or four times. Finally I did a monkey crawl up the tope and was pulled up and over. The whole process took less than 15 minutes and was over before the patrolling guards came round again.
Then, a strange thing happened. I was posted to Hereford to No 1 Aircrew Officers School. I found Walter Murton also had been posted there from his further pilot training. We were given intensive military training by the RAF Regiment and taught to use a variety of weapons, unarmed combat, grenade throwing, stalking a sentry. We had to undergo assault course training over a wall, under wire, through water, jump off the back of a moving lorry in the dark somewhere in Wales and make our way back to the unit. The only explanation we were given for this bizarre treatment was that it was necessary to train a number of aircrew officers so they could lead the defence if an airfield was attacked. The school is now the base for the SAS. I failed to finish the course because I ended in hospital, paralysed, suffering from exposure. A week in hospital with daily physiotherapy put me right, though I had to endure daily visits from the local vicar, who seemed to have got the idea I must have come down in the sea! However, it got me away and back to the proper air force. When Walter returned he was trained as a glider pilot for the Rhine crossing where he would have had to lead his infantry passengers after they landed.
[page break]
[centred] 625 Squadron and Operations [/centred]
The preliminaries
Later than I originally thought, possibly for the reason I explained earlier, the crew were taken on March 2nd 1945 to Kelstern, a wartime airfield in the Lincolnshire Wolds, near Louth. We were met by the squadron commander, who outlined a familiarisation on Lancasters before we would be ready for operations. We three officers shared a small room in a Nissen hut, the sergeants had beds in a barrack room for about 20, heated by a central coke stove. Though nothing was said, we were all aware that we were probably occupying the places of missing aircrew as the squadron commander said nothing about crews that had recently left because they had completed their tours (30 operations). For the sergeants, I felt sympathy. Sometimes, usually during a morning, the belongings of one or more residents from their hut would be removed, because they had not returned the night before. “Gone for a Burton” was the slang expression. This was a derivation of, ‘he went for a beer and hasn’t come back’. A day later, the beds would be re-occupied by newcomers. Thinking back, we all seemed to avoid developing friendships with members of other crews, an understandable defence mechanism. Unlike an army unit, there was no feeling of dependence on and mutual responsibility for one another. The reliance and complete trust was confined to members of each individual crew.
We were introduced to our Lancaster. V for Victor but also V for victory, just returned to service after an overhaul. It had already a distinguished survival record, with over two tours to its record. A “lucky plane” was our assessment, which did great things for morale, even before we got inside. Inside, it was compact, with just enough room for each function. Whereas the Halifax seemed like a spacious airliner, the Lancaster felt like a proper war-plane.
Our first Lancaster. V – Victor [photograph of the Lancaster]
[page break]
My ‘office’ was next to the wireless operator and only a step away from the astro-dome. I encountered two new navigation aids. The first was an air position indicator (API). Once set with the latitude and longitude of a start point, it automatically integrated every subsequent movement of the aircraft in direction and speed. This gave a continuous reading of exactly where the aircraft was above the ground, assuming no wind. Of course, there always was wind, otherwise a navigator would have been redundant. The API improved precision, compared with the previous method of noting changing direction, airspeeds and duration of each of them, then doing a series of time consuming mathematical calculations. A second, new navigation aid was called H2S. I had a screen on which a rotating beam showed illuminated ground objects, detected by a revolving aerial under the aircraft that transmitted an electronic beam to earth and picked up the reflections. Towns, clusters of buildings, lakes etc., showed up on the screen as glowing smudges. We had special radar maps that more or less reproduced what the ground objects would look like on the screen.
We were photographed as a crew, for the squadron record.
Don Abbott – flt. Engineer Wally Birkey – rear gunner Ron Wilsdon – wireless op. Ken Cowley – upper gunner Jim Harbord – bomb aimer Dave Lennox – captain Maurice Brook – navigator
[photograph of the crew]
We had to avoid shaving for five days and then were individually photographed in shabby civilian clothing. We were given the prints to carry so that if we were being helped by the underground they could use them to make false permits as foreign workers.
Daily flights took place to become familiar with the aircraft. Dave practised aerobatics and evasive action and said Victor handled like a fighter. We had bombing practice near Gibraltar Point. The gunners had target practice and I had to master the new electronic aid and use of the API. According to the records from the National Archives, we were on the squadron for two weeks before our first operation. My recollection was of a much shorter period. Moreover, I recollect Stettin, Essen, Frieburg and Munich as operations. None of these appear in the archive record, so I could be wrong.
I seem to have spent a long time on the preliminaries in this account. I suspect it has been subconscious behaviour to delay coming to terms with the real thing, which I must now do using the archive record only.
[page break]
The real thing.
One would think that our first operation would be one to remember, yet I have no memory whatever. On March 15th., the record shows we attacked Misberg, near Hanover. We took off at 17-53 and landed back at 01-09. Surprisingly, those 7 hours are a memory blank.
There was a routine on an operational station. In the morning a tannoy (loudspeaker) message “all operational aircrew to remain on base”’ meant operations were likely but not certain. The officers mess had a small blackboard headed, ‘Battle Order’. If an operation was confirmed, the squadron commander chalked the names of the captains and navigators on this board and a likely time of briefing. By then, ground crews would be moving trolly loads of bombs to each aircraft and bowsers would be delivering fuel. Jim used to go out to check the ‘bombing up’ and the gunners checked or preferably loaded their own ammunition belts. There would be much speculation about the target as there was a ratio between bomb load and fuel load that helped in guessing the likely distance. I used to go to the intelligence room or the navigation room to collect up to date maps and note reported changes in enemy anti-aircraft and fighter placements.
The Tannoy would indicate the briefing time and crews would amble along to the crew room and change into flying kit. Silk underwear and under gloves, then woollen, then battle dress, a Sith & Wesson 48 and ammunition, Mae West (lifejacket) and parachute harness. During this process, the ample toilets were much used. Parachutes were collected, each directly from the WAAF who had packed it, also a small plastic box of escape kit. This contained forged money, maps printed on thin fabric capable of also being used to strain water, water sterilising tablets, a simple fishing line and some glucose tablets. We also each got a thermos flask of cocoa.
As you entered the briefing room, you read over the door “Press on Regardless”. In the briefing room, each crew sat at a trestle table facing a raised platform A curtain covered the end wall. In would come the station commander and acolytes. The curtain was dawn aside revealing the target and the designated routes in and out. These were never direct, especially inward, with frequent marked changes of direction. The meteorology officer would brief on weather en-route and on return. Bombing leader explained the bomb loads, bombing heights and the target markers (coloured flares) to be dropped by pathfinder force. The C.O. explained the reasons for its target selection and the total number of aircraft taking part in the mission. This was usually several hundred. After questions, all left except the navigators. We made careful notes of the turning points and target times. We were also taken to our dispersal sites in a blacked out bus driven by a WAAF. The engines were usually already running. I would greet the ground crew and clamber aboard.
Once I had reported my arrival Dave would taxi out. As we rolled along the perimeter track, I would pin down my charts, check the API and that the altimeter was correctly set, prepare the first log entry which would read “airborne”. By then we would be at the runway. An airman would check the tyres and give a thumbs up to Dave. Then from a caravan at the other end of the runway a green Aldis lamp would flash. There was complete radio silence and pre-arranged drill had to be followed. The engine would roar with the brakes still on,
[page break]
then as the aircraft strained, the brakes were released and we began to roll, gathering speed. Dave would call, “full power” as he with the engineer pushed the throttles forward and held them there. Hurtling down a runway, sitting on tons of high explosive, was always a period of tension. The aircraft seemed to stick to the ground until, slowly, it became unstuck. A steep climb began and the undercarriage was retracted. We were on our way. I had a bit of a ritual in logging the exact time in minutes and seconds that we left the ground.
Each aircraft took off as it was ready. Once airborne we had time to kill. I usually gave dAve a course that took us over my home territory and then turned him to meet our first departure point on the given time. Frequently, the UK legs were Reading then Beach Head, after which the route varied according to the briefing instructions. Residents of Reading would have endured the noise of several hundred aircraft as they formed the stream going south. I could get accurate Gee fixes of ground position and Jim would usually confirm the time of crossing each coast, from which, using the API, I would calculate my first wind speed and direction. This was used to calculate the compass course for the next leg. As we reached 10,000 feet I would check that oxygen was on for each of the crew. Our operational height was usually between 10 and 15 thousand feet.
March 16th., we were briefed for a major raid on Nurenberg involving 277 aircraft. This I do remember. Gee signals were soon being jammed and fake signals were appearing, so I was glad to use H2S, difficult though it was to link the responses on the screen to the charts in front of me. There were many changes of direction towards the target. Precise timing of a turn was essential to remain within the stream. For example, on an accurate turn, 30 seconds wrong could put the aircraft outside the stream when on the new course and therefore vulnerable. We had a drill. I would warn Dave, “prepare to change course to….” and I would give a compass heading. He would acknowledge and repeat the given heading. As the time to turn approached, I would do a verbal count down ending in “now’ and there would be be an instantaneous change of direction. Frequently, the aircraft would vibrate as though running over cobbles. This cheered the crew because it was due to the slipstream of another aircraft and meant that we were still in the mainstream. Only later, on a daylight mission did we realise how close you had to be to get this effect! Ron had a long trailing aerial that he reeled out below the aircraft and this was regularly chopped off by the propellers of following planes. As we proceeded to the target, Jim and others kept reporting fires on the ground. Nearer the target, Jim took over guidance leading to the bombing run. After take off, this was the next certain period of extreme tension. For several minutes, Dave would have to fly level and respond to, “left left, right right, steady, steady” as Jim lined up his bombsight on the target markers laid by pathfinders. I would follow on the H2S, with my thumb on a bomb release button which I could use, if Jim became unable. All the while, we would rock from time to time from nearby anti-aircraft bursts and occasionally a searchlight would light up the cabin, but thankfully pass over without locking on. “Bombs gone” from Jim would be accompanied by an upward leap as the aircraft suddenly became lighter. “Steady, steady,” would be Jim’s calm injunction for several seconds more until the camera had operated, recording our ground bursts. These were analysed on return for accuracy. “Camera off” would be Dave’s signal to open throttles and turn on the course I had given him to pre-set on the compass before starting the bombing run. The long return then began with Dave usually checking that the gunners were awake and alert. We had taken off at 17-45 and landed back at 02-05 and bombed from 16500 feet. Climbing out after landing, as the engines stopped, the overwhelming impression was of a
[page break]
peaceful silence and the smell of clean air. A quick briefing of the ground crew about any mechanical problems and into the crew bus and to the de-briefing room. Here, a WAAF intelligence officer sat behind a table and we sat facing her. We had been given a mug of cocoa laced with rum by the chaplain, who had usually had one for himself each time. On the wall was a large table listing crews, take off time, estimated time of return and comments. You noted the ones marked overdue, sometimes crashed, ditched or missing. 3 of the 26 planes dispatched had not returned. The weather observations I had to make en route were reported. Jim gave his report of target marking, etc. When the number of fires was reported, as though the enemy had marked the route, we were told these would be aircraft burning on the ground. These words had schilling effect, reinforced by the news that soon emerged that 24 (8.6%) of the total force of 277 had been lost, an unsustainable rate of attrition. Bacon, eggs, sausage, beans in quantity and it tasted good. Back to the hut and dog tired we were soon asleep.
March 18th., Hanau was the target, taking of 39 minutes after midnight and landing back at 07-47, bombing at 04-35 from the relatively low height of 10,300 feet. It was a lively trip, with several night fighter warnings that caused stomach churning, as Dave took violent ‘corkscrewing’ evasive action. Two members of another crew returned wounded, but safely.
There was a brief closure for very bad weather, then on March 22nd we were off to Bruchstrasse, for a relatively uneventful trip of 6 hours, from 01-08 to 07-05, bombing at 04-19 from 17,000 feet.
The next day we were briefed for a specific target in Bremen : Bremen railway bridge the record says. I thought it was Bremen docks, but I suppose they could be the same. Less than 5 hours, up at 19-47 and down just after midnight, after bombing at 10-05 from 16500 feet. The camera recorded clear direct hits right on target, which reflected well on the crew and especially Dave and Jim.
Target photograph - Bremen - 23 March 1945
[photograph]
[page break]
By now, I think as a crew we had acquired some recognition within the squadron and we were selected to radio back to base the wind speeds and directions I was using. Aircraft from other squadrons were similarly detailed. The responses were collated at base and an advisory wind radioed to the mainforce to use or not, as each navigator decided.
Two days after Bremen, we did our first daylight operation. On March 25th Hanover was the target. We left at 06-37 reached target at 09-47 and were back for lunch by 12-26. In daylight on a perfect sunny day of blue skies, we realised how close you had to be to the aircraft in front to feel the slipstream effect. It was a sobering thought. As we left Hanover I looked back from the astro-dome to see a column of dense black smoke rising to nearly our bombing height of 17000 feet. I remember feeling a surge of sympathy for the burgers on that Sunday morning, coupled with the thought that there would have been plenty of warning to give them time to reach shelters.
On March 31st, another clear Spring day, a major daylight operation was directed at long-suffering Hamburg. The bomber stream was accompanied by American Mustang and Lightening fighters, but we soon encountered anti-aircraft fire. The gunners reported an aircraft to our starboard on fire. I looked out of the astro-dome and saw it flying level with thick black smoke pouring out. Then it slowly, very slowly, began a dive. We were all hoping to see parachutes. Eventually, three bundles fell out, all on fire. No parachutes opened. Then it was back to work. There was less dog-legging on the escorted raid, so we were up at 06-35 and back by 11-41, reaching the target at 08-52 from 17,000 feet.
Enthusiasm for escorted daylight raids seemed to be growing in the command, as April 3rd was the day for another. This time to army barracks at Nordhausen, a very specific target which we were to identify ourselves and not rely on pathfinder force. We were up at 13-28 and reached the target successfully at about 16-15. It was cloudy as Jim started the bombing run and just as he was approaching the target it was covered by cloud. Jim, properly and unusually, aborted the run. Anti-aircraft response was desultory and Dave decided to go round again for another try, whilst I would track on H2S ready to act if cloud remained. Cloud remained. I had a good image outlining the barracks and pressed the bomb release. Photographic reconnaissance later that day showed successful destruction.
Two days later, April 5th, we were transferred to Scampton, near Lincoln. This was a permanent RAF base and had been home of 617 squadron, the Dambusters. The officers mess had portraits on the walls of VC’s won from Scampton. Living was more comfortable than Nissen huts and some of us had long serving civilian batmen.
April 9th was memorable and provides one of my regular flashbacks. We were detailed to lay mines in Kiel harbour. Taking off at 18-15, we flew with the mainstream for most of the route, until it turned south to the main target and we carried on alone to Kiel. My job was to navigate to a promontory to the north of the harbour, where Jim would take over visually. This was successfully achieved, and we started the pre-determined time and distance run, along which Jim dropped mines from 14,000 feet at 22-46. Needless to say, as a lone aircraft we had the full attention of both ship and shore batteries, but the drops were made and Dave accelerated on the course I had given him in advance.
Soon afterwards the flight engineer reported an engine on fire. It was quickly extinguished
[page break]
and ‘feathered,’ ie. stopped with the propellers fixed in position. It was not long before there was trouble with another engine, fortunately on the opposite side from the first failure, which also had to be feathered. It had probably been damaged by shrapnel from a near miss. For me, the consequence was loss of all electronic aids, as these engines had generated the electric current. I knew that Dave’s course needed alteration, but how? My first priority was to be sure we avoided the fortified islands of the Heligoland Bight, so I gave Dave an alteration that I guessed would keep us over the sea, well to the North. The next problem was how to get back, bearing in mind that we were slowly losing height and were uncertain of what might next go wrong. Ron got radio fixes on European radio stations, the location of which he knew, but these were not very useful. Bearings on the BBC, which would have been ideal, were impossible because those transmissions were revolved continuously and rapidly around different transmitters, precisely to prevent them being used as direction finders. It was cloudy, but breaks appeared. From time to time I could locate the Pole star, so I got out my sextant and got Ron to note the precise time I took a shot on it. Using tables, which I carried, I could work out our latitude from the sextant reading and the time it was made, measured to the second. I made an estimate of the wind from the last determination made outside Kiel and did a judgement modification for the lower height and changing air pressure from which I gave Dave a new course, behaving verbally as though I knew exactly what I was doing.
My reasoning was that if I kept him on the right latitude we would reach the English coast where there were two emergency airfields: Manston in Kent and Woodbridge in East Anglia. If we came down in the sea, Ron would have time to radio base with our course and latitude, that would help air sea rescue. It was moonlight and as luck would have it we reached the coast. Jim soon recognised where we were, virtually on course for Lincoln! We landed at 02-00 and the plane was taken out of service.
No time for worrying about what might have been. The next night we were briefed to attack an oilfield in Czechoslovakia at Plauen. A long. long, way, that was met with murmurs of disbelief when the curtain was drawn aside at briefing. It was a wet night and a visiting orchestra had come to give a concert in one of the hangars. They came to the take off point to wave us off at 18-27. We reached the target, not without incident, and bombed nearly five hours later, at 23-12 from 17500 feet A large fire was raging as we left. I never looked out but the cabin was illuminated and the gunners expressed their awe. It was nearly four hours later, at 03-02 when we landed As we turned off the runway, the engines stopped with all the fuel gone. One aircraft failed altogether en route, one was missing for several days but eventually turned up, having had a forced landing in our zone of Europe after running out of fuel.
Four days later, we had caught up on sleep and had Potsdam as the target, which was much the same as Berlin for opposition. Assuming that Gee would be heavily jammed, I studied the H2S charts and especially the shapes of numerous lakes in the are, [sic] to improve the chances of identifying what I would see on the screen. This also was a long trip. Take off was 18-08 and the heavily defended target was bombed over four hours later at 22-58 from a height of 19,500 feet. This highest operation we did was no doubt intended to make it more difficult for anti-aircraft gunners. In another four hours plus we were back, at 03-20, This was our last offensive operation.
A daylight raid on Berchtesgaden, Hitlers mountain retreat, was next but our crew was
[page break]
withdrawn. It was soon after dawn, as we stayed in the crew room waiting for the others to return we saw the trail of a V2 rocket that had been fired. It was an awesome sight and a reminder of the dangers still posed to London and our Southern cities.
On one operation, I can’t recall which, we were asked to take a major from the Royal Artillery responsible for London air defence so he could study German tactics. They had developed sensitive radar controlled searchlights working in groups. A master light was bright blue. Once it located a plane, several white lights locked on, apparently automatically, making evasion difficult. The guns seemed to be linked as well. As we approached the target he was busy making notes and seemed disappointed that we had not been illuminated. Then we were. Instantly, Dave went into a steep corkscrew dive, then climbed steeply, successfully getting out of the beams. Our major was very quiet after that and when we got back said he didn’t know how we coped.
Remaining alert throughout was always a necessity and when the home airfield was reached extra vigilance was needed. German night fighters would try to follow landing aircraft and catch them at their most vulnerable. Although radio silence was observed at take off, there was full radio contact with the controllers on return and their calm warm voices were always cheering, especially if an aircraft needed special clearance to get down quickly. One morning, at about dawn, we arrived at Kelstern when there was low level fog and the airfield was obscured. Dave heard the controller give clearance to an aircraft ahead and then to us. He kept getting glimpses of the one in front and then lost it but picked up the perimeter lights and landed quickly. As he touched down he said, “wrong airfield”. Our perimeter lights were adjacent to those of our sister station Binbrook and his error was understandable.
Mercy Missions
The assumption that the war was coming to an end did not mean there was any significant reduction in opposition. It its not widely known that after Dresden, in February 1945, some 7000 members of over 1000 aircraft of Bomber Command were lost ; over 10% of the total losses of over 55,000 aircrew from the command throughout the war.
Five days after Potsdam, we were called to a special briefing as we saw army lorries arriving. We were told that the Dutch population was in dire straights from starvation. The German Command had refused a request, through the Red Cross, to allow army lorries to cross the border with food supplies. When asked to allow safe passage to an air drop, they had also refused. Nevertheless, we were told that we were not to fire unless fired upon.
The first dropping zone was a racecourse near The Hague. There was a murmur of apprehension when we were told that 50-60 feet was the height from which to drop. This was about what the Dambusters did, but only after a lot of low flying training. Off we went at 11-29 am with bomb bays full of tons of basic food. Normal navigation was not possible or necessary. I stood behind Dave with a map and basically it was like guiding a fast car. As we swept over the houses and streets we could see adults and children waving excitedly. Some were weeping, soon so was I as still do when reminded. You could have recognised anyone, we were so low.
The doors were opened above the racecourse at 13-29 and it was soon covered in crates of supplies. We had a chocolate ration which we tied in handkerchief parachutes, which Wally threw from the rear turret. We saw German machine gunners swing their weapons towards us and Wally did likewise to them, but no one fired. It was probably the combination of emotion and the effect on the eyes of such low flying that I was airsick for the second time in my life. The squadron records say we dropped from 400 feet. This I cannot believe. We were below church spires and just above chimney pots.
There was a sea fret as we turned for home, which obscured the visual horizon. Instrument flying, so low, was hazardous and altimeter readings could not be relied on if there had been a change of air pressure. In the midst, we were aware of a blinding flash ahead of us lasting a few seconds. When we got back and reported this, we learned that an aircraft from another squadron must have exploded on hitting the sea.
The next day there was another flight, aptly named Operation Manna. We were excused, but I volunteered to substitute for a sick navigator in an Australian crew. We were airborne at 11-03 and landed back at 14-33, having dropped supplied near The Hague. The same street scenes were seen. Flying with this Australian crew was a new experience. There was banter and chatter most of the time and the pilot seemed to revel in seeing how low he could get.
As soon as the war had ended, many of our army prisoners were being released in Europe and a quick return home was needed. On May 11th., we flew to Brussels airport as part of Operation Exodus, where we collected 24 released soldiers. They were packed into the back, between the spars and I gave them a lecture to the effect that if they oved none of us would get back. Their weight in the back affected the trim of the aircraft, for which Dave had to correct. Any change in the trim, especially at take off, could be dangerous. One aircraft crashed on take off, killing all on board. A sad homecoming for some. We flew them to Dunsfold, where they were quickly processed and sent on leave.
Our job was done. We never flew together again. Of over 7,300 Lancasters built, V-Victor was one of only 34 to complete over 100 operations.
A final line-up Mary 1945
[photograph of the crew with their Lancaster]
[page break]
[centred] PEACETIME [/centred]
We soon had a Labour government, that was keen to arrange orderly release to civilian life and keep the troops occupied, especially with the war with Japan still active.
I spent a lot of time as liaison officer to a Polish squadron at Dunholme Lodge, and heard moving stories of their lives. Most of them had left Poland in 1939, knew nothing of their families and were wary of returning to a communist regime. Many of them had transferable skills and were able to remain in this country.
I also spent time with the unit education section that was preparing to run educational courses in a big way.
The atomic bomb ended the Japanese war and our squadron stand by for Tiger Force to go to Japan was ended. I was called to Bomber Command headquarters to see group captain Neville. The upshot was my promotion to Flight Lieutenant to return to Scampton and create and run a big educational operation. This was a new experience which involved day and evening courses for over 400 men and women. For the domestic science course, I remember sending the two WAAF instructors to RAF supplies at Cottesmore with blank requisition forms, signed by me as Bomber Command HQ. They came back delighted, with rolls of parachute silk, aircraft linen and cotton etc. Needless to say, their classes were well attended and several wedding dresses were created from parachute silk. We were given a large library specially ordered for the Educational and Vocational Scheme. I was busy and stretched, but it worked. Eventually, I was asked to remain and promised further promotion, but this was not what I saw as the future.
With peace assured. Muriel and I arranged to be married in February 1946 against not a little family opposition. In those days, you needed parent’s permission to marry if you were under 21. Muriel was 21 in February 1945 and I reached this majority in October, so we were able to do what we wished and crumble the opposition.
[photograph of Maurice and Muriel when they married in Bude, Cornwall in February 1946]
Dublin Core
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Title
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A retrospective - Bomber Command No 625 Squadron
Description
An account of the resource
Opens with some details of 625 Squadron and introduction with reasons for writing. Writes of beginning of the war when still at school and experiences before joining up. Mentions activities with Air Training Corps and being awarded an RAF bursary to attend Cambridge university as a member of the RAFVR. Relates experiences on the university air squadron. In 1943 departed for training in Canada describing the journey and training as navigator. Goes on to describe training back in England on Anson, Wellington and Halifax. before going to No 1 Aircrew Officers School at Hereford. Was posted to 625 Squadron on 2 March 1945 at RAF Kelstern flying the Lancaster. Writes of his experiences on the squadron including operations to Misburg , Nuremburg and other targets. After cease of hostilities describes operation manna sorties to Holland and prisoner of war repatriation flights. Concludes with peacetime activity and reflection on his time in the RAF. Includes some photographs of people, a target and aircraft.
Creator
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M Brook
Date
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2011-02
Format
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Twenty-two page document with photographs
Language
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eng
Type
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Text
Text. Memoir
Photograph
Identifier
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BBrookMBrookMv1
Coverage
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Civilian
Royal Air Force
Royal Air Force. Bomber Command
Conforms To
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Pending review
Spatial Coverage
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Great Britain
England--Lincolnshire
England--Cambridgeshire
England--Cambridge
England--London
Canada
New Brunswick--Moncton
Ontario--London
England--Cumbria
England--Leicestershire
England--Herefordshire
England--Hereford
Germany
Germany--Hannover
Germany--Nuremberg
Germany--Hanau
Germany--Bremen
Germany--Hamburg
Germany--Nordhausen (Thuringia)
Germany--Plauen
Germany--Kiel
Germany--Potsdam
Germany--Berchtesgaden
Netherlands
Netherlands--Hague
Ontario
New Brunswick
Temporal Coverage
Temporal characteristics of the resource.
1943-10-01
1940
1941-10
1942-07
1942-10
1943
1944-02
1945-03-15
1945-03-16
1945-03-18
1945-03-22
1945-03-25
1945-03-31
1945-04-03
1945-04-09
Contributor
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David Bloomfield
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
1 Group
625 Squadron
Advanced Flying Unit
aerial photograph
Air Observers School
aircrew
Anson
bombing
briefing
coping mechanism
crewing up
debriefing
Gee
ground personnel
H2S
Halifax
Lancaster
love and romance
military living conditions
military service conditions
mine laying
Morse-keyed wireless telegraphy
navigator
Nissen hut
nose art
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
P-51
RAF Heaton Park
RAF Husbands Bosworth
RAF Kelstern
RAF Millom
RAF Scampton
RAF Sturgate
searchlight
target photograph
training
V-2
V-weapon
Wellington
Window
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1359/45953/SSmithRW425992v10003-0002 copy.1.pdf
2b2498c35c56b9b3f87fd35ee89aa604
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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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Smith, Bob
Robert Wylie Smith
R W Smith
Description
An account of the resource
125 items. An oral history interview with Bob Smith (b. 1924, 425992 Royal Australian Air Force) photographs, documents and navigation logs and charts. He flew operations as a navigator with 15 Squadron at RAF Mildenhall.
The collection was loaned to the IBCC Digital Archive for digitisation by Bob Smith and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2019-03-25
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Smith, RW
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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A Tour of Operations with RAF Bomber Command No XV/15 Squadron Mildenhall
Description
An account of the resource
The third book of memoirs by Bob Smith.
Covers his operational tour and bombing operations.
Creator
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Bob Smith
Temporal Coverage
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1944
Spatial Coverage
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Germany
Germany--Heinsberg (Heinsberg)
France
France--Beauvoir-sur-Mer
Germany--Gelsenkirchen
United States
Michigan--Detroit
Germany--Homberg (Kassel)
France--Châlons-en-Champagne
France--Caen
Germany--Kiel
Germany--Flensburg
Germany--Helgoland
Germany--Sylt
France--Somme
France--Aire-sur-la-Lys
France--Amiens
France--Gironde Estuary
Germany--Dortmund-Ems Canal
France--Bordeaux (Nouvelle-Aquitaine)
France--Brest
France--Saint-Nazaire
Germany--Braunschweig
France--Falaise Region
France--Royan
Poland--Szczecin
Great Britain
Scotland--Glasgow
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Sweden
Denmark
Sweden--Malmö
Netherlands
Netherlands--Eindhoven
France--Le Havre
Germany--Neuss
Germany--Düsseldorf
France--Calais
France--Pas-de-Calais
France--Boulogne-sur-Mer
Europe--Kattegat Region
Norway
Norway--Oslo
Denmark--Frederikshavn
France--Strasbourg
Germany--Kleve (North Rhine-Westphalia)
Germany--Emmerich
Netherlands--Nijmegen
Germany--Duisburg
Germany--Cologne
Belgium
Belgium--Antwerp
Germany--Essen
Netherlands--Vlissingen
Belgium--Charleroi
Germany--Leverkusen
Netherlands--Veere
Germany--Castrop-Rauxel
Germany--Dortmund
Germany--Aachen Region
Germany--Düren (Cologne)
Germany--Jülich
Germany--Fulda
Germany--Bottrop
Germany--Osterfeld
Germany--Oberhausen (Düsseldorf)
Australia
Victoria--Melbourne
New South Wales--Sydney
Queensland--Brisbane
Scotland--Inverness
England--Blackpool
England--Colchester
Germany--Merseburg Region
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal New Zealand Air Force
Royal Australian Air Force
Royal Canadian Air Force
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.
Language
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eng
Type
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Text
Text. Memoir
Text. Personal research
Format
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98 printed pages
Conforms To
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Pending text-based transcription
Identifier
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SSmithRW425992v10003-0002 copy
1 Group
115 Squadron
149 Squadron
15 Squadron
186 Squadron
195 Squadron
218 Squadron
3 Group
5 Group
514 Squadron
6 Group
617 Squadron
622 Squadron
75 Squadron
8 Group
90 Squadron
aerial photograph
air gunner
aircrew
anti-aircraft fire
B-17
B-24
Battle
Blenheim
bomb aimer
bombing
Churchill, Winston (1874-1965)
Cook’s tour
crewing up
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
escaping
flight engineer
Gee
George VI, King of Great Britain (1895-1952)
ground crew
ground personnel
H2S
Harris, Arthur Travers (1892-1984)
Ju 88
killed in action
lack of moral fibre
Lancaster
Lancaster Mk 3
Master Bomber
Me 109
mess
mine laying
Mosquito
navigator
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
Pathfinders
pilot
prisoner of war
propaganda
radar
RAF Chedburgh
RAF Feltwell
RAF Honeybourne
RAF Husbands Bosworth
RAF Lakenheath
RAF Lindholme
RAF Mepal
RAF Methwold
RAF Mildenhall
RAF Sealand
RAF Stradishall
RAF Tuddenham
RAF Uxbridge
RAF Waterbeach
RAF Weston Zoyland
RAF Witchford
RAF Wratting Common
RAF Wyton
Spitfire
Stirling
tactical support for Normandy troops
target indicator
target photograph
V-1
V-2
V-weapon
Wellington
Window
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40414/SRoyallGL1801494v10031.1.jpg
b659963aabbc4c7164f186c988d0a129
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/636/40414/SRoyallGL1801494v10032.1.jpg
3865e155964878c26dbb43001a04aacc
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
Royall, George
G Royall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Royall, G
Description
An account of the resource
46 items. An oral history interview with Warrant Officer George Royall (1801494 Royal Air Force) his flying log book, photographs, correspondence, course notes, examinations, newspapers and parts of magazines. He served as a bomb aimer on 166 Squadron.
The collection has been donated to the IBCC Digital Archive by George Royall and catalogued by Nigel Huckins.
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
2015-07-20
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
Admiral Scheer capsized at Kiel
Description
An account of the resource
An short account of an operation to Kiel, with photographs of the battleship Admiral Scheer.
Upper photograph shows a starboard view of the Admiral Scheer. It is captioned: 'The German Battleship "Admiral Sheer" in 1937.'
Lower photograph shows a bomb-damaged quayside and a large, up-turned ship with the rudder an one propeller clear of the water. It is captioned: 'At Kiel after the raid by 166 Squadron on 9th April 1945.'
Temporal Coverage
Temporal characteristics of the resource.
1945-04-09
1945-04-10
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--Baltic Sea
Germany
Germany--Kiel
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Two printed pages, two b/w photographs mounted on one page
Is Part Of
A related resource in which the described resource is physically or logically included.
Royall, George. No 166 Squadron
Identifier
An unambiguous reference to the resource within a given context
SRoyallGL1801494v10031, SRoyallGL1801494v10032
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
1 Group
166 Squadron
3 Group
8 Group
bombing
Lancaster
Mosquito
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1560/35630/BMillingtonRWestonFv1.2.pdf
8f0a70969cd59c55fef62f5a0d5a383d
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
Weston, Fred
F Weston
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Weston, F
Description
An account of the resource
20 items. The collection concerns Fred Weston DFC (1916 - 2012, 126909 Royal Air Force) and contains documents and photographs. He flew operations as an air gunner with 101 and 620 Squadrons.
The collection has been donated to the IBCC Digital Archive by Catherine Millington and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Air Gunner
Based around the WWII service of Fred Weston DFC RAFVR
Description
An account of the resource
A biography of Fred. In addition it includes histories of aircraft and squadrons he served in, Details are included of airfields he served at. Additionally there are biographies of various servicemen associated with Fred's squadrons and service.
At the end there is a biography of the officer in charge of Arnhem, Lt-Gen Sir Frederick Browning and his wife Daphne du Maurier.
Creator
An entity primarily responsible for making the resource
Roger Millington
Date
A point or period of time associated with an event in the lifecycle of the resource
2005-01
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridge
England--Letchworth
Wales--Bridgend
Wales--Penrhos
Egypt--Heliopolis (Extinct city)
Singapore
France--Cherbourg
Netherlands--Eindhoven
France--Brest
France--Boulogne-sur-Mer
France--Dunkerque
Germany--Wilhelmshaven
France--Brest
Netherlands--Rotterdam
Germany--Cologne
Germany--Hamburg
Germany--Berlin
Italy--Turin
Germany--Düsseldorf
Germany--Frankfurt am Main
France--L'Isle-Adam
France--Quiberon
France--Boulogne-Billancourt
Germany--Essen
France--Le Creusot
Germany--Leverkusen
France--Caen
Netherlands--Arnhem
Norway
Germany--Wesel (North Rhine-Westphalia)
Belgium--Brussels
England--Rochester (Kent)
Northern Ireland--Belfast
England--Longbridge
France--Arras
England--Darlington
Italy--Genoa
England--Longbridge
Yemen (Republic)--Aden
Europe--Frisian Islands
Germany--Peenemünde
Germany--Nuremberg
Italy--Sicily
France--Normandy
Netherlands--Arnhem
Netherlands--Eindhoven
Netherlands--Nijmegen
Wales--Pwllheli
England--Yorkshire
England--Leicester
England--Sunderland (Tyne and Wear)
Scotland--Edinburgh
England--Rochford
England--London
England--Cornwall (County)
Scotland--Ayr
England--Friston (East Sussex)
England--Gravesend (Kent)
England--West Malling
England--Hailsham
England--Yelverton (Devon)
England--Bentwaters NATO Air Base
England--Great Dunmow
England--Heacham
England--Weybridge
Wales--Hawarden
England--Blackpool
England--Old Sarum (Extinct city)
England--Kent
England--Folkestone
England--Hambleton (North Yorkshire)
England--York
Scotland--Scottish Borders
England--Cambridge
England--Thurleigh
England--Darlington
England--Hitchin
England--Lancashire
Italy
France
Egypt
Germany
Belgium
Netherlands
Great Britain
Yemen (Republic)
Germany--Ruhr (Region)
England--Bedfordshire
England--Cambridgeshire
England--Devon
England--Durham (County)
England--Sussex
England--Essex
England--Herefordshire
England--Norfolk
England--Suffolk
England--Surrey
England--Wiltshire
England--Worcestershire
England--Leicestershire
England--Swindon (Wiltshire)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Coastal Command
Royal Air Force. Fighter Command
British Army
Wehrmacht. Luftwaffe
Royal Canadian Air Force
Royal New Zealand Air Force
Free French Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
85 sheets
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
BMillingtonRWestonFv1
1 Group
100 Group
101 Squadron
103 Squadron
105 Squadron
114 Squadron
139 Squadron
141 Squadron
148 Squadron
149 Squadron
162 Squadron
1657 HCU
1665 HCU
18 Squadron
180 Squadron
2 Group
208 Squadron
214 Squadron
239 Squadron
3 Group
301 Squadron
304 Squadron
342 Squadron
6 Group
6 Squadron
620 Squadron
7 Squadron
75 Squadron
8 Group
9 Squadron
90 Squadron
97 Squadron
99 Squadron
Advanced Flying Unit
air gunner
aircrew
B-17
B-24
B-25
bale out
Beaufighter
Blenheim
bombing
Bombing and Gunnery School
Boston
Caterpillar Club
Churchill, Winston (1874-1965)
crash
Distinguished Flying Cross
Distinguished Flying Medal
ditching
evading
final resting place
Gee
Gneisenau
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Horsa
Hurricane
Ju 87
killed in action
Lancaster
Lysander
Manchester
Me 109
Meteor
mid-air collision
mine laying
Mosquito
navigator
Oboe
Operational Training Unit
P-51
Pathfinders
prisoner of war
propaganda
radar
RAF Bicester
RAF Biggin Hill
RAF Boscombe Down
RAF Bottesford
RAF Bourn
RAF Bradwell Bay
RAF Bramcote
RAF Chedburgh
RAF Chipping Warden
RAF Coltishall
RAF Drem
RAF Driffield
RAF Duxford
RAF Elsham Wolds
RAF Evanton
RAF Fairford
RAF Finningley
RAF Great Massingham
RAF Halfpenny Green
RAF Harwell
RAF Hendon
RAF Holme-on-Spalding Moor
RAF Honington
RAF Hornchurch
RAF Horsham St Faith
RAF Kenley
RAF Lakenheath
RAF Leconfield
RAF Leuchars
RAF Linton on Ouse
RAF Little Snoring
RAF Ludford Magna
RAF Manston
RAF Marham
RAF Martlesham Heath
RAF Mildenhall
RAF Newmarket
RAF Newton
RAF North Luffenham
RAF Oakington
RAF Penrhos
RAF Pershore
RAF Ridgewell
RAF Shepherds Grove
RAF Sleap
RAF Stradishall
RAF Tangmere
RAF Tempsford
RAF Tilstock
RAF Tuddenham
RAF Waterbeach
RAF West Raynham
RAF Woodbridge
RAF Wratting Common
RAF Wyton
Resistance
Scharnhorst
Special Operations Executive
Spitfire
Stirling
target indicator
Tiger force
training
Typhoon
V-1
V-2
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1236/17613/PThompsonKG15010055.2.jpg
dc38aa0c65548cf802e2b197c380d9ce
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
Aircrew preparing for an operation
20th January 1944 Target Berlin - pictures by 'Illustrated' magazine
Description
An account of the resource
A large group of aircrew in flying kit, filling their Thermos flasks from a small urn, briefing room background, captioned 'Hot drink to take out'.
Aircrew in flying clothing standing in groups talking, airfield background, captioned 'Wearing trial "Flak Jackets" awaiting crew coach', Keith Thompson is in photograph.
No 1 Group badge.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-01-20
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs on an album page
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
PThompsonKG15010055
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-01-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1 Group
101 Squadron
aircrew
RAF Ludford Magna
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1587/26766/SWrightBC1627924v10005.2.jpg
ff5b82320d9c661be2efcd706412b337
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, Barry Colin
B C Wright
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-01-28
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
Wright, BC
Description
An account of the resource
Twenty-five items. Sergeant Barry Colin Wright CGM (1627924) flew an operational tour as a flight engineer on Lancaster with 103 and 166 Squadrons. The collection contains flying logbook, certificate of service and release, documents. letters, newspaper cuttings and photographs. He was badly wounded on an operation to Leipzig 19/20 February 1944.
The collection has been donated to the IBCC Digital Archive by MD Wright 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
Analysis of HQ 1 Group Combat Reports
Description
An account of the resource
For September 1943. Table with date of combat, rank and name of air gunner, type of attack, evasion action taken by bomber, comment on evasion, claims, damage to bomber, type of aircraft engaged, no of rounds fired, Monica or Boozer fitted, warning received. On entry highlighted for September 23/24.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-08
Format
The file format, physical medium, or dimensions of the resource
One page printed form
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
SWrightBC1627924v10005
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1943-08-23
1943-08-24
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1 Group
air gunner
aircrew
Ju 88
Me 110
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1212/11990/MSmithEW174520-150713-010001.1.jpg
04c36ebd753c7ce432f370be35ff3121
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1212/11990/MSmithEW174520-150713-010002.1.jpg
519a8283b670a47ef43c56530c0bc505
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Smith, Ernest William
Smith, E W
John Albert Smith
Description
An account of the resource
12 items. The collection concerns Flying Officer Ernest William Smith DFC (174520, Royal Air Force). It contains three log books and service materials, photographs of aircrew, a letter of appreciation regarding the return to England of a battle damaged aircraft and material associated with the award of the Distinguished Flying Cross. He completed a tour of operations as a pilot with 12 Squadron from RAF Wickenby and also served with 144 Squadron, 16 Operational Training Unit, and Flying Training School.
The collection has been loaned to the IBCC Digital Archive for digitisation by Lorraine Smith and catalogued by Trevor Hardcastle.
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
Smith, JA
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-08-13
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 2nd Tour of [missing word] [/underlined]
12 & 626 SQDs.
June – N [missing letters]
From: Air Vice-Marshal E.A.B. Rice, C.B.E., M.C.
[crest]
Headquarters, No. 1 Group,
Royal Air Force,
Bawtry Hall,
Bawtry,
Yorkshire.
1G/EABR/DO. 16th November 1943.
Dear Smith
I heartily congratulate you on the award of the Distinguished Flying Cross.
I am glad your splendid achievements have received due recognition.
Yours Sincerely
[signature]
Warrant Officer E.W. Smith, D.F.C.
No. 626 Squadron,
R.A.F. Station,
[underlined] Wickenby. [/underlined]
[page break]
[underlined] 2nd Tour of Ops:
12 & 626 SQDs. Wickenby. Lincs.
June – Nov: 1943.
[inserted newspaper cutting] D.F.C./Pilot. – The award of the Distinguished Flying Cross to W.O. Pilot Ernest W. Smith, youngest son of Mr. and Mrs J. W. Smith, of 317, Luton-rd., Chatham, has been announced. He has completed 50 operational flights over Germany, including the big raids over Berlin and Hamburg. Twenty-eight years of age, he was educated at Ordnance-street School. Afterwards entering the Dockyard he joined the R.A.F. (V.R.) in January, 1939, and was called up at the outbreak of war. [/inserted newspaper cutting]
[photograph]
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
Award of Distinguished Flying Cross
Description
An account of the resource
Album page including letter from Air Vice Marshal E A B Rice, 1 Group, congratulating Warrant Officer E W Smith on the award of the Distinguished Flying Cross. Caption on page '2nd Tour of Ops 12-626 Sqn, Wickenby, Lincs June - Nov 1943'.
Also on page is a newspaper cutting announcing the award and a crew photograph.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-11-16
Format
The file format, physical medium, or dimensions of the resource
Album page including one typewritten letter, newspaper cutting and one b/w photograph.
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Correspondence
Photograph
Text
Identifier
An unambiguous reference to the resource within a given context
MSmithEW174520-150713-010001, MSmithEW174520-150713-010002
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1943
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Contributor
An entity responsible for making contributions to the resource
Roger Dunsford
Steve Baldwin
1 Group
626 Squadron
aircrew
bombing
Distinguished Flying Cross
RAF Wickenby
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/17/37108/PBellOH21010041.1.jpg
9048403ae7b2ff61c26569fed3d39f97
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
Bell, Oliver
O Bell
Description
An account of the resource
47 items. The collection concerns Flying Officer Oliver Herbert Bell (1915 - 1997) and consists of photographs and documents. He served as ground personnel at RAF Cranwell and was then posted to Aden and the Middle East with 12(B) and 8(B) Squadrons before the war. He later served at establishments in Canada and at RAF Blyton and married <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/208">Joyce Bell</a>.<br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by G Sadler and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Achive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
Identifier
An unambiguous reference to the resource within a given context
Bell, O
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
Bawtry Hall
Description
An account of the resource
Bawtry Hall and gardens, headquarters of 1 Group.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Yorkshire
England--Bawtry
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
One colour photograph
Identifier
An unambiguous reference to the resource within a given context
PBellOH21010041
Rights
Information about rights held in and over the resource
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RAF Bawtry
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1568/35500/BFreemanWFreemanWv1.2.pdf
3f3caa442d86d0abdb3348aa0c6b5c21
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Title
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Freeman, Bill
William Freeman
W Freeman
Publisher
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IBCC Digital Archive
Date
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2016-12-07
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
Freeman, W
Description
An account of the resource
11 items. The collection concerns Bill Freeman (1806695 Royal Air Force) and contains his log book memoir and photographs. He flew operations as an air gunner with 550 and 300 Squadrons.
The collection has been donated to the IBCC Digital Archive by Monica Snowball and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 1 [/underlined]
5TH APRIL 1943 SAW ME LEAVE TWICKENHAM to REPORT FOR SERVICE IN THE ROYAL AIR FORCE. MOST OF MY FRIENDS HAD ALREADY BEEN CALLED UP, SO IT WAS A RELIEF TO BE JOINING THEM AT LAST. EVEN SO IT WAS A WRENCH TO BE LEAVING HOME. I MADE MY WAY TO LORDS CRICKET GROUND NEAR REGENTS PARK IN LONDON, UPON REPORTING TOGETHER WITH MANY MORE, WE FILLED IN MASSES OF PAPER WORK & WERE KITTED OUT. FIRST A MASSIVE KIT BAG & EVERYTHING ELSE WAS JUST SHOVED IN. IT WEIGHED A TON. AFTER LUNCH WE WERE PARADED IN SOME SORT OF ORDER & MARCHED TO VICEROY COURT. A RECENTLY BUILT LUXURY BLOCK OF FLATS, WITHOUT ANY LUXURIES. THE FLOORS WERE PLAIN CONCRETE, THE ROOMS CONTAINED 1 BED AND 1 CUPBOARD PER BODY, OF WHICH THERE WERE ABOUT 1 DOZEN PER ROOM. WE WERE INSTRUCTED TO UNPACK OUR KIT, CHECK EVERYTHING FOR SIZE. ANYTHING NOT FITTING WAS TO BE EXCHANGED THE FOLLOWING DAY. PARADE THE FOLLOWING MORNING, IN UNIFORM WAS AT 8 AM, BREAKFAST WAS AT 7 AM BED HAD TO BE MADE UP IN ARMY FASHION, READY FOR OFFICER’S INSPECTION. A DRILL SERGEANT WAS ASSIGNED TO INSTRUCT US AND INFORM US ABOUT WHAT WAS TO BE EXPECTED, THERE WAS ABOUT 20 OF US IN OUR FLIGHT. OUR FIRST DAY WAS TO BE TAKEN UP WITH MEDICAL & INJECTIONS. SO OFF WE WERE MARCHED TO SOMEWHERE NEAR THE ZOO. WE WERE A RAGGED LOT, BUT HAVING DONE TRAINING & DRILL WITH THE HOME GUARD IT WAS EASY FOR ME TO FIT IN. THE MEDICALS & INJECTIONS & LUNCH TOOK ALL MORNING QUITE A FEW OF THE LADS WERE OVERCOME & LAID OUT ON BENCHES. THE SERGEANT WASN’T TOO PLEASED AT THIS, HE [missing words]
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[underlined] 2 [/underlined]
THAN THE OTHERS, COULD YOU FIND YOUR WAY BACK TO VICEROY COURT?” I SAID “YES SERGEANT” HE SAID “VERY WELL, MARCH THOSE THAT CAN WALK BACK, I WILL HAVE TO GET A WAGON TO TAKE THE OTHER SHOWER BACK”. STAY IN YOUR BILLET UNTIL I COME BACK” I TOLD THE OTHER LADS WHAT WAS GOING ON & THEY ACCEPTED THAT IT WAS BETTER THAN HANGING AROUND FOR A COUPLE OF HOURS. SO OFF WE WENT AND IN 15 MINUTES WERE BACK AT VICEROY COURT. THE LADS WERE GLAD TO LAY ON THEIR BEDS FOR THE REST OF THE AFTERNOON, I MANAGED TO SEE THE SERGEANT IN THE KITCHEN AND SCROUNGED TEA & BISCUITS, WHICH WENT DOWN WELL. THE DRILL SERGEANT WAS QUITE HAPPY ON HIS RETURN TO SEE ALL HIS FLIGHT WAS ACCOUNTED FOR & DISMISSED US UNTIL 8 AM PARADE THE FOLLOWING MORNING, BUT WE HAD TO REMAIN IN QUARTERS, NO TRIPS INTO TOWN. THE FOLLOWING MORNING WAS TAKEN UP WITH CLASSROOM WORK ON AIRFORCE PROCEDURE & WORKING. AFTERNOON FREE TO GET OVER THE EFFECTS OF THE INOCCULATIONS. THE FOLLOWING MORNING WAS TAKEN UP WITH DRILL & MARCHING, AFTER A WHILE THE SERGEANT PULLED ME OUT & TOLD ME TO TAKE OVER. HIS WORDS WERE “LETS SEE JUST WHAT YOU DO KNOW”. SO THE HOME GUARD TRAINING WAS COMING IN USEFUL & ALL WENT WELL. IT WENT SO WELL THAT FOR THE REST OF THE WEEK I WAS GIVEN THE JOB OF DRILLING THE OTHERS WHENEVER THE NEED AROSE. TO MY ASTONISHMENT THE LADS TOOK IT WELL – WE HAD NO TROUBLE. MAINLY BECAUSE AT THE END OF THE DRILL SESSION WE WERE ALWAYS FIRST IN THE QUEUE FOR MEALS. WE WERE POSTED to [missing words]
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[underlined] 3 [/underlined]
of THE WEEK. BEFOR [sic] WE LEFT, THE DRILL SERGEANT SAID “GOOD LUCK, YOU’VE HAD A GOOD REPORT ON YOUR RECORD, THIS WEEK HAS BEEN AN EASY ONE FOR ME.” BRIDLINGTON OUR BILLET WAS A HOUSE IN RICHMOND ROAD. THE COURSE WORK WAS AIRCRAFT RECOGNITION MORSE CODE SIGNALLING & GENERAL DRILLING ETC. THIS LASTED 6 WEEKS. THOSE THAT PASSED THE TEST WERE POSTED TO BRIDGENORTH IN SHROPSHIRE. HERE WE WERE INSTRUCTED IN THE WORKINGS OF THE FRAZER NASH TURRET & THE BROWNING 303 MACHINE GUN, AIRCRAFT RECOGNITION WAS AGAIN A MUST. ALL WAS CLASSROOM WORK WITH A MAJOR EXAM AT THE END OF A FUTHER [sic] 6 WEEKS, THEN OFF TO STORMY DOWNS IN SOUTH WALES. STORMY DOWNS WAS APTLY NAMED. THE DROME WAS ON THE HILLS CLOSE TO THE SEA & THE AIRCRAFT WERE AVRO ANSONS WITH A GUN TURRET MIDWAY ALONG THE FUSELAGE. THE PILOTS WERE THOSE BEING RESTED AFTER A TOUR OF OPPERATIONS. [sic] ALL OF US CADETS HAD NOT FLOWN BEFOR [sic] & THE PILOTS TOOK GREAT DELIGHT IN THROWING THE AIRCRAFT ABOUT TO SEE IF THEY COULD MAKE US AIRSICK. FORTUNATELY I STOOD UP TO IT PRETTY WELL, AND WHILST FEELING A BIT SQUEEZY AT TIMES, MANAGED TO KEEP THINGS UNDER CONTROL. HERE WE DID AIR TO AIR FIREING [sic] & PRACTICE CINE CAMERA GUNNERY, WITH OTHER AIRCRAFT ATTACKING. HAVING AT LAST GOT THE RUDIMENTS OF WHAT AIR GUNNERY WAS ABOUT, WE WERE EXAMINED & PASSED OUT AS AIR GUNNERS, GIVEN 3 STRIPES & THE RANK OF SERGEANT AND SENT ON 7 DAYS LEAVE. I [missing words]
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[underlined] 4 [/underlined]
AIR GUNNER, ALL IN A MATTER OF 5 MONTHS OF JOINING. THE LEAVE WENT QUICKLY & I HAD BEEN NOTIFIED THAT I WAS TO REPORT TO HIXON IN STAFFORDSHIRE, TO BE CREWED UP, & SO IT WAS AT THE END OF AUGUST ’43 THAT I WAS TO MEET THE CHAPS I WAS TO FLY WITH. IT WAS A QUEER MEETING. WE STOOD AROUND IN OUR VARIOUS GROUPS WIRELESS OPS, BOMB AIMERS, NAVIGATORS, & AIR GUNNERS THE PILOTS THEN APPROACHED EACH GROUP AND ASKED INDIVIDUALS IF THEY WOULD LIKE TO JOIN HIS CREW. BY THE TIME HE CAME TO THE GUNNERS HE HAD ALREADY GOT THE OTHERS TOGETHER. HIS OPENING LINE AS HE CAME UP TO ME WAS “CREWED UP YET GUNNER?” I LOOKED UP TO SEE A CHAP OF MY OWN AGE, FAIR HAIRED & WITH A BIG SMILE AND A TWINKLE IN HIS EYES, AND A SERGEANTS STRIPES ON HIS ARM. WHY I ASKED MYSELF WAS HE ONLY A SERGEANT. MOST PILOTS WERE OFFICER RANK. I REPLIED THAT I WASN’T CREWED UP, HIS NEXT WORDS WERE OFF PUTTING “HOW DO YOU FEEL ABOUT BECOMING A HERO & WINNING MEDALS” HE SAID. “NO THANKS” I REPLIED “THE ONLY MEDAL I WANT IS THE LONG SERVICE ONE” HE LAUGHED AND SAID “YOU’LL DO, COME AND MEET THE OTHERS” WITH THAT WE INTRODUCED OURSELVES. THE PILOT WAS RON JONES FROM BRIGHTON. HE HAD BEEN PUT BACK TO SERGEANT PILOT BECAUSE HE HAD UPSET too MANY “BIG WIGS” THE NAVIGATOR WAS ART CRICHE CANADIAN FARMER. THE BOMB AIMER ANOTHER CANADIAN DAVE BREMNER A YOUNG COLLEGE BOY FULL OF FUN THE WIRELESS OPERATOR WAS KEN SMITH, SHORT, TUBBY FROM DEWSBURY & A COMIC. SO [missing words]
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[underlined] 5 [/underlined]
GET THEMSELVES INTO A TEAM, FOR THE ESSENCE OF A BOMBER CREW WAS EACH TO HAVE THE CONFIDENCE OF THE OTHERS. HIXON WAS AN OPPERATIONAL [sic] TRAINING UNIT. FLYING WELLINGTON TWIN ENGINE BOMBERS, OR WIMPYS AS WE LOVINGLY CALLED THEM. WE FLEW AS A CREW MAINLY. PRACTISING TAKE OFFS & LANDINGS. HIGH & LOW LEVEL BOMBING CROSS COUNTRY NAVIGATIONAL TRIPS OF 4 TO 5 hours AND GUNNERY EXERCISES. I ALSO HAD TO GO ON A SPECIAL GUNNERY COURSE & RECOGNITION COURSE AT THIS TIME MY SHOOTING WAS NOT VERY BRILLIANT, BUT THANKFULLY IMPORVED BEFOR [sic] IT WAS NEEDED. GRADUALLY IN THE WEEKS AHEAD, WE BECAME RELIANT ON EACH OTHER, WE WORKED HARD TO BECOME A TEAM, UNTIL WE ALMOST KNEW WHAT THE OTHERS WERE THINKING. SOCIALLY WE HAD VERY LITTLE CONTACT WITH EACH OTHER, BUT ONCE A WEEK WE HAD A CREW MEAL IN A LOCAL PUB, THE 2 CANADIANS BEING OFFICERS, PAID FOR THE MEAL & THE SERGEANTS PAID FOR THE DRINKS. OUR OTHER CONTACT WAS ONLY DURING FLYING TRAINING, WHICH WE ALL TOOK SERIOUSLY AND IT PAID OFF LATER ON. MY SPARE TIME, MOSTLY EVENINGS WAS SPENT IN STAFFORD, DARTS SNOOKER & DRINKING IN THE LOCALS. I HAD MADE FRIENDS WITH ANOTHER GUNNER NAMED TONY. HE WAS ABOUT THE SAME AGE AS MYSELF. A BLONDE, BLUE EYED, HANDSOME FELLOW. AN ONLY CHILD OF DOTING PARENTS & VERY SHY. I DONT THINK HE HAD EVER HAD A DRINK BEFORE JOINING THE AIRFORCE. MANY TIMES I HAD TO TAKE HIM BACK TO CAMP WORSE FOR WEAR. DURING ONE OF OUR EVENINGS [missing words]
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[underlined] 6 [/underlined]
GIRL FRIEND, WE USED TO GET THE LORRY TO TAKE US IN TO STAFFORD, THE [sic] INTO THE PUB FOR DRINKING DANCING. HE WOULD GO OFF WITH HIS GIRL & I WOULD PLAY DARTS OR SNOOKER, UNTIL IT WAS TIME TO GO BACK TO CAMP. ALL OUR MATES WOULD PILE INTO THE LORRY, IN VARIOUS STATES OF INEBRIATION ESPECIALLY TONY, TOWARD THE END OF OCTOBER ’43 OUR CREW HAD BEEN ON A CROSS COUNTRY FLIGHT OF ABOUT 5 hours AND WERE READY TO LAND, WHEN WE SAW THAT THERE WAS A PLANE ON THE GROUND ON FIRE. WE WERE ALLOWED TO LAND & IN THE FLIGHT OFFICE WERE TOLD THAT THE CREW WAS TONY’S & THAT THEY MANAGED TO GET OUT, EXCEPT TONY IN THE REAR TURRET BEING TONY’S MATE I HAD THE TASK OF COLLECTING HIS PERSONAL BELONGINGS AND PRESENTING THEM TO HIS PARENTS WHEN THEY CAME TO CAMP. I VOWED THEN THAT I WOULD NOT GET INVOLVED IN ANY CLOSE FRIENDSHIP WHILST FLYING AGAIN & NEVER DID. THE EVENING AFTER THE ACCIDENT I WENT INTO STAFFORD, INTO THE PUB WHERE I KNEW HIS GIRL FRIEND WOULD BE. AS SOON AS SHE SAW ME ON MY OWN SHE KNEW THAT SOMETHING HAD HAPPENED. THERE WERE NO TEARS AS I TOLD HER. WE FINNISHED [sic] OUR DRINKS AND SHE JUST SAID “THANKS BILL” & OFF SHE WENT WITH HER CROWD. SHE HAD SEEN IT HAPPEN BEFOR [sic] & NO DOUBT WOULD SEE IT HAPPEN AGAIN, AS WE ALL DID. A WEEK LATER WE HAD OUR LAST FLIGHT AT THE OTU it was TO BE A TRIP OVER SOUTHERN FRANCE. WE WERE LOADED UP WITH [missing words]
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[underlined] 7 [/underlined]
DETAILING ALL THE NEWS OF THE PROGRESS OF THE WAR. ALSO WE HAD BUNDLES OF FOIL STRIPS WHICH WERE TO BE RELEASED AT A GIVEN TIME AT A GIVEN PLACE, THESE FOIL STRIPS REFLECTED THE SIGNALS OF GERMAN RADAR & GAVE THE APPEARANCE OF A HUGE FORMATION OF BOMBERS, IT ACTED AS A DECOY & DREW FIGHTER AIRCRAFT AWAY FROM THE TRUE BOMBER FORCE. WE ACCOMPLISHED THIS MISSION WITHOUT MISHAP & WERE THRILLED THAT AT LAST WE HAD BEEN PART OF A RAID. THEN IT WAS A 14 DAY LEAVE. IT WAS DURING THIS LEAVE THAT I CELEBRATED MY 21ST BIRTHDAY ALBEIT, A LITTLE EARLY, BUT AFTER FLYING IT SEEMED QUEER NOT TO HEAR THE ROAR OF AIRCRAFT ENGINES. ALSO THE FLYING ROUTINE WAS MISSING, SO WHILST IN [sic] WAS NICE TO BE HOME WITH THE FAMILY I WAS NOT SORRY TO BE GOING BACK. THERE WAS MORE TRAINING TO BE DONE & I HAD TO GO FOR A WEEKS GUNNERY COURSE TO BINBROOK. THIS WAS AN AUSTRALIAN BOMBER STATION, VERY OPPERATIONAL [sic] & THEIR LOSSES WERE HIGH. THE FIRST PERSON THAT I MET AT BINBROOK WAS A CHAP I HAD DONE MY INITIAL TRAINING WITH AT STORMY DOWNS. A WELSHMAN FROM TREDEGAR & AN EX POLICEMAN NAMED VICTOR JONES. VIC & I HAD BEEN PUT FORWARD FOR OFFICER SELECTION AS WE HAD TOPPED THE COURSE TABLES. THERE WAS ONE OFFICER PLACE PER COURSE. I WAS NOT OVERKEEN & THOUGHT THAT ONLY 5 MONTHS DID NOT JUSTIFY BEING MADE AN OFFICER. THE BENEFITS [sic] OF BEING AN [missing words]
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[underlined] 8 [/underlined]
WHEN SHOT DOWN YOU WOULD BE ENTITLED TO BETTER TREATMENT. VIC GOT THE OFFICERSHIP, MUCH TO MY RELIEF. AFTER THE DAY’S GUNNERY PRACTICE, I USED TO MEET UP WITH VIC, BORROW HIS SPARE UNIFORM & WE WOULD HAVE A DRINK OR TWO IN THE OFFICERS MESS, WHICH WAS VERY ENJOYABLE. AFTER A WEEK I LEFT BINBROOK THANKFULLY MY SHOOTING HAD IMPROVED & I WAS MORE CONFIDENT IN MY JOB. SADLY I HEARD A FEW MONTHS LATER THAT VIC HAD BEEN SHOT DOWN I REJOINED MY CREW AT BLYTON 1662 CONVESION [sic] UNIT. WE WERE TO FLY HALIFAXES. ONE OF THE MOST DANGEROUS AND CONTRARY AIRCRAFT AND SO EASY FOR INEXPERIENCED PILOTS TO CRASH. HOWEVER, RON, OUR PILOT MASTERED THE BRUTE & WE COMPLETED 10 DAYS THERE. DURING THIS TIME OUR CREW INCREASED BY 2. THE FLIGHT ENGINEER CALLED GEORGE, I NEVER DID KNOW HIS SURNAME. HE WAS A LONDONER & HAD WON HIMSELF THE GEORGE CROSS MEDAL FOR HIS PART IN THE BLITZ. OUR PILOT TOOK AN INSTANT DISLIKE TO HIM & ALWAYS FELT THAT GEORGE WAS ONLY WAITING TO WIN MORE MEDALS, WHICH WAS AGAINST OUR CREWS WAY OF THINKING. WE ALWAYS SAID THAT OUR JOB WAS TO REACH THE TARGET DROP THE BOMBS & GET HOME IN ONE PIECE. HOWEVER GEORGE WAS GOOD AT HIS JOB & WAS NEVER GIVEN THE CHANCE TO PLAY THE HERO. – MUCH TO HIS DISGUST - . THE OTHER MEMBER WAS THE MID-UPPER GUNNER JOHNNY JOHNSON, SHORT & [missing words]
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[underlined] 9 [/underlined]
HIMSELF TO HIMSELF & CAME FROM NORTHAMPTON OUR ORIGINAL 5 NEVER REALLY GOT USED TO BECOMING 7. BUT WE ALL DID OUR JOBS AND MADE A DECENT CREW. WE TRANSFERED [sic] (MUCH TO OUR RELIEF) to LANCASTERS AT HEMSWELL FOR A WEEK AT ELSHAM WOLDS AFTER A COUPLE OF FLIGHTS IT WAS FINALLY ONTO 550 SQUADRON AT NORTH KILLINGHOLME NEAR GRIMSBY, OUR FIRST TASTE OF OPPERATIONAL [sic] LIFE. IT WAS NOW MARCH 1944. KILLINGHOLME KILLINGHOLME [sic] HAD ONLY JUST OPENED UP IN JAN 44 & THE FACILITIES WERE VERY SPARTAN & WE HAD TO ROUGH IT FOR SOME TIME. SLEEPING ACCOMODATION [sic] WAS A NISSEN HUT, STRAW MATTRESSES ON IRON BEDS & TWO COKE STOVES FOR HEATING, BUT AS THE C/O SAID “YOU’LL BE PLENTY WARM ENOUGH, FLYING.” WE SETTLED IN WELL TO SQUADRON LIFE. WE STILL HAD TO TRAIN DURING THE DAY. WE WORKED WELL TOGETHER & DEVISED A SYSTEM SO THAT WE WERE AS EFFICIENT AS WE COULD BE. THEN ON THE 10TH APRIL 1944 OUR PILOTS NAME APPEARED ON THE FLIGHT LIST. THE ROUTINE THEN & IN FUTURE TO BE REPEATED OFTEN, WAS, 10 AM IN THE MORNING, CREW BUS TO THE AIRCRAFT WE WERE TO USE. Q-QUEENIE, EACH OF US CHECKED & RECHECKED HIS PART. THE ENGINES WERE RUN UP & THE PILOT CHECKED EACH ENGINE SEPERATELY. [sic] ANYTHING HE DIDN’T LIKE WAS ATTENDED TO & CHECKED AGAIN THE WIRELESS OP. CHECKED HIS EQUIPMENT. WE [missing words]
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[underlined] 10 [/underlined]
HAD TO CHECK MY GUNS WERE IN WORKING ORDER AMMUNITION RAN SMOOTHLY INTO THE GUN. THE AMMUNITION BELT WAS FOLDED INSIDE THE FUSELAGE & RAN IN TRACKS INTO THE TURRET. COULD NOT AFFORD A JAMMED BULLET, IF NEED AROSE, TO MESS THINGS UP. THE TURRET HAD TO WORK SMOOTHLY THE HYDRAULICS FREE FROM LEAKS & AIRLOCKS THE ELECTRIC HEATING FOR MY FLYING SUIT HAD TO BE WORKING, FROZEN FINGERS AT A CRUSIAL [sic] MOMENT to BE AVOIDED. THE INSIDE PERSPEX WAS CLEANED so THAT VISION WAS CLEAR. EVERYTHING CHECKED & RECHECKED, THEN & ONLY THEN THE PILOT WAS ADVISED THAT EVERYTHING WAS O.K – THE BOOK SIGNED. WE HAD A FIRST CLASS GROUND CREW & RARELY FOUND A FAULT, WHEN WE DID, IT WAS PUT RIGHT. BY FINDING OUT HOW MUCH PETROL WAS BEING PUT IN & THE WEIGHT AND TYPE OF BOMBS WE COULD WORK OUT THE DISTANCE AND TYPE OF TARGET of the opperation. [sic] ALL WAS TO BE REVEALED AT THE BRIEFING ABOUT 2 hours BEFOR [sic] TAKE OFF NO ONE WAS ALLOWED OUT OF CAMP UNTIL TAKE OFF. AT THE BRIEFING it WOULD BE DISCLOSED THE TARGET, THE COURSE to BE SET TIME OF TAKE OFF, TIME OVER TARGET & TIME BACK. WE WERE ISSUED WITH AN ESCAPE KIT IN CASE WE HAD TO BALE OUT & CHOCOLATE & CANNED DRINK FOR THE JOURNEY. ALL RELEVANT INFORMATION WAS GIVEN & DIJESTED. [sic] THE NAVIGATOR THEN HAD TO WORK OUT HIS FLIGHT PLAN. OUR NAVIGATOR WAS SLOW & METHODICAL. I NEVER KNEW HIM TO [missing words]
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[underlined] 11 [/underlined]
ON, TOO SOON OR TOO LATE MEANT THAT YOU WERE ON YOUR OWN & EASILY PICKED UP BY RADAR, SEARCHLIGHTS or FIGHTERS, SO THEN TO TAKE OFF. OUR TARGET ON THAT FIRST TRIP WAS MARSHALLING YARDS AT AULNOYE. TAKE OFF 23.35 time over TARGET 02.25 WE PILED INTO THE CREW BUS WITH 2 OTHER CREWS & WERE TAKEN OUT TO OUR AIRCRAFT THERE WAS A BIT OF LAUGHING & JOKING & AS EACH CREW LEFT, IT WAS “CHEERIO, SEE YOU AT BREAKFAST”. WHEN OUR AIRCRAFT WAS REACHED, WE ALIGHTED, SAID “CHEERIO” to the GROUND CREW & CLIMBED ABOARD, THE JOKES STOPPED & WE WERE EACH LEFT TO OUR OWN THOUGHTS “HOW WOULD WE COPE UNDER FIRE” WE SHOOK EACH OTHERS HAND, PATTED THE SIDE OF THE AIRCRAFT & MADE OUR WAY TO OUR POSTS. MINE WAS A LONG WALK TO THE REAR, STOWING MY PARACHUTE OUTSIDE THE TURRET I SWUNG MYSELF IN, PLUGGED IN MY ELECTIC [sic] HEATER, CHECKED IT & SWITCHED OFF, RUNNING THROUGH ALL THE CHECKS I REPORTED OVER THE INTERCOM THAT ALL WAS O.K. EACH MEMBER IN TURN REPORTED AND ALL WAS SET. AT THE APPROPRIATE TIME THE ENGINES WERE STARTED & CHOCKS AWAY WE WERE MOVING TO THE END OF THE RUNWAY. GIVING THE THUMBS UP SIGN FROM THE GROUND CREW SERGEANT. ONE PLANE AFTER THE OTHER WERE SIGNALLED OFF & SOON WE WERE AIRBOURNE [sic] & REACHING 20,000 FT [missing words]
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[underlined] 12 [/underlined]
LIKE A TRAINING EXERCISE. SOON IT WAS OVER THE FRENCH COAST & COURSE SET FOR TARGET TARGET [sic] REACHED SPOT ON TIME. FEW SEARCHLIGHTS AND A BIT OF “ACK-ACK” GUNFIRE. THE BOMB AIMER LINED UP HIS TARGET & GAVE THE PILOT DIRECTIONS. I FELT THE AIRCRAFT RISE AS HE REPORTED “BOMBS GONE SKIPPER” THE PILOT REPLIED “THANK YOU BOMB AIMER, LETS GO HOME” & AS WE PASSED OVER THE TARGET I COULD SEE A SERIES OF EXPLOSIONS, FIRES BURNING & SEARCHLIGHTS TRYING TO PICK US UP, VERY LITTLE “FLACK” SUGGESTING THAT THERE WERE A NUMBER OF NIGHT FIGHTERS ABOUT. I REPORTED THIS TO THE SKIPPER. HE SAID “KEEP YOUR EYES WELL PEELED GUNNERS. THE WORST IS BEHIND US.” WE HAD A QUIET JOURNEY BACK. LANDED. REPORTED IN & WENT TO BREAKFAST. ALL OUR CREWS WERE BACK SAFELY AFTER WHAT WAS A RELATIVELY EASY TRIP. BUT AS ONE OLD CREW SAID IT DOESNT HAPPEN OFTEN, COUNT YOUR BLESSINGS BREAKFAST WAS A GOOD FRY UP AND SUDDENLY I WAS TIRED & SURPRISED TO SEE IT GETTING LIGHTER IT WAS 6 AM THE TRIP HAD TAKEN 5 hours NO REPORTING UNTIL 12 NOON AND SO TO SLEEP. AS IT HAPPENED WE WERE NOT OPPERATIONAL [sic] AGAIN FOR OVER A WEEK, BUT THERE WAS NO SLACKING, WE STILL HAD TO PRACTICE AND WERE ALWAYS KEPT INFORMED OF DIFFERENT TECHNIQUES BEING USED. IF WE WEREN’T REQUIRED FOR FLYING WE COULD GO INTO GRIMSBY FOR CINEMA, PUBS & ENTERTAIN [missing words]
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[underlined] 13 [/underlined]
WHICH WAS USED BY THE RAF, AND NICKNAMED THE “MUCKY DUCK,” NOISEY & SMOKEY. IT WAS THERE THAT I FIRST MET UP WITH THE “YANKS”. WE GOT ON REASONABLY WELL ONCE WE WERE USED TO THEIR WAYS, BUT COULD NEVER UNDERSTAND WHY THE WHITES WOULD INSIST ON BLACKS BEING FORCED TO DRINK ELSE WHERE, AND ANY TROUBLE USUALLY AROSE BETWEEN THE TWO. BACK IN CAMP WE KEPT LOOKING AT THE OPPERATIONS [sic] BOARD AND AT LAST ON THE 18TH APRIL WE WERE DETAILED. OUR ROUTINE CHECKS OF THE AIRCRAFT WERE DONE AND ABOUT 8 pm WE HAD BRIEFING. THE TARGET WAS ROUEN. THE DOCKS & MARSHALLING YARDS. AGAIN EVERY THING WENT WELL. WE STAYED OUT OF TROUBLE, DID THE JOB AND CAME BACK TO BASE. TWO NIGHTS LATER WE WERE FLYING AGAIN, THIS TIME TO COLOGNE IN THE RHUR. THE HOT SPOT OF GERMANY. THE LARGE MUNITIONS FACTORIES OF KRUPPS & STEEL WORKS WERE ALL ALLONG [sic] THE RHUR. WELL DEFENDED. THIS TIME IT WAS NO JOY RIDE. WE SAW IT ALL. SEARCHLIGHTS “FLACK” AND THE AIRCRAFT TOSSED ABOUT BY NEAR SHELL BURSTS. NO DAMAGE TO WORRY ABOUT. WE SAW OTHER AIRCRAFT BEING ATTACKED BY NIGHT FIGHTERS & GO DOWN IN FLAMES. THE TARGET WAS ONE MASS OF FIRES & BOMB BURSTS. IT SEEMED ENDLESS. BUT EVENTUALLY WE WERE THROUGH, BOMBS DROPPED & TARGET BEHIND US. THE SKIPPER CHECKED EVERY ONE WAS O.K. APPOLOGISED [sic] FOR THE BUMPY RIDE & SAID “I’LL BUY YOU ALL A BEER WHEN WE GET BACK”[missing words]
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[underlined] 14 [/underlined]
A COUPLE OF SCARES FROM NIGHT FIGHTERS, BUT MANAGED TO EVADE THEM AND LOSE OURSELVES INTO THE DARK NIGHT SKY. THE C/O HAD BEEN RIGHT, IT HAD BEEN PRETTY WARM FLYING NO NEED FOR COKE FIRES. TWO NIGHTS LATER WE WERE IN THE RHUR AGAIN TO DUSSELDORF. MUCH THE SAME HAPPENED, BUT WE RETURNED O.K. NO DAMAGE. THEN KARLSRUHE A COUPLE OF NIGHTS LATER, WE HAD A BIT OF DAMAGE, BUT MADE IT HOME, BUT THAT WAS A LONG TRIP AND TOOK 6 1/2 hours. MOST OF IT TRYING TO KEEP OUT OF TROUBLE, WE HAD TO PICK UP ANOTHER AIRCRAFT FOR OUR NEXT FLIGHT TO ESSEN ON THE 26TH APRIL. BY NOW WE HAD EXPERIENCED IT ALL. EVERYTHING THAT COULD HAPPEN AND THOUGHT WE WERE BEING LUCKY TO GET AWAY WITH IT. WE HAD DEVELOPED A GOOD WORKING SYSTEM BETWEEN US GUNNERS WHICH KEPT US OUT OF THE WORST OF IT. THE REST OF THE CREW ALWAYS CAME AND SAID THANKS ON LANDING GEORGE WOULD HAVE PREFERED MORE ACTION. ON THE 27TH WE WERE BRIEFED FOR FRIEDRICHAFEN AFTER ABOUT 30 MINUTES ONE ENGINE BEGAN SIEZING UP AND HAD TO BE CUT, THE SKIPPER SAID WE WOULD HAVE TO GO BACK. GEORGE WANTED TO CARRY ON ON [sic] THREE ENGINES BUT RON WAS AGAINST IT & TO GEORGES DISGUST TURNED THE PLANE ROUND AND HEADED HOME. RON RADIOD [sic] BASE & WAS TOLD TO JETTISON THE BOMB LOAD OVER THE NORTH SEA. THIS WAS DONE AND WE [missing words]
[page break]
[underlined] 15 [/underlined]
ENGINE WAS PLAYING UP, SO IT WAS A RELIEF TO PUT FOOT ON LAND. ON THE 30TH APRIL WE WERE BRIEFED FOR A TRIP TO MAINTENON MARSHALLING YARDS IN FRANCE THIS TIME A NEW TECHNIQUE WAS TO BE USED. WE WERE INSTRUCTED TO ARRIVE AT THE TARGET AREA AT A GIVEN TIME. TARGET INDICATORS WERE BEING DROPPED (YELLOW FLARES) AND WE WERE TO CIRCLE UNTIL ORDERED TO OUR SPECIAL TARGET (GREEN FLARES) OTHER AIRCRAFT WERE GIVEN (BLUE FLARES OR RED FLARES TO BOMB ON. EVERYTHING WENT ACCORDING TO PLAN AND THIS WAS THE BEGINING [sic] ON THE PATHFINDER TECHNIQUE AND PROVED A GREAT SUCCESS FOR PINPOINT BOMBING. THE AIRCRAFT USED WERE THE MOSQUITO’S WITH A 2 MAN CREW THEY WERE FANTASTIC. THERE WAS, HOWEVER, TO BE A SERIOUS SET BACK A FEW DAYS LATER A PERIOD OF FULL MOON HAD JUST BEGUN, AND USUALLY THAT MEANT A STAND DOWN. WE WERE THEREFOR [sic] SUPRISED [sic] ON THE 3RD MAY TO SEE THE ROSTA UP FOR EVENING OPS. AND OUR CREW DETAILED. WE DID OUR USUAL CHECKS IN THE MORNING. EVERYTHING O.K AND THEN BRIEFING ABOUT 8 PM. WE WERE INFORMED THAT THE TARGET WAS MAILLY-LE-CAMP IN FRANCE JUST SOUTH OF PARIS. THIS WAS A GERMAN PANZER TANK TRAINING CAMP AND WITH THE IMPENDING INVASION WAS BETTER DESTROYED. THERE WAS TO BE TWO TARGETS. WITH OUR NEIGHBOUGHS, [sic] GROUP 5 TAKING THE FIRST. OUR GROUP [missing words]
[page break]
[underlined] 16 [/underlined]
TO DROP TARGET INDICATORS AND EACH GROUP TOLD WHEN TO ATTACK AND WHAT COLOUR FLARE TO BOMB ON. GROUP 5 ARRIVED AND CIRCLED ON YELLOW MARKERS UNTIL GIVEN THE ORDER TO BOMB. THIS THEY DID SUCCESSFULLY. GROUP I (OUR GROUP) ARRIVED, SOME A LITTLE EARLY AND WERE INSTRUCTED TO CIRCLE OVER THE YELLOW MARKERS UNTIL GIVEN THE ORDER TO BOMB. IN THE MEANWHILE GERMAN FIGHTERS HAD ARRIVED AND GIVEN BRIGHT MOONLIGHT AND LANCASTERS FLYING AROUND IN CIRCLES, HAD EASY PREY. THE PATHFINDERS ORDERED THE PLANES TO KEEP THEIR POSITION AND THE AIR WAS BLUE WITH PILOTS REMONSTRATING, IT WAS PANDEMONIUM. OUR PLANE WAS APPROACHING THE AREA AT THE CORRECT TIME AND THE PILOT DECIDED TO CIRCLE SOME WAY AWAY FROM THE ACTION UNTIL WE HAD THE ORDER TO BOMB ON THE RED FLARE. THIS WAS ACCOMPLISHED WITH DUE HASTE AND ACCURACY. ONCE THROUGH THE TARGET WE WERE CONTINUALLY HARRASSED BY GERMAN FIGHTERS. ONE IN PARTICULAR CAME FROM AFAR AND I COULD SEE HIS TRACER BULLETS GOING OVER THE TOP OF US. AS HE GOT WITHIN RANGE I OPENED FIRE AND HE PEELED OFF. I KNOW SOME OF MY SHOT HIT HIM. HE WHEELED ROUND AND CAME IN AGAIN, WELL OUT OF MY RANGE. BUT AGAIN HIS TRACERS WERE HIGH AND I SAT THERE FULLY EXPECTING TO GET THE FULL IMPACT. OUR PILOT WAS TWISTING AND TURNING [missing words]
[page break]
[underlined] 17 [/underlined]
SUDDENLY HIS FIRING CEASED AND ROUND HE WENT AGAIN. THIS TIME HE JUST SAT OUT OF RANGE, WAGGLED HIS WINGS AND FLEW OFF. – WHY? – EITHER HE HAD RUN OUT OF AMMUNITION, OR HIS GUNS HAD JAMMED, EITHER WAY, IT WAS A RELIEF AND I SAID A FEW WORDS OF THANKS TO OUR GARDIAN [sic] ANGEL WE HAD OTHER ENCOUNTERS AFTER THAT BUT ARRIVED BACK WITH ONLY A FEW GASHES. ALL OUR OTHER CREWS ARRIVED BACK TO BASE AS WELL, AND HAD FARED [sic] IN THE SAME MANNER. OUR GROUPS LOSSES WERE 28 AIRCRAFT AND GROUP 5 LOST 14. WE WERE LUCKY BUT NONE OF US WOULD EVER EXPERIENCE ANYTHING LIKE IT AGAIN – OR FORGET IT – THE PATHFINDERS NEVER AGAIN MADE SUCH A MESS OF THINGS AND WENT ON TO BECOME A GREAT SUCCESS. THERE WAS A STORY THAT WENT AROUND SOME TIME AFTER. THE SPECIAL DUTIES FLIGHT AT BINBROOK UNDER COMMAND OF SQUADRON LEADER BILL BREAKSPEAR HAD BEEN AGAINST THE RAID BECAUSE OF THE BRIGHT MOON AND CLEAR SKY AND HAD SAID SO TO HARRIS, BUT HAD BEEN OVER RULED. AT THEIR NEXT MEETING BREAKSPEAR STORMED OUT OF THE ROOM WITHOUT SALUTING, HARRIS CALLED HIM BACK AND SAID “DON’T YOU SALUTE AIR CHIEF MARSHALLS” BREAKSPEAR REPLIED “NOT STUPID ONES – SIR,” HARRIS WAS NOT NAMED THE BUTCHER FOR NOTHING AND APPEARED NOT TO CARE ABOUT LOSSES OF MEN. AFTER MAILLY WE HAD A REST FOR A [missing words]
[page break]
[underlined] 18 [/underlined]
WHICH BY NOW WAS BECOMING A WAY OF LIFE RENNES (FRANCE) DIEPPE (FRANCE) ORLEANS (FRANCE DORTMUND, AACHEN (GERMANY) TWICE ACHERES (FRANCE THIS WAS ON THE 6TH JUNE (D. DAY). WE TOOK OFF JUST AFTER MIDNIGHT AND RETURNED 5 1/2 hrs LATER TO BE TOLD THAT BRITISH & ALLIED TROOPS HAD MADE A SUCCESSFUL LANDING IN FRANCE. ALL OPERATIONS AFTER THAT WERE TO FULLY SUPPORT GROUND TROOPS FLEURS (FRANCE) ON THE 9TH ACHERES (FRANCE) 10TH THEN ON THE 13TH JUNE CAME THE SHOCK. WE WERE TO BE POSTED TO 300 (POLISH) SQUADRON TOGETHER WITH 5 OTHER EXPERIENCED CREWS IT SEEMED THAT 300 SQUADRON WERE LOSING A LOT OF AIRCRAFT AND WAS UNDER STRENGTH NO ONE WANTED TO LEAVE KILLINGHOLME WE HAD BUILT UP A GOOD REPUTATION LOSSES WERE LOW MISSIONS WERE ACCOMPLISHED AND WEIGHT OF BOMBS PER AIRCRAFT WERE THE HIGHEST IN THE GROUP. HOWEVER, ORDERS WERE ORDERS AND WITH MUCH MISGIVINGS WE WENT TO FALDINGWORTH NEAR LINCOLN. WE ARRIVED AND WERE SHOWN OUR QUARTERS, SAME NISSEN HUTS SAME TYPE OF BEDS NO OTHER COMFORTS THEN TAKEN TO THE MESS FOR A MEAL. TO PUT IT MILDLY POLISH FOOD HAD LITTLE ATTRACTION FOR US AND WE SETTLED FOR A GOOD FRY UP OF EGGS AND BACON. WE MANAGED TO INSIST ON AN ENGLISH MENUE. [sic] THE AIRCRAFT WE WERE SUPPOSED TO FLY WERE A DISGRACE AND FALLING TO PIECES [missing words]
[page break]
[underlined] 19 [/underlined]
to FLY THEM AND OUR C/O BACKED US UP. WITHIN 2 DAYS WE HAD NEW LANCASTERS DELIVERED AND ON THE 14TH DID OUR FIRST OPERATION FOR 300 SQUADRON TO LE HAVRE. THE STATE OF THE OTHER AIRCRAFT THE POLES WERE FLYING GAVE US A GOOD IDEA WHY THEIR LOSSES WERE SO HIGH. BUT WITH OUR SUPPORT THINGS WERE TO CHANGE AND NEW AIRCRAFT ARRIVED ALMOST DAILY. THE POLES WERE A FRIENDLY LOT. VERY QUICK TO BUY A DRINK FOR THEIR ENGLISH FRIENDS, WE HAD BEEN WARNED NOT TO DISCUSS POLITICS, AS PART OF POLAND HAD BEEN HANDED OVER TO RUSSIA IN A DEAL BETWEEN ROOSEVELT CHURCHILL & STALIN. WE SETTLED IN VERY UNEASILY TO OUR NEW SQUADRON. MORE THOROUGH CHECKS ON EVERY NUT AND BOLT. WE DID OPPERATIONS [sic] TO AULNOYE (FRANCE) RHEIMS (FRANCE) AT THIS TIME LONDON WAS BEGINING [sic] TO GET ROCKET ATTACKS AND WE WERE SENT OUT WITH PATHFINDERS MARKING TARGETS, TO THE ROCKET SITES, THESE WERE MAINLY IN WOODLANDS HIDDEN BY TREES AND HEAVILY CAMAFLAGED [sic] WE STARTED DAILIGHT [sic] BOMBING. SOMETHING NEW FOR US. WE WERE USED TO BEING ON OUR OWN, NOT FLYING IN FORMATION. WHICH WAS FOR US, DOWNRIGHT DANGEROUS & DISPENSED WITH RIGHT FROM THE START. THE “YANKS” HAD OUR ADMIRATION FOR THE WAY THEY FLEW IN FORMATION AND IT WAS LAUGHABLE WHEN, AS [missing words]
[page break]
[underlined] 20 [/underlined]
IN PRETTY PATTERNS AND OUR STRAGGLY LOT ALL OVER THE PLACE. IT WAS ABOUT THIS TIME I WAS PROMOTED TO FLIGHT SERGEANT THIS MEANT A LITTLE EXTRA CASH AND WAS MOST WELCOME, AS VERY OFTEN WE HAD TO VISIT A RESTAURANT IN LINCOLN TO GET A DECENT MEAL. I BECAME QUITE A REGULAR CUSTOMER AT MRS HOLDEN’S FOR HER DELICIOUS CHICKEN LUNCH, AFTER WHICH AN EVENING IN THE SARACENS HEAD. OR AS IT WAS AFFECTIONALLY KNOWN “THE SNAKE PIT”. BY NOW THE 2ND FRONT WAS GETTING ESTABLISHED AND WE WERE ATTACKING TARGETS SUCH AS AULNOYE (MARSHALLING YARDS) RHEIMS (TROOP PLACEMENTS) SIRACOURT (ROCKETS) VIERZON (TROOPS) ORLEANS ROCKET LAUNCHERS IN DAYLIGHT, ALMOST EVERY DAY AND NIGHT WE WERE OUT. SOMETIMES RUNNING INTO FIGHTER AIRCRAFT, SOMETIMES HEAVY GUNFIRE BUT WE STEERED CLEAR OF TROUBLE. THEN CAME CAEN ON THE NORMANDY FRONT. THE BRITISH TROOPS WERE BEING HELD UP IN THEIR ADVANCE AND THE INSTRUCTIONS FOR US, WERE TO BOMB A VERY HEAVILY DEFENDED TOWN AND PANZER DIVISION. THE PATHFINDERS WERE TO GO IN FIRST AND DROP THEIR FLARES AND GIVE US INSTRUCTIONS ON WHICH COLOUR TO BOMB WE TOOK OFF AT 8 PM AND STILL VERY LIGHT WE COULD SEE ALL OUR OTHER LANCASTERS MAKING THEIR WAY TO DIFFERENT TARGETS, THERE WOULD BE 20-30 PLANES ON 1 COLOUR FLARE [missing words]
[page break]
[underlined] 21 [/underlined]
WAS STILL LIGHT. OUR USUAL BOMBING HEIGHT WAS 20,000 FT FOR THIS ONE WE STARTED OFF AT 10,000 FT. BUT BECAUSE OF CLOUD HAD TO DECEND UNTIL WE COULD SEE OUR FLARE. BOMBING HAD TO BE SPOT ON BECAUSE OF THE NEARNESS OF BRITISH TROOPS ON THE GROUND. WE COULD SEE THE HOUSES, TROOPS, EVERYTHING – ESPECIALLY OTHER AIRCRAFT CONVERGING ON THE SAME TARGET SOME LOWER SOME HIGHER, THOSE THAT WERE HIGHER WERE OPENING THEIR BOMB BAYS RIGHT OVER HEAD OF US, AND AS I HEARD OUR BOMB AIMER SAY “BOMBS GONE” I COULD SEE ABOUT 3 OTHERS HIGHER, RELEASING THEIRS. I JUST SAT THERE AND PRAYED. THE BOMBS WERE FALLING ONE AFTER THE OTHER AND THANKFULLY MISSED THE TAIL, BY HOW MUCH I DONT KNOW BUT IT LOOKED PRETTY CLOSE. OUR LOSSES DURING THAT TRIP WERE PUT DOWN TO OUR OWN. WE WERE TO DO A COUPLE MORE TRIPS LIKE THAT. ON ONE WE EVEN GOT DOWN TO 1500 FT WHICH WAS VERY, VERY LOW. THEN ON THE 31ST JULY WE WERE TO DO OUR 30TH TRIP AND THE LAST ONE OF OUR FIRST TOUR. THEN ON TO 14 DAYS LEAVE. WE TRIED NOT TO THINK ABOUT IT UNTIL WE HAD OUT FOOT ON ENGLISH SOIL AGAIN, THIS TIME A ROCKET SITE. NO HASSEL. [sic] NO FLACK. NO FIGHTERS ONLY ON THE RETURN DID AN ENGINE PACK IN, AND WE HAD TO LAND AT A DIFFERENT BASE. WE WERE DEBRIEFED, AND WHEN THEY HEARD IT WAS OUR [missing words]
[page break]
[underlined] 22 [/underlined]
THE AIRCREWS CAME OUT. IT WAS ABOUT 3 AM IN THE MORNING. WE HAD A BIT OF A PARTY BUT WE WERE LOOKED UPON LIKE FREAKS THE QUESTIONS WE WERE ASKED, IT WAS ALL A BIT OVERPOWERING. NEXT MORNING WE WERE NOT ALLOWED TO FLY BACK TO BASE THEY SENT A CAR TO TRANSPORT US AND A FRESH CREW TO TAKE OUR PLANE. ON ARRIVAL BACK AT FALDINGWORTH WE WERE DROPPED OFF AT THE C/O’S OFFICE TAKEN IN HAD A SHOT OF WHISKEY WITH HIM, SHOOK HANDS AND TOLD THAT ON THE FOLLOWING DAY WE WERE TO START OUR LEAVE. GET EVERY THING PACKED. THAT EVENING WE MET UP AS A CREW FOR THE LAST TIME. HAD A DRINK OR TWO AND SAID OUR CHEERIO’S. THE FOLLOWING MORNING RON, OUR PILOT & I WENT TO LINCOLN STATION CHANGED TRAINS AT PETERBOROUGH AND HENCE TO LONDON. THERE HE WENT OFF TO BRIGHTON & I TO TWICKENHAM.
JOB DONE, - NONE OF US MET UP AGAIN.
[page break]
TAILENDERS END TALES.
[circled 1] IT WAS DURING OCTOBER 43 THAN [sic] OUR PILOT CALLED A CREW MEETING. HIS OPENING WORDS WERE “WE HAVE BEEN TOGETHER LONG ENOUGH, I TAKE IT THAT WE ARE HAPPY WITH THE WAY WE OPPERATE [sic] TOGETHER”. WE ALL AGREED. HE CARRIED ON. “AS I SEE IT. I AM JUST THE DRIVER. ART (NAVIGATOR) GIVES ME THE COURSE. I FLY IT OVER THE TARGET. DAVE (BOMAIMER) [sic] GIVES ME DIRECTIONS. – I FLY IT -. KEN. [deleted] YOU [/deleted] I RELY ON YOU TO GIVE ME CORRECT MESSAGES THAT COME OVER THE RADIO. AND I ACT ON IT. BILL. – AS GUNNER, YOU ARE OUR EYES. ANY TIME YOU SEE WE ARE BEING ATTACKED, YOU GIVE ME DIRECTIONS FOR EVASIVE ACTION. – STRAIGHT AWAY. ALL OF YOU, TELL ME, I WILL FOLLOW YOUR ORDERS WITHOUT QUESTION OR HESITATION. – ANY QUESTIONS NOW.” DURING PRACTICE RON & I EVOLVED A SERIES OF MANOEVERS [sic] FOR EVASIVE ACTION. THAT THEY WORKED WAS ONLY DUE TO THE WAY THE LANCASTER WAS BUILT.
[circled 2] ONE NIGHT WHILST ON A TRAINING FLIGHT WE RAN INTO AN ELECTRICAL STORM. LIGHTENING FLASHED AND THE AIRCRAFT WAS TOSSED ABOUT BUT WHAT WAS MOST FRIGHTENING WAS THE WAY SPARKS WERE LEAPING FROM ONE METAL OBJECT TO ANOTHER. RUNNING THE LENGTH OF THE GUN BARRELL AND ALL ROUND THE TURRET I WAS GLAD WHEN WE WERE OUT OF IT.
[circled 3] ON SQUADRON THE GROUND CREW WERE FANTASTIC
[page break]
THE SERGEANT WAS THERE IN THE MORNINGS AND THERE WHEN WE TOOK OFF AT NIGHT. – AND THERE AGAIN ON OUR RETURN, WHEN HE SLEPT I DONT KNOW. BUT THEY WERE DEDICATED TO GIVING US THE BEST SERVICE.
[circled 4] OUR SQUADRON BASE AT KILLINGHOLME WAS CLOSE TO THE HUMBER RIVER. THE PORT OF HULL ONE SIDE AND GRIMSBY THE OTHER. VERY OFTEN BOTH PLACES WERE SUBJECTED TO HEAVY BOMBING BY THE GERMAN AIR FORCE. QUITE OFTEN THESE RAIDS CO-INCIDED WITH OUR TAKE OFF TIME, SO THAT BOTH AIRFORCES WERE IN THE AIR OVER GRIMSBY AT THE SAME TIME AND WE WERE OFTEN CAUGHT UP IN OUR OWN SEARCHLIGHTS. WITH THE NEXT GROUP OF SEARCHLIGHTS HOLDING A GERMAN BOMBER IN ITS BEAMS. WE HAD TO SIGNAL IN MORSE TO THE GROUND FOR THEM TO SWITCH OFF.
[circled 5] DURING THE TRIP ON AACHEN AT THE END OF MAY, ART, OUR NAVIGATOR ANNOUNCED THAT HE WAS ALWAYS SO BUSY PLOTTING THE NEXT COURSE AFTER THE TARGET, THAT HE HAD NEVER THE CHANCE TO SEE THE TARGET. THE NAVIGATORS CUBBY HOLE WAS ALL SHUT IN BECAUSE HE HAD TO HAVE LIGHT TO WORK BY. ON THIS TRIP HE DECLARED HE WOULD GIVE THE PILOT THE COURSE TO FOLLOW BEFORE HAND. SWITCH HIS LIGHTS OUT AND SEE WHAT WENT ON. THIS HE DID. IT HAPPENED THAT IT WAS A HECTIC NIGHT. AND THE FIREWORK DISPLAY WAS BRILLIANT. WE HEARD ART GASP. [missing words]
[page break]
I WOULDN’T HAVE COME.” I DONT THINK HE PEEKED OUT AGAIN.
[circled 6] 3RD MAY. THE PERIOD OF FULL MOON. WE TOOK OFF CLIMBED THROUGH BILLOWING WHITE CLOUD AT 10,000 FT INTO FULL MOONLIGHT. THE SIGHT WAS BREATHTAKING THE MOON SHONE ON THE CLOUDS LIKE DRIFTS OF SNOW. YOU COULD SEE FOR MILES, LANCASTERS ALL OVER THE SKY. OUR PILOT WAS SO CARRIED AWAY AT THE BEAUTY OF IT, HE FLEW THE AIRCRAFT LIKE A SLEIGH, SKIMMING THE TOPS OF THE CLOUDS AND WHOOPING LIKE A COWBOY. IT WAS INDEED A GRAND SIGHT. PITY IT WAS GOING TO BE SPOILT LATER THAT NIGHT.
[circled 7] AFTER WE HAD FINISHED OUR TOUR AND THE CREW HAD GONE OUR DIFFERENT WAYS, I WAS TO BE POSTED TO BRIDGENORTH AS INSTRUCTOR. IT WAS THERE THAT I WAS INFORMED THAT I WAS ELIGIBLE FOR 2 SERVICE MEDALS. THE 1939/45 STAR. AND THE AIRCREW EUROPE STAR AND CLASP. MY THOUGHTS IMMEDIATELY WENT TO GEORGE. HE MUST HAVE LAUGHED HIS SOCKS OFF.
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
Bill Freeman's Service Career
Description
An account of the resource
A detailed account of Bill's time in the RAF, starting with drill at Lords, training at Bridlington and Bridgnorth then RAF Stormy Down. He passed the course and after seven days leave reported to Hixon for crewing up. He discusses training and his social life. He then transferred to Binbrook then Blyton, Hemswell, Elsham Wolds and N Killingholme.
He describes individual operations in detail. He and his crew were transferred to Faldingworth where the condition of their aircraft was poor. These were quickly replaced with new aircraft. His crew were successful and survived their 30 operations never to meet up again.
He concludes his memoir with seven tailender tales.
Creator
An entity primarily responsible for making the resource
Bill Freeman
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
25 handwritten sheets
Identifier
An unambiguous reference to the resource within a given context
BFreemanWFreemanWv1
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Brighton
England--Dewsbury
Canada
England--Stafford
Wales--Tredegar
England--Northampton
England--Grimsby
France--Rouen
Germany--Cologne
Germany--Essen
Germany--Düsseldorf
Germany--Karlsruhe
Denmark--Frederikshavn
France--Maintenon
France--Mailly-le-Camp
France--Rennes
France--Dieppe
France--Orléans
Germany--Dortmund
Germany--Aachen
France--Paris
England--Lincoln
France--Le Havre
Poland
France--Pas-de-Calais
France--Caen
France--Vierzon
France
Germany
Denmark
France--Reims
Germany--Ruhr (Region)
England--Northamptonshire
England--Yorkshire
England--Lincolnshire
England--Staffordshire
England--Sussex
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Temporal Coverage
Temporal characteristics of the resource.
1943-04-05
1944-03
1944-04-10
1 Group
1662 HCU
300 Squadron
5 Group
550 Squadron
air gunner
Air Gunnery School
aircrew
Anson
anti-aircraft fire
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
briefing
Churchill, Winston (1874-1965)
crewing up
entertainment
flight engineer
George Cross
ground crew
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Lancaster
mess
military living conditions
military service conditions
Morse-keyed wireless telegraphy
Mosquito
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Pathfinders
pilot
RAF Binbrook
RAF Blyton
RAF Bridgnorth
RAF Bridlington
RAF Elsham Wolds
RAF Faldingworth
RAF Hemswell
RAF Hixon
RAF North Killingholme
RAF Stormy Down
searchlight
Stalin, Joseph (1878-1953)
tactical support for Normandy troops
target indicator
training
Wellington
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1773/31301/PFOMetheringhamAF19050003.1.jpg
4b2abfdc6bce8739d072f7e1c5f6b7a3
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
RAF Metheringham collection
Description
An account of the resource
131 items. The collection is from the Royal Air Force Metheringham Airfield Visitor Centre and contains photographs of aircraft, aircrew, other RAF personnel and places. Includes some target and reconnaissance photographs. Many items are concerned with 106 Squadron at RAF Metheringham and RAF Syerston.
The collection has been licensed to the IBCC Digital Archive by the RAF Metheringham Airfield Visitor Centre 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
2019-01-31
Identifier
An unambiguous reference to the resource within a given context
FOMetheringhamAF
Rights
Information about rights held in and over the resource
This content is property of the Royal Air Force Metheringham Airfield Visitor Centre which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
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
Bocholt
Before and after reconnaissance photographs
Description
An account of the resource
Left and right - side by side reconnaissance photographs showing the centre of the town of Bocholt with river Bocholter Aa flowing top to bottom with two distinctive bow’s to the right towards the top of the photograph. The large road crossing centre left to right is the Nordstrasse to the left becoming the Neustrasse to the right. The large building just below the road, right of centre, is St Georg Kirche. The right hand photograph shows large areas of bomb damage, particularly to bottom left quadrant which is extensively cratered. Explanatory text underneath. 'Bocholt. This town, which contained a concentration of troops and equipment for the western front, was attacked by RAF Bomber Command on 22 March. These photographs, before and after the attack show the whole area was completely devastated. H.Q.B.C AIR STAFF INTELLIGENCE, PI 575'. Submitted with description 'Before and after" reconaissance [sic] photographs of Bocholt after bombing by 1 Group, RAF Bomber Command on 22/03/1945. The printed caption includes "H.Q.B.C. Air Staff Intelligence, P.I. 575'
Format
The file format, physical medium, or dimensions of the resource
Two b/w photographs mounted on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PFOMetheringhamAF19050003
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
Germany--Bocholt
Temporal Coverage
Temporal characteristics of the resource.
1945-03-22
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 property of the Royal Air Force Metheringham Airfield Visitor Centre which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘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.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-03-22
Contributor
An entity responsible for making contributions to the resource
Stuart Cummins
1 Group
aerial photograph
bombing
reconnaissance photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38358/S102SqnRAF19170809v30005.2.jpg
3e0bf25b5ef05ebb773d358a0506ae05
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38358/S102SqnRAF19170809v30006.2.jpg
d46ab914da95759cd7c5a07449e4fb05
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
102 Squadron Collection
Description
An account of the resource
Thirty-one items.
The collection concerns material from the 102 Squadron Association and contains part of a Tee Emm magazine, documents, photographs, accounts of Ceylonese in the RAF, a biography, poems, a log book, cartoons, intelligence and operational reports, an operations order and an account by a United States Army Air Force officers secret trip to Great Britain to arrange facilities for American forces.
The collection has been loaned to the IBCC Digital Archive for digitisation by Harry Bartlett and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-23
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
102 Squadron Association
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] AIR24/265 M47 [/inserted]
[underlined] SECRET IMMEDIATE BY TELEPRINTER [/underlined]
From:- Headquarters, Bomber Command. 161630A
Air Ministry WhItehall, Nos 1, 3 4 5 6 8 91 92 93 100 Groups and all Bomber Command Stations in these Groups RAF N Ireland Nos 1 2 3 Bombardment Divisions. Coastal Command
Info Admiralty Nos 15 16 17 18 19 Groups
[underlined] BOMBER COMMAND INTELLIGENCE NARRATIVE OF OPERATIONS NO 747 [/underlined]
Covering period 1200 hrs 14 Feb to 1200 hrs 16 Feb
[underlined] Narrative of Operations. [/underlined]
[underlined] Day 14th February [/underlined] No Operations.
[underlined] Night 14/15th February [/underlined] No Operations.
[underlined] Day 15th February [/underlined] 2 Mosquitoes of 8 (P.F.) Group carried out Met recce flights.
[underlined] Night 15/16th February [/underlined]
(i) [underlined] BERLIN [/underlined]
A total of 891 a/c were despatched to renew the attack on the German capital; this is the largest force employed on this target up to the present time. It consisted of:-
161 Lancasters of 1 Group.
66 Lancasters of 3 Group
177 Halifaxes of 4 Group
226 Lancasters of 5 Group
32 Lancasters and 118 Halifaxes of 6 Group
16 Mosquitoes, 19 Halifaxes and 76 Lancasters of 8 (P.F.) Group.
There was broken cloud over the North Sea, which gradually thickened until it was 10/10ths thick cloud over the target with tops reported from 6,000 to 12,000 ft. At least 754 a/c attacked, bombing the P.F. markers, the majority of crews bombing on the R.P. flares which were reasonably well concentrated. Results were unobserved in the early stages of the attack owing to the density of the cloud, later reports, however, indicate that a good concentration was achieved and several large explosions were seen. Aircraft on the target after the main force had left, report a huge pall of black smoke over the city rising to a height of approximately 20,000 ft, also a large pear-shaped area of fire tapering to the south and centred in the north and north-east of the target area.
Flak defences were more intense than usual in the early stages, but died down as the attack progressed. The usual fighter flares were seen over the target, but there were fewer sightings of enemy fighters than usual.
Some reports are still outstanding. 42 a/c are missing.
100 Group despatched 14 Mosquitoes to co-operate with intruder patrols. 1 Mosquito is missing.
/Over . . .
[page break]
(ii) [underlined] FRANKFURT-AM-ODER [/underlined]
24/24 [deleted] Mosquitoes [/deleted] [inserted] Lancasters [/inserted] of 8 (P.F.) Group carried out a diversionary attack in 10/10ths cloud between 2113hrs and 2125 hrs.
(iii) [underlined] AACHEN [/underlined]
1/2 Mosquitoes of 8 (P.F.) Group attacked from 27,000 ft. Weather 10/10ths cloud with tops at approximately 5,000 ft. The remaining a/c dropped its bombs in the Aachen area owing to an operational failure.
(iv) [underlined] Fighter A/F in Holland. [/underlined]
15/19 Mosquitoes of 8 (P.F.) Group attacked the A/F's at [two indecipherable words], GILZE-RIJEN, TWENTE-ENSCHEDE and VENLO in conditions of 10/10ths cloud by means of special apparatus.
(v) 1 Halifax, 6 Wellingtons and 2 Mosquitoes of 100 Group carried out Special Duty patrols.
(vi) [underlined] MINELAYING [/underlined]
5/6 Wellingtons of 1 Group.
45/49 Stirlings of 3 Group and
4/4 Halifaxes of 8 (P.F.) Group
dropped their mines in the allotted areas.
There are no a/c missing from these other operations.
[underlined] CORRECTION TO B.C.I.N.O No 746 [/underlined]
The Special operation in para. (vi) Night 12/13th Feb, should be shown under Night 13/14th Feb.
H Summers F/LT
For Air Commodore,
[underlined] Chief Intelligence Officer [/underlined].
161630A
[underlined] Distribution [/underlined]
As for previous narrative.
16th February, 1944.
[underlined] 1/KV. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bomber Command intelligence narrative of operations no 747
Description
An account of the resource
Mentions day operations by two Mosquitos on 15 February. Gives description of night operation to Berlin with total of 891 aircraft dispatched. Lists types and numbers. Gives outline of weather and account of operation, results of bombing, amount of anti-aircraft fire, Includes 100 Group operations. Brief mention of diversionary attack on Frankfurt-am-Oder and attack on Aachen. Mention of friendly fighter operations, special duties and minelaying.
Creator
An entity primarily responsible for making the resource
Bomber Command - Chief Intelligence Officer
Temporal Coverage
Temporal characteristics of the resource.
1944-02-14
1944-02-15
1944-02-16
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
Germany--Berlin
Germany--Frankfurt (Oder)
Germany--Aachen
Netherlands
Netherlands--Leeuwarden
Netherlands--Breda
Netherlands--Tilburg
Netherlands--Twente
Netherlands--Venlo
Germany
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-16
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Service material
Format
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Two page typewritten document
Identifier
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S102SqnRAF19170809v30005, S102SqnRAF19170809v30006
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
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Sue Smith
1 Group
100 Group
3 Group
4 Group
5 Group
6 Group
8 Group
anti-aircraft fire
bombing
Halifax
Lancaster
mine laying
Mosquito
Pathfinders
target indicator
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1768/31034/BCleggPVGibsonAv1.2.pdf
8db739b076964463ed58fd14fcd516c2
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Title
A name given to the resource
Clegg, Peter Vernon. Gibson, Alan - folder
Description
An account of the resource
Eight items. Contains operational record of Squadron Leader Alan Gibson AFC DFM RNZAF including extracts from his logbook, letter from his rear gunner, reports on operation to Mailly le Camp and document with quotations.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
Publisher
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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. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
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Clegg, PV
Transcribed document
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Transcription
Text transcribed from audio recording or document
[underlined] BOMBER COMMAND REPORT ON NIGHT OPERATIONS [/underlined] .
[underlined] NIGHT OF 3/4th. MAY 1944 [/underlined] .
[underlined] MAILLY LE CAMP: [/underlined] ( also Montididier:Chateaudun:Ludwigshafen:Minelaying:etc.)
[underlined] SUMMARY. [/underlined]
The military camp at Mailly le Camp was attacked by Lancasters with devastating success, in bright moonlight. Extremely heavy and widespread damage was caused, but 42 aircraft (11.3%) were lost. The high losses were associated with the delay in issuing instructions by the Master Bo [inserted] m [/inserted] ber due to communication difficulties which resulted in aircraft concentrating over the datum point in ideal weather conditions for fighters
[underlined] WEATHER FORECAST [/underlined] .
Bases:- Little cloud. Good visibility.
France:- Well broken convection cloud in N.,dispersing by mid night.
[underlined] PLAN OF ATTACK [/underlined].
Three OBOE mosquitoes were to mark the South East aiming point with short-burning green Target Indicators. The Aiming Point was then to be illuminated by flares and marked with red spot fires, visually between H and H+5. These would be backed up with more red spot fires, and, if they were not sufficiently accurate, with cascading green Target Indicators on the Aiming Point. No. 5 Group aircraft were to attack in two waves between H+5 and H+11, as instructed by the controller. The same procedure was to be carried out on the South West Aiming Point by No.1. Group, the Mosquitoes marking between H+11 and H+20., and the aircraft bombing from H+20. H = 0001
[underlined] SORTIES. [/underlined]
No.of aircraft despatched. 362
No.of aircraft reporting attack on primary target. 354 (97.8%)
No.of abortive sorties. 8 (2,2%)
No. of aircraft missing. 42 (11. 3%)
[underlined] WEATHER EXPERIENCED. [/underlined]
Bases: - Fit
Target:- Cloudless over France. Good Visibility. Bright Moonlight Wind at 6/7000ft. - 300-310 at 30/35 mph.
[underlined] NARRATIVE OF ATTACK [/underlined] .
Marking on the S.E.Aiming Point was abortive; one set of Target indicators failed to explode, and the other Mosquito was intercepted by a fighter. The Master Bomber hestitated [sic] and, after a few aircraft had bombed, diverted the attack to the N.W.Aiming Point. This was identified visually and accurately marked. The bombing was concentrated, and the target was soon enveloped in smoke.
[page break]
[underlined] DAY RECONNAISSANCE. [/underlined] The whole of the military camp and training area was severely damaged. The weight of the attack fell on the large compact group of Motor transport and barrack buildings. None of the 47 Motor Transport buildings escaped, and 34 were destroyed. XXX 114 barrack buildings were affected.
The workshops south of the area, a second group of M.T.buildings to the East, the range, and the ammunition dump, were also heavily hit.
[underlined] ENEMY DEFENCES. [/underlined]
[underlined] Ground Defence [/underlined] . 8 heavy guns were in action at the target, firing accurately at 8-9,000ft. Light flak came from 20 guns, and were self-destroying at 10-12,000ft. Only three searchlights exposed in the moonlight. Accurate flak was met en route,from airfields and Chartres.
[underlined] Fighters. [/underlined] The first interceptions [inserted] occurred [/inserted] xxxxxxx on the S. E. leg beyond Compiegne,-at first the enemy lost more heavily than did the bombers, losing 3, probably 4 fighters, before we turned south near Epernay. Then the unfortunate delay before the main force received their instructions resulted in a concentration of aircraft over the datum point in bright moonlight, presenting the fighters with great opportunities of wholesale interceptions. The attack lasted 19 minutes longer than had been planned, and it was during this period that most of the losses occurred. Fighters were active over the whole of the westerly route home, until the coast was reached.
[underlined] Enemy Aircraft Destroyed [/underlined] .
Our bombers destroyed 4, probably 6 enemy aircraft: one Me 109,two Me.110s,and a FW 190 for certain, with a JU.88 and an unidentified twin-engined fighter as probables.
[underlined] CASUALTIES [/underlined] .
42 aircraft (11.3%) were lost - a very high percentage, especially for a French target. The main reason has been given above - the concentration at the datum point because of the delay in instructing the main force. At least 25 aircraft fell in combat, rather more than half of these over the target, and all the rest on the homeward run. 9 were lost to flak, mostly over the target, although the defences of Romilly, Fontainebleau, and Chartres claimed victims. The other 8 losses cannot definitely be placed. 2 returning aircraft were wrecked by fighter attack.
[page break]
TARGET. GROUP. SORTIES. ATTACKED TARGET. MISSING. TIME OVER TARGET.
[underlined] MAILLY-LE-CAMP [/underlined] . [underlined] 1 , 5, 8. [/underlined] 362 352 42 (11.6%) . 00001/2-0044.
1 173 166 26 0009-0044.
5 187 184 14 00001/2-0035.
8 2 2 2358 0003
[underlined] ROUTE AND TIMING ORDERED [/underlined].
Base - Reading - Beachy Head - 50.00N. 01.15E -48.54N 04.08E - MAILLY 48.25N 04.15E -48.18N - 02.00E - 48.35N.00.20W. - 49.22N. 00.50w. Selsey Bill - Reading - Base.
[underlined] TIME ON TARGET. [/underlined] 23. 56. - 0025 hrs.
[underlined] WEATHER . [/underlined]
Moon 3/4 moon, above horizon all night.
Mailly and route. No cloud, except over England. Wind at target at heights 6/7000ft. 300-310 degs. 30-35 m.p.h.
[underlined] BASES and ENEMY AIRFIELDS [/underlined] Fit, visibility moderate.
[underlined] ENEMY FIGHTER REACTION [/underlined].
Allied aircraft were reported to long and medium range fighters as early as 2253hrs, though it is not clear to which raid this referred. The main force passed by Dieppe about 2315hrs, and the first reaction, half an hour later, was to send aircraft of NJG 3 in N.W.Germany from the Elbe to the Osnabruck area, after which nothing was heard of their movements. No.4 JD (covering N.E.France) opened up its running commentary control and at 2330 hrs said the spearhead of the force was south of Amiens. The controller then, between 2338 and 2345 hrs, reported our bombers as circling north of Beauvais, and the leading aircraft were plotted over Mailly at 0045 hrs. Presumably most NJG 4 aircraft were able to intercept the main force by the time it had arrived over the target, and it is suggested that some fighters followed the bombers on the homeward route. At 0040 hrs, when the attack was almost over, another report was made of aircraft circling in the target area.
At 0002 hrs, a minute after bombing had begun, fighters of NJG 1 and 2 in Holland were sent southwest to the Florennes area towards our bombers, but were diverted after only nine minutes to the Rhineland, as a deeper penetration was apparently suspected. During the attack on Mailly a [deleted word] control in JD 4 began ordering, to an area south of St.Quentin, fighters that were not in contact with the bombers. Landing orders were heard at 0132 hrs.
[page break]
[underlined] COMBATS AND ENEMY AIRCRAFT ENCOUNTERED. [/underlined]
Our aircraft were first intercepted on the south easterly leg beyond Compiegne (3 deg E), and although sightings from there to target were fairly numerous four of the five combats reported before reaching the target resulted in claims by our bombers - a Me.109, Me.110 and a FW.190 destroyed, and a JU 88 probably destroyed.
Our bombers reached the vicinity of Mailly just before midnight and although various enemy aircraft were seen in the next 20 minutes only two combats occurred until 0024hrs when the attack was due to close. From 0024 to 0037 hrs [deleted word] eight attacks and four combats occurred, and four of our aircraft were damaged - one having just previously hit by flak, and the gunners having baled out. One Me 110 was claimed destroyed and another twin engined enemy aircraft probably destroyed.
Attacks by twin engined aircraft continued to be fairly frequent until our aircraft were south of Paris and a few single engined types were glimpsed further west.
All the usual types were seen with twin-engined in the majority, and one report recorded 6 Me.410s in formation with navigation lights, west of Chalons
[underlined] GROUND DEFENCES. [/underlined]
Mailly Ie Camp (4-10,000ft) : up to 3 searchlights. Heavy Flak increased as the attack developed, about eight guns firing accurately, bursts being at 5-9,000ft; several [deleted word] bombers were damaged. Light flak from up to 20 guns, self destroying at 10,000 to 12,000ft.
En route: The Abbeville Searchlight Belt was reported as extending southwards. At Chartres heavy flak was slight,but accurate. Airfield and similar defences en route were active.
[underlined] ENEMY CLAIMS [/underlined].
"I.I.B."(German Intelligence) learns that according to final reports the number of aircraft brought down last night over occupied Western territories has now increased to 57 four-engined bombers:'
[underlined] Appreciation. [/underlined]
The Main target was a military camp and concentration in the Mailly area, some 80 miles east of Paris. This was to be attacked by about 350 Lancasters of Nos. 1 and 5 Groups with Mosquitoes as Markers. During the attack nearly 100 heavies of 8 Group were to follow part of the way along the route from Dieppe to bomb Montdidier airfield, and during the previous hour an ammunition dump at Chateaudun was to be attacked by Mosquitoes.
These raids had to be carried out in moonlight, the three quarter moon being up all night. Cloudless conditions and a strong N.W. wind were expected, and the route taken to the target was the shortest possible from the coast, [deleted word], Dieppe, Le Treport, past Poix and Compiegne,
[page break]
turning S.S.W., when west of Chalons. North Westerly route home would have involved flying against the wind and very near Paris. Therefore a longer route back was followed, south of Paris and Chartres, and regaining the coast west of Caen. Most of this route was flown below 13,000ft and often as low as 5,000ft. The attack was successfully carried out, but at a cost, unusually high for a French target, of 42 heavy bombers and two supporting aircraft, while four were lost against Mondidier. No trouble was met in crossing the coast, though near Poix the defence belt seemed to have been extended southwards. The enemy seems to have expected a penetration into Germany on finding the bombers flying so deeply into France to the east of Paris, and he made certain tactical preparations to meet this contingency, the likelihood of which was enhanced by the Mosquitoes going to Ludwigshafen.
4 JD reacted in fairly strong numbers to the Mailly raid, aircraft of NJG 4 and 1 arriving rather late on the route over the last 50 miles to [deleted word] target, though no aircraft appear to have been lost until the bombers began to turn south near Epernay. The first encounter resulted in four claims by our aircraft but the tale then altered. Owing to difficulties outside the scope of this report to discuss, although the marking began on time the main force did not receive their instructions to bomb until some time elapsed and part of this large force assembled at a datum point where the enemy aircraft were able to catch up with them and harry them in the moonlight.
The attack should have been on from 2356 to 0025 hrs lasted a further 19 minutes, and during this time most of the combats and losses are reported to have taken place. Certainly all but two of the combats occurred after 0024 hrs, and though a dozen aircraft were said in one report to have been shot down earlier, most of the observations relate to the period after 0024 hrs. It is suggested that half the losses occurred over the target and the remainder on the westward run from Troyes to Etampes. A few aircraft seen to fall between Chartres and the coast were all unaccountable losses, possibly due to trouble earlier. Losses to flak are possible over the target, where the defences expected from a military concentration increased as the attack progressed; and also in the areas of Romilly, Fontainebleu, and Chartres.
Twice the enemy described our aircraft as "circling", and though the second instance was probably orbitting [sic] late at the datum point, no explanation is available why our bombers should be circling near Beauvais -70 miles short of the target.
More twin-engined than single-engined aircraft were encountered in the period from 2350 hrs onwards it is suggested that 23 aircraft were lost to fighters, seven to flak, and twelve to unknown causes, to which fighters could be expected to have contributed principally.
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Title
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Bomber Command report on night operations - night 3/4 May 1944
Description
An account of the resource
Target Mailly-le-Camp attacked by Lancasters. Covers weather forecast, plan of attack, total number of sorties, narrative of attack, day reconnaissance, enemy defences air and ground, enemy aircraft destroyed, casualties, target details, route, actual weather, enemy fighter reactions, combats, ground defences, enemy claims and an appreciation of the operation.
Format
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Five b/w photocopied sheets
Language
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eng
Type
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Text
Text. Service material
Identifier
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BCleggPVGibsonAv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Mailly-le-Camp
Temporal Coverage
Temporal characteristics of the resource.
1944-05-03
1944-05-04
Contributor
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Peter Bradbury
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
1 Group
5 Group
8 Group
anti-aircraft fire
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Fw 190
Ju 88
Lancaster
Master Bomber
Me 109
Me 110
Mosquito
Oboe
searchlight
target indicator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38294/SPalmerRAM115772v10037.2.jpg
55862117759b1010282cbde9848574c3
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
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IBCC Digital Archive
Date
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2017-10-30
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
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Title
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Bomber Harris fact sheet
Description
An account of the resource
Gives brief biographic and service details. Drawings of aircraft and squadron/group badges as well as portrait of Marshall of the Royal Air Force Sir Arthur T Harris Bt, GCB,OBE,AFC,LLD, Air Officer Commanding in Chief, Bomber Command 1942-1945. 'A tribute to Sir Arthur to mark his 90th birthday 13 April 1982'.
Creator
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Pathfinder prints Wellingborough
Temporal Coverage
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1982-04-13
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Format
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One page printed document
Publisher
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Pathfinder Prints
Identifier
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SPalmerRAM115772v10037
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.
1 Group
2 Group
210 Squadron
3 Group
31 Squadron
38 Squadron
44 Squadron
5 Group
50 Squadron
6 Group
8 Group
B-17
B-24
B-25
Battle
Blenheim
Boston
Halifax
Hampden
Harris, Arthur Travers (1892-1984)
Lancaster
Manchester
Master Bomber
Mosquito
Stirling
Ventura
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2219/39794/SReidK473650v20032.1.jpg
29fe958071c62a0c1a00e8e1b6de2c87
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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
Reid, Kathryn. Songs and poems
Description
An account of the resource
Thirty-seven items - songs/poems about wartime experiences.
The collection has been loaned to the IBCC Digital Archive for digitisation by David Stuart Miers Reid and catalogued by Nigel Huckins
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-01-23
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Reid, K
Transcribed document
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Transcription
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Is it true what they tell me?
Is it true what they have done?
Taken 199 Squadron
The pride and joy of Group One
Taken and had you converted
(Not the usual way I mean)
Though you’re not as black as your painted
You are too far gone to redeem!
So they’ve had you converted to Stirlings
You are now Stirling by plane and by name
And you’re leaving your Wimpey’s behind you
And ‘whimpering’ so at the shame
It was a shame to convert you from Wimpey’s
After all you have done for Group One
After all the ‘honour’ you’ve brought them
(After all four engines are better than none!)
So here’s to you Stirling your 199’s name
Here’s to the deeds you will do and have done
Here’s to you keeping your glorious name
As the booziest Squadron Group One!
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
Conversion of 199 Squadron
Description
An account of the resource
Five verse poem about converting a squadron from Wellington to Stirling.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Poetry
Format
The file format, physical medium, or dimensions of the resource
One-page printed document
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Under review
Identifier
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SReidK473650v20032
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
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Temporal Coverage
Temporal characteristics of the resource.
1943
1 Group
199 Squadron
arts and crafts
Stirling
Wellington
-
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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
Moore, Dennis
D Moore
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
2015-05-06
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Moore, D
Description
An account of the resource
37 items and two albums.
The collection concerns (1923 - 2010, 1603117, 153623 Royal Air Force) and contains his log books, documents, photographs and two albums. He flew operations as a navigator with 218 and 15 Squadrons.
Album one contains photographs of his family and his training in Canada.
Album Two contains photographs of his service in the Far East.
The collection has been donated to the IBCC Digital Archive by Terrence D Moore and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
1 17/9/44 BOULOGNE
762 A/C. 370 Lancs. 351 Halifax 41 Mossies
Dropped more than 3000 tons of Bombs on German positions around Boulogne in preparation for an attack by Allied Troops. The German Garrison surrendered soon afterwards (1 Halifax & 1 Lancaster lost)
2 23/24 NEUSS
549 a/c. 378 Lancs 154 Halifax & 17 Mossies
Most of the bombing fell in the dock & factory area. A short local report only says that 617 Houses/14 Public Buildings wer [sic] destroyed and 289 people killed/150 injured. 5 Lancs & 2 Halifax lost
3 26/9/44 CAP GRIS NEZ
722 A/C 388 Lancaster 289 Halifax & 45 Mossies
- 531 aircraft to CAP GRIS NEZ (4 targets) and 191 a/c. to 3 targets in CALAIS. Accurate and intense bombing of all targets. 1 Lancaster lost.
4 28/9/44 CALAIS.
341 a/c. 222 Lancasters. 84 Halifax & 35 Mossies
Target area covered in cloud but Marker Bomber brought the force below cloud to bomb visually. Bombing was accurate. 1 Lancaster lost
5 14/10/44 DUISBERG.
This raid was part of a special operation (See page 601 of BC. [indecipherable word].
1013 A/C. 519 Lancaster, 474 Halifaxes 20 Mosquitos with RAF fighters escorting. 3574 Tons of HE & 820 Tons incendiary. 13 Lancasters 1 Halifax Lost
6 15/16/10/44 WILHEMSHAVEN
506 A/C. 257 Halifax, 241 Lancasters 8 Mossies
Last of 14 major raid on [inserted] PORT of [/inserted] WILHEMSHAVEN – Bomber Command claimed “Severe damage” caused.
7 19/10/44 STUTTGART
565 Lancasters 18 Mossies in 2 forces 4 Hours apart. 6 Lancasters lost. Serious damage caused to central and Eastern districts (including BOSCH factory)
[page break]
8 23/24 Oct 1944 ESSEN
1055 A/C. 561 Lancasters 463 Halifax and 31 Mossies. 5 Lancs and 3 Halifax lost.
This was the heaviest raid on ESSEN so far in the war and the number of A/C also the greatest number to any target (These records achieved [underlined] without [/underlined] Lancs of 5 Group!! 4538 Tons of Bombs dropped.
9 29/10 WALCHEREN (West Kapelle)
358 A/C. 194 Lancs, 128 H & 36 Mos.
1 Lancaster lost. 11 different ground positions attacked. Visibility was good and results were accurate.
10 4/11 SOLINGEN
176 Lancs of 3 Group – 4 Lost. The raid was not considered successful as bombing scattered.
11 28/11 NEUSS.
145 Lancs of 3 Group & 8 of 1 Group GH attack. – None lost. Modest damage.
12 5/12 SCHWAMMENVAL DAM.
“MASTER BOMBER” 56 Lancaster of 3 Group attempt Dam on River Roer [sic] (Rur) to help American Army – Cloud cover only 2 a/c Bombed – No losses
13 6/[deleted] 7 [/deleted] [inserted] 12 [/inserted] [deleted] Nov [/deleted] LEUNA (MERSEBERG)
475 Lancs (5 Lost) – Oil target in Eastern Germany 500 miles from UK. – Cloud cover But considerable damage to the Synthetic oil plant
14 8 [deleted] Nov [/deleted] [inserted] DEC [/inserted] DUISBERG
163 Lancaster of 3 Gp. GH through cloud on Railway Yards. – Good results – No loss
15 14/15 [deleted] Nov [/deleted] [inserted] DEC. [/inserted] MINING KATTEGAT.
30 Lancasters + 9 Halifax – No loss – Diverted Lossiemouth
16 28 December COLOGNE (GREMBERG)
167 Lancs. of 3 Gp. – Marshalling Yards – Accurate Bombing No Loss
[page break]
17 1/2 JANUARY 1945 VOHWINKEL.
146 a/c of 3 Gp. Successful attack on Railway yards. 1 Lost.
18 3/1 DORTMUND.
99 Lancs of 3 Gp. GH attacks through cloud on COKING Plant (HANSA) – Accurate Bombing – 1 Lost
19 7/8 January MUNICH
645 Lancs with 1, 3, 5, 6 8 Gps. 11 Lost and 4 crash in France. – Very successful and severe Damage (TERRY has BOOK)
20 13/[deleted] [indecipherable number] [/deleted] SAARBRUCKEN
[deleted] 2 [/deleted] 158 Lancs. of 3 Gp. attack Railway yards. Accurate but some overshooting – 1 Lost (Divert Dredannock)
21 16/17 Jan. WANNE EICKEL.
138 Lancs 3 Gp. attack Benzol plant – 1 Lost.
22 28 Jan COLOGNE/GREMBERG
153 Lancs 3 Gp. Attack on Railway Yard Good visibility – Result variable. 3 Lost and 1 crash in France.
23 9/2 45 KREFELD (HOHENBUDBERG).
151 Lancs of 3 Gp Attack Railway yards 2 Lancs Lost
24 19/2 WESEL.
168 Lancs of 3 Gp. – Good attack with best concentration around Railway area. (Leading a/c for whole GROUP (ie “In Front”) 1 Lost
25 2/3 COLOGNE
858 A/C. – 155 Lancs 3 Gp. – only 15 of 3 Gp Bombed because of GH Failure – Others highly destructive. 6 Lancs lost – Cologne captured by Americans 4 days later.
26 4/3 WANNE EICKEL.
128 Lancs 3 Gp. – GH. – No loss.
27 5/3 GELSENKIRCHEN
170 Lancs 3 Gp – GH – Led Group (‘In Front again)! 1 Lancaster lost.
[page break]
28 11/3. ESSEN (Led Base)
1079 a/c (750 Lancs). 3 Lancs lost Attack accurate and ESSEN paralysed
29 22/3. BOCHULT
100 Lancs 3 Gp. G-H. – Town on Fire No Loss. Led Squadron.
30 23/3. WESEL.
Special GH Attack – 80 Lancs 3 Gp. – No Losses. (Signal from EISEHOWER) [sic]
31 29/3 HALLENDORF (SALZGITTER)
130 Lancs 3 Gp. G-H on Benzol Plant. Led Squadron. No loss
32 9/10 April. KIEL BAY MINING.
70 Lancs – No Loss on Mining but 4 lost on Main Raid on KIEL (very accurate) Pocket Battle Ship Admiral Scheer hit and capsized Admiral Hipper & tender badley [sic] damaged.
33 [deleted] 14/April [/deleted] 14/15 April POTSDAM
500 Lancs – 1 Lost to night fighter Attack successful and severe damage caused
[symbol] END
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
Dennis Moore's Operational Record
Description
An account of the resource
A list of the 33 operations undertaken by Dennis from 17 September 1944 to 15 April 1945. Each operation has a small description of the task.
Creator
An entity primarily responsible for making the resource
Dennis Moore
Format
The file format, physical medium, or dimensions of the resource
Four handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
SMooreD1603117v10021, SMooreD1603117v10022, SMooreD1603117v10023, SMooreD1603117v10024
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--Neuss
France--Calais
Germany--Wilhelmshaven
Germany--Stuttgart
Germany--Essen
Netherlands--Walcheren
Germany--Solingen
Germany--Leuna
Germany--Cologne
Germany--Dortmund
Germany--Munich
Germany--Wanne-Eickel
Germany--Krefeld
Germany--Gelsenkirchen
Germany--Bocholt
Germany--Salzgitter
Germany--Kiel Region
Germany--Potsdam
Germany--Wuppertal
Germany--Duisburg
Germany--Duisburg
Germany--Saarbrücken
Germany--Wesel (North Rhine-Westphalia)
France--Boulogne-sur-Mer
France
Germany
Netherlands
Germany--Ruhr (Region)
Atlantic Ocean--Kattegat (Baltic Sea)
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
1 Group
3 Group
5 Group
6 Group
8 Group
bombing
Halifax
Lancaster
Master Bomber
mine laying
Mosquito
RAF Lossiemouth
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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
Wynn, Ian Archer
I A Wynn
Description
An account of the resource
146 Items. Collection concerns Pilot Officer Ian Archer Wynn (1908 - 1943, 146838 Royal Air Force). After training as ground crew he remustered as a flight engineer and flew operations with 100 Squadron. He was killed 25 May 1943 on an operation from RAF Grimsby to Düsseldorf. Collection consists of a diary, a memorial book, an official report on what was his final operation, photographs of his crew, his family and the squadron as well as official correspondence from Air Ministry and British Red Cross, letters of condolence and a large number of letters from Ian Wynn to his wife Kathleen. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Patrick Anthony Wynn and catalogued by Nigel Huckins. <br /><br />Additional information on Ian Archer Wynn is available via the <a href="https://internationalbcc.co.uk/losses/126116/">IBCC Losses Database.</a>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Wynn, IA
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 1 AND 2 25-5-43 TARGET DUSSELDORF [symbol] RUNWAY No. 4 & 1 [/underlined]
25/26th [symbol] BCWD
[heading] [underlined] [missing word] – A/C – CAPTAIN – OFF – DOWN – FIXES & BEARINGS – REMARKS [/underlined] [/heading]
[blank] – A HW – SGT. WILDEN – 23.30 – 0414 – [blank] – [blank]
[symbol] – B HW – SGT EDWARDS – 23.40 – 0434 – [symbol] – [blank]
759 A/C – C HW – F/S CRACKNELL – 23.20 – 0355 – [blank] – [blank]
23C 169H – D HW – S/L DAVIES – 23.16 – 0346 – [blank] – [blank]
[missing word] 113STR – F HW – P/O THURLOW – 23.22 – 0323 – [blank] – [blank]
[missing word] G HW – SGT. WHITE – 23.36 – 0429 – [blank] – [blank]
27 – H HW – W/C McINTYRE – 23.28 – 0408 – [blank] – [blank]
L.8 STC 6W – J HW – SGT. MOORE – 23.54 – [deleted] [indecipherable number] [/deleted] – W4998 – [circled NO NEWS] [deleted] (9) [/deleted] [inserted] -10 [/inserted]
[missing word] – K HW – W/O HAYWOOD – 23.17 – 0328 – [blank] – [blank]
[indecipherable words] – N HW – SGT. SMITH – 23.44 – 0452 – [blank] – [blank]
[indecipherable words] – O HW – SGT. THOMAS – 23.43 – 0417 – [blank] – [blank]
Cloud over [indecipherable word] & PF – P HW – S/L MANAHAM – 23.12 – 0338 – [blank] – [blank]
[indecipherable word] difficulty – Q HW – SGT. BERRY – 00.02 – 0437 – [blank] – [blank]
[indecipherable word] – R HW – P/O McHARDY – 23.13 – 0343 – [blank] – [blank]
[missing word] German – S HW – SGT. MAGILL – 23.47 – 0446 – [blank] – [blank]
[indecipherable words] – U HW – F/LT McGRATH – 23.15 – 0317 – [blank] – [blank]
[indecipherable words] – V HW – SGT. MORGAN – 23.32 – 0402 – [blank] – [blank]
[indecipherable word] – W HW – F/O GERSEKOWSKI – 23.55 – 0439 – 5220N [indecipherable word] CLASS 0215 E Bircham Newton 0320 – [blank]
? [brackets] [blank] A FZ – SGT. TOWNROW – 23.14 – 0331 – [blank] – [blank]
[blank] – B FZ – F/O ANSETT – 23.18 – 0411 – [blank] – [blank]
[blank] – C FZ – S/L TURGEL – 23.23 – [blank] – LM320 – [Circled NO NEWS] [deleted] (10) [/deleted] [inserted] 11 [/inserted]
[blank] – D FZ – SGT. FLETCHER – 23.27 – 0358 – [blank] – [blank]
[blank] – E FZ – W.O DAINTY – 23.37 – 0425 – [blank] – [blank]
[blank] – F FZ – SGT. T-ROOKE – 23.25 – 0423 – [blank] – blank]
[blank] – H FZ – F/S NAILE – 23.34 – 0442 – [blank] – [blank]
[blank] – J FZ – SGT PRESTON – 23.45 – 0449 – [blank] – [blank] [/brackets]
[page break]
[underlined] RAID TRACKS 25/26 MAY 1943 [/underlined]
252
[diagram of the raid tracks for Nos. 1, 3, 4, 5, 6 and 8 Groups showing their return routes and combats and encounters]
[page break]
Luftwaffe Night Fighter Combat Claims 1939-45
(John Foreman, Simon W. Parry, Johannes Matthews)
The Battle of the Ruhr
11./NJG1 – Fw Heinz Vinke – Lancaster – 40 km W Egmont-am See – 02.01 – 5100 – 24 – W
9./NJG1 – Lt Karl-Heinz Vollkopf – Halifax – 3km S Ahaus – 02.04 – 6000 – 3 – W
7./NJG1 – Oblt August Geiger – Lancaster – 48km E Meppel – 02.07 – 5600 – 28 – W
3./NJG1 – Oblt Manfred Meurer – Wellington – E Ess – 02.12 – 3700 – 27 – W
10./NJG1 – Ofw Karl-Heinz Scherfling – Stirling – N Texel – 02.14 – 3600 – 10 – W
2./NJG1 – Lt Heinz Strüning – Stirling – 18km S Utrecht – 02.14 – 3000 – 27 – W
StIV/NJG1 – Maj Helmut Lent – Lancaster – SW Workum – 02.16 – 6200 – 63 – W
St./NJG1 – Hptm Kurt Fladrich – Wellington – [blank] – 02.18 – 4000 – 6 – W
11./NJG1 – Fw Heinz Vinke – Halifax – 2km W Leiden – 02.24 – 4900 – 25 – W
7./NJG1 – Oblt August Geiger – Lancaster – 18km E Devemer – 02.30 – 6000 – 29 – W
3./NJG1 – Oblt Manfred Meurer – Lancaster – 32km – SE Nijmegen – 02.33 – 5800 – 28 – W
10/NJG1 – Ofw Karl-Heinz Scherfling – Halifax – 30km NW Vlieland – 02.36 – 5400 – 11 – W
7,/NJG1 – Lt Hans-Heinz Augenstein – Halifax – 6km SW Raalte – 02.39 – 6000 – 2 – W
12./NJG1 – Lt Heinz Grimm – Lancaster – 5km N Amsterlmeer – 02.49 – 6700 – 14 – W
12./NGJ1 – Oblt Eberhard Gardiewski – Halifax – E edge of Texel – 03.41 – 3700 – 4 – W
25-26 May 1943
3./NJG1 – Oblt Manfred Meurer – Wellington – Oostrum – 01.24 – 5200 – 29 – W
6./NJG1 – ObLt E-W von Bonin – Wellington – 8km N Maastricht – 01.36 – 4700 – 13 – W
3./NJG1 – Oblt Manfred Meurer – Lancaster – 10km S-E Roermond – 01.36 – 6800 – 30 – W
StII/NJG1 – Oblt Wilhelm Telge – Halifax – 25km N-E Hasselt – 01.40 – 4600 – 2 – W
StII/NJG1 – Maj Walter Ehle – Halifax – 1km S Jülich – 01.51 – 4800 – 18 – W
1./NJG1 – Hptm Liedke – Lancaster – NW Hertogenbosch – 01.51 – 5900 – 2 – W
StII/NJG1 – Maj Walter Ehle – Stirling – 2km S Jülich – 01.52 – 4700 – 19 – W
StII/NJG1 – Maj Walter Ehle – Stirling – 6 km S Jülich – 01.52 – 4700 – W
StII/NJG1 – Maj Walter Ehle – Stirling – 8km S Jülich – 01.55 – 4500 – 21 – W
3./NJG1 – Oblt Manfred Meurer – Lancaster – 5km W Nijmegen – 02.08 – 6600 – 31 – W
1./NJG1 – Ofw Hermann Sommer – Lancaster – E Horst – 02.10 – 5600 – 14 – W
E./NJG2 – Lt Bruno Heilig – Stirling – 10km NE Antwerp – 02.15 – 6300 – 1 – W
StII/NKJG1 – Oblt Wilhelm Telge – Wellington – 5km S Mechelen – 02.26 – 3900 – 3 – W
2./NJG1 – Lt Heinz Struning – Wellington – Loosduinen – 02.33 – 4700 – 28 – W
11./NJG1 – Fw Heinz Vinke – Stirling – 5km NW Ijmuiden – 02.33 – 2900 – 26 – W
StII/NJG1 – Maj Walter Ehle – Wellington – 3km N Nederweert – 02.35 – 3500 – 22 – W
12./NJG1 – Uffz Georg Kraft – Stirling – 25km NW Den Helder – 02.48 – 2600 – 9 – W
12./NJG1 – Uffz Georg Kraft – Stirling – 40km W Vlieland – 03.04 – 800 – 10 – W
11./NJG1 – Oblt Hermann Greiner – Lancaster – 35km W Den Helder – 03.05 – 4000 – 5 – W
11./NJG1 – Oblt Hermann Greiner – Lancaster – 15km N Bergen-am-Zee – 03.25 – 1000 – 6 – W
2./NJG1 – Lt Werner Hopf – Lancaster – 2km SSE Vlissingen – 03.42 – 5500 – 1 – W
27-28 May 1943
10(N)./ZG1 – Lt Reichelt – DB-3 – Russia – 20.49 – [blank] – 1 – E
3./NJG1 – Oblt Manfred Meurer – Lancaster – 2km NNE Barlo – 00.38 – 3000 – 32 – W
2./NJG1 – Fw Heinz Oloff – Halifax – 10km NW Arnheim – 00.47 – 5400 – 3 – W
7./NJG1 – Lt Hans-Heinz Augenstein – Wellington – 3km SW Hengelo – 00.54 – 5000 – 3 – W
9./NJG1 – Hptm Wilhelm Dormann – Halifax – 4km NE Wesel – 00.55 – 6000 – 10 – W
./NJG1 – Hptm Gunter Freidrich – Four-eng – 5km NE Geargodorf – 00.58 – 5600 – 1 – W
10./NJG – Uffz Karl Pfeiffer – Stirling – 70km NW Leeuwarden – 00.58 – 1300 – 4 – W
8./NJG1 – Uffz Emil Heinzelmann – Halifax – 4km NW Ahaus – 00.59 – 5400 – 4 – W
7./NJG1 – Lt Hans-Heinz Augenstein – Halifax – 3km NE Nienborg – 01.05 – 5500 – 4 – W
StI/NJG1 – Maj Werner Streib – Lancaster – 18km NW Arnheim – 01.15 – 5300 – 50 – W
7./NJG1 – Lt Hans-Heinz Augenstein – Halifax – Leer – 01.21 – 5000 – 5 – W
82
[page break]
248
[underlined] MOST SECRET
NIGHT RAID REPORT NO. 337
COPY NO. 16
BOMBER COMMAND REPORT ON NIGHT OPERATIONS, 25/26th MAY, 1943.
DUSSELDORF
SUMMARY [/underlined]
759 aircraft were sent to Dusseldorf, but found the target obscured [missing word] of dense cloud. Accurate groundmarking by the early Mosquitoes thereby nullified and the attack became scattered over a wide area. Reconnaissance covered only a small area of the town, in which little fresh [missing word] was visible. We lost 27 aircraft, mostly to fighters, since the [missing word] was suitable for surprise attacks; but 4 enemy aircraft were shot
[underlined] [missing letters] rological Forecast [/underlined]
Midnight frontal positions – (1) occlusion from 55o N 10o E. to [missing word] E. to Breslau to 46 N. 10 E. (2) warm from 52o N 13o W. to 50o N. 10o W. [missing number] N 06o W.
Home Bases:- Hit at dusk. Medium cloud will spread to E. England [missing letters]out midnight, and light rain from medium cloud is expected before [missing word] Cloud base should nowhere fall below 1,000’. Moderate visibility, [missing word] less than 2,000 yards in 4 and 5 Groups.
Germany:- Hamburg-Kiel-Bremen area: much cloud with occasional [missing word] Hanover-Berlin: variable amounts of cloud at various levels. [missing letters]nburg-Prague: broken medium and broken low cloud. Ruhr & Rhineland: [missing word] ths medium in several broken layers between 10,000’ and 18,000’, with well [missing word] strato-cumulus beneath. Increasing medium cloud on return route, becoming [missing word] ths over most operational areas.
N. Italy:- Local thunderstorms.
France:- Increasing medium and low cloud in N.W., becoming broken [missing word] 47 1/2o N. Little Cloud inland.
Winds at 8,000’: W. of 03o E.: 300o /25-30 m.p.h. (backing to 270o on return)
E. of 03o E.: 310o /45 m.p.h.
at 18,000’: W. of 03o E.: 310o /50 m.p.h. (backing to 290/60 m.p.h. on return)
E. of 03o E.: 310o /50 m.p.h.
at 28,000’: 300o /100 m.p.h. (decreasing at target to 70 m.p.h. (but increased at bases to 120 m.p.h. on return)
[underlined] [missing word] of Attack [/underlined]
[underlined] Zero hour: 0130 hours. Period of Attack 0128-0225 [/underlined]
As an aid to navigation en route to the target, yellow T.I’s were to [missing word] dropped at 51o 00’ N. 06o 34’ E. by 10 Oboe Mosquitoes. This marking was to be maintained throughout the attack by 23 Lancasters (backers up).
…/Ground-marking
[page break]
2.
Ground-marking of the aiming-point with red T.I’s was to be carried out by the Oboe Mosquitoes between 0128 and 0220, and with green T.I’s by 13 backers-up. Between 0132 and 0150, 18 backers-up were to aim their green T.I’s at red if visible, but otherwise at the estimated centre of all green T.I’s seen. After 0150, the remaining 25 backers-up were to aim so as to overshoot by 5 seconds.
The main force crews were instructed to aim exactly at red T.I’s if visible, otherwise at the estimated centre of all green T.I’s seen.
The more experienced crews (about 250) of all Groups were selected to attack in the first wave of the main force, the Lancasters carrying mixed loads and being over the target early in this phase. Wellingtons and Stirlings were to carry pure incendiary loads. The second wave to consist of the remaining Halifaxes, Stirlings and Wellingtons carrying incendiaries and H.E. The remaining Lancasters were to complete the attack, carrying mixed loads, except for 50 of the aircraft of 115 Sq. and 4 of 61 Sq. which were each to carry 1 x 8000 H.C.
On the way home, 18 aircraft (practice Y type) were to drop yellow T.I’s at 51o 17’ N. 06o 30’ E., with a view to helping main force aircraft to avoid heavily defended areas after leaving the target.
Lancasters of 1 Group were to meet, at Southwold, at 16,000’ and were to continue climbing so as to be as high as possible on reaching the enemy coast, to bomb from the maximum possible height. After bombing, they were to gain speed and leave the defended area as quickly as possible, thence climbing to maximum height for the return journey.
Wellingtons of 1 Group were to meet, at Southwold, above cloud at 12,000’ and to continue climbing in order to cross the enemy coast at a height of not less than 16,000’., and to bomb from between 12,000 and 18,000’. On return, the enemy coast was not to be crossed below 10,000’.
Between 0100 and 0230, the Geo Eastern Chain was to be available on two frequencies.
4. [underlined] Timing [/underlined]
[heading] [underlined] Mosquitoes – Backers-Up – Practice Y Type – Main force [/underlined] [/header]
0128 & 31+ - [blank] – [blank] – [blank]
[blank] – 2 at 0132 – [blank] – [blank]
[blank] – 2 at 0135 – 9 at 2 min. intervals 0132-0145 – Most experienced crews 0132-0155
[blank] – 4 at 1 min. intervals 0134-37 – [blank] – [blank]
0138 – 1 at 0138 – [blank] – [blank]
[blank] – 4 at 1 min. intervals 0140-43 – [blank] – [blank]
0144 – [blank] – [blank] – [blank]
[blank] – 5 at 1 min. intervals 0145-49 – [blank] – [blank]
0150 – [blank] – [blank] – Remaining Hals., Stirs & Wells. 0150-0210
[blank] – 2 at 1 min. intervals 0151-52 – 9 at 3 min. intervals 0151-0215 – [blank]
[blank] – 2 at 0153 – [blank] – [blank]
[blank] – 2 at 1 min. intervals 0154-55 – [blank] – [blank]
0156 – [blank] – [blank] – [blank]
[blank] – 5 at 1 min. intervals 0157-0201 – [blank] – [blank]
0202 – [blank] – [blank] – [blank]
[blank] – 4 at 1 min. intervals 0204-07 – [blank] – Remaining Lancs. 0205-0225
……/over
[page break]
3.
[heading] [underlined] Mosquitoes. – Backers-Up – Practice Y Type – Main Force [/underlined] [/heading]
0208 – [blank] – [blank] – [blank]
[blank] – 5 at 1 min. intervals 0209-13 – [blank] – [blank]
0214 – [blank] – [blank] – [blank]
[blank] – 5 at 1 min. intervals 0215-19 – [blank] – [blank]
0220 – [blank] – [blank] – [blank]
[blank] - + 2 reserves – [blank] – [blank]
[underlined] Bomb Loads (P.F.F.) [/underlined]
[underlined] T.I. [/underlined]
[heading] [blank] – [underlined] Yellow – Red – Green – H.E. [/underlined] [/heading]
2 Mosquitoes – 1 (LB) – 3 (2/3 LB) – [blank] – [blank]
10 Mosquitoes – 1 (LB) – 3 (1/3 LB) – [blank] – [blank]
[underlined] Backers-up- [/underlined]
8 Stirlings – [blank] – [blank] – 5 (1/5 LB) – 3 x 2000 H.C. + 2 x 500 M.C.
8 Hals. (35 Sq.) – [blank] – [blank] – 5 (1/5 LB) – 6 x 1000 C.P. (1/6 long delay)
4 Hals. (405 Sq.) – [blank] – [blank] – 5 (1/5 LB) – 7 x 1000 C.P. (1/7 “)
23 Lancs. – 1 (LB) – [blank] – 4 (1/4 LB) – 1 x 4000 H.C. + 6 x 1000 G.P. (1/6 long delay)
[underlined] Practice Y [/underlined]
6 Stirlings – 1 (LB) – [blank] – [blank] – 4 x 2000 H.C.
Halifaxes – 1 (LB) – [blank] – [blank] – 7 x 500 H.C. + 4 x 1000 G.P. (2/4 long delay)
Lancasters – 1 (LB) – [blank] – [blank] – 1 x 4000 H.C. + 8 x 500 H.C,. + 3 x 1000 G.P.
[underlined] Routes [/underlined]
[underlined] P.F.F. [/underlined] Southwold – 50o 57’ N 06o 32’ E – Dusseldorf – wide left turn – 51o 17’ N. 06o 30’ E – Noordwijk.
[brackets] [underlined] 1 Gp. [/underlined] Southwold [underlined] 3 Cp. [/underlined] Orfordness [underlined] 4 Gp. [/underlined] Southwold [underlined] 6 Gp. [/underlined] [blank] [underlined] 5 Gp. [/underlined] “as passed verbally”. [/brackets] – 51o 45’ N. 03o 50’ E. – 50o 55’ N. 06o 30’ E. – Dusseldorf – wide left turn – 51o 27’ N. 06o 30’ E. – Noordwijk.
[underlined] Sorties [/underlined]
[missing number] (a) No. of Aircraft despatched …………. 759
(b) “ reporting attack on primary area ………. 658 (86.8%)
(c) “ “ alternative area ……… 11 (1.2%)
(d) “ abortive sorties (technical or manipulative
[brackets] defects ……….. 60) (sickness of crew …….2) (late turning point…….1) [/brackets] …… 63 (8.3%)
(e) “ aircraft missing …………. 27 (3.6%)
[underlined] Weather Experienced [/underlined]
8. Home Bases:- Little cloud. Hazy. Fog patches in N. of 6 Group by midnight. Considerable development of mist patches in Operational Groups between 0400 and 0500 with some fog in E. of 4 Group. Drizzle and low stratus was confined to the S.W. peninsula.
……/Route:-
[page break]
Route:- Broken strato-cumulus over Dutch coast. Cloud increased towards target at higher levels.
[missing word] Target:- Large amounts of cloud, mainly 7-9/10ths in two layers between 10,000’ and 20,000’. This cloud occasionally 10/10ths, sometimes decreasing to 5/10ths. Hazy. Persistent contrails above 20,000’. No moon. Visibility poor.
Winds at 15-20,000’: 310o /40-60 m.p.h.
Surface wind: [indecipherable word] 15 m.p.h.
[underlined] Night Photographic Statistics [/underlined]
9. Owing to the dense cloud, only 3 plottable photographs were returned on this night. All lay over 10 miles from the aiming-point to the S. and S.W.
[underlined] Narrative of Attack [/underlined]
10. The first 2 Oboe aircraft were on time, but there followed a gap from zero to zero + 14 during which no T.I’s were dropped, unless by the 2 missing backers-up. No more markers were released by Oboe aircraft until zero + 24, but thereafter they fell at regular intervals of 5 minutes until zero + 45. Green T.I’s dropped by the backers-up were burning continuously from zero + 14 until zero + 55, when the last of the bombing took place.
Owing to the unexpectedly poor weather, the attack at once became very scattered, probably S. of the target. At about zero + 15, the cloud cleared somewhat, but by then most of the fire-raisers had bombed blindly on D.R. from the warning markers, and crews were further confused by the enemy’s liberal use of dummy red T.I’s.
[underlined] Day Reconnaissance [/underlined]
11. A reconnaissance sortie flown on 11th June, 1943, covered only the S. of the town and a narrow strip along the E. bank of the Rhine, on prints of large scale but moderate quality. A few scattered incidents of damage were revealed. 3 factory buildings and a number of houses suffered damage from fire.
[underlined] Special Equipment [/underlined]
12. (a) [underlined] Oboe [/underlined]
10 marker aircraft and 2 reserves were despatched by 109 Squadron. 3 returned early for technical reasons; the other 9 dropped red T.I’s as planned. The marking is believed to have been accurate, although there is no photographic evidence to confirm this. One aircraft had its oil tank holed by flak over the target. All returned safely.
13. (b) [underlined] Gee [/underlined]
The Eastern Chain operated on the Virginia frequency throughout, and on the target frequency from 0100-0230. 92, of the 583 Gee aircraft which returned useful information had no set difficulties, obtaining an average range of 260 miles. 50 aircraft received Gee to the target, at a range of 345 miles from the Master Station. The interference was heavy on the Virginia frequency but did not hinder the effective use of the target frequency except when the route crossed the Dutch coast. The B and C signals were strong and were received over the target by many navigators; but A was weak.
……/(c) H2S
[page break]
5.
(c) [underlined] H2S [/underlined]
18 Y aircraft were despatched, using H2S for navigational purposes only. 4 reached the target by this method and 2 more despite unserviceable equipment. The remaining 2 sorties were abortive for technical reasons. All Y aircraft returned safely.
[underlined] Alternative Targets [/underlined]
15. 10 Aircraft bombed alternative targets, in the areas of Munchen-Gladbach (2), Raamstede (2), Cologne, Dusseldorf, Julich, Rotterdam, Antwerp and Turnhout.
[underlined] Enemy Defences [/underlined]
16. (a) [underlined] Flak and Searchlights [/underlined]
Ground defences in the target area were surprisingly slight, even allowing for the poor weather conditions. This may have been due to the scatter of the attack. Normally in the Ruhr searchlights expose even on cloudy nights, but during this raid very few were seen in operation. Predicted heavy flak, some of which was reported as accurate, was seldom intense and was described by several crews as “negligible”. Moderate barrage flak was also reported.
En route to the target, many of our aircraft flew over Rotterdam, Hertogenbosch, Gladbach and Krefeld, and here and at other places, stiffer opposition was met. Up to 20 searchlights were reported in many places, combining with heavy flak of considerable intensity.
37 aircraft (5%) were damaged by flak, a low figure for a Ruhr target. At least 10 were hit in the target area.
(b) [underlined] Fighters [/underlined]
Enemy wireless traffic revealed the presence of controlled fighter patrols operating in 14 areas, covering most of Holland, Munster, Krefeld/Coblenz and Cologne.
13 pursuits were overheard, resulting in 9 British aircraft claimed as destroyed. Returning crews reported 110 encounters with enemy aircraft, a surprisingly high number for a dark night. However, a contrary wind of 40-60 m.p.h. on the homeward journey must have been of assistance to the ground controls and cloud conditions appear to have given the fighters a greater chance of surprise. Thus, in spite of the large number of encounters, few were of long duration and, although 23 attacks developed, only three bombers were damaged.
3 Ju. 88’s and one Me. 109 were claimed as destroyed in combat, Halifaxes of 77 Squadron being responsible for two of these successes. 2 other enemy aircraft were damaged.
[underlined] Casualties [/underlined]
18. No. of aircraft missing ……… 27 (3.6%)
“ damaged [brackets] (a) flak ….. 37 (b) fighter …… 3 (c) other causes ….. 5 [/brackets] ……. 45 (5.9%)
2 bombers appear to have been lost to flak in the target area, and observations of other aircraft lost to the same cause at Hertogenbosch, Amsterdam, The Hague and Rotterdam show that they must have strayed over well-defended areas just off the route.
…../Controlled
[page break]
6.
Controlled night fighters [two indecipherable words] to success. Five of these were corroborated by British crew reported as having occurred principally in the Gilze-Venlo zone.
In addition, an analysis of crews observations indicated that 2 aircraft were lost to fighters in [sic] the way to the target and 10 on the return route.
Causes of loss may therefore be summarised as – 6 aircraft to flak, 17 aircraft to night fighters and 4 aircraft to unknown causes.
The loss rate of 3.6% was low for a Ruhr target, partly no doubt because of the weather.
4 aircraft were damaged by British incendiary bombs over the target area.
[underlined] APPENDIX [/underlined]
I. [underlined] Pathfinder Force [/underlined]
9 Mosquitoes attacked, at: 0128, 0130, 0144, 0154, 0200, 0205, 0210, 0215 and 0231.
37 backers-up attacked, at: 0132, 0136, 0137, 0139 (3), 0140, 0141, 0142, 0144 (2), 0145 (2), 0146, 0148, 0149, 0150 (3), 0154, 0156, 0157, 0158, 0200, 0201, 0202, 0203 (2), 0306 (2), 0308, 0309, 0312 (2), 0314, 0315 and 0319.
[underlined] Main Force [/underlined]
258 aircraft attacked from 0130-0150
252 “ 0150-0210
98 “ 0210-0225
[underlined] 4 [/underlined] “ after 0225
612 aircraft
[underlined] Bomb Loads [/underlined]
II. (of aircraft reporting attack)
[underlined] Pathfinder Force [/underlined]
9 Mosquitoes carried T.I. only
[underlined] 37 [/underlined] backers-up “ T.I. + H.E.
46 aircraft
[underlined] Main Force [/underlined]
317 aircraft carried H.E. + 4 lb. + 30 lb. incendiaries
87 “ 4 lb. + 30 lb. incendiaries.
69 “ H.E. only
65 “ H.E. + 4 lb. incendiaries
61 “ H.E. + 30 lb. incendiaries
[underlined] 13 [/underlined] “ H.E. + one yellow T.I.
612 aircraft
MLM/JT.
BC/8 26342/5/OPS.
[underlined] 10th August, 1943. [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Details operation to Dusseldorf 25/26 May 1943
Description
An account of the resource
This was the operation on which Ian Wynn's aircraft was lost. Captain was Squadron Leader P R Turgel. Item contains: 1. A list of crews on the operation. 2. Map of routes to target. 3. Luftwaffe night fighter combat claims for 25/26 May 1943. 4. Bomber command report on night operations 25/26 May 1943 which includes weather, details of attack including route and target marking, timing including Mosquito pathfinders, details of operation results, H2S, enemy defences (anti-aircraft fire and fighters), casualties, appendix with statistics of operation.
Format
The file format, physical medium, or dimensions of the resource
Nine photocopied pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Map
Identifier
An unambiguous reference to the resource within a given context
BWynnWynn1501-036, BWynnWynn1501-037, BWynnWynn1501-038, BWynnWynn1501-039, BWynnWynn1501-040, BWynnWynn1501-041, BWynnWynn1501-042, BWynnWynn1501-043, BWynnWynn1501-044
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
Germany--Mönchengladbach
Germany--Cologne
Germany--Jülich
Netherlands
Netherlands--Rotterdam
Belgium
Belgium--Antwerp
Belgium--Turnhout
Germany--Düsseldorf
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-05-25
1943-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
1 Group
109 Squadron
3 Group
4 Group
5 Group
6 Group
anti-aircraft fire
bombing
Gee
H2S
Halifax
Ju 88
killed in action
Lancaster
Me 109
missing in action
Pathfinders
searchlight
Stirling
target indicator
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1524/30393/PBaxterPD16020034.1.jpg
98607494379a9fad679e0d21993dda71
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1524/30393/PBaxterPD16020035.1.jpg
1ef22a8338b48c75f096c4580b43fc30
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
Baxter, Peter Dennis
P D Baxter
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-12
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
Baxter, PD
Description
An account of the resource
63 items. The collection concerns Flight Lieutenant Peter Baxter (b. 1922, 52604 Royal Air Force) and contains his log book, photographs and documents. He was trained as an airframe apprentice at RAF Halton and served as ground crew before volunteering to become air crew. He flew operations as a flight engineer with 12 and 153 Squadrons.
The collection has been donated to the IBCC Digital Archive by Michael Baxter 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
Formation of Lancasters
Description
An account of the resource
An air-to-air view of two Lancasters flying away from the camera taken from above.
An air-to-air view of four Lancasters flying away from the camera taken from below.
From information provided by the donor. No 1 Group Lancasters practicing formation flying. The first on 6 November, the second on 6 April 1943.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-04-06
1943-11-06
Format
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Two b/w photographs
Language
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eng
Type
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Photograph
Identifier
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PBaxterPD16020034, PBaxterPD16020035
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1943-04-06
1943-11-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
1 Group
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2513/43532/PDavyFR1913.1.jpg
658ae3f4c15ebe906bc2169af86a771b
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
Davy, Frederick R
Davy, F R
Description
An account of the resource
21 items. The collection concerns Frederick R Davy (b. 1912, 1108747 Royal Air Force) and contains his log books, documents and photographs. He flew operations as a pilot with 625 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Frederick Popoff catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-30
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Davy, FR
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
Frederick Davy Montage
Description
An account of the resource
A montage featuring a photograph of Frederick, his medals and ribbons, letter from the King, his crew, letter from his group Air Vice Marshal and a note with his crew names and a comment that they were shot down over Cologne.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Germany
Germany--Cologne
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Physical object
Format
The file format, physical medium, or dimensions of the resource
One framed montage
Identifier
An unambiguous reference to the resource within a given context
PDavyFR1913
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.
1944-12-14
1 Group
625 Squadron
air gunner
bomb aimer
Distinguished Flying Cross
flight engineer
George VI, King of Great Britain (1895-1952)
Lancaster
navigator
pilot
RAF Bawtry
RAF Kelstern
shot down
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1876/34462/MTerryD938465-170619-03.1.pdf
6fc063765ca365689bedadd97b82374d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1876/34462/MTerryD938465-170619-07.2.pdf
e16601d221d72c7664a35efdbcfcb3ef
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
Terry, Dennis
D Terry
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-19
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
Terry, D
Description
An account of the resource
17 items. The collection concerns Corporal Dennis Terry (938465 Royal Air Force) and contains documents and photographs. He served as a fitter with 166 Squadron and worked on Lancaster ME746 AS-R2 (Roger Squared).
The collection has been donated to the IBCC Digital Archive by Rob Terry and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
GOOD SHOW ROGER SQUARED
[photograph]
By John Karl Forrest and John Wayne Musselman
[page break]
[underlined] Dedication [/underlined]
This story is dedicated to the memory and legacy of the crew, led by Flying Officer H.J. Musselman RCAF, DFC, that flew 30 missions in Lancaster Bomber ME-746 AS-R2 (aka Roger Squared).
[photograph]
Roger Squared crew all smiles after another op done and back on terra firma.
Front Row: P/O J.M. Donnelly RCAF (MUG), W/O H.H. Park RCAF (NAV), SGT G. Reid RAF (BA) Back Row: F/S R. Williamson RAF (W/Op), F/O H.J. Musselman RCAF, DFC (PLT), F/S K. Forrest RCAF (RG), SGT J.R. Cogbill RAF, DFM (FE)
[page break]
[underlined] Good Show Roger Squared [/underlined]
Air Chief Marshal A.T. “Butch” Harris sat hunched at his desk studying the latest reports. Aircraft availability and in particular the crews to man them, was at a critical point. Now, early in the new year of 1945 the focus of the air war had changed. The Allies were on full offensive. Missions to attack and bomb the industrialized cities, oil refineries and transportation hubs in the Nazi homeland had tripled in the last year. They were hitting the enemy hard, but the toll being taken by the appalling winter weather conditions, daylight raids, flak and fighters had been terrible. The casualty rate often rose above sixty percent and finding men and machines to replace those lost was a challenge. The grandfather clock in the corner struck the half hour; 11:30 p.m. At this moment at least 300 of his bombers were over enemy territory carrying out their missions. There was a knock at his door.
“Enter.”
A uniformed clerk stepped into the room and approached.
“Yes Cpl. Baker, what is it?”
Baker extended a manila folder. “Recommendations for Honours and Awards Sir. I know you like to read them before turning in for the night.” He glanced toward the clock.
“Soon I hope sir.”
Harris smiled, “Yes, yes Baker.”
“I know sir but . . . .”
“Dismissed!” growled Harris.
“Sir!” Baker exited.
Harris returned to reading the report, then hesitated, made a notation, closed the folder and set it aside.
Baker was correct. Grounded by his rank and position, his most tangible contact with the missions he ordered and the men and machines he commanded was found in the reports recommending them for medals.
[page break]
The accounts of their accomplishments, their resourcefulness and courage were reported tersely on official forms prepared by proud commanding officers.
He knew that hidden in the names and numbers in those reports there were personal tales of remarkable bravery, incredible skill and split second decision making by young men in the heat of battle. He opened the folder Baker had delivered and, as was his routine, scanned the initial information.
The recommendation was from Wing Commander Vivian, 166 Squadron and supported by Group Captain Mackay, RAF Kirmington, Air Commodore Swain, No. 13 Base Commander and Air Vice Marshal E.A.B. Rice, No. 1 Group Commander.
That Squadron had an excellent reputation. They had a skilled and dedicated Ground Crew and a good mix of new and experienced Air Crew. The 166th prided itself on putting up the required number for every flight and completing its missions. It lived up to the “Bulldog” displayed on its crest and the single word “Tenacity” in its motto.
This recommendation was significant; a Distinguished Flying Cross for a Lancaster pilot (Acting Flying Officer) Harold John Musselman (RCAF).
He noted Musselman had logged almost 125 hours on operations. He turned to the appended crew list. Lancaster Bomber ME-746 AS-R2 (Roger Squared), piloted by Musselman, included crew members; Flight Engineer Sgt. J.R. Cogbill, Navigator W/O H.H. Park (RCAF), Air Bomber F/S G. Reid, Wireless Operator F/S R. Williamson, Mid Upper Gunner P/O J.M. Donnelly (RCAF), and Rear Gunner F/S K. Forrest (RCAF).
No doubt graduates from the Lancaster Finishing School at Hemswell. He noted this was their 21st sortie as a crew, then leaned back into his chair and began to read Vivian’s remarks:
“This Canadian Officer was detailed to attack Schloven – Buer as captain of aircraft on the evening of the 29th December, 1944. On the way out . . . .”
As he continued to read the room around him disappeared and he joined Musselman in
[page break]
the cockpit of Roger Squared.
Avro Lancaster ME-746 AS-R2 sat trembling on the hard stand, parked at right angles to the runway, her mighty Merlin engines idling, waiting to be unleashed.
[italics] “Flight, how are we looking?” [/italics]
Flight Engineer, JR Cogbill turned in his “second dicky” seat, tapped a couple of the gauges on his right, checked others above and behind and gave his pilot thumbs up.
[italics] “Great Skipper all four running well. Mag. readings steady on each. Corporal Terry and his crew were up all last night and spent most of today getting the airframe in to top shape. I dropped by on my way to briefing and he was just finishing painting the bomb symbol for her 84th mission on the fuselage. [/italics]
[italics] “Cog, you know R2 is his prize possession and he just loans her to us for missions. You heard him when we did the walk around. He pointed out some of the recent repairs and practically ordered me to keep the flak hole count down tonight. He is determined to see his darling become a Century Lanc.” [/italics]
A MK I Lanc with almost 100 missions noted Harris. A unique and lucky aircraft. Or would this mission end their streak?
Pilot Musselman checked his watch. 15:30. The mission had been scheduled for 15:00 but a light rain and a heavy overcast had delayed take off. They had been idling too long.
“ R2 to tower. Ready for take off.”
[italics] “Roger R2 standby. You’re up next.” [/italics]
[italics] “There goes Nicklin in A2 Sir.” [/italics]
[italics] “You are cleared for take-off R2” [/italics]
[italics] “Pilot to crew. Ok lads buckle in, we’re off on “lucky” number 21.” [/italics]
[italics] “Flaps at 30 degrees Flight?” [/italics]
[italics] “30 degrees Sir.” [/italics]
Harris felt again the adrenaline rush of take-off and the nervous tension the crew would be experiencing. Having no idea of what lay ahead; they were, for the next 6 hours, trusting
[page break]
their lives to a man, a machine and the grace of God.
Musselman advanced the throttles, taxied into position on the runway and began to open them up. Roger Squared responded and the roar of the Rolls-Royce engines became deafening. The fuselage began to vibrate as she sped down the runway.
“I’ve got rudder control; take the throttles Cog.”
Musselman now grasped the control column with both hands waiting for the tail to come
up and as take off speed was reached he pulled back on the column and R2 shed the shackles of earth’s gravity and began the climb to join the formation.
[italics] “Gear – up and locked Skip.” [/italics]
[italics] “Pilot to gunners. It’s crowded up here tonight lads. Set Course Time is just a few minutes away but keep a sharp look out and sing out if you spot any of our friends getting too close. [/italics]
Harris noted grimly Musselman’s concern. Far too many aircraft had been lost to collisions while “milling” on overcast nights waiting for their Set Course Time, when the stream would form up and head for the target.
[italics] “Pilot to navigator, cruising at 15,000 ?” [/italics]
[italics] “Yes Sir.” [/italics]
[italics] “Harry do you trust the “Met” report? They predicted this slop, but do you think the call for clearing weather over Schloven-Buer will hold?” [/italics]
Navigator Harry Park seated at his port side chart table curtained off from the cockpit checked his briefing notes.
[italics] “I think so Sir. We should expect heavy cloud cover until we reach Schloven with some clearing on the return trip. Good news is, this lot is supposed to move on before we return to base.” [/italics]
[italics] “Roger that and let’s hope so Parky.” [/italics]
He scanned ahead and then side to side. What he could see of the formation looked tight.
He could even see intermittent flashes of blue exhaust flame from nearby aircraft and the stream was moving well. They were about half way across the Channel when he got the request he was expecting.
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[italics] “Mid Upper to Pilot; permission to test guns Sir?” [/italics]
“Permission granted J.M. You and the kid can light ‘em up.” [/italics]
[italics] “Roger that Skipper.” [/italics]
[italics] “You too Bombs?” [/italics]
[italics] “Aye sir.” [/italics]
There was a slight pause and then the sound of six Brownings firing short bursts dominated the engine noise and the airframe shook in response to their recoil. Then the pair of .303s in the nose turret opened up below his feet.
[italics] “You sound ready Bombs.” [/italics]
[italics] “Aye Sir.” [/italics]
[italics] “Test complete Sir, rear turret ready and able.” [/italics]
[italics] “Mid-upper, same here Skipper.” [/italics]
[italics] “Roger that, and let’s hope you don’t need them.” [/italics]
[italics] “Well Cog we are in the groove, let’s sit back and enjoy the ride” [/italics]
Musselman heard the sudden change in the sound of the engines and his aircraft shuddered. From experience he knew what it was, but he waited for confirmation.
[italics] “We’ve got a problem Skip. The starboard inner has packed up. The gauges say she should be running but am looking at her and she is not. I’ll try a restart.” [/italics]
[italics] “Navigator.” [/italics]
[italics] “Sir” [/italics]
[italics] “Parky, what’s our position?” [/italics]
[italics] “Sir, target is about forty five minutes away.” [/italics]
[page break]
[italics] “ Roger that.” [/italics]
[italics] “No luck with the restart Sir. Number 3 is done.” [/italics]
[italics] “Right Flight; feather and will see if we can maintain altitude and stay with the stream.” [/italics]
[italics] “ That’ll be a tough go Sir, with the load we are carrying. We caught one of those new “Abnormal” packages; 14,000 pounds of HE and incendiaries.” [/italics]
[italics] “Well we’re over Germany, so let’s give it a go and see what happens.” [/italics]
Harris knew that with the Starboard Inner gone power would be lost to some of the main services and hydraulic pumps, despite this he noted the calm in Musselman’s voice.
[italics] “Pilot to crew. We’ve lost an engine boys. I’m going to drop to the rear of the formation but we will try to stay with the group. Gunners keep your eyes open, particularly you in the tail “kid”. If the fighters are up they’ll be looking for stragglers.” [/italics]
[italics] “More trouble Sir Number 1 is overheating badly and quickly. I recommend we shut her down. We’re going to have to finish this on two.” [/italics]
[italics] “No choice?” [/italics]
[italics] “Not right now. I can try a restart later.” [/italics]
[italics] “Lucky number 21 eh, let’s hope some of that luck starts showing up soon. Shut her down
Flight.” [/italics]
Loss of power from the port outer engine would affect the alternator for special radio, rear turret hydraulic pump. It’s decision time thought Harris.
[italics] “Well that seals it. Cog. We can’t make altitude or even keep up. I don’t fancy scrubbing the mission and flying her home as a lame duck with a full bomb load.” [/italics]
[italics] “Pilot to Navigator. Parky we are going to have to abort Schloven. Can you find an alternate?” [/italics]
[italics] “They gave us three at briefing. Give me a minute Skipper.” [/italics]
R2 took this new development calmly but her air speed continued to fall and she began to drop out of formation.
[italics] “Skipper, Duisburg is about 15 minutes away. It’s a large rail junction, noting predicted and accurate flak, fighters not likely. If we can maintain this air speed we should be able [/italics]
[page break]
[italics] to bomb and then intersect our stream on the way home.” “What’s the heading Harry?” [/italics]
[italics] “Our Gee is not functioning Sir, so we are on dead reckoning. West north west will do for now.” [/italics]
[italics] “Pilot to crew, another change in plans boys. We’re flying on two now. I’ve chosen an alternative target, Duisburg. This will be a tough one. Expect the usual flak but as a single at low altitude we will have the advantage of surprise. Fighters not likely. Harry thinks we can reconnect with our flight after the attack and ride their coat tails home. We are about 10 minutes away. God bless us.” [/italics]
Tough decision, bravely taken admired Harris.
[italics] “Bomb aimer to pilot, I’m in position Sir. All my instruments are functioning.” [/italics]
[italics] “Roger that Bombs. Conditions are clearing, I can see the rail junction from here. I’ll make for it, then you can take your best shot. We’ll be at 9,000 over the target.” [/italics]
[italics] “Aye Sir.” [/italics]
[italics] “Well Flight this will be a shaky do. But their defenses should be pre-set for 12 to 15 and we can sneak under them for much of the run. They shouldn’t be expecting us from this direction; so the plan is to get in and out before they know what hit them. Once we bomb I am going to turn hard to port and make for home before climbing. Can you keep those two running?” [/italics]
[italics] “No signs of trouble Skip. I‘ll nurse them.” [/italics]
[italics] “Let’s take her down to 9 and lay her in.” [/italics]
[italics] “Here come the lights Flight.” [/italics]
Great silver swords began to appear probing the sky around them. Searchlights seeking to expose their prey. Muzzle flashes on the ground announced the anti aircraft guns were opening up and hundreds of deadly cotton puffs began to appear in the night sky.
[italics] “So far so good Skip. None of those new big blue radar lights and the cones are focused well above us.” [/italics]
R2 seemed to crawl through the sky and almost stall over the target. The bursting pods of flak were creeping closer. Then a flurry of sharp sound, metal striking metal, announced
[page break]
that one had found them.
[italics] “Sounded like a belly hit Sir.” [/italics]
R2 shrugged, barely shuddered and carried on. Another burst and then another dose of shrapnel hit the starboard side, but the controls remained steady.
[italics] “She’s all yours Bombs.” [/italics]
[italics] “Roger Sir, I can see the target; Navigator activate the master switch, pilot open bomb bay doors. Setting my selector to salvo.” [/italics]
[italics] “A little to the right . . . steady . . . right again . . . left . . . steady. Bombs gone! Get us out of
here Skip.” [/italics]
He smiled as R2 responded to his touch on the controls and broke to port and away from danger.
[italics] “Way to go girl.” [/italics]
The anti-aircraft fire was now zeroing in and more shells were exploding near them, but he was now lengthening the range. Then two more bursts bracketed them from above.
[italics] “Pilot to gunners. You two OK?” [/italics]
[italics] “I’m alright, but that was a close one Skip. No Mid Upper damage but I think the rudder and tail fins took some hits.” [/italics]
[italics] “Kid what’s the story back there?” [/italics]
[italics] “No turret damage here Sir, but we have a lot of new holes in the fins. They have ceased fire. Way to go Bombs! I don’t know what you hit, but there is one hell of a fire burning back there.” [/italics]
Harris took a deep breath and sighed. Well done son. They were out of it, but can you get them back home?
[italics] “Good stuff. Well stay awake you two. Mid, keep an eye on 10 o’clock high and sing out if you see our boys coming up. Karl any fighters should be off chasing the group looking to pick off stragglers. We should be well below them but you never know. Sharp eyes Kid!” [/italics]
[italics] “Sparks, see if you can pick up any chatter.” [/italics]
[page break]
[italics] “Seems like we picked up a few new holes. How’s she handling Sir.” [/italics]
[italics] “She seems steady Cog. The hits don’t seem to affecting her trim. But we need to gain some speed and altitude. About the new holes, I can’t wait to get Cpl. Terry’s count. Let’s try a re-start on number 1 and let’s see if she can help us out.” [/italics]
[italics] “Righto Sir.” [/italics]
[italics] He saw the port outer fire up, eased the throttle to half speed, felt R2 respond and began to climb gently seeking the safety of the stream and the pathway back to base.” [/italics]
[italics] “WOp to Captain, I’m picking up some chatter sir. Sounds like our lads.” [/italics]
[italics] “Sparks, I think I’m going to maintain radio silence until we’re closer to rejoining. I don’t want any fighters hearing there is a straggler out here and come looking.” [/italics]
[italics] “Mid Upper to Pilot. I think I see them sir. 11 O’clock high.” [/italics]
[italics] “I think you’re right. Let’s see if we can catch them Flight. We can at least hang on to their coat-tails and follow them home.” [/italics]
He advanced the port outer to full throttle.
[italics] “Number 1 is overheating again Skipper. You had better shut her down for good. The other two are beginning to heat up too. I recommend throttling back.” [/italics]
[italics] “Right Flight, I think our girl’s had about enough. Let’s put her down as soon as we can. Manston is the divert base and given the problems we may have with the hydraulics and the weather, they have the width and length we need for a rough landing.” [/italics]
[italics] “Captain to crew. We’re approaching the channel lads and it doesn’t look like we’ll need the dinghy, but R2 is a hurting girl. We are back on two engines, some of the hydraulics are out and we may have some damage to the undercarriage. I am going to put her down as soon as I can. We will be landing at Manston and it will be a little dodgy. We are about 10 minutes away. Start securing your stations.” [/italics]
[italics] “Sparks, see if you can raise the tower at Manston. Ronnie, identify us, tell them to light it up and let them know we are coming in on two.” [/italics]
[italics] “Roger that Skip.” [/italics]
[page break]
[italics] “Well Flight, at least the “Met” report was right about visibility, but the runway will still be wet.” [/italics]
He had landed at Manston before but not under these circumstances. The runway was dead ahead.
[italics] “Gear down and locked Skipper. No warning lights.” [/italics]
He put R2 in the groove and rode it in. Touchdown was a little heavy and the tires squawked as they met the wet tarmac. The brakes were very soft but they held and he eased back and let his aircraft run out. Roger Squared sat idling on the runway, for a moment the interior was quiet and then.
[italics] “Well done Skipper.” “You too Flight.” [/italics]
[italics] “Captain to crew, well done lads, everyone ok back there?” [/italics]
[italics] “Way to go Skipper! Great job Cap! Thanks Skip! We made it boys!” [/italics]
Harris added his silent praise to the appreciative responses pouring in from the crew. Then the sound of the grandfather clock striking midnight brought him back to the present.
A remarkable mission against all odds, by a courageous crew. He picked up his pen and then paused. Another tale of split second decision making, incredible skill and courageous leadership by a remarkable pilot.
He signed, confirming the Distinguished Flying Cross for Musselman.
[italics] “Thanks for taking me along lads.” [/italics]
He closed the folder and as he placed it in his out box he added a final invocation.
[italics] “Good show Roger Squared!” [/italics]
[page break]
[underlined] Tribute to a Century Lancaster [/underlined]
Lancaster Bomber ME-746 AS-R2 (aka Roger Squared) was one very special aircraft. It completed a total of 126 operations (117 Combat, 6 Manna and 3 Exodus). It was one of only 35 of the 7,377 Lancasters built to attain that distinction.
Roger Squared was well and carefully maintained by a dedicated ground crew under the leadership of Corporal Dennis Terry and flown with skill and determination by a number of pilots and air crew including, as noted in the story, Flying Officer H.J. Musselman RCAF, DFC.
In a highly unusual ceremony Bomber Command awarded the aircraft itself, the Distinguished Service Order. In the picture below the maintenance crew and flight crew assembled on the tarmac for a special ceremony following R2’s 100th mission. Note the large wooden medal (created by Corporal Terry) being held between himself and Flying Officer Musselman. A stirring reminder of that record can be seen in the ten rows of ten bombs painted on fuselage below the pilot’s window.
[photograph]
[page break]
(COPY)
[underlined] NO. 166 SQUADRON [/underlined]
[underlined] LANCASTER AIRCRAFT ME.746 – R2 [/underlined]
This aircraft has now completed 100 sorties against the enemy in a wide variety of attacks, ranging from targets in enemy occupied territory to the deepest penetrations made into Germany itself.
Throughout these sorties this aircraft has carried many gallant and courageous crews through the fiercest opposition which the enemy has been able to offer, and has never failed to bring them safely home.
The magnificent record established by ‘R2’ has only been made possible by the devotion to duty of the ground crews. Called upon to service their charge at all hours of the day and night, they have set a standard of serviceability which it will be difficult to equal. The successful completion of 100 sorties by the aircraft bears striking testimony to their skill.
In recognition of the fine achievement of this aircraft, and as a tribute from the aircrew of the Squadron to the ground crew whose efforts have met with such remarkable success, the aircraft is awarded the Distinguished Service Order.
11.3.45.
R.L. Vivian
Wing Commander, Commanding
[underlined] 166 Squadron, R.A.F. [/underlined]
Distinguished Service Order presented to ME-746 AS-R2 by Wing Commander Vivian, 166 Squadron
[page break]
[underlined] Transcript of DSO Letter [/underlined]
(COPY)
[underlined] NO. 166 SQUADRON [/underlined]
[underlined] LANCASTER AIRCRAFT ME.746 – R2 [/underlined]
This aircraft has now completed 100 sorties against the enemy in a wide variety of attacks, ranging from targets in enemy occupied territory to the deepest penetrations made into Germany itself.
Throughout these sorties this aircraft has carried many gallant and courageous crews through the fiercest opposition which the enemy has been able to offer, and has never failed to bring them safely home.
The magnificent record established by ‘R2’ has only been made possible by the devotion to duty of the ground crews. Called upon to service their charge at all hours of the day and night, they have set a standard of serviceability which it will be difficult to equal. The successful completion of 100 sorties by the aircraft bears striking testimony to their skill.
In recognition of the fine achievement of this aircraft, and as a tribute from the aircrew of the Squadron to the ground crew whose efforts have met with such remarkable success, the aircraft is awarded the Distinguished Service Order.
11.3.45.
R.L. Vivian
Wing Commander, Commanding
[underlined] 166 Squadron, R.A.F. [/underlined]
[page break]
[underlined] GLOSSARY [/underlined]
BA – Bomb Aimer – seated when operating the front gun turret, but positioned in a laying position when directing the pilot on to the aiming point prior to releasing bomb load.
CONED – when radar controlled master searchlight (often a bluish beam) locked onto an aircraft and other searchlights would also swing onto the aircraft, thus coning it – then flak would be concentrated into the cone.
DFC – Distinguished Flying Cross – medal presented to officers (commissioned and warrant) for conspicuous bravery (immediate) or sustained excellence on active service in operations against the enemy.
EXODUS – flights by Lancaster’s to fly liberated POWs back from captivity.
FE – Flight Engineer – seated opposite the pilot on right side of cockpit on folding seat.
GEE – a receiver for a navigation system of synchronized pulses transmitted from the UK – aircraft calculated their position from the phase shift between pulses. The range of GEE was 300-400 miles.
MANNA – flights to provide relief to starving Dutch civilian population with numerous food supply drops. 2,835 Lancaster flights were made.
Mk I – Mark I AVRO Lancaster crewed by seven and fitted with four Rolls-Royce Merlin engines capable of 1,280 hp each, maximum speed of 287mph, maximum ceiling of 22,000 ft, range with a 14,000 lb bomb load 1,000 mi and armament consisting of three powered gun turrets- 2 x .303 in nose, 2 x .303 mid-upper and 4 x .303 in the tail.
MUG – Mid-Upper Gunner – seated in the mid upper turret, which was also in the unheated section of the fuselage.
NAV – Navigator – seated at a table facing to port of the aircraft and directly behind the pilot and flight engineer.
PLT – Pilot – seated on the left hand side of the cockpit. There was no co-pilot.
RG – Rear Gunner – “Tail End Charlie” seated in the rear turret this was in the unheated section of the fuselage and was also the most isolated position. Most rear gunner’s once in their turrets did not see another member of the crew until the aircraft returned to base.
SECOND DICKIE – all new pilots were required to fly a familiarization flight with a veteran crew in order to expose them to operational hazards and the German defences. Since there was no co-pilot there was a fold down seat on the right side of the cockpit which was used by the Flight Engineer and on occasion the “Second Dickie” pilot.
SHAKY DO – a particularly hair raising operation or situation.
W/Op – Wireless Operator – often nick-named “Sparks” for the insignia worn denoting their position, they were seated facing forward and directly beside the navigator.
[page break]
TOTALS
LANCASTERS BUILT 7,377
LANCASTER SORTIES FLOWN 156,192
LANCASTERS LOST ON OPERATIONS 3,431
LANCASTERS LOST IN ACCIDENTS 246
[photograph]
TOTAL BOMBER COMMAND AIRCREW KILLED IN WORLD WAR II
55,573
LEST WE FORGET!
[page break]
Good Show
Roger Squared
[photograph]
by
JOHN KARL FORREST and JOHN WAYNE MUSSELMAN
[page break]
[underlined] Dedication [/underlined
This story is dedicated to the memory and legacy of the crew, led by Flying Officer H.J.
Musselman RCAF, DFC, that flew 30 missions in Lancaster Bomber ME-746 AS-R2
(aka Roger Squared).
[photograph]
Roger Squared crew all smiles after another op done and back on terra firma.
Front Row: P/O J.M. Donnelly RCAF (MUG), W/O H.H. Park RCAF (NAV), SGT G.
Reid RAF (BA) Back Row: F/S R. Williamson RAF (W/Op), F/O H.J. Musselman
RCAF, DFC (PLT), F/S K. Forrest RCAF (RG), SGT J.R. Cogbill RAF, DFM (FE)
[page break]
[underlined] Good Show Roger Squared[/underlined]
Air Chief Marshal A.T. “Butch” Harris sat hunched at his desk studying the latest reports. Aircraft availability and in particular the crews to man them, was at a critical point. Now, early in the new year of 1945 the focus of the air war had changed. The Allies were on full offensive. Missions to attack and bomb the industrialized cities, oil refineries and transportation hubs in the Nazi homeland had tripled in the last year. They were hitting the enemy hard, but the toll being taken by the appalling winter weather conditions, daylight raids, flak and fighters had been terrible. The casualty rate often rose above sixty percent and finding men and machines to replace those lost was a challenge. The grandfather clock in the corner struck the half hour; 11:30 p.m. At this moment at least 300 of his bombers were over enemy territory carrying out their missions. There was a knock at his door.
“Enter.”
A uniformed clerk stepped into the room and approached.
“Yes Cpl. Baker, what is it?”
Baker extended a manila folder. “Recommendations for Honours and Awards Sir. I know you like to read them before turning in for the night.” He glanced toward the clock.
“Soon I hope sir.”
Harris smiled, “Yes, yes Baker.”
“I know sir but . . . .”
“Dismissed!” growled Harris.
“Sir!” Baker exited.
Harris returned to reading the report, then hesitated, made a notation, closed the folder
and set it aside.
Baker was correct. Grounded by his rank and position, his most tangible contact with the missions he ordered and the men and machines he commanded was found in the reports recommending them for medals.
The accounts of their accomplishments, their resourcefulness and courage were reported tersely on official forms prepared by proud commanding officers.
[page break]
He knew that hidden in the names and numbers in those reports there were personal tales of remarkable bravery, incredible skill and split second decision making by young men in the heat of battle. He opened the folder Baker had delivered and, as was his routine, scanned the initial information.
The recommendation was from Wing Commander Vivian, 166 Squadron and supported by Group Captain Mackay, RAF Kirmington, Air Commodore Swain, No. 13 Base Commander and Air Vice Marshal E.A.B. Rice, No. 1 Group Commander.
That Squadron had an excellent reputation. They had a skilled and dedicated Ground Crew and a good mix of new and experienced Air Crew. The 166th prided itself on putting up the required number for every flight and completing its missions. It lived up to the “Bulldog” displayed on its crest and the single word “Tenacity” in its motto.
This recommendation was significant; a Distinguished Flying Cross for a Lancaster pilot (Acting Flying Officer) Harold John Musselman (RCAF).
He noted Musselman had logged almost 125 hours on operations. He turned to the appended crew list. Lancaster Bomber ME-746 AS-R2 (Roger Squared), piloted by Musselman, included crew members; Flight Engineer Sgt. J.R. Cogbill, Navigator W/O H.H. Park (RCAF), Air Bomber F/S G. Reid, Wireless Operator F/S R. Williamson, Mid Upper Gunner P/O J.M. Donnelly (RCAF), and Rear Gunner F/S K. Forrest (RCAF).
No doubt graduates from the Lancaster Finishing School at Hemswell. He noted this was their 21st sortie as a crew, then leaned back into his chair and began to read Vivian’s remarks:
“This Canadian Officer was detailed to attack Schloven-Buer as captain of aircraft on the evening of the 29th December, 1944. On the way out . . . .”
As he continued to read the room around him disappeared and he joined Musselman in the cockpit of Roger Squared.
Avro Lancaster ME-746 AS-R2 sat trembling on the hard stand, parked at right angles to the runway, her mighty Merlin engines idling, waiting to be unleashed.
[italics] “Flight, how are we looking?” [/italics]
Flight Engineer, JR Cogbill turned in his “second dicky” seat, tapped a couple of the
[page break]
gauges on his right, checked others above and behind and gave his pilot thumbs up.
[italics] “Great Skipper all four running well. Mag. readings steady on each. Corporal Terry and his crew were up all last night and spent most of today getting the airframe in to top shape. I dropped by on my way to briefing and he was just finishing painting the bomb symbol for her 84th mission on the fuselage. [/italics]
[italics] “Cog, you know R2 is his prize possession and he just loans her to us for missions. You heard him when we did the walk around. He pointed out some of the recent repairs and practically ordered me to keep the flak hole count down tonight. He is determined to see his darling become a Century Lanc.” [/italics]
A MK I Lanc with almost 100 missions noted Harris. A unique and lucky aircraft. Or would this mission end their streak?
Pilot Musselman checked his watch. 15:30. The mission had been scheduled for 15:00 but a light rain and a heavy overcast had delayed take off. They had been idling too long.
[italics] “ R2 to tower. Ready for take off.” [/italics]
[italics] 1“Roger R2 standby. You’re up next.” [/italics]
[italics] “There goes Nicklin in A2 Sir.” [/italics]
[italics] “You are cleared for take-off R2” [/italics]
[italics] “Pilot to crew. Ok lads buckle in, we’re off on “lucky” number 21.” [/italics]
[italics] “Flaps at 30 degrees Flight?” [/italics]
[italics] “30 degrees Sir.” [/italics]
Harris felt again the adrenaline rush of take-off and the nervous tension the crew would be experiencing. Having no idea of what lay ahead; they were, for the next 6 hours, trusting their lives to a man, a machine and the grace of God.
Musselman advanced the throttles, taxied into position on the runway and began to open them up. Roger Squared responded and the roar of the Rolls-Royce engines became deafening. The fuselage began to vibrate as she sped down the runway.
[italics] “I’ve got rudder control; take the throttles Cog.” [/italics]
Musselman now grasped the control column with both hands waiting for the tail to come up and as take off speed was reached he pulled back on the column and R2 shed the shackles of earth’s gravity and began the climb to join the formation.
[italics] “Gear – up and locked Skip.” [/italics]
[page break]
[italics] “Pilot to gunners. It’s crowded up here tonight lads. Set Course Time is just a few minutes away but keep a sharp look out and sing out if you spot any of our friends getting too close. [/italics]
Harris noted grimly Musselman’s concern. Far too many aircraft had been lost to collisions while “milling” on overcast nights waiting for their Set Course Time, when the stream would form up and head for the target.
[italics] “Pilot to navigator, cruising at 15,000?” [/italics]
[italics] “Yes Sir.” [/italics]
[italics] “Harry do you trust the “Met” report? They predicted this slop, but do you think the call for clearing weather over Schloven-Buer will hold?” [/italics]
Navigator Harry Park seated at his port side chart table curtained off from the cockpit checked his briefing notes.
[italics] “I think so Sir. We should expect heavy cloud cover until we reach Schloven with some clearing on the return trip. Good news is, this lot is supposed to move on before we return to base.” [/italics]
[italics] “Roger that and let’s hope so Parky.” [/italics]
He scanned ahead and then side to side. What he could see of the formation looked tight. He could even see intermittent flashes of blue exhaust flame from nearby aircraft and the stream was moving well. They were about half way across the Channel when he got the request he was expecting.
[italics] “Mid Upper to Pilot; permission to test guns Sir?” [/italics]
[italics] “Permission granted J.M. You and the kid can light ‘em up.” [/italics]
[italics] “Roger that Skipper.” [/italics]
[italics] “You too Bombs?” [/italics]
[italics] “Aye sir.” [/italics]
There was a slight pause and then the sound of four fifty caliber machine guns firing short bursts dominated the engine noise and the airframe shook in response to their recoil. Then the Brownings opened up in the nose turret below his feet.
[italics] “You sound ready Bombs.” [/italics]
[italics] “Aye Sir.” [/italics]
[page break]
[italics] “Test complete Sir, rear turret ready and able.” [/italics]
[italics] “Mid-upper, same here Skipper.” [/italics]
[italics] “Roger that, and let’s hope you don’t need them.” [/italics]
[italics] “Well Cog we are in the groove, let’s sit back and enjoy the ride” [/italics]
Musselman heard the sudden change in the sound of the engines and his control column reacted. From experience he knew what it was, but he waited for confirmation.
[italics] “We’ve got a problem Skip. The starboard inner has packed up. I’ll reset and try a restart.” [/italics]
[italics] “Navigator.” [/italics]
[italics] “Sir” [/italics]
[italics] “Parky, what’s our position?” [/italics]
[italics] “ Sir, target is about forty five minutes away.” [/italics]
[italics] “ Roger that.” [/italics]
[italics] “No luck with the restart Skip. Number 2 is done.” [/italics]
[italics] “Right Flight; feather and will see if we can maintain altitude and stay with the stream.” [/italics]
[italics] “ That’ll be a tough go Sir, with the load we are carrying. We caught one of those new abnormal packages; 14,000 pounds of HE and incendiaries.” [/italics]
[italics] “Well we’re over Germany now, so let’s give it a go and see what happens.” [/italics]
Harris knew that with the Starboard Inner gone power would be lost to some of the main services and hydraulic pumps, despite this he noted the calm in Musselman’s voice.
[italics] “Pilot to crew. We’ve lost an engine boys. I’m going to drop to the rear of the formation but we will try to stay with the group. Gunners keep your eyes open, particularly you in the tail “kid”. If the fighters are up they’ll be looking for stragglers.” [/italics]
[italics] “More trouble Sir. Number 3 is overheating badly and quickly. I recommend we shut [/italics]
[page break]
[italics] her down. We’re going to have to finish this on two.” [/italics]
[italics] “No choice?” “Not right now. I can try a restart later.” [/italics]
[italics] “Lucky number 21 eh, let’s hope some of that luck starts showing up soon. Shut her down
Cog.” [/italics]
Loss of power from the port outer engine would affect the alternator for special radio, rear turret hydraulic pump. It’s decision time thought Harris.
[italics] “Well that seals it Cog. We can’t maintain altitude or keep up. I don’t fancy scrubbing the mission and flying her home as a lame duck with a full bomb load.” [/italics]
[italics] “Pilot to Navigator. Parky we are going to have to abort Schloven. Can you find an alternate?” [/italics]
“They gave us three at briefing. Give me a minute Skipper.” [/italics]
R2 took this new development calmly but her air speed continued to fall and she began to drop further out of formation.
[italics] “Skipper, Duisburg is about 15 minutes away. It’s a large rail junction, noting predicted and accurate flak, fighters not likely. If we can maintain this air speed we should be able to bomb and then intersect our stream on the way home.” “What’s the heading Harry?” [/italics]
[italics] “Our Gee is not functioning Sir, so we are on dead reckoning. West north west will do for now.” [/italics]
[italics] “Pilot to crew, another change in plans boys. We’re flying on two now. I’ve chosen an alternative target, Duisburg. This will be a tough one. Expect the usual flak but as a single at low altitude we will have the advantage of surprise. Fighters not likely. Harry thinks we can reconnect with our flight after the attack and ride their coat tails home. We are about 10 minutes away . God bless us.” [/italics]
Tough decision, bravely taken admired Harris.
[italics] “Bomb aimer to pilot, I’m in position Sir. All my instruments are functioning.” [/italics]
[italics] “Roger that Bombs. Conditions are clearing, I can see the rail junction from here. I’ll make for it, then you can take your best shot. We’ll be at 9,000 over the target.” [/italics]
[italics] “Aye Sir.” [/italics]
[italics] “Well Flight this will be a shaky do. But their defenses [sic] should be pre-set for 12 to 15 [/italics]
[page break]
[italics] and we can sneak under them for much of the run. They shouldn’t be expecting us from this direction; so the plan is to get in and out before they know what hit them. Once we bomb I am going to turn hard to port and make for home before climbing. Can you keep those two running?” [/italics]
[italics] “No signs of trouble Skip. I‘ll nurse them.” [/italics]
[italics] “Let’s take her down to 9 and lay her in.” [/italics]
[italics] “Here come the lights Flight.” [/italics]
Great silver swords began to appear probing the sky around them. Searchlights seeking to expose their prey. Muzzle flashes on the ground announced the anti aircraft guns were opening up and hundreds of deadly cotton puffs began to appear in the night sky.
[italics] “So far so good Skip. None of those new big blue radar lights and the cones are focused well above us.” [/italics]
R2 seemed to crawl through the sky and almost stall over the target. The bursting pods of flak were creeping closer. Then a flurry of sharp sound, metal striking metal, announced that one had found them.
[italics] “Sounded like a belly hit Sir.” [/italics]
R2 shrugged, barely shuddered and carried on. Another burst and then another dose of shrapnel hit the starboard side, but the controls remained steady.
[italics] “She’s all yours Bombs.” [/italics]
[italics] “Roger Sir, I can see the target; Navigator activate the master switch, pilot open bomb
bay doors. Setting my selector to salvo.”
[italics] “A little to the right . . . steady . . . right again . . . left . . . steady. Bombs gone! Get us out of here Skip.” [/italics]
He smiled as R2 responded to his touch on the controls and broke to port and away from danger.
[italics] “Way to go girl.” [/italics]
The anti-aircraft fire was now zeroing in and more shells were exploding near them, but he was now lengthening the range. Then two more bursts bracketed them from above.
[italics] “Pilot to gunners. You two OK?” [/italics]
[italics] “I’m alright, but that was a close one Skip. No Mid Upper damage but I think the rudder and tail fins took some hits.” [/italics]
[page break]
[italics] “Kid what’s the story back there?” [/italics]
[italics] “No turret damage here Sir, but we have a lot of new holes in the fins. They have ceased fire. Way to go Bombs! I don’t know what you hit, but there is one hell of a fire burning back there.” [/italics]
Harris took a deep breath and sighed. Well done son. They were out of it, but can you get them back home?
[italics] “Good stuff. Well stay awake you two. Mid, keep an eye on 10 o’clock high and sing out if you see our boys coming up. Karl any fighters should be off chasing the group looking to pick off stragglers. We should be well below them but you never know. Sharp eyes Kid!” [/italics]
[italics] “Sparks, see if you can pick up any chatter.” [/italics]
[italics] “Seems like we picked up a few new holes. How’s she handling Sir.” [/italics]
[italics] “She seems steady Cog. The hits don’t seem to be affecting her trim. But we need to gain some speed and altitude. About the new holes, I can’t wait to get Cpl. Terry’s count and comments. Let’s try a re-start on number 3 and let’s see if she can help us out.” [/italics]
[italics] “Righto Sir.” [/italics]
He saw the port outer fire up, eased the throttle to half speed, felt R2 respond and began to climb gently seeking the safety of the stream and the pathway back to base.” [/italics]
[italics] “W/Op to Captain, I’m picking up some chatter sir. Sounds like our lads.” [/italics]
[italics] “Sparks, I think I’m going to maintain radio silence until we’re closer to rejoining. I don’t want any fighters hearing there is a straggler out here and come looking.” [/italics]
[italics] “Mid Upper to Pilot. I think I see them sir. 11 O’clock high.” [/italics]
[italics] “Let’s see if we can catch them Flight. We can at least hang on to their coat-tails and follow them home.” [/italics]
He advanced the port outer to full throttle.
[italics] “Number 3 is overheating again Skipper. You had better shut her down for good. The other two are beginning to heat up too. I recommend throttling back.” [/italics]
[page break]
[italics] “Right Flight, I think our girl’s had about enough. Let’s put her down as soon as we can. Manston is the divert base and given the problems we may have with the hydraulics and the weather, they have the width and length we need for a rough landing.” [/italics]
[italics] “Captain to crew. We’re approaching the channel lads and it doesn’t look like we’ll need the dinghy, but R2 is a hurting girl. We are back on two engines, some of the hydraulics are out and we may have some damage to the undercarriage. I am going to put her down as soon as I can. We will be landing at Manston and it will be a little dodgy. We are about 10 minutes away. Start securing your stations.” [/italics]
“Sparks, see if you can raise the tower at Manston. Ronnie, identify us, tell them to light it up and let them know we are coming in on two .” [/italics]
[italics] “Roger that Skip.” [/italics]
[italics] “Well Flight, at least the “Met” report was right about visibility, but the runway will still be wet.” [/italics]
He had landed at Manston before but not under these circumstances. The runway was dead ahead.
[italics] “Gear down and locked Skipper. No warning lights.” [/italics]
He put R2 in the groove and rode it in. Touchdown was a little heavy and the tires squawked as they met the wet tarmac. The brakes were very soft but they held and he eased back and let his aircraft run out. Roger Squared sat idling on the runway, for a moment the interior was quiet and then.
[italics] “Well done Skipper.” “You too Flight.” [/italics]
[italics] “Captain to crew, well done lads, everyone ok back there?” [/italics]
[italics] “Way to go Skipper! Great job Cap! Thanks Skip! We made it boys!” [/italics]
Harris added his silent praise to the appreciative responses pouring in from the crew. Then the sound of the grandfather clock striking midnight brought him back to the present.
A remarkable mission against all odds, by a courageous crew. He picked up his pen and then paused. Another tale of split second decision making, incredible skill and courageous leadership by a remarkable pilot.
He signed, confirming the Distinguished Flying Cross for Musselman.
“Thanks for taking me along lads.”
He closed the folder and as he placed it in his out box he added a final invocation.
[page break]
“Good show Roger Squared!”
[page break]
[underlined] Tribute to a Century Lancaster [/underlined]
Lancaster Bomber ME-746 AS-R2 (aka Roger Squared) was one very special aircraft. It completed a total of 126 operations (117 Combat, 6 Manna and 3 Exodus). It was one of only 35 of the 7,377 Lancasters built to attain that distinction.
Roger Squared was well and carefully maintained by a dedicated ground crew under the leadership of Corporal Dennis Terry and flown with skill and determination by a number of pilots and air crew including, as noted in the story, Flying Officer H.J. Musselman RCAF, DFC.
In a highly unusual ceremony Bomber Command awarded the aircraft itself, the Distinguished Service Order. In the picture below the maintenance crew and flight crew assembled on the tarmac for a special ceremony following R2’s 100th mission. Note the large wooden medal (created by Corporal Terry) being held between himself and Flying Officer Musselman. A stirring reminder of that record can be seen in the ten rows of ten bombs painted on fuselage below the pilot’s window.
[photograph]
Dublin Core
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Title
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Good Show Roger Squared
Description
An account of the resource
A story based on the service of Lancaster ME746 AS-R2 (Roger Squared). There is a slightly shorter version included.
Creator
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JK Forrest
JW Musselman
Spatial Coverage
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Germany--Gladbeck
Germany--Duisburg
Germany
Great Britain
England--Lincolnshire
Germany--Ruhr (Region)
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Memoir
Text. Personal research
Format
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17 printed sheets
13 printed sheets
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MTerryD938465-170619-03, MTerryD938465-170619-07
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Temporal Coverage
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1944-12-29
1945-03-11
Contributor
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Steve Baldwin
1 Group
166 Squadron
air gunner
aircrew
anti-aircraft fire
bomb aimer
bombing
Distinguished Flying Cross
Distinguished Service Order
flight engineer
Gee
ground crew
ground personnel
Harris, Arthur Travers (1892-1984)
Lancaster
Lancaster Finishing School
navigator
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
pilot
RAF Hemswell
RAF Kirmington
RAF Manston
searchlight
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36457/BLovattPHastieRv2.1.pdf
295406378e70aa4d2aeb43baeaddc085
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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Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
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IBCC Digital Archive
Date
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2017-09-27
2019-09-03
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Lovatt, P
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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Hastie DFC: The Life and Times of a Wartime Pilot
Description
An account of the resource
A biography of Roy Hastie.
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Date
A point or period of time associated with an event in the lifecycle of the resource
2003-10
Spatial Coverage
Spatial characteristics of the resource.
United States
Rhode Island--Quonset Point Naval Air Station
Bahamas--Nassau
New York (State)--New York
Bahamas--New Providence Island
Great Britain
England--Harrogate
Scotland--Perth
Scotland--Glasgow
England--Warrington
England--Blackpool
Luxembourg
France
Belgium
Netherlands
France--Dunkerque
England--Dover
England--Grantham
England--Torquay
Wales--Aberystwyth
Iceland
Greenland
Sierra Leone
Russia (Federation)--Murmansk
Singapore
France--Saint-Malo
Denmark
Sweden
Germany--Lübeck
Netherlands--Ameland Island
England--Grimsby
Germany--Helgoland
Netherlands--Rotterdam
Atlantic Ocean--Bay of Biscay
England--Lundy Island
Germany--Cologne
North Carolina
North Carolina--Cape Hatteras
Aruba
Curaçao
Iceland--Reykjavík
Greenland--Narsarssuak
Canada
Québec--Montréal
Rhode Island
New York (State)--Buffalo
Gulf of Mexico
Caribbean Sea
Virginia
Florida--Miami
Cuba--Guantánamo Bay Naval Base
Puerto Rico--San Juan
Cuba
Florida--West Palm Beach
Cuba--Caimanera
India
Sierra Leone--Freetown
Jamaica
Jamaica--Kingston
Jamaica--Montego Bay
Virginia--Norfolk
Washington (D.C.)
Newfoundland and Labrador
Northern Ireland--Limavady
England--Chatham (Kent)
Newfoundland and Labrador--Gander
Gibraltar
England--Leicester
Massachusetts--Boston
Egypt--Alamayn
Algeria--Algiers
Algeria--Oran
Algeria--Bejaïa
Algeria--Annaba
Italy--Sicily
England--Milton Keynes
Germany--Essen
England--Dunwich
Europe--Scheldt River
England--Sizewell
Germany--Hamburg
England--Kent
Germany--Stuttgart
England--Crowborough
Netherlands--Hague
England--Peterborough
England--Bristol
Germany--Homburg (Saarland)
Belgium--Brussels
Germany--Bochum
Germany--Dortmund-Ems Canal
Germany--Wanne-Eickel
Belgium--Liège
Germany--Frankfurt am Main
Germany--Hannover
Germany--Aschaffenburg
Germany--Castrop-Rauxel
Germany--Mittelland Canal
Germany--Aachen
Germany--Karlsruhe
Germany--Neuss
Germany--Nuremberg
Germany--Duisburg
Germany--Hagen (Arnsberg)
Germany--Leuna
Germany--Osnabrück
Germany--Ludwigshafen am Rhein
Germany--Ulm
Germany--Munich
Poland--Szczecin
France--Ardennes
Germany--Bonn
Belgium--Houffalize
Germany--Mannheim
Germany--Grevenbroich
Germany--Dülmen
France--Metz
Germany--Magdeburg
Germany--Zeitz
Germany--Gelsenkirchen
England--Dungeness
Germany--Mainz (Rhineland-Palatinate)
Germany--Wiesbaden
Germany--Dresden
Germany--Leipzig
Germany--Koblenz
Germany--Chemnitz
Germany--Dortmund
Germany--Düsseldorf
Germany--Münster in Westfalen
Germany--Worms
Germany--Pforzheim
Germany--Darmstadt
Europe--Lake Constance
Germany--Bergkamen
Germany--Dessau (Dessau)
Germany--Wesel (North Rhine-Westphalia)
France--Aube
Germany--Augsburg
England--Feltwell
England--Croydon
Norway--Oslo
Sweden--Stockholm
Czech Republic--Prague
Italy--Florence
Portugal--Lisbon
Monaco--Monte-Carlo
France--Boulogne-sur-Mer
Netherlands--Venlo
Netherlands--Amsterdam
France--Paris
France--Lyon
France--Digne
France--Nevers
France--Lille
Norway--Ålesund
France--Saint-Omer (Pas-de-Calais)
France--Bailleul (Nord)
Belgium--Ieper
Belgium--Mesen
France--Cambrai
France--Somme
France--Arras
France--Lens
France--Calais
Germany--Emden (Lower Saxony)
Netherlands--Vlissingen
France--Brest
France--Lorient
France--La Pallice
Egypt--Suez
Germany--Berlin
Yemen (Republic)--Aden
Cyprus
Turkey--Gallipoli
Black Sea--Dardanelles Strait
Turkey--İmroz Island
Turkey--İzmir
Greece--Lesbos (Municipality)
Greece--Thasos Island
Greece--Chios (Municipality)
Greece--Thasos
Bulgaria
Turkey--Istanbul
Europe--Macedonia
Greece--Kavala
Kenya--Nairobi
Africa--Rhodesia and Nyasaland
Tanzania
Sudan
Eritrea
Ethiopia
Sudan--Kassalā
Eritrea--Asmara
Yemen (Republic)--Perim Island
Ethiopia--Addis Ababa
Sudan--Khartoum
Ghana--Takoradi
Libya--Cyrenaica
Libya--Tobruk
Egypt--Cairo
Iraq
Greece--Crete
Libya--Tripolitania
Tunisia--Mareth Line
Libya--Tripoli
Tunisia--Qaṣrayn
Tunisia--Medenine
Italy--Pantelleria Island
Malta
Italy--Licata
Italy--Brindisi
Italy--Foggia
Italy--Cassino
Italy--Sangro River
Italy--Termoli
Yugoslavia
Croatia--Split
Croatia--Vis Island
Italy--Loreto
Italy--Pescara
Trinidad and Tobago--Trinidad
North America--Saint Lawrence River
Newfoundland and Labrador--Happy Valley-Goose Bay
Bahamas
Florida
Italy
Poland
Massachusetts
New York (State)
Algeria
Tunisia
Libya
Egypt
North Africa
Ontario
Québec
Germany
Croatia
Czech Republic
Ghana
Greece
Kenya
Norway
Russia (Federation)
Turkey
Yemen (Republic)
Portugal
Trinidad and Tobago
North America--Niagara Falls
France--Reims
Europe--Frisian Islands
Germany--Monheim (North Rhine-Westphalia)
Germany--Ruhr (Region)
England--Norfolk
England--Suffolk
England--Gloucestershire
England--Lancashire
England--Leicestershire
England--Lincolnshire
Germany--Oberhausen (Düsseldorf)
Greece--Thessalonikē
Germany--Herne (Arnsberg)
Atlantic Ocean--Kattegat (Baltic Sea)
Libya--Banghāzī
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Great Britain Miscellaneous Island Dependencies--Jersey
Virginia--Hampton Roads (Region)
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
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IBCC Digital Archive
Coverage
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Royal Air Force
Language
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eng
Type
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Text
Text. Memoir
Format
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142 printed sheets
Identifier
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BLovattPHastieRv2
Conforms To
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Pending text-based transcription
1 Group
100 Group
101 Squadron
157 Squadron
2 Group
214 Squadron
223 Squadron
3 Group
4 Group
6 Group
8 Group
85 Squadron
88 Squadron
air gunner
aircrew
anti-aircraft fire
B-17
B-24
B-25
bale out
Beaufighter
Bismarck
Botha
C-47
Chamberlain, Neville (1869-1940)
Churchill, Winston (1874-1965)
crash
crewing up
Distinguished Flying Cross
entertainment
evacuation
Flying Training School
Gee
Gneisenau
Goldfish Club
ground personnel
H2S
Halifax
Harris, Arthur Travers (1892-1984)
Harvard
He 111
Heavy Conversion Unit
Hitler, Adolf (1889-1945)
Hudson
Hurricane
Initial Training Wing
Ju 88
Lancaster
love and romance
Martinet
Me 109
Me 110
mine laying
Mosquito
Mussolini, Benito (1883-1945)
navigator
Nissen hut
Oboe
Operational Training Unit
Oxford
Pathfinders
pilot
Proctor
radar
RAF Banff
RAF Catfoss
RAF Catterick
RAF Chedburgh
RAF Cranwell
RAF Dishforth
RAF Farnborough
RAF Horsham St Faith
RAF Kinloss
RAF Leuchars
RAF Lichfield
RAF Lyneham
RAF Manston
RAF North Coates
RAF Oulton
RAF Padgate
RAF Prestwick
RAF Riccall
RAF Silloth
RAF South Cerney
RAF St Eval
RAF Thornaby
RAF Thorney Island
RAF Windrush
RAF Woodbridge
Roosevelt, Franklin Delano (1882-1945)
Scharnhorst
Spitfire
sport
Stirling
Swordfish
Tiger Moth
Tirpitz
training
V-1
V-2
V-weapon
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
-
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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
Dexter, Keith Inger
Dexter, Dec
K I Dexter
Description
An account of the resource
33 items. The collection concerns Flying Officer Keith Dexter (1911 - 1943, 127249, 1387607 Royal Air Force ), a policeman before the war, he flew as a pilot with 103 Squadron at RAF Elsham Wolds. He was shot down and killed with all his crew on 16/17 June 1943 on operations against Cologne. Collection contains a dozen letters from 'Dec' Dexter to Phyllis Dexter,There is an extract from the 103 Squadron Operational Record Book on the loss of his aircraft and crew, maps of where his aircraft crashed, official Royal Air Force personnel records, Netherlands official documents, document about his aircraft as well as a photograph of a Lancaster over Lincoln and a crew. There are photographs of his grave as well as a group of people, including Keith Dexter being interviewed as a pilot trainee by the BBC at RAF Hatfield. There are two detailed daily diaries covering his time in the Royal Air Force from from 3 April 1941 to June 1943 which relate activities while training and on operations. There are some memorabilia, a photograph of a Lancaster over Lincoln, a painting, and an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/770">album</a>. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Lieutenant Colonel Monty Dexter-Banks and catalogued by Nigel Huckins.<br /><br />Additional information on Keith Inger Dexter is available via the <a href="https://internationalbcc.co.uk/losses/106139/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Dexter, KI
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
The Hall,
Waterbeach,
Cambs.
Telephone: Cambridge 860216
[Underlined] LANCASTER B.III ED 945 [/underlined]
This aircraft was one of a batch of 620 ordered from A.V. Roe, Chadderton, Nr. Manchester in 1941 and built from November 1942 to June 1943. 129 with Nos. ED 303 to ED 782 were built as Mk Is fitted with R.R. Merlin 20 engines, and the remaining 491 were Mk IIIs fitted with Rolls Royce (Packard built) Merlin 28 engines, thus ED 783 to ED 999 and EE 105 to EE 202 were B.IIIs. Twenty of this particular batch with numbers either side of ED 932 (Gibson’s aircraft) were specially modified known as “Type 464 provisioning” to enable the special store, Barnes Wallis’ bomb, to be carried and released on the Dams raid. Completed in the late Spring of 1943, on the 9th June ED 945 was delivered to 103 Squadron stationed at Elsham Wolds, Barnetby, North Lincolnshire. 103 was in 1 Group Bomber Command, with Group Headquarters at Bawtry and th[deleted] e [/deleted] eir airfields grouped along the South bank of the Humber estuary.
When this aircraft was lost on the raid to Cologne on the night of 16/17 June 1943 it had logged 48 flying hours. This raid on Cologne comprised one of the actions during the Battle of the Ruhr 5/6 March 1943 to 28/29 June 1943. 26 major attacks were carried out during this period, the force generally comprising of 500 to 700 heavies. The target was marked by Oboe Mosquitoes of PFF dropping target indicators blind which were backed-up by ground markers dropped visually by PFF Lancasters. The aiming point was marked continuously throughout the attack during which time it was bombed by the Main Force: 1,3,4, 5 and 6 Groups.
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
History of Lancaster B.III ED 945
Description
An account of the resource
Ordered 1941 and built by A.V. Roe at Chadderton near Manchester as one of a batch of 620 between November 1943 and June 1943. Twenty of this batch either side of ED 932 (Gibson's aircraft) were modified as type 464 provisioning to enable Barnes Wallis's bomb to be carried. ED 945 completed 9 June 1943 and delivered to 103 Squadron. Aircraft lost on night 16/17 June 1943 on an operation to Cologne. Covers some aspects of this operation.
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
MDexterKI127249-170830-10
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--Manchester
England--Lincolnshire
England--Bawtry
Germany
Germany--Cologne
England--Yorkshire
Germany--Ruhr (Region)
England--Lancashire
Temporal Coverage
Temporal characteristics of the resource.
1942-11
1943-06
1943-06-09
1943-06-16
1943-06-17
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.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Anne-Marie Watson
Format
The file format, physical medium, or dimensions of the resource
One-page typewritten document
1 Group
103 Squadron
617 Squadron
bombing
bouncing bomb
crash
Eder Möhne and Sorpe operation (16–17 May 1943)
Gibson, Guy Penrose (1918-1944)
Lancaster
Lancaster Mk 3
Mosquito
Oboe
Pathfinders
target indicator
Wallis, Barnes Neville (1887-1979)
-
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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
Belton, Spencer Lewis
Spencer Lewis Belton
Spencer Lewis Smith Belton
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Belton, SLS
Description
An account of the resource
34 items. Photographs, correspondence and newspaper clippings concerning Sergeant Spencer Lewis Belton (1919 - 1940, 581261 Royal Air Force). Spencer Lewis Belton flew as an observer/ bomb aimer with 144 Squadron from RAF Hemswell. He was awarded the Distinguished Flying Medal after an operation to Wilhelmshaven in July 1940 and was interviewed about it by the British Broadcasting Corporation. He was killed 10/11 August 1940 when his Hampden P4368 crashed in the Netherlands, during an operation to Homberg. <br /><br />Additional information on Spencer Lewis Belton is available via the <a href="https://losses.internationalbcc.co.uk/loss/101634/">IBCC Losses Database.</a><br /><br />The collection has been donated to the IBCC Digital Archive by Denise Carr and catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-20
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] R.A.F. Station Hemswell [/underlined]
This station was known as Harpswell in 1918 – 1919. The airfield was constructed in September, 1918, as a station designed to carry two training squadrons. No. 199 (Night) Training Squadron moved there from E. Retford on 26th June, 1918, under the command of Major J. O. C. Orton of the Norfolks.
No. 200 (Night) Training Squadron arrived at Harpswell, also from E. Retford, on 10th November, 1918, commanded by Major W. Collison. The station had no separate commanding officer, but came under the direct control of No. 48 Wing of the 6th Brigade.
Both these squadrons were training for night bombing and the machines used were F. E. 2 B’s. These were the pusher type with the propellor [sic] behind. The observer (or passenger) sat in front of the pilot in a small cockpit which projected out in front. Many of the pilots under training were from the Commonwealth, two of the three flight commanders on No. 199 Squadron being South Africans.
The Wing Headquarters was at Gainsborough and was commanded by Colonel Halahan until 1st October, 1918, when he was succeeded by Colonel Watson, a New Zealander. The Wing Adjutant was Captain John Milne, whose home is at 13, Stoneygate Avenue, Leicester. Captain Milne also served on No. 199 Squadron at Harpswell for a time.
R.A.F. Hemswell was opened on 29th December, 1936 as a bomber station in No. 3 Group with No. 61 [underlined] and No. 144 (Medium Bomber) Squadrons [/underlined] in competition. No. 61 was equipped first with Ansons and later Blenheims and No. 144 with Blenheims. The station was transferred to No. 5 Group on 1st September, 1937.
[inserted] red line [/inserted]
Both squadrons re-equipped with Hampden aircraft during the early part of 1939 and their first operational flight after the declaration of war was a search for enemy warships in the North Sea on 26th September. Bombing raids on targets in Germany began in May, 1940 together with minelaying in enemy waters. On 25th August both squadrons took part in the first raid on Berlin. This was followed by attacks on barge concentrations in enemy occupied ports in France and on submarine bases on the Atlantic seaboard. In 1941 there were attacks on warehouses and sheds at Kiel, on Cologne and on the “Scharnhorst” and “Gneisenau” at Brest.
On 18th July, 1941, Hemswell was transferred to No. 1 Group and No. 300 and No. 301 Polish Squadrons moved in with Wellingtons, and docks and harbour installations in Germany and Northern France were the objects of attack. There was also minelaying at intervals. No. 300 Squadron was the first Polish Squadron to be formed in Britain. Both these squadrons contributed to the biggest attack so far made by Bomber Command, that of over 1,000 bombers on Cologne on the night of the 30th/31st May, 1942. This was followed by another “1,000” bomber raid in which these two Polish Squadrons shared, that on Essen on the night of the 1st/2nd June.
No. 300Squadron moved to the satellite airfield at Ingham on 18th May and No. 305 (Polish) Squadron replaced it at the parent station at Hemswell. From this time until September, 1943, the three Polish Squadrons were operating from this Station and from the satellite at Ingham. Most of the targets known to Bomber Command were visited by these three Polish Squadrons from Hemswell. They went to Essen at the commencement of Bomber Command’s Battle of the Ruhr on 5th/6th March, 1943. On 24th/25th July, Wellingtons from No. 300 and No. 305 Squadrons took part in the first of a series of large scale raids on Hamburg which ended on 3rd August, this being the first raid in which “Window” was used by Bomber Command.
Thirteen Wellingtons of No. 300 Squadron also attacked Hanover on the night of the 22nd/23rd September. This attack is noteworthy as featuring the first use of “Spoof” raid technique by Bomber Command. The "Spoof” target on this occasion was Olderburg.
[page break]
The last bombing operation by Wellingtons of Bomber Command was an attack on Hanover on the night of 8th/9th October, 1943 and eight Wellingtons from No. 300 Squadron at Ingham took part in this operation. During the remainder of the stay in Ingham the Squadron was engaged on mine-laying.
In January, 1944, No. 1 Lancaster Finishing School moved to Hemswell from Faldingworth and the function of the Station changed from operations to training. The purpose of the School was to augment the training given in Halifax Conversion Units to bring crews almost up to a standard for operational work. The need for this special type of training ceased in December and after a year Hemswell returned to the operational role and became a sub station of Mo. 15 Base at Scampton. No. 150 and No. 170 Squadrons moved in with Lancaster aircraft and began operations by attacks on German industrial plants, in particular oil installations, as well as on docks and harbours.
During its operations from Hemswell, No. 150 Squadron flew 827 sorties, dropping more than 3,827 tons of high explosive and incendiary bombs on enemy targets. In March 1945, the Squadron established its record of 236 sorties and 1,151 tons of bombs. Between November 1944 and May, 1945, the Squadron lost eight aircraft on bombing operations which entailed a loss of 40 members of aircrew. The last sortie by this Squadron was on 25th April, 1945 against Berchtesgaden.
Both 150 and 170 Squadrons took part in the attacks by Bomber Command and the VIII United States Air Force on Dresden on the 13th/14th February, and on Chemnitz on the 14th/15th, and in the great attack on Essen on 11th March, 1945, when Bomber Command dropped 4,680 tons of high explosive, the heaviest load on any single target so far during the war. The next day both squadrons joined in the attack on Dortmund when 4,851 tons were dropped, the heaviest tonnage dropped on one target.
During the month of February, 1945, the Station Commander of Hemswell presented Flying Officer J. P. Dixie with the D.F.C. for his bravery in bringing his badly damaged aircraft back to base under great difficulties from a night attack on Ludwigshaven [sic] on the 1st February. Flight Sergeant W. E. Crabs, the mid-upper gunner of Flying Officer Dixie’s crew was awarder the Conspicuous Gallantry Medal for courage displayed in his attempts to extricate the dead rear gunner from his shattered turret.
In November, 1945, Nos. 150 and 170 Squadrons disbanded at Hemswell and No. 109 Squadron arrived to re-equip with Mosquito XVI aircraft. Another Mosquito Squadron, No. 139, arrived on the 4th February, 1946. The station gradually got back to peacetime conditions and the two squadrons carried out formation flying, day and night cross countries, low level dive marking and test operations. These two Squadrons left Hemswell in November, 1946, and were replaced by Nos. 83, 97 and 100 Squadrons equipped with Lincolns. Three Lincolns, one from each Squadron flew in November on a goodwill mission to Chile.
In April, 1950, Nos. 109 and 139 Squadrons, still equipped with Mosquitos, returned to Hemswell, and from this time onwards, with Lincoln squadrons. No. 83 and 97, remained on the Station until the end of 1955. There was another Lincoln Squadron, No. 199, but this did not arrive at Hemswell until much later in April, 1952. No. 100 Squadron of Lincolns left the Station in March, 1950.
In July, 1950, 12 Lincolns from Hemswell took part in the Farnborough “Fly Past”
The Station, in November, 1951 received a visit from the Commander-in-Chief of Bomber Command, Air Chief Marshall Sir Hugh Lloyd and the Air Officer Commanding No. 1 Group, Air Vice Marshal D. Boyle, and was presented with the cup won for the neatest Station and best kept gardens in Bomber Command. In January of the following year, the Commander-in-Chief was again at Hemswell to present the Squadron Efficiency Trophy to No. 83 Squadroj[sic] and the Gunnery Trophy to No. 97 Squadron. He remarked that although he had presented numerous trophies, never before had he presented two of them to units on the same station on the same day. The efficiency Trophy had been won four years consecutively by Squadrons at Hemswell, in fact every year since its inception.
[page break]
Canberras made their appearance on the Station in August, 1952, when No. 109 Squadron converted from Mosquitos. No. 139 followed in January of the next year.
In August, 1953, No. 83 Squadron flew its Lincolns to Tengah to assist in operations against the Malayan terrorists. They returned to Hemswell at the end of January, 1954.
Another honour fell to the Station in November, 1953, when the Under Secretary of State for Air presented the Joliffe Trophy to the Commanding Officer of Hemswell. This trophy is awarded annually to the R.A.F. Station in the United Kingdom having the best catering facilities and airman’s dining hall. This was the first time for some years that a station in Bomber Command had won this trophy.
Nos. 83 and 97 Squadrons disbanded at Hemswell on 1st January, 1956, and on the same day No. 109 and No. 139 Squadrons moved to Binbrook, leaving No. 199 (Lincoln / Canberra) as the only squadron on the Station. The Lincoln Conversion Flight moved to Hemswell in January.
R.A.F. Hemswell continues its active role within Bomber Command
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
History of RAF Hemswell
Subject
The topic of the resource
World War (1939-1945)
Great Britain. Royal Air Force. Bomber Command
Description
An account of the resource
Outlines the history of RAF Hemswell starting from its origin as RAF Harpswell in 1918 until peacetime operations in the the 50s. The station was equipped with Ansons, then Blenheims. Part of No 3 Group, 61 and 144 Squadrons. Changed to No 5 Group, reequipped with Hampdens. Transferred to No 1 Group. 300 and 301 Squadrons moved in with Wellingtons in 1941. 300 Squadron moved to Ingham and 305 replaced it. Document contains details of various bombing operations. 150 and 170 Squadrons moved in with Lancasters during 1944.
Format
The file format, physical medium, or dimensions of the resource
Three photocopied pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
MBeltonSLS190305-151120-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1944
1945
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.
1 Group
144 Squadron
150 Squadron
170 Squadron
3 Group
300 Squadron
301 Squadron
305 Squadron
5 Group
61 Squadron
Anson
Blenheim
bombing
bombing of Cologne (30/31 May 1942)
bombing of Dresden (13 - 15 February 1945)
bombing of Hamburg (24-31 July 1943)
Hampden
Lancaster
Lancaster Finishing School
Lincoln
Mosquito
RAF Hemswell
RAF Ingham
training
Wellington
-
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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
Curtis, A
Curtis, Len
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-11-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Curtis, A
Description
An account of the resource
Three items. The collection concerns "Len" Curtis (1579599 Royal Air Force) and contains his log book, documents and a manuscript. He flew operations as a bomb aimer with 106, 630 and 617 Squadrons.
The collection was loaned to the IBCC Digital Archive for digitisation by Cary Curtis and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interceptions/Tactics Report No 189/44
Description
An account of the resource
A list of targets and sorties undertaken by aircraft from 5,4, 8, 6, 3, 1 and 100 Groups.
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Head Quarters Bomber Command Air Staff Intelligence
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-08-05
1944-08-06
Spatial Coverage
Spatial characteristics of the resource.
France
France--Brest
France--Etaples
France--Oise
France--Bordeaux (Nouvelle-Aquitaine)
France--Blaye
France--Pauillac (Gironde)
France--Pas-de-Calais
Germany
Germany--Wanne-Eickel
Netherlands
Netherlands--Den Helder
Netherlands--IJssel Lake
Netherlands--Eindhoven
Belgium
Belgium--Florennes
France--Brittany
France--Nieppe Forest
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Format
The file format, physical medium, or dimensions of the resource
Two typewritten sheets
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
MCurtisA1579599-161130-010001, MCurtisA1579599-161130-010002
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.
1944-08-05
1944-08-06
1 Group
100 Group
3 Group
4 Group
5 Group
6 Group
8 Group
anti-aircraft fire
bombing
Halifax
Lancaster
mine laying
Mosquito
propaganda
Spitfire
V-1
Wellington
-
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be6c23d38e2a8e7d58bf746d24b73cd4
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/814/10795/AEvansD171101.2.mp3
8b704edec0878915d80776e23df1154d
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
Evans, Ernest Darwin
D Evans
Description
An account of the resource
71 items. An oral history interview with Darwin Evans (1921 - 2017, 1049547 Royal Air Force) and photographs, including several of Lancaster nose art, Lancaster W4783 AR-G George, and crashed or damaged aircraft. Darwin Evans served as an assistant to the Navigation Officer in 1 Group.
The collection has been loaned to the IBCC Digital Archive for digitisation by Darwin Evans 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
2017-11-01
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
Evans, D
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
BW: This is Brian Wright, interviewing Dawin Evans on Wednesday 1st November, 2017 at two o’clock in his care home at [beep] in Lancaster.
DE: Yes.
BW: Also, is Ray Hesketh who is Dawin’s nephew. So how should I address you, as sergeant or Darwin, do you mind?
DE: Darwin.
BW: [Chuckles] Darwin, ok. Speaking just before you said that your birthday was- Your date of birth was 8th of June 1921, and you’re now ninety-six. When you were living with your family and your parents were- Did you have any other brothers and sisters?
DE: I have one brother, yes, he’s two and a half years younger than me.
BW: What’s his name?
DE: Raymond, Raymond Owen.
BW: And where abouts were you born Darwin, where did you grow up?
DE: I was actually born in Kirkham by chance because my grandparents happened to have retired there.
BW: That’s near Preston isn’t it? In Lancashire.
DE: Near Preston yes.
BW: Where did you go to school, was it the local school in Kirkham or did you- Were you sent away?
DE: I went to junior- You see, we were affected by the big depression and we had a farm outside, outside Kirkham, course my grandfather was a colleague of Charles Darwin and that’s how I- When he, when he got married and had children, they all got Darwinian names.
BW: Right
DE: And one of them was Darwin, he were twins, and he got killed in the First World War at Passchendaele, and to keep the name going I was the first, I was the first grandson to come along so I got, I got Darwin. Now Ernest is a family name as well so they tagged that on.
BW: So is your full name Darwin Ernest Evans?
DE: Ernest Darwin.
BW: Ernest Darwin-
DE: Which can make things difficult.
BW: What was the association with Charles Dawin then, how-
DE: What was what?
BW: What was the association for your grandfather with Charles Darwin, what?
DE: What, what was?
BW: What was the association with Charles Darwin?
DE: Well, he was a colleague, I don’t really know it’s a long time ago. He must’ve been quite young you see, and he was involved in some of the research and we kept- We’ve kept that research going until recently. You don’t realise it but the family spent a long, long time persuading hens to lay an egg a day, instead of a clutch at Easter.
BW: Right.
DE: And the reason you’ve got all these eggs now is because of my family and colleagues.
BW: Interesting, and when you were at school what were your subjects, what was your ambition, what were you studying?
DE: I wanted to be an engineer. See I went to the first grammar school in the country, to have engineering as a subject, that’s not metal work, that’s a complete- I was very fortunate, but unfortunately the, the great depression meant that we couldn’t continue and we had to go to Blackpool. My father lost- They had to sell up at Kirkham, the town house and the farm. My father had to get a job in Blackpool and I went to Blackpool and I went to that first grammar school at Blackpool who taught me engineering, so I could use a lathe at twelve.
BW: Wow, and were you, were you wanting to be a specific type of engineer?
DE: Not particularly
BW: Ok, and when did you leave school, what sort of age were you when you left?
DE: Left school?
BW: Yeah
DE: I was seventeen, you see, I realised I was a - No it’ll get far too complicated but I- When we went from- We actually went to live in Walsall[?] for a time and when I came back, I couldn’t go to Baines Grammar which taught engineering. I had to go to Blackpool Grammar which was just no good for me so I packed in at sixteen from Blackpool Grammar, and I got a job at a Blackpool corporation as a junior engineer, training to be a junior engineer and continued studying at Blackpool technical college.
BW: I see, and in discussion with you before you said you were an electrical engineer, you-
DE: Well, I was training-
BW: Ok, and so at sort of seventeen this will be 1938 or there abouts-
DE: About that yes.
BW: Yeah, did you have ambition to join the RAF at that stage or no?
DE: No, I was interested in aeroplanes you see, I was always interested in model aircraft and I was one of the pioneers of model aircraft, in this country.
BW: Right
DE: And so I had that interest, but see I was frightened of being conscripted into the army. If I was going anywhere, I wanted to be RAF and, so when the war came, I volunteered for- I could only volunteer for one job, that was aircrew, and I didn’t want to be a pilot so I volunteered to become an observer or a navigator.
BW: And, what put you off being a pilot?
DE: Sorry?
BW: What put you off being a pilot, anything in particular?
DE: I just wasn’t interested.
BW: And when did you enlist then?
DE: At the end of 1940.
BW: And it was the fear of- Or the dislike of being conscripted into the army that prompted it, it wasn’t necessarily a-
DE: It was yes.
BW: -compulsion to join the RAF for any other reason?
DE: Well, I was interested in the technology anyhow of it.
BW: Yeah, and what happened through your training, were you streamed to be navigator and that’s what you became? Talk me through that.
DE: I was in the first group that went to aircrew receiving centre in London, and I went and joined up in London and then we- At, where is it? At- In, I forget the name of the place. In London anyhow, we joined up with a whole lot of- That was the first intake, first big intake for pilots and navigators in London and we- I went there and we were brung up in groups of thirty and eventually we went to the- The thirty of us went to Shawbury to be trained as observers, and I did that. That was what they called initial training wing, and then we went back to London and we tatted around for a time, and then we went to, to Bobbington which was a training place, thirty of us, and I was involved in an accident there, not a very bad one, but it knocked me about a bit and it brought on this eye trouble which is a family trouble, which is retinitis pigmentosa. So, I was unable to continue my flying duties at all, but I could still fly but not operate or anything like that.
BW: Do you recall what happened at Bobbington to cause the accident? Was it air or-
DE: Well, there was snow on the ground and the Anson tried to take off and one of the wheels locked and it spun round and went off the, off the runway and hit a concrete building and stopped very suddenly and it knocked- It broke my face quite a bit, I’ve had to have ham and chisel jobs on my face because of it.
BW: Oh dear.
DE: And it still effects my breathing.
BW: And in terms of the retinitis that you mentioned, how do you feel that was triggered by the accident, was it through-
DE: It was triggered by it, but it was a good thing, I’m the only survivor of those thirty young men, who went to Bobbington, twenty-nine of them vanished, died.
BW: Through later war service, not through that particular accident?
DE: Yes war service.
BW: Right. So you were able, it seems to complete your training as a navigator, were you close to finishing at that point or were you reassigned?
DE: Yes, I got extra training so I could become, I was- I went to a place called Cranage, when you’re in the RAF as you’ll probably find out, you have to have a trade, and I became a compass adjuster and I became assistant to the officer, the navigation officer.
BW: And what was your unit at Cranage, do you remember?
DE: Well, I was training.
BW: Ok so you weren’t assigned to a squadron at that point?
DE: I weren’t what, sorry?
BW: You weren’t assigned to a squadron at that point?
DE: Oh no, no we went to 460 when I finished that training.
BW: And so, you didn’t go through a heavy conversion unit or operational training unit?
DE: No, I could still fly. I still kept my log book and I was made a sergeant the same as if I'd been aircrew.
BW: And this is an interesting distinction because in the majority of cases, chaps who went through aircrew training were promoted sergeant and then continued in their trade flying operationally.
DE: That’s right yeah.
BW: You’re unique in the sense that you were promoted sergeant but you, I take it, weren’t flying operationally but you were flying?
DE: No I could still fly you see, and I still kept my log book and everything but I couldn’t operate because I had- I hadn’t finished my training. But I did some extra training to be assistant to the navigation officer.
BW: And from there you went on to 460 Squadron?
DE: 460, Australian squadron.
BW: When abouts would that be, do you recall? Would it be ‘41, ‘42?
DE: That was at a place called Breighton. We were flying Wellingtons, Mk 4 Wellingtons.
BW: And would this have been about 1941, ’42?
DE: ‘41 yeah.
BW: What were the Wellingtons like the fly in?
DE: Well, we had daft ones, the ones we had had prattled[?] with the engines which they were very underpowered, and they used to get shot up badly with, with flak, but we didn’t get many casualties on Wimpy’s. It was only when they changed us to Halifaxes, that’s when we ran into trouble.
BW: And were you with 460 Squadron at the time, when they changed to Halifaxes?
DE: Yes, we were sadly, oh I had a dicey do there.
BW: What happened?
DE: Well I was flying, I had to fly as part of the job to adjust the compasses and the radio equipment in the air, and we landed at Breighton, we were going to Binbrook and we put down and I opened the door of the side of the aircraft, and just as I did that they said, ‘Would Sergeant Evans report to the navigation officer immediately’. So, I got out and got on my bike, I left my parachute and everything and went to the navigation place. Now the crew took off to go to Binbrook and they said if I wasn’t there they’d take off and leave me you see, which they did. I’m sorry I'm having great difficulty, and- It took some time to do what I had to do at the navigation officer, and when I- I can’t remember the details but when I went to my room, I shared it with another bomb- One of the armourers and he took one look at me and his face went pale, because he thought I was a ghost. This Halifax had lost an engine taking off at Binbrook and they were all killed. Except me. Of course I wasn’t there but I didn’t know this was happening and it never occurred to me to take my name off the, off the crew list. That caused endless trouble, if you want to go into that sometime, I’m not really well enough to, to go into details. So, this is one of the cases where something has happened and it’s saved my life, all the rest of the crew, the seven were all killed, except me, and I had great trouble with the padre and I was bothered about sending a telegram to my mother that I’d been killed and everything. So, that’s what happened there.
BW: And do you recall the date at all when that happened, or there roughly whereabouts?
DE: Well, it would be in ‘42.
BW: And did you know the crew, were you flying with them regularly?
DE: Oh very well, very well yes. The crew were all buried in the cemetery at Binbrook.
BW: Do you remember any of their names at all?
DE: Not really, I can’t now, no. That’s seventy odd years ago.
BW: And as a compass adjuster did you fly with all the crews in the squadron?
DE: Yes, you see, yes you see. In those days before we got Gee, we had to do a whole lot in the air, that’s why I kept my log book and everything and I was still flying duties at the time.
BW: And you flew as the eighth member of the crew in effect?
DE: I did, yes
BW: So these must’ve all been daylight sorties that you flew, when the crew were not rostered for night ops, is that right?
DE: Yes.
BW: And what were the sort of schedules for you, adjusting the compasses, would it be every week, or every month or?
DE: Every month.
BW: Ok.
DE: I did a lot of flying [chuckles]
BW: So in some ways, you’d be in the unique position of getting to know the crews who were in the squadron, but also seeing those who would ultimately not come back?
DE: Oh that’s why I was able to take all the photographs and things, I served at some time or other with all six squadrons.
BW: In 1 Group?
DE: In 1 Group, yes. I even learnt to speak some Polish.
BW: Because 300 Squadron were the Polish squadron within one group weren’t they?
DE: That’s right I was with 300, I was with [unclear], I was with them at Faldingworth?
BW: How did you- Just out of interest, how did you rate the poles compared to the Australians or the British crews?
DE: I think they were incredible, there were twelve-hundred poles, sorry fifteen-hundred poles ran 300 Squadron, the twelve Englishman, we were all specialist- They had to draft me in because of problems they had.
BW: Such as?
DE: Well, swinging the compasses and all that, and doing adjustments in the air you see, ‘cause we- It was quite complex which I can’t go into now but I used to see- You had to use a beacon, and I was just able to get four, four trips in, four adjustments in because their beacon only lasted half an hour and I did it at Spurn Head off Hull, flying backwards and forwards off Spurn Point.
BW: So all the crew would be in the aircraft and would be briefed for the sortie to calibrate or adjust the navigation equipment, but you in effect would be in charge because you’d have to direct the aircraft in order to get the readings from the beacon?
DE: Well I had to do- The wireless operator did a lot of the stuff, but it would take quite a time to go into the technology of it. But I had to swing the compasses, adjust the compasses before we flew, and then I was able to use those results to adjust the radio beacon on the 1154 receiver.
BW: How long would it take to complete the swinging of the compass?
DE: Oh about an hour, it had to be done every month.
BW: And roughly how many flights would you get in a day, would you do one a day, or would you-
DE: Something like that, yes. It varies of course depending on the weather and stuff.
BW: How many of them, how many of the adjusters were there, was there just you within the group or were there a group of you?
DE: Well there were two of us.
BW: Do you recall the name of the other colleague of yours?
DE: It was George McDowell.
BW: And could you perhaps describe what you might do briefly, in terms of any checks or drills you had to do? So you’ve had the briefing in the crew room to undertake this sortie, what sort of things would you be doing when you get out to the aircraft?
DE: Well, we never actually operated in Halifaxes because they were so dangerous that they Aussies lost their whole crews before they did any operations, and they went on strike the Aussies did and wouldn't fly the Halifaxes, so they moved us down to Binbrook and gave us Lancasters.
BW: Now that is very interesting because you would think that the replace with the Lancaster would happen just because it was being brought in as a better aircraft, but it was as a result of the Australian crews refusing to fly the Halifax?
DE: It was yes, it was yes, it was terribly dangerous. They were very underpowered the original ones.
BW: Were these the Mk 1 Halifaxes?
DE: Yes, Mk 1’s yeah, and we had Mk1 Lancasters and that ARG Lancaster that’s in the museum in Australia, that was one of our original aircraft and did ninety-two ops.
BW: That’s quite a famous aircraft for 460 Squadron.
DE: It’s a famous- It’s the most famous Lancaster. It’s in the war museum at Canberra in Australia.
BW: And, you mentioned also I think, that there was a crew that crashed one of their Halifaxes, were you on board when that happened or was it just [unclear]-
DE: No, no I was left behind. See I had to go to the navigation officer, but I can’t remember why now because we weren’t operating, we never actually operated on Halifaxes as the Aussies wouldn’t operate them. We had enough trouble changing over from Wimpy’s to Halifaxes without operating them.
BW: So from there you pretty well went straight onto Lancasters?
DE: Yes
BW: And were you- Was 460 Squadron the first unit in 1 Group to get Lancasters, or did you fly them first?
DE: Well we weren’t the first but we were one of the first.
BW: And what was your experience like flying the Lancaster, did you rate it better than the others?
DE: Oh far better, far better than a Halifax, yes. Actually, there were plusses and minus of both of them.
BW: The saying was that they designed the Lancaster to get into and not get out of?
DE: Well, the- I always felt it’d been made out of bits and pieces that nobody else wanted the Halifax, they were made in Preston of course, by Dick Kerr there.
BW: That’s right, and you took plenty of photographs as you said and you, you know, you’ve kindly arranged to donate copies of those to the museum on a CD.
DE: Well what happened was, most English people didn’t get on very well with the Aussies, but I did. I did very well, and they taught me photography and supplied me with the cameras and things. So I was able to take hundreds of photographs, quite illegally, of the Lancaster era, that’s how I come to have all those photographs.
BW: So how did you manage to develop them and keep them out of official hands?
DE: I did, and I made a homemade amplifier, enlarger and everything. Oh, it was all done, all done in the bedroom. Hundreds of photographs, actually some of them got lost sadly, but there’s still a lot.
BW: And when you were on base, you mention this was- This developing of photographs was done in your bedroom but did you not stay in the sergeant's mess on the base, were you located off base?
DE: Yeah, this was in the sergeant's mess.
BW: Right. And did you share accommodation with other crewmen?
DE: Mainly Aussies, I- The Aussies taught me a lot.
BW: How come you think you got on better with them than most other Brits?
DE: It was just my character I suppose, the Aussies were much better than our people [chuckles] much more resourceful. They would do all kinds of things that the English people wouldn’t do, and I liked it that way.
BW: And in your photographs you’ve got some of Lancasters that have been, well, not necessarily shot down but they’ve crash landed back on the airfield.
DE: That’s right yes, quite a lot. You see when we were doing the wimpy’s, one of my jobs was trying to find out where the wimpy’s had dropped their bombs, which wasn’t usually where they were supposed to of dropped their bombs, but you see I knew what the winds were, which the crew didn’t and I’d all kinds of information and when they came back, I had to set [unclear] to try and find out where they dropped the bombs so they could send the reconnaissance Spitfire’s out.
BW: And how soon after the ops would you have to that? Immediately?
DE: Right away, as the information came in, and the crew remembered.
BW: So I presume you’d be in the debriefing room that night when the crews came back?
DE: I was there going and coming back. I gave out all the charts and maps and times and everything, I was assistant to the navigation officer you see, so I virtually ran the navigation office. Old Mac was no good at that sort of thing, but I had the technical knowledge to do it.
BW: So, when people see in the newsreel footage the curtain going back and the crews being briefed about the routes and things, that map that they see that was what you put together was it?
DE: It was yes.
BW: And all the information on the briefing notes for the navigators and bombers?
DE: That’s right yes, yep. That was in the middle of the night. Of course, the wimpy’s didn’t last very long, they had these American engines and they had a very short range so they were back pretty early, they were often back by eleven o’clock at night. They’d been and gone, they’d been and come back, eleven and twelve o’clock.
BW: Do you recall any of the particular instances seen in your photographs where Lancasters-
DE: I’m sorry, any what?
BW: Do you recall any of the particular instances of Lancaster crashes that you photographed, were there any memorable ones?
DE: Well not really, you’ll see there’s quite a number in those books. You’ve got a lot of my photographs there, if you look at the ones on Lancaster at war, you’ll find a lot more, unfortunately a lot got damaged. But there’s still a lot.
BW: And what other nationalities did you fly with in 1 Group?
DE: One what?
BW: What other nationalities did you fly with?
DE: Oh everything, everything from- Australians mainly, New Zealanders, South Africa, English of course and others, and of course I- The Poles got into difficulty so I got sent to 300 Squadron for a time, and then they realised I’d done a good job there and they were having trouble with 12 Squadron and others which I was able to go and sort out. They actually put me temporarily in a place Ludford Magna. I wasn’t doing official work for 101, it had its own people they were alright, but I had to go and go to Wickenby and other places to sort them out. I became a kind of, what you call it? An expert or a sorter out.
BW: Trouble-shooter?
DE: Having great difficulty.
Other: Do you want something-
BW: Are you alright Darwin, do you want to take a break?
DE: I could do with going to the toilet.
BW: Ok I’ll pause it there. Ok, so we were talking about your time on 460 Squadron just before, and you were obviously with 1 Group for many months, if not years and there are different photographs here showing snow conditions-
DE: Well I didn’t sell them. You see, you had great difficulty getting photographic equipment, and many of the photographs were taken on redundant x-ray film, thirty-five millimetre. So it’s achromatic[?] it isn’t, it isn’t the- I took many hundreds but some got lost. In fact a lot have got lost since.
BW: But I was saying, you, you must’ve seen the bombers operate in all weather conditions, there’s pictures of aircraft in the ground in snow and all sorts-
DE: Oh yes, I was, very true. You had just no idea at the end of the war when the Lanc’s and others went up to twenty-four- thousand feet, up above Lincoln and twenty miles away it vibrated, the whole area vibrated. It must’ve been awful in Germany when they heard all these aircraft coming, you’ve just no idea how noisy they were, three-thousand engines running.
BW: How did it feel being on the inside of the aircraft when you were flying with the crew?
DE: How many what?
BW: How did it feel being on the inside of the aircraft when it was in flight?
DE: Well it was much the same, you, you couldn’t tell really.
BW: Was it difficult to communicate with the others, apart from the headsets that you used?
DE: That’s right, yes.
BW: You mentioned before, one of the items of equipment you used was Gee?
DE: Gee, yes
BW: And there was also Oboe and H2S, what- Can you describe what it was like to use those?
DE: Well, Oboe was a system that automatically dropped the bombs over the target, Oboe did. So that was fitted to Mosquitos, and they automatically dropped a marker bomb, no matter what the weather was, and the Lancasters then dropped green markers round it, to show an area where they had to drop the bombs, and this kept being moved you see. They were, they were seven-hundred aircraft dropped bombs in about twenty minutes so it was pretty well continuous dropping bombs.
BW: And of course, they’re going to depend on your navigation calculations in the-
DE: Well, it wasn’t mine but other people, no that’s what Oboe did. Well, yes, they were able to work it out by trial and error over the target.
BW: You mentioned previously that in the early days you, and indeed all navigators, had to use their own maths, their own dead reckoning if you like, to navigate to and from the target.
DE: Yes it very was dead reckoning too, it wasn’t very precise.
BW: And you were one of those who presumably got first go at the new navigation instrumentation when it came in?
DE: That’s right, well that was Gee you see, which was an electronic system, a markers. That was the first big step on navigation replacing the 1155 direction finding receiver. And H2S of course was when you could see the ground through, electronically when you were flying.
BW: Did you get to use that at all to-?
DE: Well I didn’t, I didn’t no, I didn’t need to do see I wasn’t navigating. The crews did.
BW: So you weren’t taught how to use that?
DE: I had to issue the instructions for Gee and all the rest of it.
BW: And were there various developments in that equipment that took place that you had a hand in, or did you just have to learn to train, learn to use them?
DE: Well, it was always being developed, when Gee first came out it was very secret and all the people who maintained it were, what do they call it? Over in America and Canada to keep it secret, and that’s what happened. The people who maintained it originally were all Canadians.
BW: And did you get any sense at all as to how effective the German systems were either in countermanding the British or the effort?
DE: Well what happened you see, I was with 101 Squadron for a time and they carried an extra member of the crew who spoke German, to give the night fighters the wrong instructions, but they sorted that one out, they just had girls giving flying instructions to the night fighters, so it was continuous battle that way.
BW: There were many raids of course flown across enemy territory, do you recall any particular raids that you were involved in the navigation preparation for? Maybe for example in the Ruhr valley or against Peenemunde, or anything like that, do you recall particular memorable targets?
DE: Well, course depending on the weather how long the night was. I mean at the famous thing [chuckles] was the Ruhr valley, happy valley as they called it, and that could be bombed in winter when the nights were shorter, but later on when the Mosquitos came along, they used to bomb Berlin every night because their crews were about twice the speed of a Lancaster.
BW: You never got to fly one though did you?
DE: No, there were only two seaters. The most I did was sit in one.
BW: Do you recall any particular individuals on the squadrons that you served in, commanding officers or pilots or crews?
DE: Well I’ve forgotten names quite frankly, the- One of the friends was George Saint Smith who flew, that’s the RG Lancaster for a time, I think he did about twenty ops on that, and then he went to pathfinders, and then he went to Mosquitos and got killed flying Mosquitos, they were particular friends of mine, and his navigator.
BW: Do you recall the circumstances in which they were lost, which raid it was and when?
DE: No I don’t, no
BW: When it came up towards D-Day in 1944, were you involved? 460 Squadron did fly over that period of time particularly?
DE: Oh yes we-
BW: Were you involved in the preps for D-Day?
DE: We were very involved with D-Day, you see, what happened was that, when squadron was formed, they wanted a special flying squadron and originally they were going to Binbrook, and Benbrook got an additional twelve, twelve positions for Lancasters. So there were battle between 3 Group and 1 Group and eventually it was- To stop that problem they formed 5 Group, which was 617 and 9 Squadron, and of course they had a redundant system at Binbrook so 460 Squadron before a four flight squadron, it was the only one and we had to operate fifty Lancasters and frankly it was too much. It took at least a minute to get each Lancaster off, and even at that it was a lot of Lancaters, you know, it wasn’t easy.
BW: And that would’ve been a lot of work for you as a compass adjuster to get through all of them?
DE: Oh very much so yeah, well I used to do other things as well. I used to go and help them- I used to go and help the friends of mine who were sending the Lanc’s off and bringing them back, and I was interested so I used to go and help. I’d be with them at the caravan, you probably hear we have a green? Has that come up?
BW: Yes, yes when they gave them the green light.
DE: Well, there was a man with a green you see, my eyesight wasn’t that good then, now what used to happen, I used to go and help them, it wasn’t my job and when I saw the Lanc go down the runway, as I saw it take-off, I gave him a bang on his back and then he’d give the green to the next Lanc went off, and that went off. It took three-quarters of an hour to get those aircraft up.
BW: Simply because of the volume, but also because of the take-off run for each aircraft. When they’re heavily laden they have-
DE: Very much so.
BW: And that makes sense in terms of your photographs, as you said because a lot of them are taken from the holding point and either in or near the caravan, because you see Lancasters taking off and approaching to land as well.
DE: And coming back crashing
BW: There’s quite a few of those
DE: Very many, too many. There were often, weren’t badly damaged.
BW: But there are photos that you’ve got of some of the battle-damaged ones where they’ve obviously had gun fire through the control services and the air frame?
DE: Yeah, what are you gonna do with them- Are you going to borrow those photographs?
BW: The originals will stay with you and your family, the copies will go to the archive, the digital copies will go to the archive
DE: Well you’ve got them, oh bloody hell, you’ve got them with the Lancaster at war, all those photographs?
BW: Yes
DE: They’ve got this outfit called lancfile[?], all my negatives being kept under special conditions so they last. But there were hundreds of them at one time.
BW: Did you fly any other aircraft apart from the Lancasters towards?
DE: I did two or three trips when I was training on Bristol Blenheims and Halifaxes and Ansons.
BW: Did you fly any other aircraft towards the end of the war, were you-
DE: Not really, no, I finished up with the Lancasters. They sent the Aussies back to Australia and they shut down 300 Squadron with the Poles, so that left 4 Squadrons and they had four twelve flight squadrons went to Binbrook, that’s what happened. When the war finished, we had those four squadrons there and I was doing- I was looking after those with the others when, when I left the RAF.
BW: Talk me through the latter stages of the war, the sort of early 1945 and VE Day and the end of the war.
DE: That’s right yeah.
BW: What happened there? Talk me through those months.
DE: Well on D-Day I worked one-hundred-and-thirty-two hours one week. Getting the aircraft off, early in the morning ‘cause we were operating fifty Lancasters. We could drop as many bombs round D-day just the one squadron as the Luftwaffe dropped on London.
BW: And what happened afterwards, talk me through the latter months of the war and the end of the war.
DE: Well nothing, we just played about and people just kept retiring as I did. I got out on what they call Class B, which as I came in and they got me back in my job at Blackpool as soon as they could because of getting things sorted out.
BW: In terms of demobbing the servicemen?
DE: Sorry what's that?
BW: In terms of demobbing the servicemen, when you talk about sorting, sorting things out they got you demobbed quickly is that right?
DE: Sorry I couldn’t follow that.
BW: When you left the air force, you say you went out as Class B?
DE: Yea that’s right well-
BW: Was that a quick departure?
DE: I went out back onto studying, and getting on in the maze office to at Blackpool corporation, and studying but things went badly wrong for a time, caused me a lot of trouble.
BW: Is that something that you can, you can talk further about or summarise, what happened?
DE: Well, well it’s difficult to tell you really. We had a daft lecturer who tried to wangle me extra time off and it didn’t work, and it cost me a whole extra year.
BW: So when abouts did you leave the RAF? Was it shortly after the end of the European war in ‘45?
DE: It was January ’46
BW: And from Binbrook then you came back to Lancashire-
DE: And back to Blackpool, yes
BW: Back to Blackpool, continued your education?
DE: That’s right.
BW: And in short you presumably ended up as an engineer with Blackpool council?
DE: Yep, that’s it.
BW: And talk me through the years after the war, what happened, where- What was your progressing?
DE: Well, I had to continue studying, I got promotion and went to, went to Preston, to the headquarters at Preston, and eventually we saw an advert in the paper for a job with atomic energy, a research job and I thought I could do that. So I became a junior, what do they call it? I was a senior officer there later on, so I got the job as a- On research in atomic energy at Preston there, and I continued from there until I had to retire because of my eye trouble, I had twenty years on nuclear research.
BW: Presumably that was Salwick was it?
DE: At Salwick yes. That was my headquarters, but I operated all the, all the officers at Harwell and even Aldermaston I worked on the bomb project, and worked wind scale and I went over to America as well and Canada, I went all over the place with the nuclear research.
BW: What aspect of nuclear energy were you looking at was it with a view to- You mentioned bomb project so were you involved with the development of British atomic bomb-
DE: The bomb sorry what?
BW: You said you were involved with the bomb project, were you involved with the British development of the atomic bomb?
DE: Well I was very surprised, you see that they realised I had unusual skills. Believe it or not you think of atomic energy as being to do with heating, well I was the top heating man in atomic energy, if there was any heating troubles, you’d finish up with me, believe it or not, and that’s what happened. I had twenty years on that, on AGR there.
Other: How did you get into the bomb, Darwin?
DE: What sorry?
Other: How did you get involved with the bomb at Aldermaston?
DE: Well not directly. It takes a lot of people to do that kind of work, I was the heating man and I had to do quite a lot of work on the, on the fuel, supply that. It’s difficult for me to remember details now, but I was very surprised that they were very open with me at Aldermaston and I said, ‘Well, I can’t understand this because you don’t know’, ‘Well you’ve got the same clearance as we have so why not?’. That was their argument, you couldn’t get a nicer lot of people then the ones at Aldermaston, and eventually they shut it down. When atomic energy authority left Aldermaston, the government took over and I never went again. But I still did consultancy work.
BW: And did you travel out to America or to the Pacific to see any of the bomb tests, or were you just involved in research for that project?
DE: No, I went mainly for the library at Argonne in Chicago, and we- The- It’s difficult to see, you know that some atomic energy is medical, very short range you see, and there was a- Most of that work was done in Canada, and at Springfields we probably had the best engineering job in the country, in Europe, we actually did the work there on that reactor at Snowy River in Canada.
BW: And so, when you talk about being involved with the heating part of nuclear energy, were you looking at containing the heat or dissipating the heat?
DE: It was making the fuel usually, and doing research. There’s an awful lot of research goes on which you- See to do all this I could spend days doing it if I had, what you’re doing, what we’re doing and- We actually did engineering work on Snowy River for making, making this specialised medical nuclear equipment.
BW: The sort of thing they might use in-
DE: In hospitals.
BW: Yes, to detect tumours and-
DE: It was all done in one reactor in Canada at the main place called Snowy River in Canada. You see there weren’t any of us were experts, remember there was nobody in atomic energy could said they were atomic energy, and we were all engineers, physicists, chemists and think of it, we were that. So, I went over there as an electrical engineer and other stuff and so did others, you just had to learn as you went along.
BW: And you were in that field of work for about twenty years you said?
DE: Twenty years, yeah.
BW: And what did you move onto after that, did you retire or did you continue working-
DE: I had to retire as my eyesight got worse, I had to retire and eventually we came here, we came to live in Warton.
BW: And you mentioned that you married, and obviously have a wife, did you have a family as well?
DE: No we didn’t she kept having- She kept losing the children at three months, kept having miscarriages which was very sad.
BW: A shame, and so you heard in recent years about the moves to finally recognise the contribution by bomber command in the war effort. What are your thoughts on this and the development at the centre? Is it reassuring that it’s taking place for you now?
DE: It kept coming up about it, as time went on people took more interest. Just after the war nobody was interested, they were all glad to see the last of it, but as time has gone on they realised that we were all getting very old and ancient and if they want to get first-hand accounts, they better get cracking. I think that’s what’s happening.
BW: But hopefully its reassuring for you that people who served in bomber command and those who survived and those who didn’t are being commemorated?
DE: Well we’re all getting- I didn’t take part operationally but I was there planning and doing all kinds of things as well.
BW: Well I think Darwin, those are all the question that I have for you, is there anything else that you would like to add that perhaps we haven’t covered at all?
DE: I don’t think so, I could do a lot more but there’s probably enough for your needs.
BW: Very well, thank you very much for your time Darwin and thank you very much for your contribution to the bomber command centre.
DE: Well I feel I ought to do with all those colleagues of mine who’ve all died. I lost a lot of good friends, especially among the Aussies who taught me- The Aussies taught me a lot. It was partly due to the Aussies that I became interested in getting things hot.
Other: How’s that? How’s that Darwin?
DE: Well now, where can we go? When they started flying at twenty-four-thousand feet the oxygen supply used to freeze up in the turrets and so, an Australian electrical man and me we actually made heater devices that went on the oxygen supply for the rear gunners. I actually went home- I had a lathe at home and actually made the components for these heater systems and Len, this Aussie, was a very clever bloke and he showed me how to get things hot, you know, in an easy way. We, we used to go into Grimsby and buy replacement electric fires and strip it all down and I would do work at home and go away and come back and we built these heaters. I don’t know how other squadrons did but we equipped the gunners with heaters on the oxygen supply and that gave me the background which made it poss- And I knew about thermocouples and things which I wouldn’t normally of done, and that’s how that came about, they gave me the interest of getting things hot and of course, when I say hot I say really hot, we did all kinds of things which involved getting things to two-thousand degrees Celsius. When you think Iron melts at fifteen-hundred and we were seven-hundred degrees up above that, and I had all that sort of things to do. It were only because of these Aussies giving me the background that I was daft enough to do it.
Other: Interesting.
BW: So what would be kept at two-thousand degrees? What would you need to-
DE: That was- Well that was a fuel, the four AGRs which is a ceramic fuel, that melts at these temperatures but that was another project that never came up that involved coating, how can I put it? Involved, involved coating uranium dioxide with a film, very thin film, at these enormous temperatures, so it would stand the temperature in the reactor. It’s not very clear it isn’t. Really to do all this I should be given time to work it all out.
BW: But what’s interesting is that, the development that took place from learning to keep gunners warm in the back of a Lancaster lead to you developing things like thermocouples or the technology to coat uranium.
DE: That’s right, it did, it did, and this other stuff as well. You’re right there. That involved going buying stuff in Grimsby, buying spare electrical heaters in Grimsby [chuckles].
BW: I bet there’s many an Australian gunner who would, you know, thank you for your efforts in keeping them warm in the back of a Lancaster
DE: Well, well what happened was that it was, I had to- We actually flew at twenty-nine-thousand feet when we were doing that work, course it was twenty-four-thousand at night so we had to go higher up in the daytime, and that’s what was happening, that I had to do that. As I say I've been to twenty-nine-thousand feet in a Lancaster and being the RAF, we had thermometers and some were Fahrenheit and some were centigrade and I couldn’t understand why they both read forty, and it was only then that I realised there’s a crossover point between Celsius and Fahrenheit, minus-forty the temperatures cross over.
BW: Fascinating.
Other: Did you invent anything else for the Lancasters?
DE: Did what?
Other: Did you invent anything else with the Aussies, to help with the crews, or anything like that? No?
DE: I can’t think of it at the moment, no.
BW: Did you get to socialise with them much off base, or in base, you know, in the messes?
DE: No. I actually made- I used to go home making special tools.
BW: And where did you meet you wife, did you meet her in Lancashire after you demobbed? Or in Lincolnshire when you-
DE: Yeah, Lancaster, fell walking. We were both interested in other things, you see, I was never very well and the doctor said, ‘Darwin,’ he said, ‘You want to go walking, to try and get yourself breathing a bit better’. So, he suggested I join the CHA and eventually Alice joined the CHA, we got together and then got married.
BW: And that presumably was after the war it wasn’t-
DE: That was after the war.
BW: Yeah, when did you get married by the way?
DE: Well you see I was quite late getting married, in ‘53. We were married- We’ve been married over sixty years. I’ve also become a radio amateur among other things, to learn about electronics.
Other: You did a lot of work with steamtown and the model railway as well.
DE: That’s right and that, yes. You’ll find if you go to Cinderbarrow, you’ll find name is on the building, they called the building after me I’d done so much for them.
BW: That’s good of them.
DE: The model railway at Cinderbarrow.
BW: Right, well once again thank you very much Darwin it’s been pleasure and very interesting to talk to you and meet you and thank you very much for your contribution and for allowing me to interview you.
BW: So you’re going to borrow the- He got up in bed, I got rounds rattling on the roof of the Nissen Hut, it actually shot us up.
BW: So this was at-
DE: So I've been shot up by a German aircraft in bed.
BW: So this was at Ludford Magna while you were asleep?
DE: That’s with 101 Squadron, yeah.
BW: Did the sirens go off?
DE: Did what?
BW: Did the sirens go off to warn you?
DE: No they didn’t, no, what happened was the girls were in the next line, next to us and they had a toilet block, they were told on no account the door had never to be opened when the light was on and this and that, and some daft girl left the light on and the door open and the JU-88 came cruising over and shot up this toilet block. We got quite a lot of the rounds ricocheted onto us. It blew up the ladies' toilet block.
BW: [Chuckles] A vitally strategic target.
DE: Yes. Marvellous bit of flying.
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 Darwin Evans
Creator
An entity primarily responsible for making the resource
Brian Wright
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
2017-11-01
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AEvansD171101, PEvansD1701
Conforms To
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Pending review
Pending revision of OH transcription
Format
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01:07:19 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Cheshire
England--Lincolnshire
England--Staffordshire
Description
An account of the resource
Darwin Evans volunteered for aircrew in 1940 and began training as a navigator. After an accident while training at RAF Bobbington (later RAF Halfpenny Green) ended his operational flying duties, he retrained as a compass adjuster at RAF Cranage and served as an assistant to the Group 1 navigation officer until January 1946. Evans describes flying with crews monthly to calibrate the aircraft compasses and his role in operation briefings. He recollects a good working relationship with the Australian aircrew of 460 Squadron and the Polish aircrew of 300 Squadron, and narrowly avoiding a fatal crash at RAF Binbrook. Finally, he explains how his trouble-shooting role in Bomber Command (inventing heaters for rear gunner oxygen supplies) prepared him for his post-war career as an electrical engineer in nuclear energy research.
Contributor
An entity responsible for making contributions to the resource
Tilly Foster
1 Group
101 Squadron
300 Squadron
460 Squadron
aircrew
Anson
crash
final resting place
Gee
ground personnel
H2S
Halifax
Halifax Mk 1
Lancaster
navigator
Oboe
RAF Binbrook
RAF Breighton
RAF Cranage
RAF Halfpenny Green
RAF Shawbury
take-off crash
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/594/8863/PLarardFN1502.2.jpg
e95a36a7c631065f2b5836292bde8c1f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/594/8863/ALarardFN150717.1.mp3
11a9ba24d46253d20de78474d04f6b7b
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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Larard, F N
Larry Larard
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Larard, FN
Description
An account of the resource
An oral history interview with Flight Lieutenant F N Larard DFM (183900 Royal Air Force). He flew operations as a rear gunner with 625 Squadron.
The collection was catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-17
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.
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
MJ: Now. It’s on. It’s ok.
LFNL: When I was on the reserve I was called to London and took a mathematics exam. Having passed the mathematics exam I had a medical examination and I was assessed as PNB, pilot, navigator, bomb aimer. From there I was eventually called up and I went to Air Crew Reception Centre, St John’s Wood, London. Warrant Officer Apse was the only man that mattered there. He was a very very great man and he was a hard disciplinarian but a fair man and he used to say, ‘If ballet dancers can be in step why can’t you lot who are supposed to have brains?’ From there I went to Initial Training Wing in Scarborough and when I was at Scarborough I realised that it was going to take me a long time to qualify as a pilot so I elected to be a rear gunner and so from Scarborough I went to Dalcross in Scotland and did my gunnery training at Dalcross in Scotland which is now Inverness Airport. From there, when I passed out I went to Peplow in Shropshire Operational Training Unit. It was on Wellingtons. John Marks was my skipper. Eventually we all teamed up in the hangar as, as was always done there and I joined, joined the Operational Training Unit at Peplow in Shropshire. When we passed out of Peplow, which might interest you, it must be civil servants that made Peplow’s runway because it sunk in to the ground halfway around and the air traffic control lost sight of you when you went down into the hole before you became airborne. From there we went to Lindholme. We were on Wellingtons then and then we went to Lindholme for heavy bomber conversion unit on to Halifaxes and it was the first time I realised about Canadian politics. At that time we’d got three Canadians in our crew and three Englishmen and our skipper decided when he wanted a flight engineer to select a Canadian. He did but when the rest of the crew knew he came from Quebec they said, ‘We’re not flying with him.’ So we had to change the flight engineer and the flight engineer eventually came from, where did he come from, Nottingham. He came from Nottingham and he joined us then and at Lindholme after the heavy bomber conversion unit we went on to the Lancaster finishing unit which was at the same time at, at Lindholme. From there when we passed out on Lancasters we went to 625 squadron at Kelstern near Louth. Eventually, when we’d been there a bit we were asked to volunteer for special duties at number 1 Group Special Duty Flight at Binbrook which we duly did and we moved over to Binbrook on the special duties flight. Group Captain Edwards VC was the commanding officer at Binbrook but he wasn’t our commanding officer. Our commanding officer was Air Commodore [Hoppie Raye] from number 1 Group headquarters at Bawtry. And from Binbrook, when we were training we went to St Tudwall’s Island off Wales every night to bomb a light in a, in a monastery. We didn’t know why. [We always had this light] we used to go and that was the special duty flight and we were trained to do that. And we’d already finished a tour actually of Binbrook on 625 but now we were being trained, we didn’t know it to bomb in Europe on marshalling yards and things like that, small marshalling yards and that’s what we did. On VE day we’d got a railway bridge to blow up that’s leading troops into into up to the British troops and so we realised what we were doing then but our crew stayed together even after the war. As I say we were three Canadians and four English. We stayed, we stayed friends and the only one apart from me that’s alive now is my skipper’s wife Pat who I’m still in touch with.
[machine pause]
MJ: You were saying.
LFNL: We were one of the few crews where every member of the crew got decorated.
MJ: That’s quite good.
LFNL: On 625 before we went to Binbrook and we were being trained then, and we didn’t know it to bomb specific targets for the battle, for the invasion of Europe so that’s what the special duties flight was about was accurate bombing. Saintes marshalling yard near Bordeaux we had to go on a bombing run where the prison was the first thing on the roadside, then the hospital and then the marshalling yard. We’d got to hit the marshalling yard. Unfortunately, we didn’t hit the hospital but we knocked the wall down of the prison. Our skipper, John Marks, felt very badly about having knocked the wall down of the prison at Saintes and when he was on holiday in France he went over to Saintes and he saw the mayor at Saintes and spoke to him and the mayor turned around and said, ‘Look. Yes, you killed a few Frenchman but I’ve got news for you. The Germans would have killed more the following day if you hadn’t so don’t feel too badly about it.’ And that happened at Saintes marshalling yard near Bordeaux.
MJ: Exactly what I mean.
LFNL: But the skipper, he wasn’t happy that he’d, that we’d killed some of the French prisoners in that camp but there you are. But as a crew we stuck together all the weathers, all the time. After the war all our families did, we stayed together. As I say we were an Anglo-Canadian crew and we had no fall outs. We went on leave together. The mid upper gunner came with me, the bomb aimer went with the skipper and that was that so the Canadians were the bomb aimer with the skipper yes oh and Gerry was with me and Tommy the navigator he, he always went to stay with friends down in the Worcester area.
[machine pause]
MJ: You’re on.
LFNL: Our drinking hole at the time was The Lifeboat at Cleethorpes and I’ll guarantee you that the man who ran The Lifeboat at Cleethorpes could tell you how many aircraft had gone missing the previous night by the lack of customers the next day but he looked after us very well, the landlord of The Lifeboat at Cleethorpes and then we used to go across the road from The Lifeboat to The Gaiety Dance Hall and have a dance before we went back to our units.
[machine pause]
LFNL: Bomber Harris’s eightieth birthday was celebrated at the Grosvenor House Hotel in London. There must have been about six or seven hundred of us there. We presented him with a walking stick with a silver handle and it, everybody got up and cheered him. He was supposed to be the person that we weren’t supposed to know. Well we all did and we all stood up and cheered him and he said, ‘Y’know my lads. I made some errors and I cost you lives.’ And he meant that from the heart but anybody in that position of Lord Harris, of Sir Arthur Harris had to make decisions and some of them didn’t work out but he felt it very very much. He did care about his people. He cared a lot about his men but as he said, ‘In my position I made mistakes and cost you lives,’ and I know by the way he spoke he really meant that and it hit him so he hadn’t got the easiest job in the world either.
MJ: No. Right.
LFNL: What, some of the people I remember were the sergeant WAAF in charge of the air crew mess. She was fantastic. She used to see us off then be still there when we got it back. How she managed to get, do it I don’t know. It must have hurt her when some of the tables that were vacant when we got back. The other thing that I remember, two other lots of ladies I remember. Lady air traffic controllers basically were better than the men. And also I always felt for the ladies who transported us out to the aircraft. How they must have felt when they took crews out and then at night when we came back to find that their aircraft hadn’t come back. It must have hurt them a heck of a lot. But I’m sure the lady who was in charge of the, particularly at Kelstern, in charge of the mess there I’m sure she got a lot of food in from the local farmers fed in because the way she fed us we could never say we were hungry at Kelstern.
MJ: No. What made you think that the traffic controllers were better?
LFNL: They never panicked. The ladies never raised their voices at all. If you were coming in in fog and we have come in in some pretty bad fog that you wouldn’t include it as such now but when we came in their voice never changed. You might be having problems getting in because it’s ground control approach. Forget what you’ve got now for goodness sake. Then, all we’d got ground control approach which meant that the lady in the control tower was actually telling you what, where to turn, what speed to do and what height you were. She was guiding you in. She was guiding you in. You had no other. You hadn’t got anything inside the aircraft that was going to help you. She was doing it from radar.
MJ: Oh right. Yeah. [pause] Yeah.
[pause]
LFNL: I agree to what I’ve been saying. My name is Larry Larard. L A R A R D. Retired flight lieutenant Royal Air Force 183900 DFM. Message ends.
MJ: On behalf of the International Bomber Command Archive I’d like to thank Larry, oh sorry, Flight Lieutenant Larry Larard DFM for his recording in Thetford on the 17th of July 2015. Thank you very much.
LFNL: Thank you very much.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with F N Larard
Creator
An entity primarily responsible for making the resource
Mick Jeffery
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-17
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ALarardFN150717
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
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
00:14:10 audio recordings
Description
An account of the resource
After being called up, Larry was assessed as pilot, navigator, bomb aimer but changed to rear gunner to avoid the delay in pilot training. He was trained at RAF Dalcross on Wellingtons before moving to RAF Lindholme to convert to the Halifax and then Lancaster
Asked to volunteer for Number 1 Group Special Duties Flight based at RAF Binbrook he completed a full tour of operations specialising in precision bombing. On one operation they attacked a marshalling yard in Saintes but demolished a wall of an adjacent prison.
After the war Larry visited the French mayor who placated his concern at killing French civilians. His crew were one of the very few who were all decorated. He retired from the RAF as a flight lieutenant with a DFC.
Spatial Coverage
Spatial characteristics of the resource.
France
Great Britain
England--Lincolnshire
England--Yorkshire
England--Shropshire
France--Bordeaux (Nouvelle-Aquitaine)
France--Saintes
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
Contributor
An entity responsible for making contributions to the resource
Terry Holmes
1 Group
625 Squadron
air gunner
aircrew
bombing
control tower
crewing up
Distinguished Flying Cross
ground personnel
Halifax
Harris, Arthur Travers (1892-1984)
Heavy Conversion Unit
Lancaster
mess
perception of bombing war
RAF Binbrook
RAF Dalcross
RAF Kelstern
RAF Lindholme
RAF Peplow
training
Wellington
Women’s Auxiliary Air Force