1
25
66
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/921/PAtkinsAH1518.2.jpg
a76ed21dd099654bcf8ac9520dd18546
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/921/PAtkinsAH1519.2.jpg
1c4e49b544bc36e77001117bea9911d5
Dublin Core
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Title
A name given to the resource
Atkins, Arthur
A H Atkins
Description
An account of the resource
24 items. An oral history interview with Arthur Atkins DFC (d. 2022, Royal Australian Air Force), his logbook and 23 photographs. Arthur Atkins grew up in Melbourne, Australia and joined the RAAF. After training he flew 32 operations as a pilot with 625 Squadron from RAF Kelstern.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Atkins and catalogued by Nigel Huckins.
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
2017-01-05
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.
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Atkins, A
Conforms To
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Pending additional content
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
1934 Singer Lemans
Description
An account of the resource
A soft top sports car with the roof up, registration PO 8455, standing in front of an arched corrugated iron building. In the background other buildings on the reverse '1934 Singer Lemans, RAF Kelstern, Lincolnshire, Winter 44/45, 625 Squadron'
Date
A point or period of time associated with an event in the lifecycle of the resource
1944
1945
Format
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One b/w photograph
Coverage
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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
1945
Identifier
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PAtkinsAH1518, PAtkinsAH1519
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.
Type
The nature or genre of the resource
Photograph
625 Squadron
Nissen hut
RAF Kelstern
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2513/43503/MDavyFR1108748-190530-04.1.jpg
cb25a0b973c0d06add7d82c1e5ed5c25
Dublin Core
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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
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2019-05-30
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Davy, FR
Dublin Core
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Title
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625 Squadron Battle Order 18 July 1944
Description
An account of the resource
A list of aircraft and crew required for operations on 18 July 1944.
Creator
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625 Squadron
Date
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1944-07-18
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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One typewritten sheet
Identifier
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MDavyFR1108748-190530-04
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.
Temporal Coverage
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1944-07-18
Conforms To
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Pending text-based transcription
625 Squadron
air gunner
aircrew
bomb aimer
flight engineer
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/478/31023/PBrookM2001.1.JPG
5f7621048aef3630bbbd675d2c8c7ac0
Dublin Core
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Title
A name given to the resource
Brook, Maurice
Dr Maurice Brook
M Brook
Publisher
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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.
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
625 Squadron photograph
Description
An account of the resource
A large group of aircrew sitting and standing in four/five rows in front of a Lancaster. Titled '625 Squadron RAF Scampton, June 1945'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1945-06
Spatial Coverage
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Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1945-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
Type
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Photograph
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
Identifier
An unambiguous reference to the resource within a given context
PBrookM2001
625 Squadron
aircrew
Lancaster
RAF Scampton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/478/31022/BBrookMBrookMv1.1.pdf
4cd3acd12de048eadb4febb65de3b363
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
Brook, Maurice
Dr Maurice Brook
M Brook
Publisher
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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.
Transcribed document
A resource consisting primarily of words for reading.
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
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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.
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[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]
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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.
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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,
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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
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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]
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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
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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
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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]
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[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
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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
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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/2097/34661/BBrindKJBrindKJv1.1.pdf
b8c765f6e18d169a6bc660eb824a7028
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Title
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Brind, Kenneth John
Brind, K J
Description
An account of the resource
Two items. The collection concerns Kenneth John Brind (b. 1922 Royal Air Force) and contains his memoir and transcript of the ceremony awarding him the Légion d'Honneur. He flew operations as a navigator with 626 Squadron.
The collection has been donated to the IBCC Digital Archive by Angela Way and catalogued by Barry Hunter.
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2018-04-30
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IBCC Digital Archive
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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.
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Brind, KJ
Transcribed document
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Transcription
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[Royal Air Force 626 Squadron crest]
A Year In The Life
By
K.J. Brind
[page break]
To My Beloved
MARY,
our children
and grandchildren
I wish to express my appreciation to
"The Wickenby Register"
and in particular to its president
Don Wells and archivist
Jim MacDonald who, as well as
flying on many of the operations
described here, researched and
provided me with much of the factual
information in this book.
i
[page break]
A Year In The Life
By Kenneth Brind
In the village of Aldbourne on October 17th 1922, Ken was born to William and Emily Brind, the oldest of their three sons. Educated at St. Michael's School and Marlborough Grammar School, he entered the Royal Air Force shortly after the outbreak of World War II.
Trained as an Air Navigator, he flew a tour of operations with 626 Squadron Bomber Command, was commissioned and continued to serve in the RAF after the war as a navigation instructor, fighter controller and administrative officer.
He transferred to the RCAF in 1955 and served in a similar capacity until his retirement from military service in 1968.
This book is a description of the events which took place between his 21st and 22nd birthdays.
iii
[page break]
[photographs]
Kenneth John Brind CD C de G
[photograph]
Able Two
iv
[page break]
Prelude To Action
I'm not quite sure where to begin this narrative, but I suppose the R.A.F. Hospital Rauceby, Lincs. would be as good a place as any. I was there because of a pilonoidal sinus which was operated on and refused to heal so I spent a fairly lengthy period from early October 1943 to January 1944 (including my 21st Birthday on October 17th) out of action. It was my wife, Mary, who insisted I get treatment so I suppose, in a way, I owe her my life.
I had trained as a navigator and, after graduation from #10 Observers Advanced Flying Unit, Dumfries Scotland, had spent much of 1943 with a crew captained by Sgt. Geoff Clark. Geoff and I had met at No. 18 Operational Training Unit, Finningley, in May 1943, and taking an instant liking to each other, decided to throw in our lot together and jointly invited other crew members, bomb aimer, wireless operator and air gunner, to join us. During the summer we learned to operate as a crew on Wellington aircraft and completed our first operational sortie, which was an O.T.U. training exercise, on July 25th to Alencon, France, dropping leaflets inviting the Germans to surrender! On August 4th we moved on to No. 1656 Conversion Unit at Lindholme, picked up a flight engineer and second air gunner and learned to operate the Avro Lancaster Bomber. During the conversion process we had one very unfortunate experience. We were at the end of the runway one very dark night in the middle of September when another Lancaster taxiing behind us collided with our rear turret. One engine of the following aircraft smashed into the turret with Graham Uttley inside. Both pilots switched off all engines immediately and we managed to extricate Graham, but he was dead before the ambulance arrived. Another rear gunner immediately joined us and by the end of September the crew of Sgt. Clark, Pilot; Sgt. Brind, Navigator; Sgt. Naylor, Bomb Aimer; Sgt. Parkinson, Flight Engineer; Sgt. Whitmarsh, Wireless Operator; Sgt. Sugden and Sgt. Walker, Air Gunners was considered competent and ready to join a squadron, and were duly posted to No. 625 Squadron, Kelstern.
With our training now completed it seemed a good time to get the very minor surgery required to fix my pilonoidal sinus so I reported to the hospital. What we didn't know was that my recovery would take much longer than expected and that Geoff and the boys would not be able to await my return. They were forced to commence operations without me and were shot down over Berlin two days before Christmas, on December 23rd, 1943. They were all killed. I never met my replacement as Navigator, but I have always had guilt feelings that I should have been with them. Had I been there things might have been different. One thing is certain, they were a group of dedicated, enthusiastic, well trained young men.
Following my discharge from hospital I went on sick leave and it was not until April 1944 that the doctors certified me ready to crew up again and return to the war. In the meantime Mary had become pregnant and gone to Aldbourne where she would be safe. She had been with me during my O.T.U. and Conversion Unit Training.
I met Flying Officer Hicks and his crew at No. 1662 Conversion Unit, Blyton on May 14th. So many Lancasters had been lost during the winter of 1943/44 that they had been withdrawn
1
[page break]
[photograph]
The Wellington Crew
No. 18 O.T.U. Finningley
July 1943
Sgt. G. Uttley Sgt. W.E. Whitmarsh
Sgt. K.J. Brind Sgt. G.E. Clark Sgt. R.A. Naylor
from the heavy conversion units and replaced by Halifaxes. So crews converted on to the Halifax, then to the Lancaster at No. 1 Lancaster Finishing School, Hemswell. I did 3 cross country exercises (1 day and 2 night) with my new crew on the Halifax followed by a short conversion at No.! L.F.S. on to the Lancaster (with which I was very familiar from my time spent with my former crew) and then to No.626 Squadron, Wickenby on June 5th, 1944.
I should mention some of the characteristics of the Lancaster which by now had become the preeminent bomber aircraft of the Royal Air Force. It had a wingspan of 102 feet with a
2
[page break]
[photograph]
The Lancaster Crew
No. 626 Sqdn. Wickenby
July 1944
F/S J. Saletto F/S K.J. Brind F/L.A.C. Hicks F/O C. Bursey F/O P.M. Graves
Sgt. A.B. Jones Sgt. S.G. King
length of 69 feet and maximum height of 20 feet 6 inches. Powered by four Rolls Royce Merlin engines each developing 1,460 horsepower it had a maximum speed of 240 knots at 15,000 feet fully loaded and a cruising speed of 175 knots. The range varied with the load carried being 2,200 nautical miles with a 7,000 lb load, and 1350 nautical miles with a 22,000 lb load. Maximum fuel capacity was 2,154 gallons. Maximum bomb load varied with modifications which were made but essentially the main force carried not more than 15,000 lbs. Service ceiling was 19,000 – 20,000 feet depending on load and maximum ceiling was 24,000 feet. Take off distance loaded was 1,550 yards and the rate of climb was 250 ft/minute. Landing distance was approximately 1,000 yards. Maximum take off weight was 72,000 lbs. The aircraft carried a
3
[page break]
defensive armament of 3 gun turrets, the front carrying 2 x .303 machine guns, the mid upper the same and the rear turret 4 x .303's. Later the mid upper and rear turret were equipped with 2 x .5's. The primary navigation system was "GEE" by which the navigator could calculate the position of his aircraft by observing the time taken to receive pulse signals from three different ground stations. By now the enemy was aware of frequencies, etc., and jammed the signals before one reached the European coast. The other radar navigation system was "H2S". Here the aircraft transmitted signals which were reflected back from the terrain over which it was flying by providing a map of coastlines, islands, rivers, etc. But because the aircraft was transmitting it became vulnerable to interception by enemy fighters or prediction by anti aircraft guns. So it had to be used with discretion. The crew required to man this aircraft was seven as I have already mentioned.
My new crew was quite different from my previous one. Here 3 of the 7 were officers and Arthur Hicks himself was ten years older than I. He had done most of his flying training in the U.S.A., at Pensacola, Florida, and wore a silver bracelet proclaiming his proficiency. The other officers in the crew were Peter Graves, a burly London policeman, the bomb aimer and Bill Bursey, strangely enough the rear gunner, both were Flying Officers. The other N.C.O.s were Jack Saletto, an Australian and sole survivor of a 460 squadron crew, the wireless operator, Stan King, a youngster from London, the flight engineer, and Bert Jones the mid upper gunner.
We were welcomed by the Squadron Commander, Wing Commander Rodney, in his office and advised of two things; one was that a crew had just completed a tour of operations (the first to do so for some time) and the second was that the invasion (Operation Overlord) was to take place tomorrow, so we had arrived at a good time. We were then allocated to "A" Flight with whom we would remain for the duration of our tour with the squadron. We settled into our quarters but this crew, being mixed, officers and N.C.O.s, did not all share the same accommodation. The officers went to their quarters and the N.C.O.s to theirs.
The next few days saw us getting acclimatized, going through the various administrative procedures to ensure we would be paid and fed and generally getting to know our way around.
On June 13th an aircraft was made available for us to demonstrate that we were ready to operate so we took it on a 5 1/2 hour night cross country. On our return we were debriefed and our logs and charts were analyzed and checked. We passed muster.
4
[page break]
Operation No. 1 Rheims
The invasion of Europe (Operation Overlord) had commenced on June 6th 1944 and the allied armies were struggling to establish a bridgehead in Normandy. The Germans were trying to reinforce their defences so railway marshalling yards became prime targets. So it was that our first operation was against the railway yards at Rheims, France. It was June 22nd.
Our route took us from Wickenby to Gravesend then south to cross the English coast near Hastings, across the channel to a point on the French coast just east of Dieppe then south east directly towards the target. After bombing we headed west to a point just west of Dieppe then north back across the channel to make a landfall near Brighton, thence to Reading and back to base.
The bombload was 9,000 lbs consisting of eighteen 500 lb high explosive bombs which Peter Graves dispatched without difficulty. The aiming point was marked with cascading yellow target indicators (TI's) at H-5 and H-4 (H being the Time on Target of the first wave of bombers) and backed up with green TIs. The initial markers were scattered and short of the target but the Master Bomber backed up with red spot fires.
The weather called for patchy clouds enroute increasing to 9/10's clouds with tops at 6,000 feet. As the main force was at 18 – 20,000 feet some crews could not see the reds so bombed the glow of the markers through the clouds. The weight of the attack fell on the sorting sidings cutting every line and destroying 61 rail cars.
Ground defences were not heavy but there was heavy flak (anti-aircraft fire) and searchlights in the Abbville area. We were coned in searchlights for several minutes which is always a hair-raising experience but Hicky put the nose down and we eventually dived clear and resumed our homeward course. We returned to base without further incident and landed at approximately 0240 having been airborne for four hours and forty minutes.
Of the 19 aircraft of 626 Squadron which had started out one developed an engine fire, aborted the mission and returned to base, and one (Sgt. Woolley and crew) was shot down and all on board were killed. Bomber Command always kept statistics and on this night our squadron loss was 5.26%. Statistically if we continued at this rate we would last for twenty missions and our tour called for 30. We ate our eggs and bacon and went to bed.
5
[page break]
Operation No. 2 Les Hayons
In the summer of 1944 the Germans had developed their "ultimate weapons" the V1 and V2 and were using them indiscriminately against London and Southern England. The V1 was a winged bomb with a jet propelled engine which flew until it ran out of fuel then crashed and exploded. The V2 was a rocket propelled bomb which left the ground on a high trajectory, crossed the channel and came almost straight down on to it's target. There was some defence against the V1 in that it could be shot down by ground fire or by a fighter aircraft. There was no defence against the V2. The launching sites for both were in the Pas de Calais area of Northern France and in the low countries so the obvious way to eliminate the problem was to destroy the launching sites and storage sheds on the ground. A job for Bomber Command.
Our first attack against a launching site followed two days after our trip to Rheims, on June 24th, and the target chosen for 626 Squadron was Les Hayons in the Pas de Calais. These operations were not considered difficult as they were fairly short with not too much time over enemy territory. Our squadron's contribution of 17 aircraft included the squadron commander.
We took off at 1535 hours with a bomb load of 9,000 lbs (18 x 500 lb bombs) and climbed enroute to our bombing height of 18,000 feet. There were scattered patches of cloud between 3 and 8,000 feet, but the target area was clear with good visibility.
Our route took us again to Gravesend (but this time in daylight), to Hastings where we crossed enroute outbound, then straight to the target crossing the French coast near Calais. Calais was heavily defended and we came under a heavy and accurate flak attack on our approach to the target area, but fortunately we did not see any enemy aircraft. The aiming point was marked by red TIs but they were not dropped until after several of us had already bombed the target. Visibility was good and we were able to identify the launch ramps and storage buildings visually and attack them. We came under attack again as we crossed the French coast on our way home. We returned via Reading and arrived at Wickenby having been airborne 3 hours and 40 minutes. Two of our squadron aircraft sustained damage from the flak attack but no one was injured.
6
[page break]
Operation No. 3 Ligescourt
The next day we were at it again. This time our target was the flying bomb site at Ligescourt just a few miles from Les Hayons which we visited yesterday. But now we were going in the early morning rather than late afternoon. Twice in less than 24 hours.
Take off commenced at 0722 hours and our aircraft, A2 (Able Two) was airborne at 0730. The 626 squadron force was again 17 aircraft each carrying 18 x 500 lb bombs. The weather again was cloudy over England clearing over the channel with no cloud and excellent visibility in the target area.
The target marking of cascading red and yellow TIs was carried out by Mosquito aircraft. The red TIs were 2 minutes late and were slightly north east of the target but visibility was so good that the bomb aimers were able to visually identify and attack the target.
For some reason we did not come under the accurate flak attack which we experienced yesterday. Except for a few bursts at Berck sur Mer we were trouble free. A lone German fighter was sighted over the channel and was promptly shot down by spitfires of No. 11 Group who were providing fighter cover for us. The squadron sustained no losses and there were no reports of damage to our aircraft.
We again returned via Reading and at 1045 hours landed at Wickenby. At this period of the war everyone avoided flying over London so as not to impede those defending the city against flying bombs, so we were routed east or west of London depending on the location of the target.
7
[page break]
Operation No. 4 Sirracourt
It was now June 29th and operations scheduled for the 27th and 28th had been cancelled because of poor weather. There was now a slight improvement with a forecast of fair to cloudy with light showers. At 1000 hours we were advised that the daylight operation planned for yesterday was to be put on at once. Lots of rushing around getting everything ready, bombs, fuel, briefing, etc. The target was another flying bomb launching site, this time at Sirracourt, a few miles south of Les Hayons and Ligescourt.
For this operation we were joined by aircraft of 12 squadron which shared Wickenby with us. The force consisted of 29 Lancasters, 15 from 626 and 14 from 12 squadron. We were part of a concentrated attack on flying bomb launching sites by 286 Lancasters and 19 Mosquitoes of Bomber Command.
Our bomb load for this operation was a mixture of 1,000 lb and 500 lb high explosive for a total of 13,000 lbs per aircraft. Fuel load was 1,450 gallons. We always knew from the fuel and bomb loads, even before being given the target at briefing, whether we were going on a short or long trip. The maximum fuel load for a Lancaster was 2,154 gallons. We knew if full fuel load was called for the trip would be long and the bomb load smaller to remain within the maximum takeoff weight of 72,000 lbs. Conversely on shorter trips we carried less fuel and more bombs.
Getting 29 Lancasters off one runway takes a little time but we had got it to a fine art. Number one started rolling and when he was halfway down the runway number two started. By the time number one became airborne number two was halfway along and number three started so there were always 3 aircraft on or just leaving the runway. It was very efficient so long as there were no problems.
The first aircraft took off at 1151 and we were airborne at 1210 hours. Our route to the target was again via Gravesend and Dungeness and the weather was good to within a few miles of the target, then the cloud thickened to about 7/10s with tops at about 14,000 feet which meant that Peter Graves could not visually identify the target so we reduced height to bomb at 12,500 ft. We were above the clouds but came under intense and accurate heavy flak from the French coast to the target. We were again escorted by 11 Group Spitfires and saw no enemy fighters.
The target marking was by red TIs cascading from 4,000 feet on to the Master Bomber's yellow TIs cascading from 3,000 feet. Unfortunately, the Master Bomber was shot down while dropping his yellow TIs. This resulted in scattered bombing particularly in the early stages of the attack. Because of the weather it was difficult to assess the results of the attack but at 1402 hours a large explosion was reported with smoke rising to 4,000 feet.
We again returned via Reading and arrived back at Wickenby at 1540 hours. Four of Wickenby's aircraft were hit by flak, two from each squadron and one from 12 Squadron (P/O Underwood) was lost. It was on fire and abandoned in the air and crashed at Troisvaux. The pilot, navigator and rear gunner were killed while the wireless operator, bomb aimer, flight engineer and mid upper gunner were all taken prisoner of war. The Wickenby loss rate was 3.45%.
8
[page break]
Operation No. 5 Vierzon
Vierzon is a town some 120 miles south of Paris. It was a major rail and transportation centre for German troops and supplied on their way to the front some 160 miles to the north west. It was our "target for tonight" on June 30th and 31 Lancasters from Wickenby were detailed for the mission. Twelve Squadron supplied 13 and 626 Squadron 18.
Take off commenced at 2151 hours and our aircraft became airborne at 2155 with a bomb load of 13,000 lbs, mixed 1,000 and 500 lb high explosive and 1,450 gallons of fuel. We climbed towards Reading, the assembly point, and reached our operational altitude earlier than normal as we were briefed for 8 - 10,000 feet instead of our usual 18 - 20,000 feet. We were aware that disruption of rail traffic was vital to stop German troops and supplies reaching the beachhead in Normandy. We were also aware that inaccurate bombing would kill innocent French civilians. Targets were, therefore, brilliantly lit with chandelier flares and to ensure accuracy we flew at less than half our normal bombing height. From Reading we headed to a point midway across the channel then crossed the French coast between Dieppe and Le Havre and headed south towards the target.
On arrival in the target area we found the aiming point illuminated with flares and marked with impact yellow TIs backed up by red spot fires. The TIs fell to the north east of the yards but the reds were accurate and the bombing was concentrated on them. The Master Bomber instructed the main force to bomb between two sets of TIs. At 0119 hours a broadcast was heard on the radio telephone (RT), not the Master Bomber's voice but using his call sign, instructing the main force to cease bombing and go home. No code word for "stop bombing" was used so the broadcast was ignored. Shortly after a Canadian voice interjected over the RT telling the German, in the most ungentlemanly fashion, what to do.
In spite of everything the bombing appeared to be extremely accurate and results showed that all through lines were cut, much of the rolling stock and two thirds of the locomotive depot was destroyed. Regretfully residential and business property to the east of the target was severely damaged.
There was some light flak in the target area and because of our reduced altitude, it was exploding at our height but the one searchlight was shot out by the first marker. The fighters were initially confused as to our location but after we had been over enemy territory for 54 minutes they were ordered to Orleans and, having identified our target, they attacked with considerable ferocity. They made contact by moonlight and held the bomber stream for 80 miles on the return route when most of our losses occurred.
This was the deepest penetration my crew had made so far and in spite of all the activity going on around us we were able to fly home unscathed and arrived back at Wickenby at 0325 hours having been airborne for 5 1/2 hours.
Of Wickenby's aircraft on this night one from 626 Squadron aborted the mission with an electrical failure and one from 12 Squadron was damaged by light flak. Four combats with fighter were reported, 3 by 12 Squadron aircraft and one from 626. Of the 30 Wickenby aircraft
9
[page break]
to reach the target 4 were lost, two from each squadron. 12 Squadron lost P/O Honor and P/O Pollard, and both crews were killed. 626 lost P/O Pocock who was killed together with his whole crew on their very first operation, and P/O Orr who was killed together with his flight engineer and both gunners while his navigator, bomb aimer and wireless operator managed to bail out. The navigator and bomb aimer were both wounded and taken prisoner but the wireless operator evaded capture.
Bomber Command loss rate for this operation was 11.86% while that for Wickenby was 12.9%. We had paid the price for operating a lower level than normal. 626 Squadron had lost 2 aircraft out of 18, a loss rate of 11.1%, the highest we had experienced since starting our tour. It was now 9 days since we started operational flying and we had already flown on 5 operations. And so we reached the end of June 1944.
On July 1st the weather was cloudy but becoming fair with showers – 23 Lancasters were detailed for a night attack which was cancelled. "Salute the Soldier Week" was held from July 1st to 8th with a target of £2000. Whether the target was reached is not known. A discipline notice on the bulletin board read "Airmen with cycles in their charge fitted with "rat trap" pedals are to ensure that all sharp points liable to damage footwear are filed off".
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[page break]
Operation No. 6 Domleger
On July 2nd the weather was cloudy becoming fair with showers later. Twenty five Lancasters from Wickenby were detailed against a flying bomb site at Domleger. We were part of a force of 286 Lancasters and Mosquitoes attacking 2 flying bomb sites. 626 Squadron provided 14 aircraft. Domleger was in the vicinity of the other flying bomb sites we had already attacked. Our bomb load was 13,000 lbs mixed 500 and 1,000 lbs high explosive.
We were the first aircraft to takeoff and were airborne at 1215 hours and climbed to our normal bombing height of 18,000 feet enroute to Gravesend. The weather as we progressed was 8 - 10/10s cloud with tops between 7 and 10,000 feet.
As we approached the target area the Master Bomber instructed all crews to bomb on DF (Direction Finding) radar or radio then 3 minutes before H hour these instructions were cancelled and we were instructed to bomb the TIs. In the meantime we reduced height to 14,000 feet, the cloud layer broke, and a large hole enabled us to bomb visually at 1415 hours. As with all visual bombing the concentration was good with smoke rising to 5,000 feet.
There was a minimal amount of light flak in the target area but considerable heavy flak in the Abbville area on the homeward route. No enemy fighters were seen, fighter cover again being provided by 11 Group.
Our losses were nil and only one of our aircraft was hit by flak with no casualties. We returned to Wickenby 3 1/2 hours after we left.
On July 4th twenty-two Lancasters from Wickenby were detailed as part of a force of 151 plus 6 markers against the railway yards at Les Aubrais near Orleans. 626 Squadron's effort was 11 aircraft.
Take off commenced at 2147 with our aircraft becoming airborne at 2200 hours. All went well until we were over France and, as we thought, heading in the direction of the target. But at H hour when the target should have been in view, or at least the TIs should have appeared ahead of us, there was nothing to be seen. We were flying over an unbroken layer of cloud and were certainly not where we were supposed to be. As the navigator it was my responsibility to know where we were at all times. Something had gone wrong and I was not certain what it was. We could not go on to the target, we didn't even know where it was, so Hicky made the only decision possible. We would head for home. It is a rather scary position to be in – flying around over enemy territory with 9,000 lbs of bombs on board – knowing you are somewhere between your base and your target, but not knowing how to get to either and with navigational equipment which is unserviceable. Under such conditions you revert to basics. I stuck my head into the astrodome and located Polaris – the North Star, and directed Hicky to fly north, using the star to steer by. We knew that by flying north we would cross the French coast and eventually the English channel but at this point did not know where or when. Once we had settled on course I was able to assess what had happened.
The Distant Reading (DR) compass had become destabilized and was slowly rotating so that we had not been steady on any course but going round in a huge circle. We were alone and
11
[page break]
at the mercy of any defences we might encounter. In the meantime, Hicky, Peter Graves and Stan King were all looking ahead searching for any sign of the French coast. Bert Jones and Bill Bursey in the gunners turrets were searching the black skies for anything approaching us while Jack Saletto and I were working feverishly for any bearings or any radar fix which would help us locate our position. Then it happened! Heavy flak appeared before us and about the same time the H2S told me we were approaching Le Havre, one of the most heavily defended ports on the coast. We had no choice but to fly through the defences which we proceeded to do weaving gently to try and prevent the anti aircraft prediction radar getting a "lock on" to us, and we were lucky enough to get through unscathed and headed out over the channel.
We still had our 9,000 lbs of high explosive just beneath where we were sitting and the prospect of landing with it still on board, in the dark, was not a pleasant one so, discretion being the better part of valour, it was decided to jettison our bomb load over the channel. We were back within GEE range by now so I selected a spot well away from the shipping lanes which were very busy between southern England and the Normandy beachhead and Peter dropped them safe, i.e. not fused, into the English Channel.
We returned home without further incident after almost 6 hours and had to report that we had aborted the mission. The log showed the reason as "DR compass unserviceable". So for us this counted for naught and our number was still 6 completed operations.
For the rest of the squadron the night had been successful. The assessment of the attack was that all through rail lines were cut and a large quantity of rolling stock destroyed or damaged.
626 Squadron reported one aircraft damaged and one combat with a JU88. 12 Squadron lost one aircraft with the pilot (F/S Turner), bomb aimer and flight engineer taken prisoner and the other four crew members killed.
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Operation No. 7 Dijon
On July 5th the weather was fair to cloudy with moderate visibility. I had our instrument technicians working on the DR compass and had the master unit replaced and swung. Hopefully it will be O.K. for tonight we go to Dijon.
Twenty two Lancasters from Wickenby, 12 from 12 and 10 from 626 Squadron were part of a force of 154 detailed against the marshalling yards at Dijon, a city some 160 miles south east of Paris and about 60 miles from the Swiss border. Because of the distance involved the fuel load and bomb loads were adjusted and we carried 9,500 lbs (8 x 1,000 lb and 3 x 500 lb).
We took off at 2000 hrs in daylight and were gradually wrapped in darkness as we headed towards France. Our route took us south west from Wickenby to Bridport crossing the English coast just west of Weymouth. We then headed south to a point near the Channel Islands before turning south east towards France. We had deliberately kept clear of the European battlefield and now crossed the coast at a point some 35 miles north of Rennes and moved in a series of zig zags towards the target area. A tactic used by Bomber Command was to try not to indicate to the enemy until the last minute where the actual target was, so we finally headed to a point north west of Dijon then made a sudden turn south east for a relatively short bombing run over the marshalling yards before turning west and heading for home.
The weather over England was 10/10 cloud with tops to 7,000 feet so we soon climbed through it and were in the clear above. The cloud layer dispersed by mid channel and visibility was perfect from then on. Perfect visibility is a two edged sword though, not only can you see where you are going and who is with you, but you can also be seen by the enemy fighters and anit aircraft defences. Visibility was so good that the Swiss Alps were clearly visible from a distance of one hundred miles or so. It was worth the trip just to see Mont Blanc at 15,780 feet glistening in the moonlight.
There was a good deal of light flak in the target area which considerably troubled the Master Bomber. Initial yellow TIs were dropped by using radar and were found to be one mile north west of the target. The Deputy Master Bomber arrived in the target area ahead of the Master Bomber and dropped one red and one yellow TI within 50 yards of the aiming point. Bombing was accurate though some crews bombed the early markers. Photographic reconnaissance assessed that all the through rail lines were cut and the locomotive round house and workshops destroyed.
There was some night fighter activity over the target and as far as Tours on the way home. Four of 626 Squadron crews reported combat with night fighters and one of our aircraft was damaged.
We returned home on a reciprocal route and arrived back at Wickenby at 0440 hours after a flight of 8 hours 40 minutes and the furthest penetration yet into Fortress Europe. There were no losses.
Until now our operations were against flying bomb sites to reduce these attacks on Southern England, and railway marshalling yards and communication centres in France to try
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[map]
[underlined] DIJON [underlined].
[underlined] 5/6 JULY 1944 [underlined].
[page break]
to prevent German reinforcements from reaching the battle area. Now we were going to use bomber aircraft as heavy artillery in direct support of the forces on the ground. The Allied armies had established a beachhead in Normandy but were experiencing difficulty in breaking out and advancing. Particularly troubling was Caen where German resistance was especially stubborn.
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Operation No. 8 Caen
On July 7th a Bomber Command force of 283 Lancasters, 164 Halifaxes and 20 Mosquitoes were detailed against troops and armour at Caen. Wickenby's contribution was 30 Lancasters, 13 from 12 Squadron and 17 from 626. The weather was cloudy with intermittent rain in the morning, fair later. The operation was scheduled for evening.
The bomb load was 13,000 lbs, mixed 1,000 and 500 lbs high explosive. Takeoff commenced at 1910 hours and we became airborne at 1930. The enroute weather was 7 – 8/10's cloud with a base at 5,000 feet and tops at 12,000 feet until nearing the French coast then clearing to small amounts of broken cloud only.
Target marking with red and yellow TIs was on time and accurate which made the work of the bomb aimer that much easier. However, there was intense heavy and light flak in the target area. After all we were attacking an army on the ground who were well trained and well equipped and who were going to defend themselves. As we flew through the target area there was smoke, exploding shells, exploding bombs and aircraft everywhere. A very confusing scene.
However, the bombs straddled the markers and it was apparent that a raid of outstanding success was achieved. Photo reconnaissance showed the bulk of the bombing fell within a radius of 450 yards with very few isolated sticks of bombs.
A message from 2nd Army Headquarters read "The heavy bombing that took place this evening was a wonderfully impressive show. The 2nd Army would like appreciation and thanks passed to all crews".
One of 626 Squadron's aircraft aborted with an unserviceable port inner engine. Three of 12 Squadron and 3 of 626 Squadron aircraft were damaged. Among them was ours. We were hit by flak in the mid upper turret and the front windscreen over the target but fortunately none of us was injured though Bert Jones obviously had a close call.
626 Squadron lost one aircraft (P/O Oram) which was hit in the target area and subsequently became uncontrollable. The crew abandoned over the channel and 5 of them were rescued from the sea and returned to fly again. Unfortunately, both air gunners were killed. The squadron loss rate was 5.9%.
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Operation No. 9 Tours
Thirty-four Lancasters from Wickenby were detailed against Tours on July 12th as part of a force of 378 Lancasters and 7 Mosquitoes attacking railway targets. This was a continuation of the attacks against marshalling yards and communication centres in France in support of Operation Overlord. Dijon, Orleans, Vierzon and Rheims were previous targets. 626 Squadron's contribution was 18 aircraft. As with previous attacks of this type the bomb load consisted of 1,000 and 500 lb high explosive. On this occasion it was again 13,000 lbs with 2,000 gallons of fuel.
Again, we headed southwest from Wickenby to Bridport and crossed the English coast near Weymouth then south east to the French coast and the target. After the attack we returned to Bridport via the Channel Islands then back to Wickenby.
The weather was clear enroute except for some broken patches of medium cloud. There was some thin cloud between 4 – 6,000 feet north of the target area but it cleared before we arrived and all that remained in the target area was some haze.
The first TIs undershot the aiming point by 500 yards, but the Master Bomber was able to direct the main force to overshoot the markers. As the target was clear the marshalling yards were visible and bombing was concentrated on the target though smoke rising to 9,000 feet eventually obscured it.
Photo reconnaissance confirmed the target to be completely covered in craters with all railway tracks cut, the bridge collapsed and embankment roads obliterated. The storage sidings and railcars were so covered with close packed craters an estimation of railcars destroyed could not be made.
Some light flak and sporadic heavy flak was experienced and fighters were active on the homeward journey. A diversionary raid to the low countries drew many night fighters from the main raid.
One of our aircraft sustained flak damage while in the target area and one of 12 Squadron reported an engagement with a JU88. There were no losses.
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Operation No. 10 Caen
On July 18th an early morning raid in direct support of the British Second Army against troops and armour east of Caen was ordered. This was the second occasion we were used as heavy artillery prior to a ground attack against enemy troops. The allied armies at this stage of Overlord were experiencing very stubborn resistance all along the front and even though we had helped by bombing Caen on July 7th resistance east of Caen was still very strong, and a major attack was required.
Bomber Command's force was 667 Lancasters, 260 Halifaxes and 15 Mosquitoes – over 900 aircraft in all. 38 of the Lancasters were from Wickenby with 626 Squadron providing 20. The bomb load was again 13,000 lbs with 11 x 1,000 lbs and 4 x 500 lbs.
Whereas our raid on July 7th was in the evening, on this occasion takeoff commenced at 0300 hours so that we were over the target at first light. The enroute weather consisted of low cloud over England with thick haze at the English coast. It cleared as we crossed the channel and the target area was clear with excellent visibility.
The marking was by low bursting red TIs from H-5 to H-1 then by yellow TIs bursting at 4,000 feet leaving a trail of white smoke. Markers were accurate and punctual except for one which the Master Bomber identified as being 100 yds south. Accurate marking and bombing was essential as we were attacking the enemy a short distance ahead of our own troops, a fact we were all well aware of. Bombing commenced one minute early and excellent concentration was achieved. The aiming point was soon obscured by dust and smoke but the TIs were still visible.
Flak was negligible in the target area but accurate predicted heavy flak was encountered as we left. No enemy fighters were seen as cover was again provided by No. 11 Group.
Three of 12 Squadron and 3 of 626 Squadron aircraft were hit by flak, including ours, but fortunately no one was injured. One of 626 Squadron found a live 1,000 lb bomb rolling on the closed bomb bay doors after leaving the target area. I had failed to release with the rest of the bomb load but was safely jettisoned over the channel.
We arrived back at Wickenby at about 0700 to debrief, breakfast and bed.
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Operation No. 11 Courtrai
Courtrai was a rail centre and marshalling yard some 50 mile west of Brussels, the Belgian capital, through which supplies, reinforcements and equipment passed on their way from Germany to the front. It was our first target not in France and received the attention of 302 Lancasters and 15 Mosquitoes on the night of July 20th. 35 Lancasters from Wickenby were detailed as part of this force and 626 Squadron's contribution was 18.
The bomb load was again 13,000 lbs with the usual mixture of 1,000 and 500 lbs high explosives. Our route took us south east to Orfordness, across the North Sea to the Belgian coast west of Ostend then to the target.
We took off at 2330 and climbed in darkness towards the coast. We passed through a 10/10th layer of cloud over England which cleared as we crossed the North Sea. As we approached the Belgian coast we were startled to see a streak of light from the ground rush vertically past us at tremendous velocity and disappear above us. It was a rocket propelled V2 on it's way to London. One launching site down there somewhere which needed to be dealt with, or perhaps it had been and was already repaired. We were aware, of course, that the German war machine, with it's huge quantity of slave labour, worked to repair everything which we damaged as soon as possible.
In the target area there was no cloud but some haze with fair visibility. As we were climbing out Hicky was having some trouble with the Constant Speed Unit (CSU) on the port outer engine which he and Stan King were unable to stabilize but we carried on with them nursing the problem as this was not a very long trip.
As we approached the target Mosquitoes marked the aiming point with red TI's at H-8. Other pathfinders dropped flares and red and green TIs. The marking was on time and accurate and resulted in bombing being well concentrated on the target. Peter Graves released our bombs at 0156 hours. Photo reconnaissance reported that reception, forwarding and sorting sidings were utterly destroyed. A large water tank was hurled from the centre of the track to property outside the yard. The main loco sheds, passenger station, and a bridge carrying 5 tracks across a road were all virtually destroyed.
Flak defences were light but fighters were extremely active in the light of our marker flares (we could be seen from above silhouetted against them) and near Ostend and over the sea on our way home. The result was predictable, 5 of 626 and 2 of 12 Squadron crews reported combat but the only damage to returning aircraft came from a 626 and 12 Squadron aircraft which collided in circuit over the aerodrome on return. Both landed safely but the incident emphasised the importance of proper height and distance separation in the landing pattern particularly when returning a large number of aircraft in a short space of time. After returning from any operation everyone is stressed and tired and anxious to land as soon as possible.
However, we did suffer major casualties. One of 626 Squadron (F/O Wilson) and one of 12 Squadron (P/O Hagarty) were lost and both crews were killed, and another of 626 Squadron (F/O Bowen) was shot down over the target. The rear gunner was killed but all others either evaded or were taken prisoner.
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[map]
[underlined]COURTRAI. [/underlined].
[underlined] 20/21 JULY 1944 [/underlined].
[page break]
The Wickenby loss rate was 8.57% while Bomber Command's was 2.84%. 626 Squadron lost 2 of 18 – 11.1%. Hicky nursed A2 back home and we landed at Wickenby after being airborne 3 hours 15 minutes.
I should mention here that we have now completed 11 operations, 6 by day and 5 by night (and aborted one) and have been hit by flak only twice and so far never attacked by an enemy aircraft. The navigation section at Wickenby had a sign on the wall which read, "KEEP ON TRACK, KEEP ON TIME, KEEP ON LIVING". A Bomber Command operation was always a concentration in time and space with literally scores of aircraft crossing a target every minute. If you could stay on track and on time you were assured of being somewhere in the centre of a huge gaggle of aircraft. It was generally the stragglers or those who wandered off course who were attacked by fighters. My crew maintained that my ability as a navigator kept us close to the middle of the pack and minimized the risk, but I like to think that it was a crew effort. Everything that went on outside the aircraft around us even if it seemed inconsequential was reported and if necessary acted upon.
Weather on the 21st and 22nd of July was cloudy with drizzle and moderate visibility. On the 21st 28 Lancasters from Wickenby were detailed against Dortmund but the operation was cancelled and on the 22nd 36 were detailed for a daylight operation which was also cancelled. On the 21st we took advantage of the cancellation to carry out some fighter affiliation exercises to keep the gunners sharp. They had not yet had to fire their guns in self defence. On July 23rd the weather was cloudy but visibility was good and our target was announced as Kiel naval base.
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Operation No. 12 Kiel
A force of 519 Lancasters, 100 Halifaxes, and 10 Mosquitoes were detailed against Kiel and Wickenby's contribution was 33 with 15 of these from 626 Squadron. This was our first attack against a target in Germany and our first purely strategic attack, so we were both excited and apprehensive. Kiel was a port city on the Baltic Sea with shipyards, a naval base and manufacturing facilities known to be well defended.
We took off at 2100 hours on July 23rd and climbed through a layer of cloud with tops about 5,000 feet into the clear with good visibility. We carried 9,000 lb of bombs (18 x 500 lbs). Our route took us to Mablethorpe then across the North Sea to a point west of the North Frisian Islands then east into Germany proper and on to a southerly heading for the bomb run. This route gave me a good opportunity to use the H2S equipment to fix our position accurately before entering enemy territory. H2S was the radar equipment which transmitted a signal from the aircraft to the ground and the returns showed features such as islands, coastlines, etc. So we were on track and on time as we crossed the German coast and headed for Kiel and our target at 21,000 ft.
The target marking was by sticks of flares which were dropped at H-6 followed by Path Finder Force (PFF) marking the aiming point with mixed red and green TIs. The marking was punctual, reasonably accurate but scattered in the early stages. As we were above cloud and the markers were only visible by glowing through the clouds Peter bombed what he could see, as did all the other bomb aimers.
So we were unable to access the accuracy of the bombing until later when photo recce showed that severe damage was caused to the north east portion of the shipyards, buildings and hangars of the airfield and seaplane base were partially destroyed and considerable damage was caused to a large barracks and other buildings in the marine depot. As we left the target area we could see the glow of the fires reflecting on the clouds for a hundred miles.
We experienced heavy flak and some light flak in the target area, some of which appeared to come from ships in the harbour. There were a few searchlights. There was some fighter activity over the target and on the homeward route for distance of about 100 miles.
Two of 12 Squadron's aircraft reported combat and one of 626 Squadron engaged an ME 110 on two occasions some two minutes apart at 16,000 feet.
No damage was reported and no casualties. I have no report on Bomber Command losses for this operation but Wickenby and 626 Squadron had none.
I should mention that F/O Hicks was promoted to F/Lt and I was promoted to F/Sgt during July. These were the only promotions my crew received during our tour.
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[map]
[underlined] KIEL [/underlined].
[underlined] 23/24 JULY 1944 [underlined].
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Operation No. 13 Stuttgart
On July 25th the weather was fair becoming cloudy with intermittent rain when Bomber Command decided to send a force of 412 Lancasters and 138 Halifaxes against Stuttgart, a large manufacturing city in southern Germany. 25 of the Lancasters were from Wickenby with 626 Squadron providing 12 of them.
The bomb load was fairly typical for operations against major German targets being 1 x 2,000 lb high explosive bomb and 12 incendiary clusters. For a mission to southern Germany full fuel tanks of 2,154 gallons were required.
Takeoff commenced at 2058 and seven minutes later we roared down the runway and off for our longest trip so far to a German target. The route took us a long way south before turning east towards the target area. We went to Reading then south across the channel and turned east after we were well south of Paris. We then went almost to the Swiss border before turning north east towards the major centres in that general area in the hope of confusing the defences. Our target could have been any one of half a dozen cities, including Frankfurt, Russelheim, Mannheim, Karlsruhe or Stuttgart. We made our final turn on to the bomb run between Karlsruhe and Stuttgart. The weather enroute was cloudy and in the target area there was 10/10th thin cloud with a base about 16,000. At 20,000 feet we were above this layer.
Sticks of flares and red TIs were dropped at H-6, P.F.F. then marked the aiming point with mixed red and green TIs. Release point flares of green and yellow stars were also dropped. The result of all this was that the bombing was scattered as several separate groups of markers each attracted concentrated bombing. Many fires were observed taking hold well and the glow from these was visible for 150 miles on the homeward route. This was the first occasion we had carried incendiary bombs which were designed to create damage by fire as opposed to damage by high explosive.
In spite of our efforts to conceal our route and target the enemy guessed we were going to Stuttgart some 30 minutes before H hour and elements of 14 night fighter Gruppen were deployed against us. Numerous combats were reported but flak was light to moderate over the target itself.
Our route home was also circuitous and was, in general, a reciprocal of our outbound flight. We came back via Reading and let down to arrive over Wickenby and land again after 8 hours 35 minutes of flying time.
Two of 626 aircraft failed to reach the target for quite different reasons. On one the navigator was sick so they returned early and the second was attacked before reaching the target, the bomb doors were damaged and would not open so they were forced to return with their bomb load still on board. They landed safely despite a flat tire[sic] caused by the enemy action. Two other 626 aircraft were damaged by flak as was one of 12 Squadron. Combat with night fighters was reported by 2 of 12 Squadron and 3 of 626 Squadron. There were no losses.
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Operation No. 14 Stuttgart
We returned from our long haul against Stuttgart in the early morning of July 26th, had a day off on the 27th and were detailed for the same target again on the 28th. Whilst we appreciated the necessity to follow up raids on some targets for a variety of strategic reasons those of us who were called upon to make the trip were not too enthusiastic. You may get away with bearding the lion in his den once but not twice in 3 days so we expected strenuous opposition.
The 22 Lancasters from Wickenby were part of a Bomber Command force of 494 Lancasters and 2 Mosquitoes. 626 Squadron's contribution was 10 aircraft.
Our route out and back was very similar to three nights ago with Reading the assembly point. Wickenby takeoff commenced at 2115 hours and again we were amongst the first to go taking off at 2120 hours. The weather had changed somewhat since the 25th. Now we encountered strata cumulus on the outward route with 10/10th low cloud with some slight breaks in the target area.
The target was marked with long sticks of flares and red TIs were dropped at H-6. P.F.F. then marked the aiming point with green and red TIs. Release point flares with green and yellow stars were also dropped so for the main force the marking for both the Stuttgart raids was very similar. Bombing was well concentrated on the markers but because they were scattered so was the bombing. Three groups of fires and 3 large explosions were seen. Photo recce later reported that many parts of the old city were devastated, the main railway station being damaged. It became apparent to myself and my crew that the further we had to travel to reach a target the more scattered the bombing became, and the less likely we were to achieve good concentration. Thus the importance of keeping on track and keeping on time became imperative.
There was moderate flak in the target area but there was intense fighter activity from south west of Paris all the way to and over the target but things were pretty quiet on the way home.
Two of 626 Squadron aircraft were damaged, both by fighter attack. One of 12 Squadron and 3 of 626 reported combats, and two of 12 Squadron (F/O Downing and F/O White, and one of 626 Squadron (F/Sgt Ryan) were shot down. Everyone in all 3 aircraft were killed except F/Sgt Ryan's navigator who became a prisoner. It was F/O Downing's 28th operation – two short of completing his tour. The loss rate for Bomber Command was 7.86%, for Wickenby 13.64%, and for 626 Squadron 10%.
German records for this night show that F/Sgt Ryan's aircraft was engaged in an air battle with a night fighter flown by Martin Becker which had taken off from Nurenburg. Becker's report shows that the Lancaster 626/Y2 was destroyed with serious burning to the starboard wing. "Parts fell off" reads the radio operator's log book. Only the navigator was saved by parachute. All other crew members were interred in a joint grave at Vachinger and in 1948 re-interred in a special cemetery for allied airmen at Durnbach near Munich. 626/Y2 was one of 4 British aircraft destroyed by Martin Becker that night. He was credited with destroying 58 aircraft during the war.
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We flew unmolested back to Wickenby, landed at 0515 hours, debriefed, had some sleep and went home for a few days leave. We did not know until we returned from leave that we had sustained a good sized hole in the starboard tailplane. It was repaired while we were away.
We had now completed almost half of our operational tour without any major problem and while we were unscathed through 14 operations between June 22nd and July 28th, our squadron, 626, had lost 7 aircraft as had 12 Squadron. So it averaged out to one Lancaster lost on each operation we had flown. In terms of crews the record shows that 77 crew members were killed and 12 taken prisoner. I must emphasize that this was the casualty figure for the operations on which I personally flew. There were others taking place when my crew was on stand down and I do not have the figures for these.
I mentioned earlier that I had taken Mary to Aldbourne while I was flying with the squadron. Just about all of the crew members who had wives and families preferred them to be away from the base. Fighting a war from a base in Britain and getting back to that base after each foray against the enemy was a radical departure from the accepted norm but it was the official opinion of the Air Force and the opinion of the combatants that they preferred their loved ones to be somewhere away where they would not be in day to day contact with what was going on. Can you imagine saying to your wife "Oh by the way dear I shall be late tonight I have to go and bomb Germany". The lady's nerves would be shattered after a week or two of this. When I was at O.T.U. Mary had given me a rag doll which looked rather like a gremlin (those of us who have seen gremlins know what they look like). This one was long and skinny with a green jacket and pants and a pointed cap. It was a good luck charm which I carried with me on every operation suspended over my navigation table. It never let me down.
So it was good to head for Aldbourne to see Mary and my family for a few days. Mary was by now about 6 1/2 months pregnant with Keith, our first child, and was in the longing way for sharp tasting fruit. She had already stripped the gooseberries from my mother's bushes and was waiting for apples to ripen a bit. She told me that she and my mother listened to the radio every morning to hear what Bomber Command had been up to the night before and to hear what losses we had sustained, then they waited hoping there would not be a telegram. If they hadn't heard by noon they figured I was still safe. This is certainly not the way to go through a pregnancy and thank goodness it was the only one she had to undergo in this way. My leave was over and I returned to Wickenby on August 6th but not until after a tearful farewell. Mary and my mother did not know if they would ever see me again so it was a poignant departure. I arrived back to typical summer weather for Britain, cloudy with intermittent light rain or showers and occasional sunny periods.
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Operation No. 15 Air-sur-Lys
On August 8th the weather was fair in the morning and afternoon with a build up of thunderstorms in the evening. I have not yet mentioned the American 8th Air Force who by now had been in Britain for some time and were operating by daylight only. Their tactics were different to ours – where we tried to sneak in under cover of darkness and escape without detection, they flew in huge formations and tried to fight their way in and out. Their bomber aircraft, B17s and B24s primarily, were much more heavily armed than we were but carried a significantly smaller bomb load. During this period of the war we were able to dovetail our operations with theirs with considerable success. They would visit a target by day, and we would repeat the effort by night. On this occasion we were to attack oil storage facilities at Air-sur-Lys in the morning but deferred to the 8th Air Force as they wished to attack the same target. So we were somewhat surprised when we were told that the U.S.A.F. had bombed the wrong target and we were going anyway.
Bomber Command detailed a force of 170 Lancasters and 10 Mosquitoes to attack two oil storage targets. Wickenby supplied 25 aircraft, 13 from 12 Squadron and 12 from 626.
I mentioned the forecast was for thunderstorms in the evening and as takeoff commenced at 2150 large thunderstorms lay across our intended track east of Lincoln. We climbed through the cumulo nimbus clouds but conditions were very difficult and numerous course alterations were necessary to avoid the worst of the weather. Once clear of the storm we were able to head for Orfordness, the assembly point. We were carrying our usual bomb load for this type of operation, 13,000 lbs of 1,000 and 500 lbs high explosive. After leaving Orfordness weather improved and by the time we reached the target there was no cloud and visibility was moderate to good.
Mosquitoes marked the aiming point at H-4 with red TIs. Other pathfinders backed up with green TIs. The reds were scattered but the greens were accurate so crews bombed the greens which resulted in accurate bombing. A large orange explosion at 2334 was followed by a dense column of black smoke indicating a direct hit on an oil storage tank. The glow of fires was visible for 75 miles. Photo recce showed many bombs in the target area; all the building[s] had their roofs stripped and there were hits on the canal wharf and rail tracks.
There was some flak and some fighter opposition was experienced. The fighters appeared to be using searchlights as assembly points but the tactic was not very successful.
We got back to Wickenby after a relatively short flight of 2 hours 55 minutes. One of 12 Squadron's aircraft was hit by flak and sustained some damage but no casualties. Another of 12 Squadron reported an engagement with a "Fishpond" radar indicator in which the rear gunner fired a burst but no enemy was seen.
We suffered our worst problems from the weather. Three aircraft, 2 from 12 and 1 from 626, aborted the operation. One was unable to get out of the Cu Nim and another dropped 12,000 feet in a Cu Nim. Not only are there violent currents and downdraughts in these clouds but also severe icing under certain conditions. The third aircraft to abort had it's starboard outer Constant
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Speed Unit (CSU) unserviceable so returned to base. Interestingly enough we had the same problem on our operation No. 11 to Courtrai, but elected to press on.
There were no losses on this night and we have now reached the halfway mark of our tour of operations. I wonder if the second half will be any more difficult than the first. Our gunners still have not fired their guns in anger. Let's keep our fingers crossed.
On August 9th the weather was not good and we were stood down for the day.
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Operation No. 16 Ferme du Forestal
On August 10th 15 of Wickenby's Lancasters were detailed, as part of a Bomber Command force of 60 Lancasters and 20 Mosquitoes, against flying bomb sites. Our target was Ferme du Forestal in the Pas de Calais area of Northern France.
This was a morning operation with takeoff commencing at 1045 hours. The enroute weather was cloudy, breaking up over the English Channel but thickening again from the French coast. Over the target was a 10/10th layer with a base about 2,000 feet. We carried our normal 13,000 lbs of bombs.
The Mosquitoes marked the aiming point with red TIs cascading from 5,000 feet and leaving smoke trails but because of the cloud in the target area we descended from our bombing height of 10,000 to try and get below the cloud layer and bomb visually. Our aircraft was successful in identifying the target and Peter bombed the launching ramp which he could see clearly.
We were then supposed to climb back to 10,000 feet for the return journey but chose to continue down to treetop level and return "on the deck". As we flew across fields and houses at rooftop level we could clearly see the local inhabitants waving a friendly greeting though I expect some of them were startled to hear a heavy bomber roar overhead. A short distance from the coast we passed near a military rifle range and as we flew past first Peter from the front turret, then successively Bert Jones and Bill Bursey all fired a few rounds in the general direction of the targets. This was much more fun than stooging back at 10,000 feet. As we approached the coast we were fired upon by the local defenders but they didn't expect to see the enemy approach them from the rear so by the time they had us in their sights we were safely out to sea. We climbed back to 10,000 feet over the channel and returned home, after a flight of 3 hours 35 minutes, as briefed.
One of 626 Squadron aircraft aborted the mission as he could not find the target, and one was hit by flak and damaged, but no one was hurt. Bomber Command did not sustain any losses.
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Operation No. 17 Falaise
On August 12th 626 Squadron participated in two attacks against widely divergent targets, one in support of the invasion forces in northern France and the other against a strategic target, Brunswick, Germany, some 120 miles west of Berlin.
I guess we were lucky on this occasion as we were selected with two other crews for the shorter mission to Falaise. We were part of a force of 91 Lancasters, 36 Halifaxes, 12 Stirlings and 5 Mosquitoes detailed for this target.
We took off at 2336 hours and climbed towards Reading on a clear summer night with no cloud. From Reading we headed to Selsey Bill on the English south coast (a place I used to visit as a child on Sunday school outings from Aldbourne) thence across the channel to the target. As we approached the French coast the cloud thickened until over the target it was 10/10th with tops about 8 – 10,000 feet.
The target marking was by flares and red TIs backed up by green TIs. They were plentiful and accurate and in spite of the cloud layer we were able to bomb accurately laying our 13,000 lbs of HE across the target. The bombing was well concentrated and extensive damage was done. The German army used Falaise as a hardened position from which they were determined not to fall back, so the allies were left with no alternative but to attack it. There was some flak, both heavy and light, and some fighter activity in the target area, but the Bomber Command loss rate was nil. We returned back to Wickenby via Reading and landed safely after a trip of just over 3 hours.
In the meantime 22 Lancasters, 11 each from 12 Squadron, and 626 Squadron, were detailed as part of a force of 242 Lancasters and 137 Halifaxes against Brunswick. They commenced their takeoff at 2116 hours so we were able to watch them go before we departed ourselves.
They experienced clear weather until 50 miles from the target when it clouded over to 10/10th in the target area. They carried a bomb load of 1 x 2,000 lbs and 12 clusters of incendiaries, the typical bomb load for strategic targets.
There was no marking carried out on this target so crews bombed using their H2S equipment. H2S shows a differentiation between land and water, but it was much more difficult to differentiate between land and built up areas so bombing was not concentrated and not very effective though scattered damage was seen with hits on the power station and gas works.
Both light and heavy flak were experienced and there was considerable fighter activity particularly from the target back to the North Sea. One 626 aircraft reported several combats but no damage.
One 12 Squadron aircraft (F/O Hancox) was shot down and all on board, except the wireless operator and mid upper gunner were killed, and one 626 Squadron (F/O Bennett) was attacked by a fighter and set on fire. The crew bailed out and 4 were taken prisoner. The wireless operator, mid upper gunner and rear gunner were all killed.
Wickenby's loss rate was 9.09% while that of Bomber Command was 7.12%.
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Operation No. 18 Falaise
By August 14th the allied armies had managed to push forward on both sides of Falaise and had effectively trapped a very large force of the enemy in a pocket extending from Falaise to Posigny. To save allied lives on the ground we were asked to bomb them into surrender.
So 16 Lancasters from Wickenby were part of a force of 411 Lancasters, 352 Halifaxes, and 42 Mosquitoes detailed against this target, which would be our last operation in direct support of the invasion armies. 626 Squadron's contribution was 10 aircraft.
We took off at 1207 carrying a bomb load of 13,000 lbs high explosive and climbed towards Reading, our assembly point, then south to the coast and across the channel. We did not climb to our normal height but levelled out at 7,000 feet as we were briefed to choose our own bombing height depending on weather in the target area. We flew above a cloud layer until we reached the English coast then the cloud thinned as we crossed the channel and the target area was clear. With some 800 aircraft all heading in the same direction it seemed the sky was full, a huge gaggle stretching from the French coast all the way back to the English coast. Fighter aircraft from 11 Group provided cover and could be seen above us.
As we approached the target, and wishing to bomb as accurately as possible, we reduced height to 3,000 feet. We knew that our own troops were within 2,000 years of the aiming point which was marked with green TIs, but which quickly became obscured by smoke. There was considerable fire from the ground as the enemy fought back. Peter released the bombs and we turned away to clear the target area for those behind and as we did so the aircraft received a sudden violent pounding. We had been hit but at this point did not know with what or by whom. Then Bill Bursey's voice from the rear turret, "Skipper I've been hit, and I'm bleeding". The aircraft was still flying so we knew it had not sustained fatal damage. Peter Graves, having dropped his bombs was now free to assist Bill and went to the back of the aircraft. As he made his way he reported flak damage all the way to the rear turret. By now Bert Jones had left the mid upper turret to assist and between them they got Bill out of his turret and forward to the rest bed where they lay him down and administered morphine from the first aid kit carried on all aircraft. Peter then applied field dressings to Bill's wounds and made him as comfortable as possible. The important thing now was to get Bill to a hospital as soon as possible so Hicky and I discussed our options. We elected to go for Boscombe Down which we knew could handle a Lancaster and was close to a major hospital in Salisbury (I knew the area well as Mary and I had been stationed at Old Sarum, next door, some 3 years before).
I calculated a course for Boscombe Down and we were on our way. Over the channel Hicky wanted to check that the aircraft would not do any unusual manoeuvres when placed in the landing configuration so we climbed above a suitable patch of cloud and he and Stan King carried out a practice approach on the cloud including reducing power and speed, lowering the undercarriage, applying full flap and stalling on to the cloud patch as though landing on it. Satisfied that all systems were O.K. we continued to Boscombe Down.
We called Boscombe on the emergency frequency and were given permission to land our
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wounded rear gunner. We were met by an ambulance, doctor and medical team. Bill was removed from the rest bed and transferred by ambulance to the American General Hospital, Salisbury.
We had the aircraft checked by the engineering and technical people at Boscombe to make sure we could take it off again, took a look at all the shrapnel [sic] holes, climbed aboard and headed back to Wickenby, arriving in time for supper.
We were the only Wickenby aircraft to sustain damage but 12 Squadron had one aircraft abort the mission. It was forced to abandon over the target when the electrical supply to the bomb release mechanism failed. He brought his bombs back.
Photo recce assessed that every street in Falaise was blocked by craters or rubble and whole sections of the town were completely devastated. The German troops surrendered shortly after their bombardment.
We later discovered that Bill Bursey had received a gunshot wound to the right leg and a shrapnel wound to the right thigh with a fractured femur. The Americans came round the hospital next day and offered him a "Purple Heart" for shedding blood against the enemy. Bill declined with thanks. He did not return to the squadron and never flew with us again. The next day we were joined by Sgt. Stott, his replacement, who was also a sole survivor from another crew. So now out of the seven crew members, 3 of us were sole survivors, Saletto, Stott and I.
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Operation No. 19 Stettin
On the night of August 16th 461 Lancasters of Bomber Command were detailed against Stettin. Wickenby's contribution was 24 aircraft shared equally between the two squadrons. Stettin was a major city on the Baltic and some 120 miles north east of Berlin. It is now part of Poland. It was a long, long way from Wickenby and entailed a crossing of the North Sea from Mablethorpe to a point near the Danish coast at 5600N 0800E then due east across Denmark to Longitude 1045E, then south east across the Kattegat, the Danish island passing west of Copenhagen, and the Baltic Sea to the target. Much of the time we expected to be under enemy attack as Denmark had been occupied by German troops for some time.
We took off at 2041 hours carrying 1 x 2,000 lb and 12 incendiary clusters, rendezvoused at Mablethorpe and headed across the North Sea climbing as high as we could get with a full fuel and bomb load. The weather enroute was clear across the North Sea and Denmark building up to 10/10th cloud with tops at 17,000 feet over Germany but cleared just short of the target which was free of cloud. Our outward trip was long but relatively uneventful. On these long North Sea crossings I always attempted to get as many accurate GEE fixes as possible prior to losing it to the enemy jamming. It was very important to get an appreciation of the wind, to compare it to that forecast and to calculate a correction to be applied to courses and speeds once we were out of range of GEE. So I always attempted to get a fix and calculate the wind every 6 minutes. This gave me a good understanding of what was happening with regard to the weather, which always stood us in good stead when I had to navigate on DR (Dead Reckoning) as we became further away from England. There was light to moderate flak at isolated points on route and some fighter activity. Because there were good coastline responses on the H2S I was able to navigate without difficulty to the target.
Flares and green TIs were dropped at H-6 and P.F.F. marked the aiming point with mixed red and green salvoes backed by red TIs. There were so many markers and decoys operated by the enemy that Peter had difficulty identifying which one he should bomb. In the confusion of aircraft, flak, tracer fire and target markers we overshot and rather than bomb the wrong target went round again. With everyone keeping a sharp eye out for other aircraft in our vicinity Hicky closed the bomb doors and made a gentle turn to the left and eventually a complete 360 degree turn and we came over the target a second time. This time Peter selected the proper target marker and the bombs were duly released. We were all glad to leave the target area. Going across the target and being shot at once is dangerous enough but twice? Phew!! We left the area with relief and headed north west to cross Denmark then south west across the North Sea back home. There was some flak and isolated fighter activity on the way home but Wickenby did not sustain any losses. However, 2 of 12 Squadron reported combat where the gunners fired but were not fired upon and 3 aircraft, 2 from 12, and 1 from 626 were hit by flak. There were no casualties. Bomber Command losses were 5 aircraft – 1.08%.
The attack was considered successful with fires in the centre and south east of the city though considerable bombing was attracted by the decoys or wrong marking. Photo recce
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showed severe damage to shipbuilders Oderwerke A.G., sugar refinery and naval fitting out yard. Also a large area of devastation in the town centre.
This operation took us 8 1/2 hours from takeoff to landing back at Wickenby and the crew becomes very tired particularly on a long stooge home across the sea. Once clear of the Danish coast we are reasonably safe from enemy attack so Hicky put the aircraft on auto pilot and everyone relaxes. I am sure there were periods when I was the only one awake and the only reason for this was that it was my job to get us back home.
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Operation No. 20 Russeheim [sic]
On August 25th a force of 412 Lancasters were ordered against the Opel Works at Russelheim [sic]. Among them were 18 aircraft from each of Wickenby's two squadrons: a maximum effort. On July 25th and 28th we had paid visits to Stuttgart which together with Russelheim, Frankfurt, Mannheim and Karlsruhe form a heavily defended portion of southern Germany. Our trip to Stuttgrat [sic] on July 28th had not been a happy one for Wickenby aircraft so we approached Russelheim with some trepidation.
We carried a full fuel load of 2,154 gallons and a bomb load of 1 x 4,000 lb (Cookie) and 12 clusters of 4lb incendiaries. Our route was quite similar to that used previously for this area. Reading was the assembly point then south across the channel to a point S.W. of Paris, then east north east in a series of zig zags to the target. The weather was good all the way and the target area was clear with slight haze. Takeoff commenced at 1957 hours.
The target was well marked following sticks of flares dropped at H-7. The aiming point was then marked with mixed red and green TIs and backed up by red TIs.
The bombing was well concentrated and the fires could be seen for 150 miles. Photo recce showed severe damage to the plant with all the major units hit, including assembly shops, research labs, drop forge, machine shop and aircraft engine shop.
The target area was, as expected, well defended with intense heavy flak and very active fighters which made contact with the bomber stream in the target area and well into the return journey.
One of 12 Squadron aborted the mission with a sick navigator. Seven of 12 Squadron's aircraft reported combat with night fighters and one was so badly damaged that it crash landed on return and was written off. The only casualty in this aircraft was the navigator who suffered superficial wounds. One other 12 Squadron aircraft was hit by flak. One 626 Squadron aircraft suffered damage caused, it was believed, by an unusual incident. Shortly after bombing the aircraft was thrown out of control by a nearby explosion. All four engines cut but the pilot and engineer managed to get them restarted and flew home safely. It is believed the explosion was another aircraft blowing up. It is interesting that while 7 of 12 Squadron reported combat none of 626 did. However, 626 did lose two aircraft. F/O Harris who, together with 3 members of his crew were taken prisoner, the other 3 were killed and F/O Whetton who was killed together with all of his crew except the bomb aimer who was taken prisoner.
The Bomber Command loss rate for this operation was 3.64%, that for Wickenby 5.56%, while that for 626 Squadron, 11.1%.
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[map]
[underlined] RUSSELHEIM. [/underlined]
[underlined] 25/26 AUGUST 1944. [/underlined]
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Operation No. 21 Stettin
We had visited Stettin on August 16th and had been briefed several times between the 16th and 29th but weather had forced cancellations. So here we are on August 29th poised to go once again. The crews involved were concerned that our intentions may already have been communicated to the enemy and the element of surprise lost. So we expected a difficult time.
The total force consisted of 402 Lancasters and one Mosquito. For Wickenby the contribution was 31 aircraft. For 626 Squadron it was again a maximum effort of 18 aircraft. We were of course carrying a maximum fuel load of 2,154 gallons and our bomb load on this occasion was a total of 8,440 lbs - 1 x 4,000 lb H.E., 660 x 4 lb incendiaries and 60 x 30 lb incendiaries. If you add in 7 men, thousands of rounds of ammunition and the various other stores we carried such as bundles of "window" we were very close to our maximum takeoff weight of 72,000 lbs. Window was the code name for specially designed metal strips which, when dropped from an aircraft, gave a similar radar response to the aircraft itself. We dropped them by the thousands when in an area of high enemy defensive activity to confuse the defenses.
We were among the first to takeoff and on this occasion were followed down the runway by F/O "Lofty" Lofthouse whose crew shared our Nissen hut. As we left the ground and climbed away Lofty was moving along the runway when his feet slipped on the rudder pedal and he "ground looped" the aircraft. A ground loop is a rotation in the horizontal plane and inevitably tears off the undercarriage as it did on this occasion, the story was that Lofty required wooden blocks attached to the rudder pedals to reach them properly and his feet had slipped while pumping the pedals to keep the aircraft straight under full power. Sgt. Stott from his observation point in our rear turret looked right down on this incident and yelled to warn us all. In the few seconds it took for the rest of us to have a look every door and hatch on Lofty's aircraft had opened and seven bodies were running in every direction. Fortunately for everyone his bombs did not explode. Had they done so not only would his crew have been killed but we would have been blown out of the sky as we were very close. A fully laden aircraft now lay in the centre of the runway so it could no longer be used. We were O.K. as we were already airborne but there was a delay on the ground while the whole matter was sorted out, the runway changed and the departure of the rest of the force reorganized. I have spoken recently with Ernie Peressini, the bomb aimer in Lofty's crew, who now lives in Victoria, and he remembers the incident vividly even after 50 years.
We rendezvoused at Mablethorpe and set course north east across the North Sea but remained below a layer of cloud with tops at 5,000 feet to stay below the enemy's radar warning system. We were routed further north than on our last visit to Stettin passing over northern Denmark before heading south east towards the target. We were so far north that to get to the target we had to fly over Sweden which was a neutral country. This was deliberate and we were briefed to head for Sweden if we were unable to get home for any reason. Better to land in a neutral country than to be taken prisoner of war. We stayed low across the sea until approaching the Danish coast then climbed to our operational altitude and remained there until near the target. Below us were layers of thin cloud with tops at 17,000 feet.
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The target marking was punctual and accurate. At H-7 the target was illuminated by long sticks of flares followed by red and green TIs on the aiming point.
We experienced some light flak over Denmark but the serious problem on this night was fighters. The main force was plotted over the Danish coast and interceptions commenced immediately and continued to the target with a few on the return from the target. There was heavy flak in the target area, some bursts being so large they could only have come from high calibre naval guns. Searchlights were also very active. As we were approaching above the clouds in moonlight it was not difficult to see or be seen. As we neared the target the Master Bomber called us down below the cloud layer which was between about 12 and 14,000 feet. We let down and bombed at 12,000 feet.
The results of the bombing were good because we could see the markers as visibility was clear below the cloud layer. As well as high explosive we were all carrying large quantities of incendiaries and very soon fierce fires were burning with smoke almost to our bombing altitude. P.R.U. reported that buildings in Stettiner Oderwerke Shipbuilding A.G. were gutted, Labelsdorf Bahnhof Gasworks destroyed, telegraph office and five factories severely damaged. Three merchant vessels were sunk in the port.
We turned north west after bombing to head back to northern Denmark before returning across the North Sea. The fighter activity decreased as we left the target largely because a well timed force of Mosquitoes attacked Berlin and this drew them away from us. Letting down in the target area involves risks which are not normally there when all aircraft fly over at their predetermined altitude. In this case we were below someone else who did not reduce as low as we and released his bombs while above us. The consequence was that we were hit in the port wing by an incendiary bomb dropped from above. Fortunately for us it smashed right through the wing without damaging vital controls or control surfaces and did not set us on fire. We were very fortunate.
Two of Wickenby's aircraft aborted this operation. I have already mentioned F/O Lofthouse. The second abort was a 12 Squadron aircraft which started out but the wireless operator lost his nerve after setting course so the crew returned. Incidents of nerve failure on the part of crew members were not very frequent, fortunately, but I am sure there were times when we all felt like this poor wireless operator. I think what prevented more of it was the fact that everyone felt an overwhelming loyalty to their crew and would not do anything to let the crew down. On the rare occasion when it did happen the victim left the squadron immediately and was posted to a unit on the Isle of Sheppey in the Thames estuary, east of London for disposal. The R.A.F. used the term L.M.F., Lack of Moral Fibre, to describe these unfortunate souls and their hasty removal from the squadron was to ensure that their inability to cope did not spread. After all, we were all living on the edge wondering each time whether we would return.
Four of 626 Squadron crews reported combat with night fighters, two on the outward trip, one over the target and one on the return. Five of our aircraft sustained damage, including ours, being holed in the port wing, but others were more severe and one had to land at Dunholme Lodge being unable to get back to Wickenby.
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One of 12 Squadron (F/O Spurrs) was shot down over the target. Everyone who managed to bail out was taken prisoner but the two gunners were killed. One of 626 Squadron (F/O Hawkes) was attacked over the Kattegat on the way towards the target and he was able to maintain control only long enough to allow the crew to bail out, but they were close enough to Sweden that they all landed there and were interned. They were carrying a second pilot along for experience so there were 8 instead of the usual 7 aboard. The advice to head for Sweden if possible was sound.
F/O Hawkes later reported "On September 1st we were taken to Falun and kept for 2 days in an interment [sic] camp. On September 3rd we were billeted in the Solliden Pensionat Hotel, where we stayed until October 24th. On that day we were taken to Stockholm and stayed at the Continental Hotel until October 27th when we were sent by air to the U.K." On August 31st, 2 days after they were shot down, the squadron received the news that they were safe.
We left the target area and headed north west passing over Malmo, Sweden which, being neutral, was well lit. We climbed across the Baltic to 20,000 feet as we still had to cross Denmark which was defended. We were glad we did as the squadron aircraft which was attacked by a night fighter in this area was flying at only 14,000 feet.
We successfully negotiated our crossing of Denmark and proceeded out to sea before commencing a gradual let down towards the English coast. At 10,000 feet we took off our oxygen masks and breathed normally for the first time for several hours. Hicky, as was his wont, lit his pipe and the rest of us in the cabin enjoyed a cigarette. We came back into GEE range so I was able to fix our position accurately and get us safely home. We landed at Wickenby without further incident having been airborne 9 hours 35 minutes which turned out to be the longest of our 30 operations. Wickenby loss rate was 6.45% while that of Bomber Command was 5.71%. 626 Squadron's loss rate was 5.55%, one out of the 18 which were detailed to go, or 5.88% one out of the 17 which actually went, but in this particular incident the crew, having landed safely in Sweden, were all returned to the squadron.
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[map]
[underlined] STETTIN. [/underlined]
[underlined] 29/30 AUGUST 1944. [/underlined]
[page break]
Operation No. 22 St. Requier
We had not arrived back from Stettin until the early morning of August 30th (about 0630) so by the time we had debriefed, had a meal and got to bed the sun was high in the sky. We did not fly again that day but on the following day August 31st we carried out another attack against a V2 rocket store at St. Requier.
Twenty Lancasters from Wickenby were detailed as part of a Bomber Command force of 418 Lancasters, 147 Halifaxes and 36 Mosquitoes raiding 9 rocket storage sites. There were 10 from each squadron. St. Requier was the most southerly of the Pas de Calais targets.
We took off at 1325 hours carrying 15,000 lbs of H.E. (13 x 1,000 and 4 x 500 lb) and climbed towards Reading our assembly point, climbing through a cloud layer with tops at 17,000 feet. We encountered severe icing as we passed through the clouds. Ice builds up on leading edges of aerofoils and on the propellers. Leading edges were always de-iced if we knew we would be experiencing icing, to try and prevent build up reaching dangerous proportions. It was always reassuring to know that it was not building up on the propellers when you could hear the chunks of ice hitting the side of the fuselage as it flew off. Disconcerting at first, but reassuring as one got used to it. We cleared the tops and flew towards the target at 18,000 feet. The cloud formation changed to broken as we crossed the channel and approached the target.
The aiming point was marked by red TIs which were backed up with green and yellow throughout the attack. The marking was scattered consequently the bombing was not concentrated and some bombs fell between the target and the village. There was only light flak near Abbeville and little was experienced in the target area so there was really no excuse for not pressing home the attack.
Two of Wickenby's aircraft aborted this operation both under rather unusual circumstances. One of 12 Squadron was instructed to abandon by the Master Bomber and one of 626 found the target covered by cloud. I would think that both probably arrived late.
In spite of there not being a heavy concentration of flak what there was was predicted with great accuracy and no less than 5 of Wickenby's aircraft were hit by it, some with serious results. Two of 12 Squadron were hit, one so severely that he crash landed at Woodbridge. The pilot and second pilot received shrapnel wounds to the right leg, the bomb aimer had a shattered left foot and wounds to the right foot and the flight engineer had shrapnel wounds to the right ankle and left wrist. All of these crew members were at the front of the aircraft so the exploding flak was very close to the front. In crash landing at Woodbridge they went to an airfield which was specially equipped to handle such emergencies. The R.A.F. had equipped several airfields very close to the east coast for such eventualities - Manston, Woodbridge and Manby amongst them. They were equipped with long, wide runways, foam, special lighting to disperse fog, heavy equipment to move crashed aircraft quickly out of the way and of course, emergency medical facilities.
Three of 626 Squadron were also hit by flak. One had no casualties but one was damaged so that he was forced to feather both inboard engines and jettison his bombs. He made an
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emergency landing at Manston. The third (F/O Oram) suffered perspex wounds to the face and his flight engineer shrapnel wounds to the left leg. This is the same F/O Oram who on July 6th was hit and, with his crew, had to abandon his aircraft over the channel with the loss of his gunners.
We flew unmolested back to Wickenby and landed safely after a trip of 3 1/4 hours. The Bomber Command loss rate was 1%. All of Wickenby's aircraft got back to England but not to Wickenby so officially we had losses.
And so passed the month of August 1944. We had flown 8 operations since returning from leave and been briefed for several others which were cancelled for one reason or another. Of the 8, five were by night, 3 of which were long flights into Germany (2 to Stettin). We had sustained damaged to our aircraft on two occasions and had lost rear gunner Bill Bursey to injury.
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Operation No. 23 Le Havre
The allied armies had advanced south and spread outward from their initial bridgehead and it was now time to head eastward along the coastal areas and towards Paris. A deep water port was needed and the obvious one was Le Havre so on September 6th a force of 311 Lancasters, 30 Mosquitoes and 3 Stirlings was detailed against the German fortifications at Le Havre. This was the same Le Havre that had opened up on us when we were all alone on July 4th. Wickenby's contribution was 21 Lancasters of which 626 provided 11.
The weather was mainly cloudy with showers and thunder all day so it was decided to go in the evening but even then there was no improvement.
Takeoff commenced at 1656 hours and we followed a route pretty well due south taking us east of London to the target area. Our bomb load was 15,000 lbs H.E. We experienced 10/10th cloud all the way to the target and in the target area the base was at 7,000 feet with heavy rain.
The target marking commenced with green TIs at H-5 backed up with red TIs bursting at 4,000 feet and cascading leaving white smoke trails. Though we were above cloud these TIs burned with such intensity they could be seen and we had the added advantage of H2S. I was able to pinpoint the target and confirm for Peter that he was running up on the correct aiming point. There was some heavy flak in the target area but it was not severe. The bombing was accurate, a large explosion at 1927 hours was followed by flames and black smoke – probably a fuel storage.
One of 626 Squadron aborted on instructions from the Master Bomber.
Bomber Command sustained no losses on this operation and Wickenby aircraft all returned without damage. We landed back at Wickenby after a flight of 3 1/2 hours.
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Operation No. 24 Le Havre
On September 10th we were called upon to make a repeat visit to Le Havre to attack strong points which had survived the attack of September 6th. Bomber Command dispatched a force of 521 Lancasters, 426 Halifaxes and 45 Mosquitoes of which 33 Lancasters were from Wickenby. 626's contribution was 17 aircraft of a total force of nearly 1,000 attacking various targets.
Takeoff commenced at 1643 hours and we climbed on a southerly heading through broken cumulus cloud with tops about 10,000 feet. Above the cloud the sky was clear all the way to the target area with good visibility. We again carried 15,000 lb of H.E. The marking was similar to our attack of September 6th with green TIs and H-5 followed by red TIs bursting at 4,000 feet leaving trails of white smoke. However, on this occasion as the visibility was good the bomb aimers were able to see the aiming point and the bombing was concentrated in this area. Near misses were reported on 6 gun batteries, close enough to incapacitate them, and damage to business property.
There was no opposition and no losses or casualties were sustained. We arrived back at Wickenby after just under 4 hours of flying time. The army captured Le Havre shortly after.
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Operation No. 25 Frankfurt
I mentioned earlier there were a number of German cities in the southern part of the state which were considered good strategic targets. On September 12th we were detailed for another attack on Stuttgart which was changed at 1345 hours to Frankfurt. Wickenby's contribution to a force of 378 Lancasters and 9 Mosquitoes was 34 Lancasters, of which 626 Squadron supplied 15. We must have had an influx of new crews because no less than 7 of the 15 carried second pilots along for experience before going with their own crews. Our second pilot was F/O Hollowell.
The bomb load for this operation was 1 x 4,000 lb., 14 x 4 clusters and 120 x 4 lb incendiaries. The fuel load was 1,900 gallons, not quite full tanks. We took off at 1808 hrs.
Our route was fairly typical for an operation to this area. We headed for Reading, then south to cross the coast at Beachy Head. We then proceeded [sic] to 48°N 05°E passing north of Paris then north east towards the target. After bombing we turned west, crossed the French coast near Calais and home via Orfordness.
The weather en route was clear all the way and the target was also clear with some slight haze. Because we would be flying over friendly territory for much of the outward leg we were allowed to fly at low level and climb to our bombing height prior to reaching the target area. On the leg north of Paris another aircraft flying close to us flicked his navigation light on and off a couple of times. Bert Jones reported this from his mid upper turret and while we were considering the significance Stan King said "My God, we've got our nav lights on". They were promptly switched off. Our thanks went out to our unknown benefactor. It's not advisable to assist the enemy by lighting up your location.
When we reached the target we found that the Pathfinder Force had dropped long sticks of flares at H-7. The aiming point was then marked with mixed salvoes of red and green TIs and kept marked with red TIs. Crews were able to identify the target by the light of the flares. Most target markers were just south of the marshalling yards.
The bombing was concentrated though tended to spread a little to the west. Smoke rose to some 5,000 feet and the fires were visible for 100 miles. Photo recce showed that large areas of the city were severely damaged. The main railway station was half destroyed with damage to workshops and engine sheds. Twelve factories, the gas works and power station were also damaged.
Some light flak and moderate heavy flak was experienced up to about 18,000 feet but we managed to get above it. Numerous searchlights were coning, believed to be cooperating with night fighters which were active inward, over the target and outward.
One of 626 Squadron was coned over Mannheim, extensively damaged by heavy flak and landed at Woodbridge at the emergency airfield there. Two of 12 Squadron were attacked and damaged by night fighters. The mid upper gunner of one received gunshot wounds to both legs.
One of 626 Squadron (F/O Thorpe) was attacked by a night fighter and destroyed. Thorpe, his wireless operator and mid upper gunner were taken prisoner, all other crew members
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including the second pilot, who was along for experience, were killed. It was his first and only operation. His crew were returned to the Lancaster Finishing School to crew with another pilot.
We arrived back at Wickenby after flying for 7 hours 55 minutes. F/O Hollowell thanked us for the experience and went on to complete a tour with his own crew.
The Bomber Command loss rate was 4.39%, that of Wickenby 2.94% and 626 Squadron 6.66%
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FRANKFURT 12-9-44
626 SQUADRON
A/C
(a) Captain - 2nd PIL. (b) Nav. - W/Op (c) B/A - F/E (d) MuG - R/G
JB661 C2
(a) F/O G.A. Price - P/O R. McAinsh (b) Sgt. F.B. Beaton - Sgt. B. Walley (c) F/S T.H. Lightfoot - Sgt. S.A. Frew (d) Sgt. V.A. Lane - Sgt. J. Lee
LM113F2
(a) F/O T.H. Ford (b) F/S J.M. Jackson - W/O H.A.S. Tween (c) F/S J.C. Payne - Sgt. R.A. Wood (d) Sgt. J.C. Moore - Sgt. P.L. Potter
PD295 B2
(a) F/O G. Lofthouse (b) P/O R.C. McMillan - F/S A.V. Bettney (c) W/O E. Peressini - Sgt. K.W.T. Adams (d) F/S R.W. Smith - F/S F.C. Child
LM141 D2
(a) F/O D.S. Nelson (b) F/O T.R. Murray - P/O R.J. Lacey (c) F/O V.H. Halstead - Sgt. O. Old (d) Sgt. A.M. Walker - Sgt. C.C. Merriman
PB412 Z2
(a) F/O W.J. Cook (b) F/S H. Sulz - Sgt. L.A. Rolfe (c) F/S K.C. McCormick - Sgt. D.W. Garside (d) Sgt. A.H. Jones - F/S E. Smith
PA990 R2
(a) F/O G.A. Green - F/O R.J. Tierney (b) F/S W.A. Stephens - F/S W.A. Dickson (c) F/O K.E.F. Taylor - Sgt. O.F. Farley (d) Sgt. W. Norman - F/S G.C. Newton
ND163 T2
(a) F/O R.A. Collens - P/O L.A. Titmuss (b) F/Lt. J.H. Leuty - Sgt. K.T. Rainbird (c) F/S W.E. Birch - Sgt. H.S. Merry (d) Sgt. E.W. Roberts - Sgt. H. Davy
PB411 Y2
(a) F/O H. Winder - Sgt. R.C. Yule (b) P/O J.J. McDevitt - Sgt. A.W. Reid (c) F/S M. Parker - Sgt. H.S.G. Rich (d) Sgt. R.A. Albone - P/O W.G. Green
LL959 A2
(a) F/Lt. A.C. Hicks - F/O R.A. Hollowell (b) F/S K.J. Brind - F/S J. Saletto (c) F/O P.M. Graves - Sgt. S.G. King (d) Sgt. A.B. Jones - Sgt. D. Stott
PD287 U2
(a) F/O J.Y.N. Walbank - F/O R.M.Smith (b) F/S L.A. Sparrow - F/S J.M. Dewar (c) F/S R.N. Purves - Sgt. E. Shepherd (d) F/S G. Derrington - F/S J.C. Harris
LM137 G2
(a) F/O D.R.B. Thorpe - F/O G.T. Bolderstn (b) F/S A.C.L. Cox - Sgt. J. Peart (c) F/S S.E. Dunnett - Sgt. F.C. Foster (d) F/S R.H. Cross - F/S L.F. Beattie
NF907 K2
(a) F/O E. Fitzsimmons (b) F/S G.E. Dunsford - Sgt. C. Summers (c) F/S J.V. Gray - Sgt. D.W. Richards (d) Sgt. D. De Silva - F/O G.A. Pearce
LM689 N2
(a) F/O R.G. Harvey (b) Sgt. S.J. Partridge - Sgt. J.L. Nuttall (c) F/O R. Kelly - Sgt. R. Heys (d) Sgt. J.K. Hogan - Sgt. G.T. McMasters
PD 286 02
(a) F/O J.C. Campbell (b) F/O R. Cluston - F/S R.C. Champagne (c) F/S W.F. Palmer - Sgt. J. Akhurst (d) Sgt. J.G. Reynolds - Sgt. A.D. Winser
LL961 S2
(a) F/O E.W. Parker (b) Sgt. E. Arrowsmith - F/S J.D. McPherson (c) Sgt. J. Tordoff - Sgt. R.H. Westrop (d) Sgt. W.J. Standen - Sgt. G. Hopkins
AIR 27-2146 PUBLIC RECORDS OFFICE
With the weather fair to fine, 378 Lancasters carried out the last major attack on Frankfurt of the war.
12 Squadron dispatched 19 aircraft and all returned safely. 626 Squadron detailed 16 aircraft but F/O Jones failed to take off. On return, F/O Collens landed at Woodbridge with flak damage. LM137 UM-G2, F/O Thorpe failed to return.
F/O D.R.B. Thorpe. PIL.
F/O G.T. Balderstone RCAF 2nd PIL. Killed.
P/O A.C.L. Cox NAV. Killed.
Sgt. J. Paert. [sic] W/T
F/Sgt. S.E. Dunnett B/A. Killed.
Sgt. F.C. Foster F/E. Killed.
F/Sgt. R.H. Cross. MuG
F/Sgt. L.F. Beattie R/G. Killed.
[page break]
Operation No. 26 Rheine-Hopsten
The allied armies had by now broken out from their original bridgehead and pushed north west through Belgium into Holland, and a strategy was conceived for a massive airborne landing using gliders and paratroops in the Arnhem area to create a bridgehead across the Rhine River and ultimately link up with the forward moving army. On September 16th our job was to neutralize German held airfields in the area to minimize the opposition to our landings the next day. Different squadrons and different bases were allocated to specific targets. This was a pinpoint precision attack rather than area bombing.
Wickenby's target was the airfield at Rheine-Hopsten, other squadrons were given other targets. Thirty one Lancasters, 19 from 12 Squadron, and 12 from 626 were detailed for this attack.
Because of the nature of the target, buildings, runways, etc. we carried 10,000 lbs of H.E., in the form of 20 x 500 lb bombs. This was a night attack and we took off at 2200 hours climbing to Mablethorpe, then across the North Sea to a point on the Dutch coast just north of The Hague and so to the target.
The weather en route was good with small amounts of cloud and the target area was clear with slight ground haze. The target marking was carried out by "Oboe" equipped Mosquitoes. Oboe was a modification of the GEE navigation system used for precision bombing and marking. As the allied armies moved across Europe they overran some of the Jamming stations so we were able to use our navigation aids further east. On this night I was able to get accurate GEE fixes all the way to the target. So as we approached the target and I advised the crew we were there the target markers appeared before us. They consisted of red TIs. We had already opened the bomb doors and Peter had fused the bombs so release was a simple matter.
We experienced a small amount of light flak in the target area and night fighters were active but we did not engage in any night fighter activity. The night was very dark so visual assessment of the attack was not possible but photo recce showed that the airfield sustained considerable damage. At least 75 craters were created including 45 on the main runway and 3 on the secondary with 13 on the taxi way. The airfield was out of commission for 48 hours which was the object of our exercise.
The glider troops landed at Arnhem the next day but their effort (and ours) was for nought as they were never able to link up with the main army, became over extended, and were either captured or killed. A costly mistake, it was made into a very successful film, called "A Bridge Too Far" after the war.
Two of 12 Squadron reported combat with night fighters but no damage and no casualties were sustained by Wickenby aircraft on this night. Nor indeed did Bomber Command lose any aircraft. We arrived back at Wickenby and landed after a flight of almost 4 hours. F/O Hollowell completed his first operation with his own crew on this night.
48
[page break]
We were now into our last 5 operations. The conventional wisdom among Bomber Command crews was that if you weren't shot down during your first 5 missions, when you were inexperienced, you would be during your last 5 when you became over confident. We hoped our last few would be against lightly defended targets. Some hope, as it turned out.
49
[page break]
Operation No. 27 Calais
The allied armies had now fanned out across Europe but had bypassed a number of strong points along the French and Belgian coasts where the opposition was very stiff. One such strong point was Calais and the area surrounding the city which was our target on September 20th. This was an operation which had previously been planned for the 21st but was brought forward to the 20th. The Bomber Command force consisted of 437 Lancasters, 169 Halifaxes and 40 Mosquitoes. Wickenby's contribution was 39 Lancasters of which 626 Squadron provided 20. We assembled at a point east of London and headed straight for the target in the afternoon, but conditions were very cloudy with poor visibility which improved a little as we crossed the channel. In the target area there were thin layers of stratus with tops about 4,000 feet.
We carried 15,000 lbs of 1,000 and 500 lb H.E. Target marking was by green TIs from H-5 and H-3 then red TIs bursting at 2,000 feet leaving a trail of white smoke. The Master Bomber called us down to 3,000 feet and we bombed from there against the TIs which were accurately placed on the aiming point. Our own troops were only some 2.000 yards away so accurate bombing was mandatory, and as there was no real opposition not too difficult.
One interesting aspect of this operation was revealed by photo recce - a gun casement which received several direct hits only suffered shallow depressions in it's roof. Reinforced concrete several feet thick required much more than 1,000 lb bombs to do any real damage.
There was no damage to any of Wickenby's aircraft but we did have great difficulty getting back on the ground when we arrived home, as the weather had deteriorated significantly while we were away. We landed at 1750 hours after almost 4 hours flying. Comber Command loss rate was 0.15% - one aircraft.
It was now some seven weeks since we had leave and the rule of thumb was every six weeks or so, so off we went for a few days vacation. Aldbourne looked about the same as it always did but Mary had increased her measurements somewhat. She was now about 3 weeks away from her due date and was pretty uncomfortable. Stan King was getting engaged on this leave and had invited us to attend the party at his parents home on the outskirts of London. My mother did not want us to go as she was worried Mary might give birth on the train or in a London taxi or somewhere. However, being young and impetuous we decided to take the chance, so off we went to London. We were to stay at the King home by invitation of Stan's parents but when the party was in full swing the air raid sirens went off and we all trooped to the air raid shelter in the basement of their home, and there we stayed. It was ironic that in spite of the raids the R.A.F. and U.S.A.F. had carried out against the V1 and V2 launching sites the Germans were still able, as late as September 1944, to submit London to harassing air raids.
As a result of their efforts we never did get to bed and the next day took the train back to Hungerford and the bus to Aldbourne.
The few days went all too quickly but now we only had 3 more operations to complete and I felt very confident of success.
50
[page break]
Operation No. 28 Westkapelle
At the beginning of October there was some uncertainty about who should be going where. For example – on October 1st 40 aircraft were to standby for a tactical target in Northern France. At 1415 the squadrons were stood down. Then at 1730 they were again placed on standby for an attack on Bergen, which was cancelled at 1845 hours. On October 2nd at 1100 hours the squadrons were stood down and at 1645 18 aircraft were ordered to standby for an operation against Westkapelle tomorrow. And so it was that on October 3rd we became part of a force of 252 Lancasters and 7 Mosquitoes detailed against tactical targets in north west Europe. The 18 Wickenby aircraft were equally divided between the squadrons.
As I have already mentioned the allied armies moved out from their bridgehead but bypassed the coastal ports and cities and "mopped up" later when they had been softened by the air forces. They now needed a major supply port in Belgium and Antwerp had been captured but it's approaches were still under German guns. The island of Walcheren dominates the sea approach and was well defended. So the idea was to breach the sea wall at Westkapelle, at the western tip of the island, and allow flood waters to overrun the German positions.
A "Dambuster" type raid but with ordinary high explosive bombs. We carried 12,500 lbs consisting of one 4,000 lb, 8 x 1,000 lb and one 500 lb H.E. We took off at noon, headed to Aldeburgh, near Ipswich, then straight across the North Sea to the target. There was a cloud layer right from base to target but the base was at 5,000 feet so we stayed below where visibility was good.
The target marking was by green TIs at H-5 backed up by red TIs. The pathfinders were punctual, their initial marking undershot slightly but it didn't matter as we could see the target clearly as we approached. There were some small puffy clouds below the main layer so to make absolutely certain we went as low as was safe. We dropped our bombs from 1,500 feet which is, in fact, below the safety height for a 4,000 pounder and we felt the compression hit the aircraft as it exploded. We climbed away from the target and as we turned for home could see we had made a hole in the sea wall and water was already pouring through.
The photo recce report stated that the original breach was enlarged to approximately 130 yards due to the corrosive action of water passing through. A vast area was inundated, with sea water at least 2 miles inland and to the boundaries of Middleburg and Flushing.
There was some flak activity in the target area, mostly from Flushing, but Wickenby aircraft did not experience any damage or casualties.
The squadron commander, who participated in this operation had an unusual experience when he came under what may have been a mock attack by two fighter aircraft believed to be Mustangs. His rear gunner fired a short burst which appeared to be sufficient to drive them off as they were not seen again.
We landed back at Wickenby after a flight of 2 hours 50 minutes.
Bomber Command did not lose any of it's aircraft in today's efforts.
51
[page break]
Operation No. 29 Saarbrucken
While the British and Canadian armies pushed north east through Belgium and Holland, the American Third Army was heading east into Germany and were now some 20 miles from Saarbrucken and the other industrial towns which we had previously attacked in this area. Our attack on Saarbrucken on October 5th was at the request of the advancing Americans.
Thirty-nine Lancasters from Wickenby were part of a force of 531 Lancasters and 20 Mosquitoes detailed against Saarbrucken. 626 Squadron supplied 19. This was, of course, a night operation and takeoff commenced at 1817 hours.
Our route took us to Gravesend, Beachy Head, south to the French coast then east to the target. We climbed through a layer of 10/10th cloud which persisted to about 6°E then gradually cleared so that the target had merely some thin broken cloud and ground haze. Our bomb load was one H.E., a 4,000 lb "Cookie" and 7,000 lb of incendiaries for a total of 11,000 lbs.
The target marking consisted of long strings of flares over the target at H-7 followed by salvoes of red and green TIs.
For some reason there were no searchlights in the target area. There was however a moderate, heavy flak barrage with explosions above 15,000 feet. There were also some enemy fighters active in the target area.
Because visibility was good we were able to see that the markers were accurate and good concentrated bombing ensued. Several large explosions were observed and smoke rose to 12,000 feet. The glow of the fires could be seen for 100 miles on the return journey. At 2036 hours the Master Bomber gave the code word to abandon the mission adding that allied troops were getting near the target. Our aircraft had not been furnished with the code word, consequently most crews bombed the target. Photo reconnaissance showed that the steel works of Vereinigte Huttenwerke had every large building damaged. The Luttgens Wagon Factory, the Maschinenbau A.G. and the Portland Cement Werke were severely damaged. The infantry Barracks, the Dragoon Barracks and the Artillery Barracks were all gutted.
On leaving the target area we headed north west and crossed the French coast near Calais. We returned to Wickenby only to find the airfield fogged in and were unable to land. This presented a major problem as most of the airfields in the Lincolnshire area were similarly fogged in and it was from this area that many of the 531 Lancasters originated. However, the operations people on the ground were able to find diversionary airfield which were open and everyone got down safely. We landed at Methwold in East Anglia and spent the night there returning to Wickenby the next day.
One of 626 Squadron aborted this mission. He got airborne but his starboard inner engine cut out over base so he had no alternative but to land again.
Two of Wickenby's aircraft sustained flak damage, one from each squadron and one from 626 had two encounters with fighters but did not sustain any damage. Wickenby did not lose any aircraft on this occasion but Bomber Command lost 3 for a loss rate of 0.54%.
52
[page break]
Operation No. 30 Emmerich
There are certain days, certain events which are imprinted indelibly on the mind. The declaration of war, the day you marry, the birth of your children, days of great joy or great expectations or great terror. Such a day was October 7th, 1944. The weather was fairly typical for early October in Lincolnshire – cloudy with occasional rain.
The airborne landings at Arnhem had failed and there were heavy concentrations of enemy troops in the area of Arnhem, Nijmegen, Emmerich and along the Rheine river. Wickenby's target was to be Emmerich and this was the first daylight attack on Germany from Wickenby.
Forty-two Lancasters were detailed as part of a Bomber command force of 340 Lancasters and 10 Mosquitoes. Each squadron provided 21 aircraft – a maximum effort. We carried one 4,000 lb H.E. and 2520 x 4 lb incendiaries in clusters for a total of 14,080 lbs. We climbed to rendezvous at Cromer, on the Norfolk coast then cross the North Sea to The Hague and so to the target.
We had climber through a 10/10ths layer of cloud and at our bombing height of 10-12,000 feet we were in bright sunshine above it. Three hundred and forty Lancasters in a huge gaggle all headed in the same direction, sun glinting on perspex cabins and turrets. As we approached the Dutch coast the cloud cleared and all that remained was a slight ground haze.
I had given Hicky the final course to the target and as we approached I was standing between he and Stan King and slightly behind so I could see ahead, all round and behind us. We were nicely in the middle of the stream. Peter Graves was prone in the bomb aimers position in the nose watching the target coming down the drift wires of his bomb site. The flak was intense (we later learned the Germans had turned their 88mm anti tank weapons skyward and the shells were exploding at our altitude) and we were on a straight and level bombing run. Peter's voice over the intercom "Steady, Steady, Bomb Doors Open". Hicky, "Bomb Doors Open". Ahead I can see the intensity of the exploding flak – an aircraft is hit and catches fire. As it loses height I see one – two – three parachutes drifting down but no more. Then another is hit, this time a part of the wing is blown off and the aircraft spirals down – again parachutes but not seven. I think – my God, we're next. After all this time – after dark cold nights in the skies over major German cities – after warm sunny afternoons against V1 launching ramps in France – after 29 operations we are going to get written off. "Left, Left – Steady". I look behind just in time to see a Lancaster right behind us take a direct hit and spin out of control. "Steady, Steady – Bombs gone – Bomb Doors Closed".
The aircraft leaps as the 14,080 lbs of bombs drop away – then – thud – we are hit. "Bomb Doors Closed". We climb and turn away from the target and check for damage. No one is hurt and everything seems to be O.K. so we head for home. We have survived – we've come through – a cheer goes up from the crew, all the pent up emotion is released.
The reports state that there was moderate to intense predicted heavy flak from 11-13,000 feet on the run up, through the target and for a few miles after leaving the target area. No enemy aircraft were seen. Fighter cover was provided by 11 Group.
53
[page break]
Mosquitoes marked the aiming point with green TIs at H – 5 and maintained the marking with red TIs. The marking was accurate and the Master Bomber instructed the main force to bomb the red TIs. Bombing was accurate and many fires were started with smoke drifting up to 12,000 feet.
Allied troops who were only 8 miles south west must have had a good view of the afternoons activities.
The flight home, though routine, was full of joy as we knew we would not be called upon to do this kind of thing again. We landed at Wickenby after 4 hours 15 minutes of flying.
Wickenby did not lose any aircraft on this operation, but 3 of 12 Squadron and 4 of 626 sustained varying amounts of flak damage. Our aircraft, A2, had the "port undercarriage holed by heavy flak in the target area".
After briefing I sent Mary a telegram to let her know I had completed my tour of operations then we took our ground crew out to the local pub to celebrate our joint success. These were the men who kept A2 serviceable for us and who repaired her when we brought her back damaged. A rip roaring good time was had by all.
[telegram]Brind Cherry Tree
Aldbourne [indecipherable word]
Tour completed love darling
Ken[/telegram]
The next day the 8th was Sunday so we could not proceed with our clearance until the 9th (Mary's 22nd Birthday) which we did with all despatch and headed for home and leave on 10th. Just as a matter of interest the weather on the 8th, 9th and 10th was cloudy with rain and drizzle and no operations were scheduled for either day.
I arrived at Aldbourne on October 10th and of course by now Mary is due to have her baby.
54
[page break]
On the morning of October 12th she started in labour, we were driven to Savernake Hospital by a lady of the W.V.S. (Women's Volunteer Service) and at 6 pm Keith John arrived. All in all a masterpiece of timing.
The crew went their several ways after we had finished our tour. The normal practice was to become an instructor at an O.T.U. or H.C.U. I went briefly to Wigtown, Scotland, accepted a commission, and managed to get a posting to Cardington, Bedford where I became O.C. Headquarters Unit and where Karol was born. Gillian, Janet and Rod were to come along later. Jack Saletto was commissioned and returned to his native Australia. Peter Graves, the policeman, transferred to the Provost Branch and went to Germany after the war was over as a member of the control commission. The others were demobbed at the end of the war. Hicky went home to pursue his career as a civil engineer. I heard later he had died in the 1960s of a heart attack. Stan King went home, married his sweetheart, had a family, worked in the printing industry and died on December 1st, 1982.
Bert Jones went home to Yorkshire where he married and had a family. He became an Assistant Executive Engineer with the post office and died in retirement on December 16th, 1989.
Casualties sustained by 626 Squadron and 12 Squadron from the operations in which our crew participated:- 626 lost 10 Lancasters with 43 crew members killed, 12 taken P.O.W. and 8 Interned (albeit briefly) in Sweden. 12 Squadron lost 11 Lancasters with 58 crew members killed and 19 taken P.O.W. And, of course, there were a number of occasions when aircraft arrived home with wounded crew on board, the one most vividly remembered was the injury to Bill Bursey on August 14th. Our aircraft was damaged by flak on 5 occasions and by one of our own once (the incendiary through the wing on August 29th) but we never came under attack by enemy fighters and our gunners never did have to fire their guns in our defence. At the conclusion of our operational tour F/L Hicks was awarded the D.F.C. and later I received the Belgian Croix de Guerre with Palme.
I had spent my 21st Birthday in hospital, I had lost my first crew, I had crewed up again and completed a tour of operations, I had gone home afterwards and taken Mary to hospital where she had given birth to Keith on October 12th and on October 17th I celebrated my 22nd Birthday. All in all an eventful year.
55
[page break]
ROYAUME DE BELGIQUE
[crest]
[italics] Le Ministredela Défense Nationale
a l'honneur de faire savoir [/italics] au
Flight Sergeant: Kenneth - John [underlined] B R I N D [//underlined],
que, par Arrêté de S.A.R.,le Prince Régent, du 16.1.1947,No 3424,
LA CROIX DE GUEERE 1940 AVEC PALME,
lui a été décernée,
"Pour le courage et la bravoure dont il a fait preuve dans les glorieuses batailles qui ont amené la libération de la Belgique."
[signature]
56
[page break]
The Wickenby Squadrons
Twelve Squadron moved from Binbrook to Wickenby on September 25th, 1942. It was and still is a permanent R.A.F. squadron with battle honours dating from World War I to the Gulf War.
Their first WWII operation from Wickenby was on September 26th 1942 when 6 Wellingtons laid mines in the Baltic Sea. One aircraft was lost.
The Wellingtons were replaced by Lancasters in November 1942. On November 7th, 1943 No. 626 Squadron was formed from "C" Flight of 12 Squadron. Their first operation was on November 10th. The last operation of 12 and 626 Squadrons from Wickenby was against Berchtesgaden on April 25th 1945.
Both squadrons played a prominent role in Bomber Command offensive, and suffered their proportion of the heavy losses, with 763 members of 12 Squadron and 317 members of 626 Squadron losing their lives on operations from Wickenby, a total of 1,080 Killed in Action.
57
[page break]
Bomber Command Statistics
Air Crew Casualties
Of the 125,000 who trained and served in Bomber Command there were 73,841 Air Crew Casualties:
47,268 Killed in Action
[underlined] 8,232 [/underlined] Killed in Accidents
55,500 Total Killed (44.4% of total)
9,938 Shot down and taken P.O.W.
[underlined] 8,403 [/underlined] Wounded
18,341 (14.6% of total)
[underlined] 73,841 [/underlined] Casualties (59% of total)
58
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
A year in the Life
Description
An account of the resource
Ken Brind's autobiography detailing his tour of operations.
Creator
An entity primarily responsible for making the resource
KJ Brind
Spatial Coverage
Spatial characteristics of the resource.
France--Alençon
Great Britain
England--Aldeburgh
Germany--Berlin
United States
Florida--Pensacola
France--Reims
England--Gravesend (Kent)
England--Hastings
France--Dieppe
England--Brighton
England--Reading
France--Domléger-Longvillers
France--Pas-de-Calais
France--Calais
France--Berck-sur-Mer
England--London
England--Dungeness
France--Vierzon
France--Le Havre
France--Orléans
France--Dijon
England--Bridport
England--Weymouth (Dorset)
France--Rennes
Great Britain Miscellaneous Island Dependencies--Channel Islands
Europe--Mont Blanc
France--Tours
France--Normandy
France--Caen
Belgium--Kortrijk
Belgium--Brussels
Belgium--Ostend
Germany--Dortmund
Germany--Kiel
England--Mablethorpe
Germany--Stuttgart
Germany--Frankfurt am Main
Germany--Rüsselsheim
Germany--Mannheim
Germany--Karlsruhe
Germany--Nuremberg
Germany--Munich
England--Selsey (West Sussex)
France--Falaise
England--Old Sarum (Extinct city)
Poland--Szczecin
Atlantic Ocean--Kattegat (Baltic Sea)
Denmark--Copenhagen
Sweden
Sweden--Malmö
Sweden--Falun
England--Beachy Head
Germany--Rheine
Netherlands--Arnhem
Netherlands--Hague
Netherlands--Vlissingen
Norway--Bergen
Belgium--Antwerp
Netherlands--Walcheren
Germany--Saarbrücken
Germany--Emmerich
Netherlands--Nijmegen
England--Cromer
Germany--Berchtesgaden
England--Marlborough
Florida
Poland
France
Germany
Denmark
Belgium
Netherlands
Norway
Europe--Frisian Islands
England--Berkshire
England--Dorset
England--Kent
England--Lincolnshire
England--Norfolk
England--Suffolk
England--Sussex
England--Wiltshire
Coverage
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Royal Air Force
Civilian
Royal Air Force. Bomber Command
Language
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eng
Type
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Text
Text. Memoir
Format
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62 printed sheets
Identifier
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BBrindKJBrindKJv1
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.
Contributor
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Sue Smith
12 Squadron
1656 HCU
18 OTU
460 Squadron
625 Squadron
626 Squadron
Advanced Flying Unit
air gunner
aircrew
anti-aircraft fire
B-17
B-24
bomb aimer
bombing
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Distinguished Flying Cross
entertainment
evading
FIDO
Gee
H2S
Halifax
Heavy Conversion Unit
incendiary device
Ju 88
killed in action
lack of moral fibre
Lancaster
Lancaster Finishing School
Me 110
mine laying
Mosquito
navigator
Nissen hut
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
P-51
Pathfinders
Photographic Reconnaissance Unit
pilot
prisoner of war
RAF Binbrook
RAF Blyton
RAF Boscombe Down
RAF Cardington
RAF Dumfries
RAF Dunholme Lodge
RAF Finningley
RAF Hemswell
RAF hospital Rauceby
RAF Kelstern
RAF Lindholme
RAF Manby
RAF Manston
RAF Methwold
RAF Wickenby
RAF Wigtown
RAF Woodbridge
searchlight
Spitfire
tactical support for Normandy troops
target indicator
training
V-1
V-2
V-weapon
Wellington
Window
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/816/31072/SFarrAA1434564v10001.2.pdf
5bf8420013e198223332adc79a64ecf6
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
Farr, Allan Avery
A A Farr
Description
An account of the resource
Six items. An oral history interview with Allan Farr DFM (1923 - 2018, 1434564 Royal Air Force) as well as his flying logbook, a photograph, list of operations, a map, contemporary photograph and a song. He flew operations as an air gunner with 100, 625 and 460 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Allan Farr and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2017-07-12
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
Farr, AA
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
Alan Farr's flying log book
Description
An account of the resource
Flying log book for A A Farr, air gunner, covering the period from 29 December 1943 to 6 October 1944. Detailing his flying training, operations flown and instructor duties. He was stationed at RCAF Mount Joli, RAF Church Broughton, RAF Binbrook, RAF Blyton, RAF Waltham (aka RAF Grimsby), RAF Kelstern and RAF Seighford. Aircraft flown in were, Battle, Wellington and Lancaster. He flew a total of 48 operations, 20 with 100 Squadron, 7 with 625 Squadron and 21 with 460 Squadron of which 9 were daylight. Targets were, Cologne, Hamburg, Essen, Mannheim, Nuremburg, Milan, Peenemunde, Berlin, Munich, Hannover, Hagen, Leipzig, Dusseldorf, Courtrai, Ardouval, Bois-de-Jardin, Stuttgart, Foret-de-Nieppe, Trossey-St-Maxim, Pauillac, Fontenay-le-Marmion, Aire-sur-Lys, Brunswick, Falaise, Yolkel, Stettin, Fromental, Russelheim, Vincly, Frankfurt, West Kappelle and Saarbrucken. His pilots on operations were Pilot Officer Bowden, Flight Sergeant Etchells and Flying officer Hudson. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
SFarrAA1434564v10001
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Canada
France
Germany
Great Britain
Italy
Netherlands
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Atlantic Ocean--North Sea
Belgium--Ath
Belgium--Kortrijk
England--Derbyshire
England--Lincolnshire
England--Staffordshire
France--Aire-sur-la-Lys
France--Caen Region
France--Creil Region
France--Falaise
France--Nieppe Forest
France--Pas-de-Calais
France--Pommeréval
Germany--Berlin
Germany--Braunschweig
Germany--Cologne
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Hagen (Arnsberg)
Germany--Hamburg
Germany--Hannover
Germany--Leipzig
Germany--Mannheim
Germany--Munich
Germany--Peenemünde
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Stuttgart
Italy--Milan
Netherlands--North Brabant
Netherlands--Veere
Poland--Szczecin
Québec--Bas-Saint-Laurent
Germany--Nuremberg
Québec
Germany--Ruhr (Region)
France--Pauillac (Gironde)
France--Fontenay
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1943-05-15
1943-05-16
1943-07-06
1943-07-07
1943-07-08
1943-07-09
1943-07-24
1943-07-25
1943-07-26
1943-07-27
1943-07-28
1943-08-02
1943-08-03
1943-08-09
1943-08-10
1943-08-11
1943-08-12
1943-08-13
1943-08-15
1943-08-16
1943-08-17
1943-08-18
1943-08-31
1943-09-01
1943-09-03
1943-09-04
1943-09-05
1943-09-06
1943-09-07
1943-09-24
1943-09-25
1943-09-27
1943-09-28
1943-10-01
1943-10-02
1943-10-18
1943-10-20
1943-10-21
1943-11-03
1943-11-26
1943-12-02
1943-12-03
1943-12-04
1943-12-16
1943-12-17
1944-07-20
1944-07-25
1944-07-28
1944-07-29
1944-07-31
1944-08-01
1944-08-03
1944-08-04
1944-08-05
1944-08-07
1944-08-08
1944-08-09
1944-08-12
1944-08-13
1944-08-14
1944-08-15
1944-08-16
1944-08-17
1944-08-18
1944-08-25
1944-08-26
1944-08-28
1944-08-29
1944-08-30
1944-09-12
1944-09-13
1944-10-03
1944-10-05
1944-10-06
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
100 Squadron
12 OTU
1662 HCU
27 OTU
30 OTU
460 Squadron
625 Squadron
air gunner
aircrew
anti-aircraft fire
Battle
Bombing and Gunnery School
bombing of Hamburg (24-31 July 1943)
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Peenemünde (17/18 August 1943)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
Distinguished Flying Medal
Heavy Conversion Unit
Lancaster
mid-air collision
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
RAF Binbrook
RAF Blyton
RAF Church Broughton
RAF Grimsby
RAF Kelstern
RAF Seighford
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29141/PAllnuttFJ1606.2.jpg
c16897de17a16c97c39318aa23e1b712
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
Allnutt, Frank John
F J Allnutt
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Allnutt's crew and bomb
Description
An account of the resource
Seven airmen standing behind a large bomb on a bomb trolley after the crew's last operation. 'Whacko Bluey!' is chalked on the bomb. Bluey was a term applied to a redhead, in this case one of the ground crew.
Additional information about this item has been kindly provided by the donor.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-11-27
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PAllnuttFJ1606
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Temporal Coverage
Temporal characteristics of the resource.
1944-11-27
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
625 Squadron
air gunner
aircrew
bomb aimer
bomb trolley
flight engineer
navigator
pilot
service vehicle
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29129/PAllnuttFJ1619.2.jpg
f567285a18ddb81a9110d959997cb8c6
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
Allnutt, Frank John
F J Allnutt
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Anti-aircraft fire over Essen
Description
An account of the resource
Air-to-air view of anti-aircraft fire bursting around Lancasters over Essen.
Additional information about this item has been kindly provided by the donor.
Creator
An entity primarily responsible for making the resource
John Allnutt
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-10-25
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PAllnuttFJ1619
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--Essen
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-10-25
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.
625 Squadron
anti-aircraft fire
bombing
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/171/9859/LAtkinsAH418514v1.2.pdf
2442259ebfd050afd9ef5293f8203e96
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
Atkins, Arthur
A H Atkins
Description
An account of the resource
24 items. An oral history interview with Arthur Atkins DFC (d. 2022, Royal Australian Air Force), his logbook and 23 photographs. Arthur Atkins grew up in Melbourne, Australia and joined the RAAF. After training he flew 32 operations as a pilot with 625 Squadron from RAF Kelstern.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Atkins and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-05
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Atkins, A
Conforms To
An established standard to which the described resource conforms.
Pending additional content
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Arthur Atkins’ flying log book for pilots
Description
An account of the resource
Pilots flying log book for Arthur Atkins, covering the period from 12 November 1942 to 12 July 1945. Detailing his flying training, operations flown and instructor duties. He was stationed at RAAF Benalla, RAAF Somers, RAAF Malalla, RAAF Ascot Vale, RAAF Point Cook, RAAF Bradfield Park, RAF Brighton, RAF Andover, RAF Greenham Common, RAF Long Newnton, RAF Lichfield, RAF Church Broughton, RAF Boston Park, RAF Wescott, RAF Blyton, RAF Hemswell, RAF Kelstern, RAF Sandtoft and RAF Gamston. Aircraft flown were, DH 82 Tiger Moth, Wackett, Anson, Oxford, Wellington, Halifax and Lancaster. He completed a total of 31 operations with 625 squadron, 15 night and 16 daylight. Targets were, Orleans, Foret de Croc, Caen, Saumerville, Wizerne, Kiel, Russelsheim, Tours, Le Havre, Rheine-Salzbergen, Saarbrucken, Fort Frederik Hendrik, Essen, Ardouval, Stuttgart, Le Landes, Pauillac, Fotenay le Marmion, Stettin, Ghent-Terneuzen Canal, Raimbert, Frankfurt, Calais, Emmerick, Duisberg and Koln. His pilot for his first 'second dickie' operation was Flying Officer Slade.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LAtkinsAH418514v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Australia
Belgium
France
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--English Channel
England--Berkshire
England--Buckinghamshire
England--Derbyshire
England--Gloucestershire
England--Hampshire
England--Lincolnshire
England--Nottinghamshire
England--Staffordshire
Belgium--Ghent
France--Calais
France--Calvados
France--le Havre
France--Les Landes (Region)
France--Orléans
France--Pas-de-Calais
France--Saumur
France--Forêt du Croc
France--Tours
Germany--Cologne
Germany--Duisburg
Germany--Emmerich
Germany--Essen
Germany--Frankfurt am Main
Germany--Kiel
Germany--Rüsselsheim
Germany--Saarbrücken
Germany--Salzbergen
Germany--Stuttgart
Netherlands--Breskens
Netherlands--Terneuzen
New South Wales
South Australia
Victoria--Benalla
Victoria--Point Cook
Poland--Szczecin
Victoria
England--Sussex
Poland
Germany--Ruhr (Region)
France--Pauillac (Gironde)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1943-11-13
1944-07-04
1944-07-05
1944-07-06
1944-07-07
1944-07-12
1944-07-13
1944-07-18
1944-07-20
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-08-02
1944-08-04
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-17
1944-08-18
1944-08-19
1944-08-25
1944-08-26
1944-08-29
1944-08-30
1944-08-31
1944-09-05
1944-09-06
1944-09-10
1944-09-12
1944-09-13
1944-09-16
1944-09-17
1944-09-27
1944-10-05
1944-10-06
1944-10-07
1944-10-11
1944-10-14
1944-10-15
1944-10-23
1944-10-24
1944-10-31
1944-11-01
1662 HCU
1667 HCU
27 OTU
625 Squadron
Advanced Flying Unit
aircrew
Anson
bombing
Flying Training School
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 1
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
pilot
RAF Andover
RAF Blyton
RAF Church Broughton
RAF Gamston
RAF Hemswell
RAF Kelstern
RAF Lichfield
RAF Sandtoft
RAF Westcott
tactical support for Normandy troops
Tiger Moth
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/471/16229/PBirkbyB1502.1.jpg
3ebe4daabb64891439ae88005471339e
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
Birkby, Bessie
B Birkby
Tess Birkby
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Birkby, B
Description
An account of the resource
Three items. An oral history interview with Leading Aircraftswoman Bessie Birkby (1924 - 2019) and two photographs. She was a Women's Auxilliary Air Force driver stationed at RAF Binbrook, RAF Kelstern and RAF Scampton.
The collection has been loaned to the IBCC Digital Archive for digitisation by Bessie Birkby and catalogued by Trevor Hardcastle.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-30
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.
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
Bessie Birkby and ground crew
Description
An account of the resource
Bessie and eight other ground crew from 625 Squadron at RAF Binbrook, sitting on a loaded bomb trolley.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PBirkbyB1502
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force. Bomber Command
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
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.
625 Squadron
bomb trolley
ground crew
ground personnel
RAF Binbrook
service vehicle
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/471/16227/PBirkbyB1501.2.jpg
413962f9963f69ed3bc0995148e70331
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
Birkby, Bessie
B Birkby
Tess Birkby
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Birkby, B
Description
An account of the resource
Three items. An oral history interview with Leading Aircraftswoman Bessie Birkby (1924 - 2019) and two photographs. She was a Women's Auxilliary Air Force driver stationed at RAF Binbrook, RAF Kelstern and RAF Scampton.
The collection has been loaned to the IBCC Digital Archive for digitisation by Bessie Birkby and catalogued by Trevor Hardcastle.
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-30
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.
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
Bessie Birkby's wedding photograph
Description
An account of the resource
Bride and groom are Bessie and Wally Birkby, then a sergeant with air gunner.
Date
A point or period of time associated with an event in the lifecycle of the resource
1946
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PBirkbyB1501
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Lincoln
Temporal Coverage
Temporal characteristics of the resource.
1946
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.
625 Squadron
aircrew
ground personnel
love and romance
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2513/43510/PDavyFR1905.2.jpg
a87c7a937244025fa860f2cc7f075dc8
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
Birmingham
Description
An account of the resource
A vertical aerial photograph of Birmingham. The intersection between Church Hill Road and Crompton Road is highlighted. Captioned 'FN78 KLS 6-7-44//8" 6500' --> Birmingham 'Y' Training F/L Davy G625'.
Identification kindly provided by Kenneth R. Woolley III of the Unidentified photos of the British Isles Facebook Group.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-07
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Birmingham
England--Lincolnshire
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 b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PDavyFR1905
Conforms To
An established standard to which the described resource conforms.
Geolocated
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.
1944-06-07
625 Squadron
aerial photograph
RAF Kelstern
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1897/41932/SMunroDM[Ser -DoB]v10002.jpg
a53ca1361b0287665f12a9e7317b43f0
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
Munro, David McArthur
D M Munro
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-07-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Munro, DM
Description
An account of the resource
Two items. The collection concerns Sergeant David McArthur Munro (1567515 Royal Air Force) and contains a photograph and research. He flew operations as a flight engineer with 463 Squadron and was killed 16 March 1944 after a mid-air collision with another Lancaster over Lincolnshire. <br /><br />The collection was loaned to the IBCC Digital Archive for digitisation by Margaret Rook and catalogued by IBCC Digital Archive staff. <br /><br />Additional information on David McArthur Munro is available via the <a href="https://losses.internationalbcc.co.uk/loss/116891/">IBCC Losses Database</a>.
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
Collision of ED606 and ND637
Description
An account of the resource
Research notes about the collision of two Lancasters over Branston.
Temporal Coverage
Temporal characteristics of the resource.
1944-03-16
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Branston (Lincolnshire)
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. Personal research
Format
The file format, physical medium, or dimensions of the resource
One photocopied sheet
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
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
SMunroDM[Ser#-DoB]v10002
463 Squadron
625 Squadron
final resting place
Lancaster
mid-air collision
RAF Kelstern
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/565/26597/LEvansDC2207080v1.2.pdf
982963a4c8166470a5c58eae718b4650
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, Derek Carrington
D C Evans
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Evans, DC
Description
An account of the resource
Eight items. An oral history interview with Warrant Officer Derek Carrington Evans (1924 - 2017, 2207080 Royal Air Force) and his log book. He flew operations as a wireless operator / air gunner with 625 Squadron. Also contains photographs of model Lancaster and people.
The collection has been donated to the IBCC Digital Archive by Derek Carrington Evans and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Derek Carrington Evans' navigator’s, air bomber’s and air gunner’s flying log book
Description
An account of the resource
Wireless Operator/Air Gunners flying log book covering the period from 8 October 1943 to April 1953. Detailing his flying training and operations flown. He was stationed at RAF Yatesbury (2 Radio School), RAF Evanton (8 AGS), RAF Wigtown (1(Observer’s) AFU), RAF Finningley (18 OTU), RAF Blyton (1662 HCU), RAF Hemswell (1 LFS), RAF Kelstern & RAF Scampton (625 Squadron), RAF Doncaster (9 RFS). Aircraft flown in were Dominie, Anson, Wellington, Halifax, Lancaster. He flew a total of 14 night-time and 5 daylight bomber operations (total 19) plus two Operation Manna “spam dropping” flights and one Cook’s Tour flight with 625 Squadron, targets were Essen, Cologne, Dusseldorf, Bochum, Dortmund, Bonn, Zeitz, Mannheim, Bottrup, Geilenkirchen, Wanne Eichel, St Vith, Rheydt, Heligoland and Neuss. His pilots on operations were Flight Lieutenant Treherne, Squadron Leader Russell and Flying Officer Bailey. From 1951 to 1953 he flew as RAFVR with 9 Reserve Flying School.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Terry Hancock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LEvansDC2207080v1
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
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1944-08-09
1944-09-23
1944-09-30
1944-10-01
1944-11-02
1944-11-04
1944-11-06
1944-11-09
1944-11-11
1944-11-16
1944-11-18
1944-11-29
1944-12-21
1944-12-26
1944-12-27
1945-01-16
1945-01-17
1945-02-01
1945-02-03
1945-02-09
1945-02-10
1945-02-28
1945-03-01
1945-03-12
1945-03-19
1945-04-18
1945-04-29
1945-05-05
1945-06-01
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Germany
Great Britain
Belgium--Saint-Vith
England--Lincolnshire
England--Wiltshire
England--Yorkshire
Germany--Bochum
Germany--Bonn
Germany--Bottrop
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Geilenkirchen
Germany--Helgoland
Germany--Mannheim
Germany--Neuss
Germany--Rheydt
Germany--Wanne-Eickel
Germany--Zeitz
Scotland--Dumfries and Galloway
Scotland--Ross and Cromarty
Germany--Ruhr (Region)
1662 HCU
18 OTU
625 Squadron
Advanced Flying Unit
Air Gunnery School
aircrew
Anson
bombing
bombing of Helgoland (18 April 1945)
Cook’s tour
Dominie
Halifax
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Blyton
RAF Evanton
RAF Finningley
RAF Hemswell
RAF Kelstern
RAF Scampton
RAF Wigtown
RAF Yatesbury
training
Wellington
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/143/1365/MHawkinsD158602-151002-01.1.pdf
59c7d92b5ad6fd4b0acb191dac0c6bd5
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
Hawkins, Des
Des Hawkins
Desmond Hawkins
D H Hawkins
D Hawkins
Description
An account of the resource
Four items. An oral history interview with Flight Lieutenant Desmond Howard Hawkins DFC (158602 Royal Air Force), one photograph, a diagram and notes about his service. Des Hawkins volunteered for the Royal Air Force in 1941. He trained as a navigator in Canada and flew 47 operations in Lancasters with 44, 625 and 630 Squadrons from RAF Waddington, RAF Dunholme Lodge, RAF East Kirkby and RAF Kirmington.
The collection has been loaned to the IBCC Digital Archive for digitisation by Des Hawkins and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-20
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. 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
Hawkins, DH
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] 630 SQUADRON LANCASERS [sic] [/UNDERLINED]
[underlined] NIGHT [/underlined] [underlined] PILOT /[underlined] [underlined]FLYING
TIMES [/underlined/
18 NOV. 1943 FLT/SGT BURNESS BERLIN 7.55
̎ 22 NOV ̎ FLT/SGT BURNESS BERLIN 5.50
̎ 23 NOV ̎ FLT/SGT BURNESS BERLIN 6.10
ABOVE OPERATIONS — FT/LT D.H. HAWKINS
[underlined] WAS NAVIGATOR 158602 [/underlined]
625 SQUADRON — LANCASTERS
NIGHT 14 JAN 1945 F/LT CONNOR MERSEBURG 8.10
̎ 16 JAN ̎ F/LT CONNOR ZEITZ 7.50
̎ 8 FEB ̎ F/LT CONNOR POLITZ 8.25
̎ 14 FEB ̎ F/LT CONNOR CHEMNITZ 8.40
̎ 21 FEB ̎ F/LT CONNOR DUISBURG 6.05
DAY 1 MAR ̎ F/LT CONNOR MANNHEIM 6.15
DAY 2 MAR ̎ F/LT CONNOR COLOGNE 5.10
NIGHT 5 MAR ̎ F/LT CONNOR CHEMNITZ 9.35
DAY 23 MAR ̎ F/LT CONNOR BREMEN 4.05
DAY 27 MAR ̎ F/LT CONNOR PADERBORN 4.45
DAY 31 MAR ̎ F/LT CONNOR HAMBURG 5.05
DAY 3 APRIL ̎ F/LT CONNOR NORDHAUSEN 6.15
NIGHT 9 APRIL {GARDENING (MINING)
{KIEL HARBOUR 6.00
NIGHT 16 APRIL POTSDAM 8.55
DAY 18 APRIL HELIGOLAND 4.30
DAY 22 APRIL BREMEN 4.40
DAY 1ST MAY ROTTERDAM 3.05
(DROPPING FOOD)
ABOVE OPERATIONS
FLT/LT D.H. HAWKINS 158602
WAS NAVIGATOR
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
Des Hawkins' service history and list of operations
Description
An account of the resource
Account of the 1941-1946 service history of Flight Lieutenant Des Hawkins with 44, 625 and 630 Squadrons.
Format
The file format, physical medium, or dimensions of the resource
Three handwritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MHawkinsD158602-151002-01, MHawkinsD158602-151002-02
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Italy
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Des Hawkins
Temporal Coverage
Temporal characteristics of the resource.
1941
1942
1943
1945
Contributor
An entity responsible for making contributions to the resource
Karl Williams
David Bloomfield
44 Squadron
625 Squadron
630 Squadron
aircrew
Anson
bombing
bombing of Hamburg (24-31 July 1943)
bombing of Helgoland (18 April 1945)
C-47
Distinguished Flying Cross
mine laying
navigator
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
RAF Dunholme Lodge
RAF East Kirkby
RAF Kelstern
RAF Kirmington
RAF North Luffenham
RAF Waddington
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/478/8360/PBrookM1702.1.jpg
2a32cca0ab606686d2c94b2637f9bf3f
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/478/8360/ABrookM170109.1.mp3
00850afc35764d56bc92548f6dbdcad0
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
Brook, Maurice
Dr Maurice Brook
M Brook
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
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.
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
DM. This interview is being conducted for the International Bomber Command Centre. The Interviewer is David Meanwell, the Interviewee is Mr Maurice Brook and interview is taking place at Mr Brooks’ home in Dorking, Surrey, and today is Monday the 9th of January 2017. If you could start off perhaps by saying a bit about where you were born, grew up and educated, and a bit about your family perhaps.
MB. If you want to be strictly accurate, I suppose it is Doctor Brook, but that’s -
DM. I beg your pardon.
MB. Well I grew up in Yorkshire, went to school in Rothwell, er Rothwell Grammar School and er, to use Rob Wiltons phrase, the day, the day war broke out I was still at school, and I remember our neighbour saying to my mother, ‘well at least your boys too young to be affected’, and how wrong she proved to be because that was 1939, the first year of the war, we were soon into 1940. We had an Air Training Corps formed at school, there was no summer holiday. School stayed open, the boys were spending time with the headmaster at his house learning to shoot, with a view to providing defence as it were. But um, and then we started getting rifles from America on the lease lend I suppose, and we were emptying rifles that were all in grease and degreasing them and making them work. That was a sort of school boy activity for the summer. Er, the eh, then of course we had Dunkirk, and we had wounded, we had a hospital nearby and so wounded soldiers were there, and they used to bring them over to school in the afternoons and the girls used to give them tea and so on. It was a mixed school by the way. And then um, the RAF started a bursary scheme. I got to be a sergeant in the Air Training Corps by then and the scheme was, you could apply for a bursary when you were seventeen, and I managed to persuade my father to sign the forms to sign up for this, and I managed to win a bursary to Christ College Cambridge. Went there when I was under eighteen actually, the condition was that er, you attended the university course for a year. It was a war time year which was of course not the full twelve months, because there was no vacations and you had to be a member of the University Air Squadron, and in effect we did initial flying training during the University Air Squadron period. So I was there and er, we had the Commanding Officer of the Cambridge University Air Squadron was the headmaster of the Lease School at Cambridge, so he had sort of two hats. I suppose we were being taught to be gentlemen or something. Quite amusingly, after the war when I got my, some of my RAF records, I found what the Commanding Officer of the Air Squadron had said about me when I moved on, and er, he said I was rough diamond but I responded well to training [laugh] and I suppose what he meant was, I got quite a strong Yorkshire accent and that sort of, and that menial was not on. Anyway, from the University Air Squadron, I went to the RAF proper and we were moved to Canada for the next stage of training, went to London, Ontario, in the winter, really cold weather and the airfield, the pilots were all civilian pilots. The Instructors were Royal Canadian Air Force instructors, the er, pilots were amazingly good, they would just do what they were told even though it was wrong, even to the extent of running danger. Sometimes people would overfly the Great Lakes because they got the navigation wrong and the pilots would do it and not turn a hair, and of course would have to land in America and come back. Er, I was very impressed actually by the training, it was very thorough, and er, um, in subsequent years the fact that we had a good training in astronavigation, which seemed to be useless at the time, proved to be very valuable as you learn. The er, eventually we graduated, navigators, and I was commissioned in the Royal Canadian Air Force, then had a months leave when I could explore the United States. Back to England, landing at Liverpool and being met by a military band and in both directions, both going out and coming back, we went on big liners like the Aquitania and the Andes, not in convoy but just singly, just zig zagging at high speed across the ocean and er, we had to do drill on board. You know, a cannon, a loose so that you could do some fighting back if a U-boat surfaced, but we made it both ways successfully. Er, Liverpool to Harrogate which was the aircrew reception centre, where most of the hotels had been taken over by aircrew, and I had a temporary job in the post office for a time sorting out missing mail. I can’t remember how long I was, I wasn’t there very long, then up to the advanced flying training unit in Millholme in Cumberland. Because of course, in Canada, although you were taught the rudiments of navigation, there were no black outs, so you could look out and see the illuminated towns. Although you might misinterpret what you were seeing, at least you, you could see towns, but in Millholme and so on, you were working in black out conditions, and also there was the Isle of Man and the Lake District with high mountains which put people on their metal, and ‘cause more than once aircraft crashed into them through not having enough height. That was the initial experience of black out flying and er, in the daytime it was really wonderful, the experience of climbing up through the clouds into the sunshine was one of the exhilarating moments, er, in a young mans life. What I was, what I was only nineteen then and er, where did we go from Millholme, Millholme to operational training units in Husbands Bosworth and there we were brought together, all different aircrew. The first day after we all got settled in, you were in a big mess hall and you just left together and the instructions were to sort yourselves out into crews. There was no sort of detailed selection process and that. I was one of those people that liked to watch what was happening rather than take the initiative, but it wasn’t very long before a rather dapper looking young man, well not young man, he was a middle aged man actually came. He was a commissioned bomb aimer, and said ‘had I got any crew yet?’ and I said ‘no’, he said well he’d tied up with a pilot and would I join them as a navigator? All right, you look all right. And then I met the pilot, Peter, and he seemed all right. He was a young man like me, very young actually, and er, what else did we have in the crew, oh a wireless operator and two gunners. The gunners were survivors of a previous crash and all the rest of the crew had been killed except them and of course it wasn’t uncommon, the, the accident rate in training was quite high. So having formed a crew, we were put onto Wellingtons for quite a long period of training on Wellingtons. And we, and we had the first of the electronic equipment I had as a navigator, a thing called Gee, where you had blip, blips on a screen and transmission stations in the Country sending out signals and you were given special maps, and where the lines intersected you should be able to plot your position exactly. If you were in this country you could, but as you moved further away from Britain of course, the lines, angles became more and more distorted and then the Germans began to jam it so it became very difficult. We completed our operational training reasonably well but we weren’t happy with the pilot, Peter, who was, he was, how can I put it? He was over anxious, he was over stressed, he wasn’t in charge of himself let alone a crew and an example, at take off, we were all wearing oxygen masks but you didn’t have oxygen on at ground level, but he would leave his mask dangling and the microphone was in the oxygen mask and he didn’t switch it off. So when we took off down the runway, the noise of the engines was amplified through his loud speaker and everybody had this noise. And of course, if there had been an emergency, none of us could have communicated. And er, we kept telling him about this and he kept saying he would put it right and he never did. But we got to the last flight of the training and we were given a long detour. During the flying, during the operational training, by the way, we kept having various routes which took us near the Dutch coast or German coast, so you got in touch with searchlights and anti-aircraft guns, but you weren’t carrying any bombs. Erm, only occasionally did anybody get shot down but it gave you a, just a taste of what might be to come. On this last flight it was an absolutely filthy night, it really was dreadful and when we took off from Husbands Bosworth and we had a long route around part of the British Isles, and then we were going North, crossing the Isle of Anglesey and I thought I must be getting something wrong because we seemed to be stationary over the Isle of Anglesey for ages and ages, we weren’t moving. And I kept getting the position from Gee and we were hardly moving but we had a head wind of something like a hundred miles and hour, erm, then we got a call to divert because the weather had obviously closed in at Husbands Bosworth. We diverted to an airfield near Bristol and I worked out the course and got us back to the airfield and Peter the pilot was clearly very stressed by all this, erm, and er, we got to the airfield and he wanted us to bale out, he didn’t think it was safe to land [laugh], that caused some consternation, I couldn’t see why we needed to bale out. Fortunately we had sitting with us, an instructor who had been there from the beginning, hadn’t said a word the whole flight, and at that point he said ‘I’ll take over’. So he took over and landed perfectly well and then the next day we flew back to Husbands Bosworth. We were sent on leave for ten days and when we came back from leave, I talked to Jim, the bomb aimer, who was a commissioned officer and I said, ‘I wasn’t happy about Peter as a pilot’. He said no he wasn’t, and then the two gunners came and they were really twitchy having, you know, already had one crash and they said they couldn’t, they couldn’t fly with Peter. Erm, and the wireless operator who had been a ground operator in er Africa, so he wasn’t immature, he was in his late twenties, he said the same thing and they more or less said, ‘well you are the officers, you have to do something about it’. And er, we went to see the adjutant, somewhat apprehensive because refusing to fly, even although we were volunteers, was quite a serious matter, you were, you know, lack of moral fibre. We weren’t lacking any moral fibre, but we didn’t feel that we had much of a future with Peter, and fortunately when we talked to the adjutant, he said ‘that’s alright, I had a report from the instructor and we think Peter should be held back for some more instruction, and so he will go to the conversion unit and there will be a pilot waiting for you there’. So off we went to Sturgate, which was four engined conversion unit, Halifaxes, where we picked up a flight engineer who was also a pilot, and we were introduced to Dave Lennox, Flight Lieutenant Lennox. Scotsman, such a contrast, he was, he’d been one of the first er, call ups of the [unclear] pre-war conscription and he had gone into a Scottish Regiment. Served in a Scottish Regiment, been in France, been in Dunkirk, risen to the rank of Regimental Sergeant Major very rapidly, and then when he had got back to England, he wanted to remuster as aircrew, and in those days, if you were in a reserved occupation or in any of the other forces, if you wanted to volunteer for aircrew, you had to be released. So he was released and he had gone and trained as a pilot and then he had been kept in er, Canada as an instructor for some time. So he got a lot of flying experience by the time he came to us, and he was, he was so level headed and sort of refreshing. As we did our conversion unit training and very early on, we had reason to be thankful we got him as a pilot because we took off and er, just as we left the ground, he said ‘we’ve burst a tyre’. [Interrupted by telephone call]. We had just left the ground with the burst tyre. We completed the exercise, which I think was a bombing exercise off the Lincolnshire coast, and then came back to land and of course, the problem was landing with a burst tyre was very dangerous. So Dave quite calmly said, ‘take up your crash positions and I am going to come down with the burst tyre on the grass and the other wheel on the runway and we might tip over, but with luck we should make it’. And he did, we made a perfect landing and we came to a halt, no problem. So that reinforced our confidence in Dave. We completed the full er, conversion, these were Halifaxes by the way, which were rather like airliners inside. They were so spacious with the black and white tiled lino on the floor, amazing. Er, we had also more ground instruction, we had dinghy drill, we were taken to the local baths. You had to get up on the top diving board with a pair of dark glasses on and the dinghy was in the pool upside down and you had to jump off the top of the thing and make you way around in the pool and find this dinghy, turn it over, climb into it and then blow your whistle to attract the other crew. Which was valuable training I suppose, but very unpleasant, and various other things like that. Then at some stage, a very curious thing happened, we were taken, some of us, me included, were sent to Hereford, to RAF Regiment place at Hereford. Aircrew Officers Numbr 1, yes, Number One Aircrew Officers School, and we were given a sort of infantry training, er assault course stuff and er, creeping up on enemies and slitting their throats without them making a noise. Being taken out into the Welsh hills and made to jump off the back of moving lorries and find your way back to base. The point of it all was, you know, it wasn’t good for morale, we were told, ‘oh, well, this was so that we could help to defend airfields against invdaders’, you know, we would take charge of the troops but the danger of that had passed, subsequently this became the SAS, so that is what it was all about, they were just trying it out. Anyway er, fortunately, I, I, I got put into hospital [laugh] and became paralyzed with fibrositis through exposure, and I was in hospital for two weeks having physiotherapy and radiotherapy. The only disadvantage of that was the local vicar used to come visiting, and he wouldn’t be persuaded that I was suffering from exposure through something stupid the Air Force had done, you know. I suppose he thought I had come down in the sea or something. Anyway, we got over all that, go back join the team and were posted to 625 Squadron at Kelstern. Er, now when we moved house some years ago, my log book was stolen and for that reason I don’t have an accurate record of what happened, and false memory can be quite intense and yet be false, you know, after seventy years interval, You realise things are not quite what you thought they were. I went to the records office at Kew and looked at the squadron records. Most of them were undecipherable, I just couldn’t make head nor tail of them, so then I employed a couple of er, military experts who were spending a lot of time there, and asked them if they could research the records. They had some difficulty but they did get quite a bit and I could have sworn that we joined the squadron in late ’45, late ’44 rather, certainly before Christmas, but the records show we didn’t, it was early 1945, so that was just one example. They got details of most of the operations which had taken place and I recognised some, not others. There are some that I could have sworn we’d done like Stettin and Frieberg, but again that could be false memory, it’s very curious. The very first operation you would think you’d remember, I don’t remember a thing about it and so it must have gone very smoothly. The second one I certainly do, and that was Nuremburg. Now in 1944 there was a disastrous raid on Nuremburg, March 1944, in which nearly a hundred aircraft were lost, and at one stage they were being shot down at a rate of one a minute, and very few aircraft ever reached Nuremburg. On this occasion we got to the target erm, and [unclear] I was in a little cabin, I didn’t see much unless I got up to look out, but the gunners and the bomber aimer commented that there seemed to be fires lit on the route. So the Germans must have known the route and certainly there was quite a lot of opposition. Anyway, when we got back, we reported this and the briefing officer said ‘oh no, they weren’t fires, those were aircraft burning on the ground’. And in fact that raid, nearly a year after the disastrous one in ’44, had over eight per cent loss, erm ,which was a very sobering introduction for us, for our operational career, made us look at things differently. Erm, well, life on an operational squadron was sleep, briefing, flying again and then intervals of leave inbetween. The way it tended to work was, there would be a tannoy message in the morning that operational aircrew were to remain on base, which meant you might be on operations that night, and then in the Officers Mess, there is a little blackboard called “battleorder”, and it would have the names of the captains and navigators of the aircraft that were likely to be wanted that day, and then if there was a, a raid on, you would be called for briefing about four or five o’clock. Go to the briefing room and er, all sit together, and the station commander and squadron commanders came in and er, there would be a curtain over the wall. The curtain would be pulled aside and the target and the route to the target would be marked, and there would be an intake of breath according to where the target was. Each of the operators would give a, meteorological officers would tell you about the weather, the bomb aimer would give instructions to the bomb aimers, the navigation leader would tell us the things to watch out for and of course, you never went straight to a target, it was always varying turning points, and getting the timing right at the turning points was absolutely vital. Because if you are in the Bomber Stream, and you are thirty seconds late on your turn, when you’ve turned you might be outside the stream and you can be picked off. Er, after the briefing, the rest of the crews used to go out to the aircraft. The navigators would remain behind copying the details of the turning points and the codes for the erm, beacons on the ground. In this country there would be beacons and sometimes the Underground would be going to be have flashing beacons, which weren’t reliable, but if you knew and you knew a code, they might be useful to you. Then we picked up our stuff and were taken out to the plane, by which time the engines had started, and you taxied out onto the runway one after the other and took off and then you would climb and probably have half an hour or more to kill, and you would tootal up and down England or go look at your home area or something like that and usually we collected around Reading, that was a very common meeting point and then the stream would begin to assemble over Reading and then go out very often, go out to Beachy Head, would be our next turning point, then you cross across to the Enemy coast. Er, from that point on, I would navigating and I would give the pilot er, the compass course which he would follow. We had in the aircraft, and it was Lancasters by then, an air position indicator, which showed the exact position you were in the air, or at least in the exact position you would be on the ground, if in the air, there was no wind [laugh]. But of course, the vital part about navigation is to work out the wind and the extent to which it moved you and we also had an erm, a thing called Gee for operators, which was a mobile transmitter which sent beams down to the ground and then they rebounded and er, you got a picture on the screen, an illuminated screen, reflecting objects on the ground like lakes, towns, small hamlets erm, on a very good set, railway lines. Actually, a photographic interpretation officer on the squadron showed me how to spot the railway lines. I didn’t believe you could do it but she said you could and showed me how to do it and we had special maps, which were coloured to match what you would see on the screen. We also had the Gee but it was heavily jammed and it was very difficult to be precise, so I had to rely most of the time on the radar things and when we came up to turning points, I would give the captain a new course but count down to the turning point, so we got it, you know, absolutely precise to the second, and we managed to stay in the stream most of the time. When you were in the dark in the Bomber Stream, the crew used to be happy if the plane felt as though it was running over tarmac, you know, because that meant you were in the slipstream of the aircraft in front and the first time we realised how close we were, was when we did our first daylight raid. I mean, very often in the dark, the wireless operator used to have a trailing aerial, a long copper aerial, but it was frequently cut off by the propellers of an aircraft behind us, er, and then, as we approached target, it would usually be marked by Pathfinders, the bomb aimer would take over and er, he would then, there would be those tense moments as you approach the target when he was totally in charge. He was flying, supposed to fly a steady, left, left, right, right and steady and that seemed to go on interminably. There was searchlights around and you were hoping they’d miss you, and then you felt the bombs go, ‘cause the plane would jump and after the bombs gone, it was still steady for another thirty seconds or so while they took photographs. Then I would have given the captain the course away from the target, he could turn and get on the way. Now of course, it didn’t always go as smoothly as that, there was searchlights and anti-aircraft. If you got caught in searchlights, then they used to do a manoeuvre, steep dive and corkscrew, and your guts used to come up into your mouth and then pull out of it again, or if the gunners thought they had spotted a night fighter, they again would call out corkscrew left or right, according to which way they thought you should go, the same thing would happen, we managed that all right. On one occasion, we had a major from an anti-aircraft unit in this country who was flying with us, ‘cause he was supposed to be studying the German anti-aircraft defences, and he was beside me but with his head out of the astrodome, watching. And it so happens we got caught in searchlights, and the Germans had a system in some areas where they had a blue searchlight, which was presumably radar operated and if the blue searchlight got you, then five or six others came on immediately, you were absolutely coned and that happened to us, and Dave again did a steep dive, he got us out of it, back again and then wee tackled the target and there was quite heavy ant-aircraft fire. Anyway when we got back, this major [laughs], major had gone very quiet [laugh], he said he didn’t know how we could do that night after night. I think he got the information he wanted. I don’t know precisely how many trips we did because these records even when the experts were confusing. We didn’t, we didn’t do a tour but I seem to remember us being pleased, we done half a tour, so er, er, and there is records show something approaching that number anyway.
DM. How many would that have been?
MB. The full tour would have been thirty, half the tour would have been fifteen. One memorable, well there were several memorable ones, but one was Kiel. We were detailed to lay mines in Kiel harbour and so we flew with the main force which was attacking some other place, Bremen or Hamburg I don’t know which, and then we broke away to Kiel, and I had to navigate to a land mark in Kiel harbour so the bomb aimer could take over at that point, and then he had to fly a straight and steady course for a certain time and then drop the mines. And of course a lone plane in Kiel harbour, with all the ships there, was just a sitting target, searchlights and anti-aircraft, everything being shot at us. Erm, but we did, we dropped the mines and we got away from Kiel, but soon afterwards one of the engines had obviously been hit and had to be feathered as they say, it stopped working and soon after that, another engine went. That meant I had no electricity for the radar operations, the problem was, you know, well how do we get back home [laugh] navigation wise? And er, it was at that point I was thankful for the astronavigation training in Canada. Er, it was a cloudy night but I got in the astrodome and looked and occasionally you could see stars, and I always took a sextant with me, so I got my sextant out and I could identify, eventually identify what I was pretty sure was the pole star. And the wireless operator, his cabin, his bit was next door to me, I got him to do the precise timing on the watch and I took the shots on the pole star and then I always carried books of tables, and you could look up in the tables and an angle and a time, and it would tell you roughly, well tell you precisely what latitude you should be at. That gave us at least a latitude and I reckoned if you keep North, keep North of Heligoland, which was heavily defended and er, keep on the right latitude, hit England eventually. So we proceeded that way, as far as the rest of crew were concerned everything was ok, I didn’t tell them I got problems. Erm, and er, we were slowly descending so I was also trying to work out by dead reckoning, applying the last wind that I knew was reliable, points where we might come down in the sea, so that the wireless operator could send the message if need be. Anyway we proceeded and eventually we hit the East Anglian coast and the bomb aimer recognised where we were, and we tootaled off and landed successfully back at base, relief all round. And then another occasion I remember, we had a long flight into Romania I think it was, no, Czechoslovakia, a place called Plowen, and oil refiners in Plowen, and er, we must have been running short of fuel coming back. We got back, we just got to the end of the runway and the engines stopped, we were completely out of fuel [laugh], so that was another lucky escape. Er, on the whole we did all right, the er, two memorable ones when we were put onto daylight raids, a couple of when, of when we had a big fighter escort. That was quite impressive, American and RAF fighters in the daylight alongside erm, and er, I think Hamburg. The fighters left us after we had gone some distance but nevertheless it was nice to see them there. But there was heavy anti-aircraft fire and er, the gunners said something about the next plane had been hit and I got up in the astrodome and looked, and there was a Lancaster at the side of us and it was just flying normally, and erm, black smoke came out of one of the engines and then it slowly tilted on its side, and you could see flames developing and nobody came out of it. And then it started slowly descending and after a while, you saw the three people came out but they were on fire, and I didn’t see the parachutes open, so that was a bit of a shake up and went back to navigating [sad laugh]. Sunday morning, I think Hamburg, not Hamburg, Hanover, and I remember as we approached the target thinking, well, Sunday morning, well they will be going to church or coming back from church, at least they will get plenty of warning and they can get into shelters. And we left Hanover after bombing it, with a big cloud and black smoke going up in the sky. Ah, so you did think about the people as well. Then we had a curious, not curious in a way, but an unusual one in daylight, to a place called Nordhausen, which has come back to haunt me actually. It was in Eastern Germany and we were given the job of attacking the barracks, when we got there, it was ten tenths cloud. Not quite ten tenths cloud but as we approached the target erm, this cloud came over and the bomb aimer couldn’t see to drop the bombs. So we went round again and I could see on my Gee, my H2S screen, the radar screen, I could see the ground and I could see the barracks, and I had a bomb release on my cabin, so I took over at that point and guided Dave and made a few calculations about wind and so on, and then dropped the bombs on what I thought would be the right spot visually on the radar screen. And afterwards photographic reconnaissance showed that the barracks had been hit and destroyed, or heavily destroyed. Erm, some years afterwards, there was a letter in the Bomber Command Magazine from a film producer in Germany, saying that he would like to make contact with any aircrew who had taken part in this raid, so I made contact. And eventually he came to the house and did a recording, and he was making a film called “The Last Survivors”, and er, the story of Nordhausen was that it was an ordinary medieval town, untouched by war [telephone rings], medieval town in Germany, untouched by war, not particularly Nazified. And you remember after the raids on Peenemunde, when the rocket sights were destroyed, well within six weeks, I think the Nazis had moved rocket production into caves outside Nordhausen, and they were using slave labour and they were producing eventually, very quickly producing eighty V2 rockets a day, apparently with this labour force which was worked to death and of course, London was being threatened at that time. We were not told at briefing about any rocket production in Nordhausen, and I notice the record, the Bomber Command records about Nordhausen say it was raided because it had become, it was, they were moving ministries from Berlin to Nordhausen, but rockets certainly were being produced. When the film producer from Germany came and did an interview with me, and I found out he was a Nordhausen resident, or his family was, and he was making a film called “The Last Survivors”, and he said they had been producing these rockets with slave labour after Peenemunde for some time, and the day after the raid, production stopped. But it probably stopped because the workers were demolished and they were housed in the barracks which I had been responsible for bombing, and apparently there had been eighteen hundred of them killed. Er, I expressed some concern about this, and he said, ‘You shouldn’t, the Nazis had killed far more than that already’. That’s this war. Since then, he has produced, German television produced a film called “Hitler’s Rocket Factory” and that went out last year, and the interview that he did with me and some other aircrew is in that film. Curiously there’s a twist in the film, the film as produced in Germany says that when the raid took place, rocket production had ceased because of the damage to the communications that had been taking place, so was there a gloss that the Germans had put on it or was the chap who did the film who came from Nordhausen accurate, you know, er, and the Nordhausen film is in German. I think it ought to be in the Bomber Command records at er, Lincoln, I didn’t tell them about it and it could be copied. Do you know any German? That was Nordhausen erm, and then er, I can’t remember, oh of course, yes, as we got towards the end of the war, the Germans, the Dutch people were starving and they, they er, the Germans were approached and asked if they would allow Army lorries that were in the British zone to go through with food, and they refused. So then it was decided that an air drop would be attempted, and the Germans again were told, ‘We are going to do an air drop with Lancasters’, and would they give them safe passage, and they refused to give them safe passage, and so we were told at briefing. But when the Royal Army Service Corps came and the bomb bays of the Lancasters were filled with food supplies [laugh], and then we were given a briefing where we were to drop the food, and we were told that the Germans had refused safe passage, but we were not to take any offensive action unless we were fired on. And then er, the food had to be dropped at very low level, and we were told, I am sure we were told [emphasis] at briefing, fifty feet. The official records of the Operation Manna as it was called, says the food was dropped at four hundred feet but I have seen other people who say that it was fifty feet. And I distinctly remember as we flew along very low, looking up out of the astrodome and seeing the church spire, so it was fifty feet. But er, the people were out in the streets, we were so low you could identify anyone in the streets, the children were out waving, it was very touching, and we used to get chocolate as an aircrew ration and we made little parachutes with handkerchiefs and the rear gunner used to throw them out of the back and the kids used to pick them up. We flew over some German machine gun posts and we could see them swinging their guns round but they didn’t fire and then on the airfield, I think it was the racecourse initially at Gouda, we dropped and the underground people were waiting on the, and they then ran across and picked up the supplies and took them away. Then er, we came away, very low of course, and there was one of these sea frets developing so it was misty and er, we were climbing away but there was a huge flash in front of us. When we got back to base we reported this, we were told that the aircraft in front of us had flown into the sea. Presumably they didn’t, hadn’t got a good horizon or the altimeter was faulty, and then I did a, I think I did a second food drop er, with an Australian crew whose navigator was ill, and I volunteered to go with them. Similar experience except that they were, they seemed to delight in flying even lower [laugh] all the way there and all the way back, they were quite frightening. That was Operation Manna, since then I met Dutch people when we had been on holiday who were children at the time and they are so grateful. And we there was a commemoration of the operation at Lincoln two years ago and the Dutch had planted a lot of bulbs in commemoration of it and we were there. Any surviving aircrew were there and there were some ladies there from Holland came round, insisted on kissing us all. One of them was a little girl at the time you know, she said, ‘you saved my life’. Her uncle had already died of starvation, she was a little girl and she was close to it so we did something useful. And then of course the war had come to an end and er, we had a trip to Brussels airport to pick up released prisoners, our prisoners who had been released from prisoner of war camps and we packed them in the back of a Lancaster and had to give them a lecture, you know, ‘don’t move, mustn’t move because you upset the trim of the aircraft, you could crash’, and er, we were all right, we came back to, I think it was Dunsfeld, and unloaded. But obviously one aircraft, the people had moved and it crashed, and all the prisoners and crew were killed. I mean so dreadful at the end of the war, yeah, so [pause]. [unclear]. When the war ended the RAF were very good at introducing education and training courses and er, I eventually was put in charge of the work at Scampton. We were running all kinds of educational courses using people in the force who had been, you know, teachers and things like that, and we were running dress making classes for the WAAF and we could get aircraft, you know, parachute silk from stores and there were quite a few wedding dresses were being made [laugh] there. We had workshops, carpentry workshops using some of the old tables, people were making themselves coffee tables and so keeping people occupied and that was quite fun. We had an education centre which eventually I was in charge of, taking daily newspapers and of course, the ‘forty five election was coming up, and er, I was called into the Station Commanders Office, the group captain, who was very concerned because we got the Daily Mirror in the education centre [laugh]. So I really had to point out to him that it was a perfectly legitimate newspaper, you know, it wouldn’t look good, it wasn’t the Daily Worker it was a respectable newspaper and it was valued by the troops. So I got away with that one [laugh] so he left me alone I think, um, yes.
DM. Did you fly any more after that?
MB. The squadron was on stand by for Tiger Force, which would mean going to Japan, or going to the Far East, but of course the Japanese war brought that to an end, so I didn’t fly any more after we brought the prisoners back. I was doing this education job really, running er, quite a big unit actually. Then I was offered promotion to er, squadron leader if I would do it for the group, but that would mean signing on for staying longer and I had no particular interest in doing that. I wanted to get out and get on with my own education which had been disturbed severely. But er, it was interesting.
DM. When were you demobbed?
MB. Mm?
DM. When were you demobbed?
MB. 1947, yes, we got married in ’46 and I was still in the Air Force then, I was kept. Because they had a points system and of course, if you were very young, which I was erm, in a sense, it counted against you. So I got out in ’47 and I was er, I went to, I got a place at Nottingham University in October, started in October ’47. So I came out in early ’47 I think and I had a temporary teaching job in Nottingham er, for several months before I went to university.
DM. What did you read at university?
MB. I did biological sciences and er, there was the food and agricultural organisation, [unclear] and so on, and that was the area that interested me. I had been doing engineering at Cambridge, I didn’t want to go back and do that and I er, so I did biological sciences which was quite worthwhile actually. Eventually got a job with the Boots company, which is in Nottingham, doing agricultural and horticultural research for some years. Then I joined Beecham group down South when we were about to move, we got a family by then, and spent the rest of my career with the Beecham group. Eventually became Director of Research of the consumer products group. It’s surprising how many times the little things you learn en route were put to use. Er, certainly, I think the RAF and the RAF training taught me that you can train people to do jobs with which they are totally unfamiliar, if you organise the training properly. Brilliant er, the training that was organised in wartime, yes.
DM. Did you maintain any contact with the crew?
MB. No, we had little contact but not much after the war, we all went our separate ways, we’d enough, er, yes, no real contact, and Dave the pilot, he eventually went to Glasgow University, and in fact he did study engineering and er, the bomb aimer, who was the oldest in the crew, he was in his thirties, he had work, he had been with Unilever before the war. He went back to Unilever and then we lost touch with one another. Er, I have never been one for “old boys” units really and that was the phase of life, it was over, you have got to get on with the next phase and I got married in ’46, my wife had been in the Army, Signals, and then we had children. We got other things to occupy our time with, it took all our time and energy catching up on a career and on life and so on.
DM. Have you found as you have retired that your thoughts have gone back more to those days?
MB. In, well in two ways, you hear a lot about post traumatic stress and I went, I have been to a number of lectures with a psychiatrist because we have a mentally handicapped son. So I got involved on that side of it and got fairly heavily involved with the Royal College of Psychiatrists and so on and I remember going to one lecture, and the psychiatrist who was talking about post traumatic stress, and he put on the black board all the symptoms and the treatments you should adopt. So I said to him, ‘well, you have got one or two symptoms there which I have every day, but I don’t think they interfere with my life. I suggest it is biological adaptation that enables you to cope’. you know, things like flash backs and so on that you are not looking for, and they just come. And er, he was flummoxed he, he didn’t quite know how to deal with it, I hope he has thought about it since. But it’s true and I have talked to other ex-aircrew who have said the same thing. Then my children, not so much but certainly my grandchildren began agitating, you know? We, both of us, both my wife and I, ‘what did you do during the war? You never talk about it. We like to know, we ought to know, we ought to know what you were doing when you were our age’. So eventually, under pressure from my brother-in-law as well, I did write a sort of retrospective for them. So they all know what I wrote five years ago anyway, my thoughts at the time and recollections and experiences, which in fact, I think they found useful er, [pause] but otherwise until they started, tried to establish the Bomber Command Centre at Lincoln, because I had always regretted there wasn’t a proper recognition in the work of Bomber Command. I mean, after Dresden and so on er, and politicians had become a dirty word and they didn’t use it, didn’t refer to it. Churchill talked about Fighter Command saving the country, and Bomber Command bringing victory was forgotten about, but we got the memorial in Green Park, we did go to the opening of that. That is more of what I call a State Memorial, but it’s suitable, it’s appropriate and it is visited a lot. But the one at Lincoln is more important, Tony Wright, who was, his name the [unclear] representative in Lincoln, anyway he was the one who had the idea, because there was so many airfields in Lincoln, and it was responded to very vigorously by most aircrew who helped to raise funds for it, and I think it is the ideal memorial. Because there is the memorial spire which is the wing span of a Lancaster, but more important around it are the metal columns, on which are engraved the names of all the aircrew who didn’t come back, over fifty thousand of them, which does make people appreciate the extent and the sacrifice. And then the memorial garden with soil in it from each of the airfields, and most important of all, the educational centre with the sort of thing you are doing and er, other records will be valuable for the future. Particularly as it is going to include input from German sources, which is what’s required. Yeah.
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Dr Maurice Brook Interview
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David Meanwell
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IBCC Digital Archive
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2017-01-09
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ABrookM170109, PBrookM1702
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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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eng
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Royal Air Force
Royal Air Force. Bomber Command
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Vivienne Tincombe
Description
An account of the resource
Maurice grew up Rothwell in Yorkshire, joining the Air Training Corp, and going into the Royal Air Force after spending time with Cambridge University Air Squadron at the age of 18. He completed his pilot training in Canada before going to the Advance Flying Training unit in RAF Millom, Cumberland. Maurice then tells of meeting up with his crew in RAF Husbands Bosworth, of several incidents with his Pilot and his training on Handley Page Halifaxes. He was then posted to RAF Sturgate, flying in Halifaxes and collecting a new pilot, who managed to land the aircraft after a tyre burst. Maurice was then posted to 625 Squadron at RAF Kelstern, flying Lancasters, and he tells of some of his operations and his memories of the losses of other aircraft. He tells of an operation to Nordhausen where they were to bomb a V2 rocket site, and his encounter with a German film maker who was making a documentary about the attack called “The Last Survivors”. Maurice completed 15 operations including a mine laying operation to Kiel Harbour and the oil refineries at Plowen, and he tells how he used his astronavigation training after power had gone to his radar. He also took part in Operation Manna, dropping food supplies to the people of Holland. After the war, Maurice went to University to do Biological Studies and then he got a job with Boots company in Nottingham doing Agricultural and Horticultural research before joining the Beecham Group, where he help the position of Director of Research of the Consumer Products Group.
Format
The file format, physical medium, or dimensions of the resource
01:03:20 audio recording
625 Squadron
Advanced Flying Unit
Bombing of Peenemünde (17/18 August 1943)
coping mechanism
crewing up
Gee
H2S
Halifax
memorial
military service conditions
mine laying
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
perception of bombing war
RAF Kelstern
RAF Millom
RAF Scampton
RAF Sturgate
searchlight
training
V-2
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/246/31394/LDenverI422844v1.2.pdf
ee6771b3f9282a13181a67a1a36ad1f0
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
Denver, Ian
Ian Denver
I Denver
Description
An account of the resource
Five items, Collection concerns Ian Denver (422844 Royal Australian Air Force) and contains an oral history interview, extracts from his log book and photographs.
The collection has been donated to the IBCC Digital Archive by Ian Denver and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-21
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
Denver, I
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
Extracts from Ian Denver's log book
Description
An account of the resource
Extracts from log book from July 1944 on No 1 LFS and 625 Squadron on operations flying Lancasters and Oxfords on beam approach training, and then onto 156 Squadron in September 1944 until May 1945. There is also a summary of operations flown on 156 Squadron, a list of the stations he served at, a Tiger Moth endorsement and Link trainer sessions. His first or second pilots on operations were Pilot Officer Maxwell, Flight Lieutenant Marvin, Pilot Officer Kelsey, Pilot Officer Pollard and Flying Officer Lambert. Completed 60 Operations plus Operation Manna and Operation Exodus. Operations 4-18 missing from logbook. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Format
The file format, physical medium, or dimensions of the resource
22 photocopied pages
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LDenverI422844v1
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
France
Germany
Germany--Gelsenkirchen
Atlantic Ocean--Baltic Sea
Germany--Kiel
France--Calais
Atlantic Ocean--English Channel
Germany--Bottrop
Germany--Wanne-Eickel
Germany--Stuttgart
Germany--Essen
Germany--Cologne
Germany--Düsseldorf
Germany--Düren (Cologne)
Germany--Karlsruhe
Germany--Osnabrück
Germany--Duisburg
Germany--Osterfeld
Germany--Nuremberg
Germany--Mainz (Rhineland-Palatinate)
Germany--Wiesbaden
Germany--Goch
Germany--Dresden
Germany--Chemnitz
Germany--Wesel (North Rhine-Westphalia)
Germany--Worms
Germany--Hamburg
Germany--Bochum
Germany--Dortmund
Germany--Halle an der Saale
Germany--Plauen
Germany--Potsdam
Netherlands
Netherlands--Rotterdam
Atlantic Ocean--North Sea
Belgium
Belgium--Brussels
Germany--Lübeck
Netherlands--Walcheren
Germany--Oberhausen (Düsseldorf)
Germany--Hamm (North Rhine-Westphalia)
Germany--Herford
Germany--Bielefeld
Germany--Bad Oeynhausen
Germany--Hildesheim
Germany--Kleve (North Rhine-Westphalia)
Netherlands--Arnhem
Netherlands--Hague
France--Bordeaux (Nouvelle-Aquitaine)
France--Douai
Germany--Braunschweig
Netherlands--Uden
Poland
Poland--Szczecin
England--Yorkshire
England--Cambridgeshire
Germany--Dortmund-Ems Canal
Germany--Münster in Westfalen
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1944-07-18
1944-07-19
1944-07-20
1944-07-28
1944-07-29
1944-09-15
1944-09-16
1944-09-20
1944-09-27
1944-10-12
1944-10-20
1944-10-21
1944-10-23
1944-10-24
1944-10-28
1944-10-30
1944-10-31
1944-11-02
1944-11-03
1944-11-06
1944-11-16
1944-11-27
1944-11-28
1944-11-30
1944-12-01
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-17
1944-12-18
1944-12-28
1944-12-29
1944-12-30
1944-12-31
1945-01-01
1945-01-02
1945-01-03
1945-01-22
1945-01-23
1945-01-28
1945-01-29
1945-02-01
1945-02-02
1945-02-03
1945-02-07
1945-02-08
1945-02-13
1945-02-14
1945-02-15
1945-02-17
1945-02-21
1945-02-22
1945-03-05
1945-03-06
1945-03-08
1945-03-09
1945-03-11
1945-03-16
1945-03-17
1945-03-21
1945-03-22
1945-03-24
1945-03-25
1945-04-04
1945-04-05
1945-04-09
1945-04-10
1945-04-11
1945-04-13
1945-04-14
1945-04-15
1945-04-29
1945-05-02
1945-05-07
1945-05-10
1945-05-25
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
156 Squadron
1667 HCU
18 OTU
625 Squadron
Advanced Flying Unit
bombing
bombing of Dresden (13 - 15 February 1945)
Cook’s tour
Flying Training School
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Normandy campaign (6 June – 21 August 1944)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
RAF Hemswell
RAF Kelstern
RAF Lindholme
RAF Sandtoft
RAF Warboys
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29126/PAllnuttFJ1622.2.jpg
c53524d375e6ac20c9f2b498d3e2614f
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
Allnutt, Frank John
F J Allnutt
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Flight Sergeant Jack Smith
Description
An account of the resource
Wireless operator Jack smith Aircrew at his aircraft position writing his log during a daylight operation to Essen, 25 October 1944, the crew's 23 operation.
Additional information about this item has been kindly provided by the donor.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-10-25
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PAllnuttFJ1622
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.
1944-10-25
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.
625 Squadron
aircrew
Lancaster
military service conditions
RAF Kelstern
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29120/PAllnuttFJ1628.2.jpg
4cebb716f2927917f633603aec88f7d0
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
Allnutt, Frank John
F J Allnutt
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Flight Sergeant Ralf Williams
Description
An account of the resource
Navigator F R Williams in flying gear, seated at a his station writing in his log on the way to Essen October 1944.
Additional information about this item has been kindly provided by the donor.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-10
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PAllnuttFJ1628
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.
1944-10
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
625 Squadron
aircrew
Lancaster
military service conditions
navigator
RAF Kelstern
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2513/43518/PDavyFR1908.1.jpg
8707c9ab2108512d7f090e1564dc4e55
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
Foret du Croc
Description
An account of the resource
A vertical aerial photograph of Foret du Croc. Most of the image is obscured by cloud. A Lancaster is visible in a clear patch under which road patterns are visible. It is captioned '901 KLS 6-7-44//8" 17,000' -->134° 21.00 1/2 Foret du Croc A.1.11x1000. 4x500. C. 34 secs F/L Davy G625'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-07-06
Spatial Coverage
Spatial characteristics of the resource.
France
France--Forêt du Croc
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 b/w photograph
Identifier
An unambiguous reference to the resource within a given context
PDavyFR1908
Conforms To
An established standard to which the described resource conforms.
Geolocated
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.
1944-07-06
625 Squadron
aerial photograph
bombing
Lancaster
Normandy campaign (6 June – 21 August 1944)
RAF Kelstern
target photograph
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29125/PAllnuttFJ1623.1.jpg
c9878d615a7a586b1b72f2daca88a638
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29125/PAllnuttFJ1602.1.jpg
8e7a2a5e9b274573c1be35d2c596276c
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
Allnutt, Frank John
F J Allnutt
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Frank Allnutt and crew after their last operation
Description
An account of the resource
Frank Allnutt and crew around a bomb inscribed 'Whacko Bluey!' beneath the nose of their Lancaster 'Wee Wally Wallaby with 31 operations recorded on it. From left to right: 'Billy Edwards flight engineer, Ralph Williams, nav, bomb aimer who replaced Jack Brady after he was killed, john Harvey, pilot, temporary rear gunner , John and Jack Smith, wireless op.'
Additional information about this item has been kindly provided by the donor.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-11-27
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PAllnuttFJ1602, PAllnuttFJ1623
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force. Bomber Command
Royal Australian Air Force
Temporal Coverage
Temporal characteristics of the resource.
1944-11-27
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
625 Squadron
aircrew
bomb trolley
Lancaster
nose art
RAF Kelstern
service vehicle
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1539/29149/LAllnutFJ436745v1.1.pdf
b38457e125c7c5a301db977003f1ba74
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
Allnutt, Frank John
F J Allnutt
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-09-16
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Allnutt, FJ
Description
An account of the resource
32 items. The collection concerns Frank Allnutt (436745 Royal Australian Air Force) and contains his log book and photographs. He flew operations as an air gunner with 625 Squadron.
The collection has been donated to the IBCC Digital Archive by Frank Allnutt 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
Frank J Allnutt’s RAAF observer’s air gunner’s and W/T operator’s flying log book
Description
An account of the resource
F J Allnutt’s RAAF Observer’s Air Gunner’s and W/T Operator’s Flying Log Book, from 22nd October 1943 to 27th November 1944, recording his training and operations as an air gunner. Aircraft in which flown: Battle, Oxford, Wellington X, Halifax II, Halifax V, Lancaster. He was stationed at RAAF Base West Sale (No. 3 Bombing and Air Gunnery School), RAF Lichfield (27 Operational Training Unit), RAF Ingham (1481 Bombing and Gunnery Flight), RAF Blyton (No. 1662 Conversion Unit), RAF Hemswell (No. 1 Lancaster Finishing School) and RAF Kelstern (625 Squadron). He completed a total of 31 operations (11 night, 20 day) on the following targets in France, Germany and Netherlands: Calais, Cologne, Domburg (recorded as “Bomburg”), Dortmund, Douai, Duisberg, Duren, Emmerich, Essen, Fontaine le Pin (Normandy battlefront), Fort Fredrik Hendrik, Freiburg, Le Havre, Neuss, <span>Œuf-en-Ternois</span>, Russelheim, Saarbrucken, Stettin, Stuttgart, Vincly, Volkel and Wanne Eickel, His pilot on operations was Flying officer Harvey. Also includes various comments on operations, including “Only kite to bomb aiming point” and “WIZARD PRANG”.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text. Log book and record book
Text
Identifier
An unambiguous reference to the resource within a given context
LAllnutFJ436745v1
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 Australian Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Australia
France
Germany
Great Britain
Netherlands
Atlantic Ocean--English Channel
England--Lincolnshire
England--Staffordshire
France--Calais
France--Douai
France--Le Havre
France--Normandy
France--Pas-de-Calais
Germany--Cologne
Germany--Dortmund
Germany--Duisburg
Germany--Düren (Cologne)
Germany--Emmerich
Germany--Essen
Germany--Freiburg im Breisgau
Germany--Neuss
Germany--Rüsselsheim
Germany--Saarbrücken
Poland--Szczecin
Germany--Stuttgart
Germany--Wanne-Eickel
Netherlands--Breskens
Netherlands--Domburg
Netherlands--North Brabant
Victoria--Sale
Poland
Victoria
Germany--Ruhr (Region)
France--Œuf-en-Ternois
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.
1943
1944
1944-05-10
1944-05-11
1944-08-10
1944-08-11
1944-08-14
1944-08-15
1944-08-18
1944-08-25
1944-08-26
1944-08-29
1944-08-30
1944-09-06
1944-09-08
1944-09-10
1944-09-20
1944-09-23
1944-09-24
1944-09-25
1944-09-26
1944-09-28
1944-10-05
1944-10-14
1944-10-15
1944-10-20
1944-10-21
1944-10-24
1944-10-25
1944-10-28
1944-10-29
1944-10-30
1944-11-09
1944-11-11
1944-11-12
1944-11-16
1944-11-18
1944-11-19
1944-11-27
Contributor
An entity responsible for making contributions to the resource
David Leitch
1662 HCU
27 OTU
625 Squadron
air gunner
aircrew
Battle
bombing
Bombing and Gunnery School
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Halifax
Halifax Mk 2
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Finishing School
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
RAF Blyton
RAF Hemswell
RAF Ingham
RAF Kelstern
RAF Lichfield
tactical support for Normandy troops
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/556/22043/LSimpsonF2203970v1.2.pdf
3ddec0b03f0dcdfb4570a96e7ad06086
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
Simpson, Frank
F Simpson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Simpson, F
Description
An account of the resource
Five items. An oral history interview with Frank Simpson (1924 - 2019, 2203970 Royal Air Force) his log book, service and release book and photographs. He flew operations as a mid-upper gunner with 625 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Frank Simpson and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-02-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Frank Simpson was born in Manchester and volunteered for the RAF. After training as an Air Gunner in Wellington’s, he transferred to Lancasters and then was posted to 625 Squadron at RAF Kelstern, Lincolnshire. Flying as a Mid/Upper Gunner on several operations including Kiel, 9 April 1945, during which the German Heavy Cruisers Admiral Scheer was sunk and Admiral Hipper damaged. Over Potsdam, 14 April 1945. his aircraft was caught in a searchlight for seven minutes. Frank also took several flights over Holland as part of Operation Manna. Leaving the RAF as a Sergeant and starting as an electrician.
Andrew St. Denis
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
Frank Simpson's flying log book for navigators, air bombers, air gunners, flight engineers
Description
An account of the resource
Flying log book for navigators, air bombers, air gunners, flight engineers for F Simpson, air gunner, covering the period from 5 July 1944 to 20 May 1945. Detailing his flying training and operations flown. He was stationed at RAF Stormy Down, RAF Husbands Bosworth, RAF Sandtoft and RAF Kelstern. Aircraft flown in were, Anson, Wellington and Lancaster. He flew a total of 11 operation with 625 squadron, 4 daylight and 7-night operations. He also flew 5 operation Manna. Targets were, Misburg, Nuremburg, Hannau, Brochstrasse, Bremen, Hannover, Hamburg, Nordhausen, Keil, Plauen, Potsdam, The Hague, Rotterdam and Gouda. His pilots on operations were Flying Officer Benson and Flying Officer Ollis.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LSimpsonF2203970v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Netherlands
Atlantic Ocean--Baltic Sea
Atlantic Ocean--North Sea
England--leicestershire
England--Lincolnshire
Germany--Braunschweig
Germany--Bremen
Germany--Hamburg
Germany--Hanau
Germany--Hannover
Germany--Hannover Region
Germany--Kiel
Germany--Nordhausen (Thuringia)
Germany--Nuremberg
Germany--Plauen
Germany--Potsdam
Netherlands--Gouda
Netherlands--Hague
Netherlands--Rotterdam
Wales--Bridgend
Temporal Coverage
Temporal characteristics of the resource.
1944
1945
1945-03-15
1945-03-16
1945-03-17
1945-03-18
1945-03-19
1945-03-21
1945-03-22
1945-03-23
1945-03-25
1945-03-31
1945-04-03
1945-04-09
1945-04-10
1945-04-11
1945-04-14
1945-04-15
1945-04-29
1945-04-30
1945-05-03
1945-05-04
1945-05-07
1945-05-08
1667 HCU
625 Squadron
85 OTU
air gunner
Air Gunnery School
aircrew
Anson
bombing
Heavy Conversion Unit
Lancaster
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Husbands Bosworth
RAF Kelstern
RAF Sandtoft
RAF Stormy Down
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/160/2366/PTolleyFS1503.2.jpg
31daaacb74060d472ae864134a516ac7
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
Tolley, Frank
F S Tolley
Description
An account of the resource
Six items. An oral history interview with Sergeant Frank Stanley Tolley (b. 1921, 1152777 Royal Air Force), his log book and four photographs. Frank Tolley was a Lancaster bomb aimer with 625 Squadron at RAF Kelstern. He completed 22 daylight and night time operations before the end of the war in Europe and also flew on Operation Manna, Operation Dodge and Cook's tours.
The collection has been loaned to the IBCC Digital Archive for digitisation by Frank Tolley and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Tolley, FS
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
Frank Tolley's aircrew and seven ground crew
Description
An account of the resource
The aircrew wearing Mae Wests are standing under the nose of Lancaster 'Y2'. The ground crew are kneeling. Frank Tolley is second from the left on the back row.
Additional information about this item has been kindly provided by the donor.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph on an album page
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PTolleyFS1503
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
625 Squadron
air gunner
aircrew
bomb aimer
flight engineer
ground crew
ground personnel
Lancaster
navigator
pilot
RAF Kelstern
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/160/2365/PTolleyFS1502.2.jpg
25fccde4856f9fc14b4d995c702da51d
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
Tolley, Frank
F S Tolley
Description
An account of the resource
Six items. An oral history interview with Sergeant Frank Stanley Tolley (b. 1921, 1152777 Royal Air Force), his log book and four photographs. Frank Tolley was a Lancaster bomb aimer with 625 Squadron at RAF Kelstern. He completed 22 daylight and night time operations before the end of the war in Europe and also flew on Operation Manna, Operation Dodge and Cook's tours.
The collection has been loaned to the IBCC Digital Archive for digitisation by Frank Tolley and catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Tolley, FS
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
Frank Tolley's crew in front of a Lancaster
Description
An account of the resource
Seven aircrew standing under the nose of a Lancaster 'Y2'. All are wearing Mae Wests. Frank Tolley is wearing his chequered bowler hat.
Additional information about this item has been kindly provided by the donor.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph from a scrapbook
Type
The nature or genre of the resource
Photograph
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
Identifier
An unambiguous reference to the resource within a given context
PTolleyFS1502
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
625 Squadron
air gunner
aircrew
bomb aimer
flight engineer
Lancaster
navigator
pilot
RAF Kelstern
superstition
wireless operator