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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/201/10044/BBaileyJDBaileyJDv1.1.pdf
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Title
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Bailey, John Derek
John Derek Bailey
Bill Bailey
John D Bailey
John Bailey
J D Bailey
J Bailey
Description
An account of the resource
17 items. Two oral history interviews with John Derek "Bill" Bailey (b. 1924, 1583184 and 198592 Royal Air Force) service material, nine photographs, a memoir and his log book. He flew a tour of operations as a bomb aimer with 103 and 166 Squadrons from RAF Elsham Wolds and RAF Kirmington.
The collection has been loaned to the IBCC Digital Archive for digitisation by John Bailey and catalogued by Barry Hunter.
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IBCC Digital Archive
Date
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2016-12-07
2017-01-13
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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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Bailey, JD
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Transcription
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[centred] “WAS IT ALL A DREAM” [/centred]
[centred] The Memories of a Wartime Bomb Aimer Bill Bailey with No. 1 Group Bomber Command February 1942 to April 1947
These things really happened. I now have difficulty in remembering what I did yesterday but happenings of Fifty-odd years ago seem crystal clear, or
Was it all a dream? [/centred]
[page break]
Chapter 1. Enlistment – Royal Air Force Training Command.
The story begins on 2 February, 1942, my 18th. Birthday, when I rushed off to the recruiting office in Leicester and enlisted in the Royal Air Force Volunteer Reserve as potential aircrew. Being a founder member cadet (No. 6) of 1461 Squadron Air Training Corps was a help. I passed the various medicals, etc[sic] and was sent to the aircrew attestation centre in Birmingham for the various tests for acceptance as aircrew. Like most others I wanted to be a pilot but on the day I attended I think they had that day’s quota of pilots. It was said my eyesight was not up to pilot standard but I could be a navigator. I was said to have a ‘convergency’ problem and would probably try to land an aircraft about ten feet off the deck.. I was duly accepted for Navigator training. The procedure was then to be sent home, attend ATC parades regularly and await further instructions. This was known as ‘deferred service’ and with it came a letter of welcome to the Royal Air Force, from the Secretary of State for Air, at that time Sir Archibald Sinclair, and the privilege of wearing a white flash in my ATC cadet’s forage cap which denoted the wearer was u/t (under training) aircrew.
So it was that on the 27 July 1942 I was commanded to report for service at the Aircrew Reception Centre at Lords Cricket Ground, St. Johns Wood, London. I was now 1583184 AC2 Bailey, J.D., rate of pay two shillings and sixpence per day. We were billeted in blocks of flats adjacent to Regents Park and fed in a vary[sic] large underground car park at one of the blocks or in the restaurant at London Zoo. Talk about feeding time at the Zoo!! A hectic three weeks followed, issue of uniforms and equipment, dental treatment, numerous jabs, endless square bashing - the ATC training helped. Lectures on this, that and everything including the dreaded effects of
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VD, the latter shown in glorious Technicolor at the Odeon Cinema, Swiss Cottage. Not that this was of much consequence at that time because we were reliably informed that plenty of bromide was put in the tea.
One day on first parade I and one other lad from my Flight were called out by the Flight Corporal, a sadistic sod, who informed us we had volunteered to give a pint of blood. Apparently we had an unusual blood group and some was required for what purpose I have never really understood.
Having completed the aforementioned necessities it was a question of what to do with us next.
The next stage of training was to be ITW (Initial Training Wing). but there was congestion in the supply line from ACRC to the ITW’s so a “holding unit” (this term will crop up from time to time) had been established at Ludlow and it was to there that we went.
Ludlow consisted of three Wings in tented accommodation and was progressively developed into a more permanent establishment by the cadets passing through, using their civilian life skills. We were allowed (officially) one night in three off camp so as not to flood the pubs, of which there were many, with RAF bods, and cause mayhem in the town.
Four weeks were spent at Ludlow. It was said to be a toughening up course and it was certainly that.
Next stop from Ludlow was to an ITW. Most ITW’s were located in seaside towns with the sea front hotels having been requisitioned by the Air Ministry. In my case I was posted to No.4 ITW at Paignton, Devon where I was to spend the next twelve weeks living in the Hydro Hotel, right on the seafront near the harbour.
Twelve weeks of intensive ground training. At the end of this period I was at the peak
[handwritten in margin] followed (needs a verb[?]) [/handwritten in margin]
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of fitness and having passed my exams was promoted LAC – pay rise to seven shillings a day.
One of the subjects covered at ITW was the Browning .303 machine gun and I well remember the first lecture on this weapon when a Corporal Armourer giving the lecture delivered his party piece which went as follows: “This is the Browning .303 machine gun which works by recoil action. When the gun is fired the bullet nips smartly up the barrel, hotley [sic] pursued by the gases …”. Applause please!
Another subject learned was the Morse Code and here again the training in the ATC stood me in good stead.
The next phase would be flying training, but when and where?
On New Years[sic] Day 1943 we were posted from Paignton to yet another ‘holding unit’ at Brighton. The move from the English Riviera to Brighton was like going to the North Pole. At Brighton we were billeted in the Metropole Hotel. More lectures, square bashing and boredom, until, after about three weeks, on morning parade it was announced that a new aircrew category of Airbomber had been created and any u/t Navigators who volunteered would be guaranteed a quick posting and off to Canada for training.
Needless to say, yours truly stepped forward and within a week had been posted to Heaton Park, Manchester which was an enormous transit camp for u/t aircrew leaving the UK for Canada, Rhodesia or America for training.
They used to say it always rains in Manchester and it certainly did continuously whilst I was there. Anyone who has seen the film “Journey Together” will have seen a departure parade at Heaton Park in pouring rain. I am told that on the day that film was shot it was fine and the fire service had to make the rain. Sods Law I suppose!
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Chapter II. Canada – The Empire Air Training Scheme.
Next, after a farewell meal of egg and chips (In 1943 a delicacy), and a few words from the C in C Training Command, it was off to Glasgow to board the “Andes” for our trip to Canada.
The ‘Andes’ was said to be jinx ship in port. She didn’t let us down. In the Clyde she dropped anchor to swing the compass and when she tried to up anchor a submarine cable was wrapped around it. After a couple of days we finally left the Clyde and I endured six days of seasickness before arriving in Halifax, Nova Scotia and then to yet another enormous transit camp at Moncton, New Brunswick where we enjoyed food that we had not seen in the UK since the start of food rationing. It was in a restaurant in Moncton that I had my very first ‘T’ Bone steak.
The first task at Moncton was issue of cold weather kit to cope with the Canadian winter and Khaki Drill to cope with the very hot Canadian summer. We were at this time in the middle of the winter and colder than I had ever experienced before.. The next stop should have been to a Bombing & Gunnery School but before that there had to be the inevitable ‘holding unit’. So it was off to Carberry, Manitoba, five or six days on a troop train, days spent seeing nothing but trees, frozen lakes, the occasional trace of habitation and the odd trappers cabin. At intervals on the journey across Canada, people were taken off the train suffering from Scarlet Fever. It was believed that this disease came from the troopships.
As we passed through Winnipeg on our journey, for the first time we were allowed off the train and as we went from the platform to the station concourse we were greeted with bands playing a huge welcome from the good people of Winnipeg. They had in Winnipeg the “Airmens Club” and an invitation to visit if there on leave. They
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had a wonderful system of people who would welcome RAF chaps into their homes for a few days or a weekend when on leave. This was to stand me in good stead as you will hear later.
Shortly after arrival at Carberry I fell victim to Scarlet Fever and spent five weeks in isolation hospital at Brandon after which I and a fellow sufferer by the name of Peter Caldwell had two weeks sick leave in Winnipeg and the Airmens Club arranged for us to stay with an English family. Wonderful hospitality. The Canadians were wonderful hosts to the Royal Air Force.
Carberry and Brandon were, of course, on the Canadian Prairies and whilst in hospital at Brandon, one night and day there was a terrible dust storm and despite the usual Canadian double glazing, everywhere inside the hospital was covered in black dust. This is probably of little interest but to me at the time was an amazing phenomenom.
Now it was back to reality and a posting to 31 Bombing & Gunnery School at Picton, Ontario. A two day journey by train around the North Shore of Lake Superior to Toronto and Belleville and then twenty plus miles down a dirt road to Picton. The airfield still exists, on high ground, overlooking the town on the shores of Lake Ontario. The bombing targets were moored out in the lake and air gunnery practice took place out over the lake.
The weather during this spell was very hot and flying was limited to a period from very early morning until midday. Canadian built Ansons were used for bombing practice and Bolingbrokes, which were Canadian built Blenheims, were used for air to air gunnery practice. The target drogues were towed by Lysanders.
Nothing outstanding took place at Picton except perhaps for our passing out party which we held in Belleville. In my case, being full of Canadian rye whisky of the
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bootleg variety I literally passed out and for many years afterwards could not even stand the smell of strong spirits.
Having recovered from the passing out the next stop was No. 33 Air Navigation School, RAF Mount Hope, Hamilton. Ontario. Mount Hope is now Hamilton Airport. Navigation training in Ansons was fairly uneventful and ended with us receiving our Sergeants stripes and the coveted “O” brevet. (Known to all as the flying arsehole) The “O” brevet was soon to be replaced with brevets more appropriate to the trade of the wearer, ie “B” for Airbombers, “N” for Navigators, etc. Next it was back to Moncton for the return to the UK.
The return voyage was on the ‘Mauritania’ where there were only 50 sergeant aircrew who were to act as guards on the ship which was transporting a large number of American troops. O/c. Troops on the ship was a Royal Air Force Squadron Leader. To our amazement when the Americans boarded the ship they had no idea where they were going. Most seemed to think they were going to Iceland and when we told them Liverpool was our destination they could not believe it. We were asked where we picked up the convoy and when we told them we did not go in convoy this caused a great deal of consternation. All the troopships going back and forth between the UK and North America were too fast to be in convoys and fast zig zag runs were made across the Atlantic. It was very long odds against the likelihood of encountering a U Boat..
Having safely arrived in Liverpool our next temporary home was yet another ‘holding unit’.
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Chapter III. Flying Training Command.
This time it was the Grand Hotel in Harrogate overlooking the famous Valley Gardens.
The RAF had taken over both the Grand and Majestic Hotels. Sadly the Grand has now gone. I rcall our CO at the Grand was Squadron Leader L E G Ames the England cricketer. Time at Harrogate awaiting posting was filled by swimming, drill, the usual time filling lectures, etc. We did, of course, get what was known as disembarkation leave. I went home and whilst there my granddad, with whom I had always had a very close relationship, took ill and died at the age of 85 and I was very grateful that I had been able to talk to him and to attend the funeral.
Christmas was spent at Harrogate, there being a ban on service travel during the Christmas period. On, I believe, Boxing Day, Maxie Booth and myself were in Harrogate, fed up and far from home, when we were approached by a chap who asked if we were doing anything that night, to which we replied “No”. He then said he was having a small party at home that night and had two Air Ministry girls billeted wit6h his family and would we like to join them. We readily accepted and when we arrived at the party we found that one of the girls was Maxie’s cousin. Small world! Still at Harrogate on my birthday 2 February, now at the ripe old age of 20. My room mates contrived to get me very drunk. I will spare you the details.
After a short time we were posted to Kirkham, Lancs to yet another holding unit, for a couple of weeks and then onward to Penrhos, North Wales, 9(O) Advanced Flying Unit for bombing practice. We were using Ansons and 10lb practice bombs. In Canada the Ansons had hydraulic undercarriages but at Penrhos they were Mk1 Ansons and it was the Bombaimers job to wind up the undercarriage by hand. A hell
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of a lot of turns on the handle – not much fun.
Next move was to Llandwrog, Nr. Caernarvon for the Navigation part of the Course. Same aircraft flying on exercises mainly over the Irish Sea, N. Ireland, Isle of Man, etc. Llandwrog is now Caernarvon airport with an interesting small museum. [handwritten in margin] museum since closed [handwritten in margin]. Llandwrog was unusual in that the airfield and our living site were below sea level, a dyke between us and the Irish Sea. Because of this there was no piped water or drainage on our site and it was necessary to carry a ‘small pack’ and do our ablutions at the main domestic site which was above sea level. I, and a pal or two went into Caernarvon for a weekend in the Prince of Wales Hotel to get a bit of a civilised existence for a change. However our stay at Llandwrog was quite brief.
The 1st. March 1944 was very significant in that it marked the move from Flying Training Command to Bomber Command. 83 Operational Training Unit at Peplow in Shropshire. Never heard of Peplow? Neither had I, it is a few miles North of Wellington. [handwritten in margin] Peplow was formerly Childs Ercall – renamed to avoid conflict with High Ercall airfield, nearby, I understood. [handwritten in margin] We arrived by train at Peplow, in the dark, station ‘lit’ by semi blacked out gas lamps. Arriving at Peplow were Pilots, Navigators, Bombaimers, Wireless Operators and Gunners from different training establishments.
Somehow, the next day, we sorted ourselves out into crews of six, Pilot, Nav, Bombaimer, W/Op and two gunners and were ready to start the business of Operational flying as a bomber crew.. We had never met each other before but were to spend the next few months living together, flying together and relying on each other, and developing a unique comradeship..
Peplow was notable for several things. From our living site, the nearest Pub was five miles in any direction. Having twice walked in different directions to prove the
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mileage we quickly acquired pushbikes. At that time there were no sign posts. One night doing ‘circuits and bumps’ in a Wellington we were in the ’funnel’ on the approach to the runway, skipper put the flaps down and the aircraft started to make a turn to port which he could not control. He ordered me to pull up the flaps and he then regained control. We then climbed to a respectable height and skip asked me to lower the flaps. The same thing happened again, an uncontrollable turn to port and quickly losing height. Flaps pulled up and normal service resumed. Skip then got permission from Air Traffic to make a flapless landing which he managed without running out of runway. We taxied back to dispersal and on inspection found that when the flaps were lowered only the port side flaps came down. Apparently a tie rod between port and starboard must have come apart. Could have been nasty!
On a lighter note, when cycling back to camp from Wellington one night I had a problem with the lights on my bike and was stopped by P.C Plod and booked for riding a bike without lights. Fined 10 shillings.
Another incident clearly imprinted on my mind was one day in class we were being given a lecture on the dinghy radio. I had heard all about the dinghy radio so many times I could almost recite it. I was sitting on the back row in class and I put my head back against the wall and must have dropped off. Suddenly a piece of chalk hit the wall at the side of my head. I awoke with a start and the guy giving the lecture (A Flying Officer) said, “I suppose Sergeant, you know all about dinghy radio”. To which I foolishly replied “Yes Sir”. He then said “In that case you can come out and continue the lecture”. Even more foolishly I did.
When finished I was asked to stay behind to receive an almighty bollocking for being a smartarse.
Finally whilst at Peplow a young lady I met in Wellington gave me a red scarf for
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luck and after that my crew would never let me fly without it.
We were now getting down to the serious business of preparing for actual operations and on the 24.5.44 we were despatched on an actual operation which was known as a ‘nickel’ raid, leaflet dropping over France, a place called ‘Criel’. 4 hours 35 minutes airborne in a Wellington bomber.
[Where is chapter IV?]
Chapter V. No. 1 Group Bomber Command.
On the 26th. June we were on the move again, ever nearer to being on an operational Squadron in Bomber Command. This was to 1667 Conversion Unit at Sandtoft where we were to convert to four engine aircraft ‘Halifaxes’. These were Halifax II & V which were underpowered and notoriously unreliable and had been withdrawn from front line service. In fact Sandtoft was affectionately known as ‘Prangtoft’ because of the large number of flying accidents. One of my pals from Harrogate days, Harry Fryer, got the chop in a Halifax that crashed near Crowle.
So that I do not give any wrong ideas, let me say, the Halifax III with radial engines was a superb aircraft and equipped No. 4 Goup.
It was here at Sandtoft that we acquired the seventh member of our crew, a Flight Engineer, straight from RAF St. Athan and never having been airborne.
We obviously survived ‘Prangtoft’ and then moved on the 22 July to LFS (Lancaster Finishing School) at Hemswell, which supplied crews to No. 1 Group, Bomber Command, which was the largest main force group flying Lancasters. We were only two weeks at Hemswell, the sole object being to familiaise[sic] with the
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Queen of the skies, the LANCASTER. A beautiful aeroplane, very reliable, able to fly easily with two dead engines on one side, and to withstand considerable battle damage and still remain airborne.
Chapter VI. The Tour of Operations. 103 Squadron.
Now for the real thing. On the 10th August we joined 103 Squadron at Elsham Wolds, in North Lincolnshire.
At this point I should like to introduce our crew:
P/O George Knott. Pilot & Skipper.
F/Sgt. Ron Archer. Navigator.
F/Sgt. Bill Bailey. Bombaimer.
F/Sgt. Gus Leigh. Wireless Opeator.
F/Sgt. Wally Williams. Flight Engineer.
F/Sgt. Jock Greig. Midupper Gunner.
F/Sgt. Paddy Anderson. Rear Gunner.
After a bit more training we eventually embarked on our first operation on the 29th,. August. I now propose to go through our complete tour of Operations as recorded in my flying log book and other documents.
Before doing that perhaps I should give an insight into Squadron procedure. We were accommodated in nissen huts on dispersed sites in the vicinity of the airfield, two Crews to a hut. The huts were sleeping quarters only and were heated by a solid fuel stove in the centre. Bloody cold in the bleak Lincolnshire winter. The messes were on the main domestic site. Every morning (provided there was no call out in the night)
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it was to the mess for breakfast, check if there was an Order of Battle and if you were on it. If not, we made our way to the flight offices and section leaders. I would go to the Bombing Leader’s office where we would review the previous operation and look at target photographs. Releasing the bombs over the target also activated a camera which took line overlap pictures from the release point to impact on the ground.. We would then return to the mess to await the next orders or perhaps take an aircraft on air test, although after ‘D’ day this practice was discontinued because the aircraft were kept bombed up in a state readiness. Temporarily at least Bomber Command was being used in a close support role to assist the Armies in France.
When a Battle Order was issued, the nominated crews assembled in the briefing room at the appointed time and when everyone was present the doors were closed and guarded. On a large wall map of Europe in front of us was a red tape snaking across the map from Base to the designated target. The length of the tape dictated the reaction of the assembled company.
Pilots, Navigators and Bombaimers did their pre-flight planning prepared maps and charts ready to go. Each crew member received a small white bag into which he emptied his pockets of everything. The seven bags were then put into one larger bag and handed to the intelligence office until our return. We, in turn, were given our ‘escape kits’ and flying rations. The escape kit was for use in the event of being shot down and trying to evade capture and return to England. We also carried passport size photographs which might enable resistance workers in occupied countries to get us fake identity documents. Phrase cards, compass, maps and currency notes were also included. The flying rations issued were mainly chocolate bars (very valuable at that time) also ‘wakey wakey pills’, caffeine tablets to be taken on the skipper’s orders. All ready to go. Collect parachutes, get into the crew buses and be ferried out to the
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Dispersals A visual check round the aircraft and then climb aboard. Start engines when ordered, close bomb doors, complete preflight checks and taxi to the end of the runway. The airfield controller’s cabin was located at the side of the runway and on a green lamp from him, open the throttles and roll. We were on our way. The Lancaster had an all up weight for take-off of 66000 lbs and needed the full runway, into wind, for a safe take-off. The maximum bomb load on a standard Lancaster was 7 tons but operating at maximum range the bomb load would be reduced to about 5 tons to accommodate a maximum fuel load.
On return from operations, after landing and returning to dispersal, shut down engines, climb down and await transport back to the briefing room for interrogation by intelligence officers. Hot drinks and tot of rum available and back to the mess for the customary egg, bacon and chips..
At this time were confined to camp because of the possibility of being of being[sic] called for short notice operations.
THE TOUR OF OPERATIONS.
No. 1 29.8.44 Target – STETTIN.
Checked Battle Order to find our crew allocated to PM-N.
Briefing for night attack on the Baltic Port of Stettin. Bomb load mainly incendieries.[sic] The route took us across the North Sea, over Northern Denmark, S.W. Sweden and then due South into the target, bomb and turn West to cross Denmark and the North Sea back to base. The force consisted of 402 Lancasters and 1 Mosquito of 1,3,6,& 8 Groups. It was a very successful attack and 23 Lancasters were lost. We suffered no damage from anti-aircraft fire and saw no fighters. Whilst crossing Sweden there was
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a certain amount of what was called friendly flak, shells bursting at about 10,000 ft whilst we were flying at 18000 ft
This was my first sight of a target and something I shall never forget, smoke, flames, bombbursts, searchlights, anti-aircraft fire. It was also very tiring having been airborne for 9 hours 25 minutes and flown some 2000 miles.
Used full quota of ‘wakey wakey’ pills.
No. 2. 31.8.44. Target .Flying Bomb launch site. AGENVILLE France.
Daylight attack, Master Bomber controlled This was one of several targets to be attacked in Northern France. Seemed like a piece of cake after the long trip to Stettin. Not so! We were briefed to bomb from 10,000 ft on the Master Bomber’s instructions. On approaching the target area there was 10/10 cloud and the call from the Master Bomber went like this: “Main Force – descent to 8,000ft and bomb on red TI’s (Target indicators). – no opposition” We descended to 8,000ft and immediately we broke cloud there were shells bursting around us, Fortunately dead ahead was the target and I called for bomb doors open and started the bombing run.. At the appropriate point I pressed the bomb release and nothing happened. A quick look revealed no lights on the bombing panel. Whilst I was checking the main fuse the rear gunner was calling “We are on fire Skip – there is smoke streaming past me” The ‘smoke’ proved to be hydraulic fluid which was vaporising. We climbed back into cloud and assessed the situation. Whilst in cloud we experienced severe icing and with the pitot head frozen we lost instruments which meant skip had no way of knowing the attitude[?] of the aircraft and for the one and only time in my flying career, we were ordered to prepare to abandon aircraft and I put on my parachute pack. However we emerged from cloud and normal service was resumed. We had no
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electrics, no hydraulics, bomb doors open and a full load of bombs still on board Skip decided to head for base via a North Sea designated dropping zone where I could jettison the bombs safely. This was accompanied by going back along the fuselage and using a highly technical piece of kit, a piece of wire with a hook on the end, pushing it down through a hole about each bomb carrier and tripping the release mechanism.
Having got rid of the bombs it was back to base, crossing the coast at a spot where we should not have been and risking being shot at by friendly Ack Ack gunners. We arrived back at base some one and a half hours late. Now for the tricky bit. The undercarriage, in the absence of hydraulic fluid, had to be blown down by compressed air. This was an emergency procedure and could only be tried once, a now or never situation. Now we have to make a flapless landing and hope that the landing gear is locked down and does not collapse when we land. Not being able to use flaps means the landing speed is greater than normal and then we have no brakes. Skip made a super landing but once on the runway could only throttle back and wait for the aircraft to roll to a stop. This it did right at the end of the runway.
On inspection after return to dispersal it appeared that a shell or shells had burst very near to the bomb bay and shrapnel had severed hydraulic pipes and electric cables in the bomb bay. I should think we were very close to having been blown to bits. This trip was a little bit sobering to say the least. The aircraft resembled a pepper pot but luckily no one was injured.
No. 3 3.9.44 Target Eindhoven Airfield, Holland. Daylight Operation.
Allocated to PM-X (N having been severely damaged on our last sortie)
A straight forward attack on the airfield, one of six airfields in Southern Holland
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attacked by.675 aircraft a mixture of 348 Lancasters and 315 Halifaxes and 12 Mosquitoes, all very successful raids and only one Halifax lost.
This was my first experience of the ‘Oboe’ target marking system now used by Pathfinders flying Mosquitoes.. A very accurate system – the markers were right in the middle of the runway intersections. Very impressive.
No.4 5.9.44. Target – Defensive positions around LE HAVRE.
Aircraft allocated PM-W. Bomb load 15,000 lbs High Explosives. Daylight operation.
This attack was in support of Canadian troops who were demanding the surrender of the German garrison. The first phase of Lancasters orbited the target awaiting the outcome. This was negative and the attack took place. In clear visibility our riming point was 2000 yards in front of the Canadian troops and the area around the aiming point was completely destroyed.
No.5 10.9.44 Target – LE HAVRE again. Daylight operation.
Aircraft allocated PM-E Bomb load 15000 lbs High Explosive. Daylight operation. 992 aircraft attacked 8 difference German strongpoints only yards in front of Canadian troops. All were bombed accurately. No aircraft were lost.
No.6 12.9.44. Target FRANKFURT. Night operation.
Aircraft allocated PM-G. Bomb load 1 x 4000lb Cookie plus incendiaries.
This was an unusual operation in that we were one of several crews who were briefed to bomb 5 minutes ahead of main force, identifying the aiming point ourselves. The
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object was to occupy the defences whilst the pathfinders went in low to mark the aiming point for main force. Our route to target took us South into France, near Strasbourg and then a turn North East towards Frankfurt. Our navigator Ron at some point realised we were well off track because he was getting wrong positions due to distortion of the ‘Gee chain’, wither by jamming or almost out of range.
As well as being bombaimer I was also the H2S radar operator and so I switched this on to try to verify our position I managed to identify Mannheim on the screen and was then able, with Ron, to fix a course to the target. As we approached the target there were hundreds of searchlights but instead of combing the sky they were laid along the ground in the direction of our track. It took a few minutes to realise that what they were doing was putting a carpet of light on the ground so that any fighters above us would have us silhouetted against the light. Gunners be extra vigilant! I dropped the bombs and we headed for base without incident. Intelligence reports said it was a very successful attack.
No. 7 17.9.44 Target Ammunition Dump at THE HAGUE, Holland Daylight.
Aircraft allocated PM-B, Bomb load 15000lbs Gen. Purpose bombs.
This attack by 27 Lancasters of 103 Squadron only and was carried out without loss.
No. 8 24.9.44. Target CALAIS. Close support for the Army. Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
103 & 576 Squadrons were chosen to attack this target, gun emplacements, at low level (2000 ft) in the interests of accuracy. The weather was atrocious, almost as soon as we got off the runway we were in cloud. However we set course for Calais flying
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at around 1000 ft so as to keep the ground in view. As we approached the Channel the cloud lifted a bit and we were able to climb to 2000 ft but as we approached the target the cloud base lowered again and we had to descend again to 1000 ft for the bombing run. A we approached the aiming point, I was lying in the nose and could see everything on the ground. And being in the best position to see what was going on. could see where I thought the worst of the anti-aircraft fire, and indeed small arms fire was coming from.. I therefore ‘suggested’ to skip that when I say “bombs gone” you put her over hard to port and get down on the deck. Bugger the target photograph, we’ll have a picture of the sky! George did this and where we would have been if we had gone straight on whilst the camera operated, were shell bursts. We got out of that unscathed. Of the 27 aircraft that started that attack, one was lost, 8 landed away with various degrees of battle damage and of the remainder only 3 aircraft returned to base undamaged. “B” was one of them. As Ron recorded in his notes “Oppositions – everything”.
No. 9 26.9.44. Target Gunsites at Cap Gris Nez Daylight.
Allocated aircraft PM-B Bomb load 15000 lbs GP Bombs.
This was a highly concentrated and successful attack with very little opposition. Obtained a very good aiming point photograph.
No. 10 27,9,44.
We were briefed to bomb in the Calais area again on 27th. Sept but this operation was aborted due to the bombsight being unserviceable.
This ended our operational career at 103 Squadron. Only two of our operations had been at night.
Ourselves and one other crew from ‘A’ flight were transferred to 166 Squadron at
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Kirmington, one of the three stations forming 13 Base, to form a new ‘A’ flight at 166.Squadron.
As a matter of interest, Kirmington is now South Humberside Airport. Before moving on to the next phase I should explain that operational aircrew were given six days leave every six weeks which will explain some of the gaps in the story.
Chapter VII. The Tour of Operations. 166 Squadron.
166 Squadron, Kirmington, Lincs.
When we arrived at Kirmington we were allocated a hut on a dispersed site in Brocklesby Wood, about as far as could be from the airfield. Primitive living arrangements, but not too far from the Sergeants Mess.
By now we were no longer confined to camp and “liberty buses” were run from camp to Grimsby and Scunthorpe. Most of us used to go to ‘Sunny Scunny’ where there was a cinema two well known pubs, The Bluebell and The Oswald, the latter became known as 1 Group Headquarters. This establishment had a large function room with a
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minutes after other aircraft had set course. We took part on second aiming point and catching up 20 minutes on round trip landed No.3 back at base.
No. 14 28.10.44 Target COLOGNE
Allocated aircraft AS-D Bomb Load 1 x 4000 lb Cookie plus incendiaries.
Daylight operation. 733 aircraft despatched to devastate residential areas in NW of the City There was heavy flak opposition and our aircraft suffered some minor damage A piece of shrapnel came through the Perspex dome in front of me whilst I was crouched over the bombsight It hit me on the shoulder on my parachute harness but did me no harm.
This was a very good operation as ordered.
No. 15 29.10.44. Target Gunsites at DOMBURG. Walcheren Island, Holland. Allocated aircraft AS-M Bomb Load 15000 lbs HE. Daylight attack. 6 aircraft from 166 squadron together with 19 others attacked 4 aiming points. All were accurately bombed. There was no opposition.
No. 16 30.10.44. Target COLOGNE, Night operation.
Allocated aircraft AS-K Bomb Load 1x4000lb Cookie plus 9000 lbs HE.
No. 1 Group was assigned to attack aiming point which was not successfully attacked on 28th. October. Over the target there was clear visibility, moderate flak opposition. This was considered to have been a very good attack.
It was on this operation, whilst we were on the bombing run an aircraft exploded ahead of us. At least I believe it was an aircraft although the Germans used a device which we called a “scarecrow”. This was a pyrotechnic device which exploded to
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simulate an exploding aircraft. Presumable meant to put the frighteners on us!
On the 31,.10.44 we were again briefed to attack Cologne but having climbed to operating height a crew check by the Skipper revealed that Paddy our rear gunner was unconscious in his turret. Gus, wireless op went back and pulled him from the turret and onto the rest bed in the centre of the aircraft. He fitted him up with a portable oxygen bottle and skip made the decision to abort and return to base where an ambulance was waiting to whisk paddy[sic] off to sick bay. Apparently the problem had been a trapped oxygen pipe in the turret. We had been airborne for 2hrs 15 mins.
To depart for the moment from the tour of operations, it was about this time when I developed at[sic] rash on my face which turned to a weeping eczema which meant that I could not shave and I had to report sick. The Doc took a look and said, “OK You’re grounded”. I replied “You can’t do that Doc, my crew will have to take a spare bombaimer and I shall have to complete my tour with other crews”. After pleading my case Doc agreed to allow me to continue flying provided each time before flying I reported to Sick Quarters and had a dressing put on my face so that I could wear my oxygen mask. The Doc was treating me with various creams which had little or no effect until one day the WAAF medical orderly who applied the treatment said to the Doc “Why don’t we try a starch poultice”. The Doc suggested that was an old wives remedy. However as nothing else had worked he agreed to let the Waaf[sic] give it a try. I know not where this young lady learned her skills because I gathered she was a hairdresser in civvie street, in Leicester, my home town. She applied the said poultice and the next day I reported back to sick quarters where she removed the poultice and whatever was clinging to it. I went back to our hut and very carefully shaved. The starch poultice had done the trick. I thought frostbite had probably caused the
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problem in the first place but I was to learn some months later the real cause which I shall reveal later in the story.
No. 17. 2.11.44. Target DUSSELDORF. Night operation.
Aircraft allocated AS-C. Bomb load 1 x 4000lb Cookie and 9000 lbs HE.
“C” Charlie was now to become our regular aircraft, for which we developed a great affection and a very special relationship with the ground crew.
992 aircraft attacked Dusseldorf of which 11 Halifaxes and 8 Lancasters were lost. It was a very heavy and concentrated attack with extensive damage and loss of life. This was the last major Bomber Command raid of the war on Dusseldorf.
At about his [this] time friendships were struck up. In my case I was returning from leave and whilst waiting for my train at Lincoln Station to Barnetby (where I had left my bike) I met a Waaf, also returning from leave and who was, surprise, surprise stationed at Kirmington. I asked how she was getting from Barnetby to Kirmington and she said she was walking. No prizes for guessing that she got back to Kirmington on the crossbar of my bike. (No it was not a ladies bike). We became good friends and she along with others, would be standing alongside the airfield controllers cabin at the end of the runway to wave us off on operations.
Also at about his [this] time George and Gus acquired friends from the Waaf personnel, one of whom was a telephonist and the other a R/T operator in the control tower. When returning from operations George would call up base as soon as he was able, to get instructions to join the circuit. First to call would get the 1000’ slot and first to land. The procedure then was to make a circuit of the airfield around the ‘drem’ system of lights, report on the downwind leg and again when turning into the funnels on the
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approach to the runway. We would then be given the OK to land or if there was a runway obstruction, go round again. I understand that word was passed to those who wished to know that “Knott’s crew were in the circuit.”
No. 18. 4.11.44. Target BOCHUM. Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus 9000lbs HE.
749 aircraft attacked this target. Unusually Halifaxes of 4 Group slightly out numbered Lancasters. 23 Halifaxes and 5 Lancasters were lost. No. 346 (Free French) Squadron, based at Elvington, lost 5 out of its 16 Halifaxes on the raid. Severe damage was caused to the centre of Bochum, particularly the important steelworks.
This was the last major raid by Bomber Command on this target
It was about at this on return from an operation, I felt the need of a stimulant and so, instead of giving my tot of rum to Jock, I put it into my ovaltine, which curdled and I ended up with something resembling soup and a chastising from Jock for wasting ‘valuable rum’.
No. 19. 11.11.44. Target DORTMUND Oil Plant. Night operation.
“C” Charlie. Bomb load, 1 x 4000lb Cookie plus 9000lb HE.
.209 Lancasters, all 1 Group, plus 19 Mosquitoes from 8 Group (Pathfinders) attacked this target. The aiming point was a synthetic oil plant. A local report confirmed that the plant was severely damaged. No aircraft were lost.
No. 20 21.11.44. Minelaying Operations in OSLO FJORD Norway.
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Aircraft AS-E. Bomb load 6 x 1800 lb Accoustic[sic] and Magnetic Mines.
Six Lancasters from 166 Squadron and 6 from 103 Squadron detailed to plant ‘vegetables’ in Oslo Fjord. AS-E to mine a channel half a mile wide, between an island and the mainland. This was to catch U Boats based in the harbour at MANNS. The attack was carried out at low level and required a very accurate bombing run.. It was a major sin to drop mines on land as they were classified Secret This was a highly successful operation with no opposition and no aircraft lost. Time airborne 6hrs 45mins
No. 21. 27.11.44. Target “FREIBURG” S.W. Germany. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
Freiburg was not an industrial town and had not been bombed by the RAF before. However. No. 1 Group 341 Lancasters, which was maximum effort for the Group, plus 10 Mosquitoes from 8 Group, were called upon to support the French Army in the Strasbourg sector. It is believed the Freiburg was full of German troops. The target was accurately marked using the ‘OBOE’ technique from caravans based in France. 1900 tons of bombs were dropped on the target from 12000 ft in the space of 25 minutes. Casualties on the ground were extremely high. There was little opposition and only one aircraft was lost…
On this operation we carried a second pilot as a prelude to his first operation. He Was Charles Martin, a New Zealander and he and his crew were to claim “C” Charlie as their own when Knott’s crew had finished their tour. Martin’s wireless operator was Jim Wright, who now runs 166 Squadron Association and is the author of “On Wings of War”, the history of 166 Squadron.
This crew completed their tour on “C” Charlie and the aircraft survived the war.
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No. 22. 29.11.44. Target DORTMUND. Daylight operation,
“C” Charlie. 1 x 4000lb Cookie plus 9000 lbs HE.
This was no ordinary operation, 294 Lancasters from 1 Group plus the usual quota of Mosquitoes from 8 Group. At briefing we were told that as Bomber Command had been venturing into Germany and particularly Happy Valley in daylight, and, unlike the Americans, had not been attacked by large numbers of fighters, there was concern that because of our techniques in Bomber Command, each aircraft making its own way to the target in the Bomber stream, we might be very vulnerable to fighter attack. We could not possibly adopt the American system of flying in mass formations and do some boffin somewhere had come up with the ‘brilliant’ idea that we should indulge in gaggle flying. No practice, mind, just – this what you do chaps – get on with it.. The idea was that 3 Lancasters would have their tail fins painted bright yellow and would be the leading ‘Vic’ formation. All other aircraft would take off, find another squadron aircraft and formate on it. Each pair would then pack in together behind the leading ‘vic’ and the lead Navigator would do the navigating with the rest of the force following. The route on the flight plan took us across Belgium crossed the Rhine between Duisburg and Dusseldorf then passing Wuppertal and North East into the target area. All went well until we were approaching the Rhine when the lead navigator realised we were two minutes early. It was important not to be early or we would arrive on target before the pathfinders had done their job. The technique for losing two minutes was to do a two minute ‘dog-leg’. When ordered by the lead nav, this involved doing a 45 degrees starboard turn, two minutes flying, 90 degree port turn, 2 minutes flying, 45 degree starboard turn and we were then back on track.
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Unfortunately the apex of the dog-leg took us directly over Dusseldorf, a town which was very heavily defended. All the flak in the world came up, especially among the three lead aircraft and suddenly there were Lancs going in all directions. I actually saw a collision between two aircraft which both spiralled earthwards. Once clear of this shambles we found we were now in the lead and so we continued to the target and there being no markers down, apparently due to bad weather, I followed standard instructions and bombed what I could see. We had suffered slight flak damage but nothing to affect “C” Charlies[sic] flying capabilities and we arrived back at base 5 hours 35 mins after take-off. Six Lancasters were lost.
This was our one and only experience of ‘gaggle flying’.
No. 23. 4.12.44. Target KARLSRUHE. Night operation.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus incendiaries.
The railway marshalling yards were attacked by 535 aircraft. Marking and bombing were accurate and severe damage was caused. A machine tool factory was also destroyed. 1 Lancaster and 1 Mosquito were lost.
No. 24. 6.12.44. Target Synthetic Oil Plants “MERSEBERG LEUNA” Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000 lb Cookie 6000 lbs mixed HE.
475 Lancasters and 12 Mosquitoes were called upon to destroy Germany’s largest synthetic oil plant following numerous ineffective raids by the U.S. Air Force. This was the first major attack on an oil target in Eastern Germany and was some 500 miles from the bomber bases in England. “C” Charlie and crew were detailed to support pathfinder force (We were now considered to be an experienced crew). This meant we were to attack six minutes before main force. Weather conditions were
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very poor and marking was scarce and it was thought the attack was not very effective. However, post raid photographs showed that considerable damage had been caused to the synthetic oil plant and it was later revealed that the plant manager reported that the attack put the plant out of action and the second attack on 14.1.45 was not really necessary. 5 Lancasters were lost.
No.25. 12.12.44. Target ESSEN. Night attack.
“C” Charlie. Bomb load 1 x 4000lb Cookie 10000 lbs HE bombs.
This was the last heavy night raid on Essen by 540 aircraft of Bomber Command. Even the Germans paid tribute to the accuracy of the bomb pattern on this raid which was thanks to “OBOE” marking by pathfinder Mosquitoes.
6 Lancasters lost.
No. 26. 13.12.44. Target Seamining [?] KATTEGAT. Night operation.
“C” Charlie. Bomb load. 6 x 1800 lbs mines.
6 aircraft from 166 Squadron and 6 from 103 Squadron were detailed to lay mines in the Kattegat. This force took off in poor visibility but over the dropping zone the weather was good. On this occasion the mines were to be dropped using the blind bombing technique. I was to use the H2S radar which was a ground mapping radar. The dropping point was a bearing and distance from an identifiable point on the coast which gave a good return on the radar. On reaching the dropping point the pilot had to steer a pre-determined course and I had to release the mines at say, one minute intervals. The H2S screen was photographed so that the intelligence bods back at base could check that the mi8nes had been put down in the right place. In this case – spot on!! We then received a signal from base informing that the weather had
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clamped and we were diverted to Lossiemouth. We landed at Lossie having been airborne for 5 hrs 45 mins. At Lossie we were given beds and of course food, with the intention of returning to Kirmington the following morning.
The next morning we were given the Ok to return to Kirmington and went out to the aircraft. One engine failed to start and a faulty starter motor was diagnosed. A replacement was to be flown up from Kirmington. There we were dressed in flying kit with no money or toilet requisites and not knowing when the aircraft would be serviceable It certainly would not be today. We managed to secure a bit of cash from accounts and towels, etc from stores. That night Jock and I decided to go out on the town breaking all the rules about being out in public improperly dressed. However we got away with it. On the 17yth. “C” Charlie was serviceable and we were permitted to return to Kirmington. When we joined the circuit we could see Flying Fortresses on our dispersals having been diverted in the day before. The weather was certainly bad in the winter of 44/45.. The Americans crews allowed us to look over their Fortresses and we in turn invited them to look at our Lancaster. Their main interest centred on the Lancaster’s enormous bomb bay compared with their own.
21/12/44/ Seamining BALTIC Night operation.
Aircraft AS-H. Bomb load. 5 x 1800 lb mines.
This operation was aborted shortly after take-off due to the unserviceability of the H2S which was essential for the accurate laying of the mines. The visibility at base was very poor and we were given permission for one attempt at landing and if unsuccessful we were to divert to Carnaby in Yorkshire which was one of three diversion airfields with very long runways and overshoot facilities. We therefore
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jettisoned fuel to reduce the landing weight and made the approach. The airfield controller was firing white Very lights into the air over the end of the runway to guide us. We crept in over trees in Brocklesby Wood, trees which had claimed other Lancasters coming in too low, and made a perfect wheeled landing. It does not bear thinking about what would have happened if the undercarriage had collapsed, we were sitting on top of 9000 lbs of High Explosive. Good work skipper! Did not count as an operation.
The Squadron had a stand down at Christmas and on Christmas Day there was much merriment and a fair amount of booze put away and we went to bed a bit the worse for wear. It was therefore a bit upsetting to be got out of bed at 3am on Boxing Day morning, sent for an Ops meal and told to report for briefing at some unearthly hour. So to operation No. 27.
No. 27.. 26.12.44. Target “ST-VITH” Daylight operation.
Aircraft ‘B’. Bomb load 1 x 4000lb Cookie and 10000lbs HE.
“The Battle of the Bulge”, the German offensive in the Ardennes was in progress. A large force from Bomber Command was called upon to support the American 1st. Army trying to stem the German advances in the Ardennes. The attack was concentrated on the town of St. Vith where the Germans were unloading panzers to join the battle.
The whole of Lincolnshire was blanketed in fog with ground visibility of only a few yards. After briefing we went out to the aircraft, climbed aboard and waited for the time to start engines. Just before time there were white Very Cartridges fired from the
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control tower which indicated the operation was scrubbed. We returned to the mess and were given a new time to go out to the aircraft. Another flying meal.
We went out to the aircraft again and had a repeat performance. Third time lucky, we sat in the aircraft and although there was still dense fog, time came to start engines. This time no scrub. A marshall appeared in front of the aircraft with tow torches signalling us to start taxying and we were guided to the end of the runway. A glimmer of a green from the airfield controller and we turned onto the runway, lined up, set the gyro compass and we roared off down the runway at 1.15pm. Airborne and climbing we came out of the fog at about 200 ft and it was just like flying above cloud. We set course according to our flight plan and visibility across France and Belgium was first class. No cloud and snow on the ground. We did not really need navigation aids, I was able to map read all the way to the target. Approaching the target area there were a few anti aircraft shell bursts and it was apparent the Germans had advanced quite a long way. We bombed from 10000ft and the bombing was very concentrated and accurate. In fact it was reported that 80% of the attacking aircraft obtained aiming point photographs.
It was now time to concern ourselves with the return to Kirmington. The fog was still there and the only 1 Group airfield open was Binbrook, high up on the Lincolnshire Wolds, which stuck out of the fog like an island. The whole of 1 Group landed at Binbrook. There were Lancasters parked everywhere. Whilst we were in the circuit awaiting our turn to land, I was looking out of the window and noticed a hole in the wing between the two starboard engines. When we had landed and shut down the engines, we went to look at the hole. On top of the wing it was very neat but on the underside there was jagged aluminium hanging down around the hole. Obviously a shell had gone up and passed through the wing on its way down, without exploding.
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An airframe fitter looked at the damage and said the aircraft was grounded. This meant that after interrogation we were allowed to return to Kirmington by bus and proceed on leave.
Our next operation was not until 5.1.45 but some of us returned early from leave to attend a New Year party in the WAAF mess which was actually situated in Kirmington Village.
No.28. 5.1.45. Target HANOVER Night operation.
“C” Charlie. Bomb load. 1 x 4000lb Cookie plus incendiaries.
325 Aircraft of Nos. 1 and 5 Groups were briefed for the second of a two pronged attack on Hanover.
Nos. 4 and 6 Groups had bombed the target two hours earlier with bomb loads of mainly incendiaries. When we crossed the Dutch coast, the fires could be seem[sic] from at least 100 miles away. Our track took us towards Bremen and was meant to mislead the enemy into believing that was our target. However we did a starboard turn short of Bremen and ran into Hanover from the North. The target was well bombed and rail yards put out of action. I don’t know what we did right but “C” Charlie arrived back at base 4 minutes before anyone else.
No. 29. 6.1.45. Seamining. STETTIN Bay. Night operation.
Aircraft AS-D. Bomb Load 6 x 1500lb Mines.
Knott and crew started their third and final gardening trip (As seamining was known) 48 aircraft of Bomber Command were detailed to plant ‘vegetables’ in the entrance to Stettin Harbour and other local areas. The enemy was able to pick up the force 100 miles North East of Cromer because bad weather condition forced us to fly at 15000
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ft to the target instead of the usual 2000ft,. As a result of this early warning enemy fighters were waiting and the target area was well illuminated by fighter flares. It was believed that the enemy thought this was a major attack on Berlin developing. Knott and crew dropped their vegetables in the allotted area, securing a good H2S photograph and again returned to base first.
No. 30. 14.1.45. Target MERSEBERG LEUNA (Again) Night operation.
“C” Charlie. Bomb load 1 x 4000 lb Cookie plus 5500 lbs HE.
200 Aircraft attacked this target to finish off the job started on 6th December. A very successful attack.
No. 31. 16.1.45. Target Oil refinery ZEITZ Nr. Leipzig.
“C” Charlie. Bomb load 1 x 4000lb Cookie plus 6000 lbs GP Bombs.
This was the one we had been waiting for, our last operation. We went into briefing and were told by the intelligence officer that although we were being briefed the operation might be cancelled because a large force of Amercan[sic] Fortresses and Liberators had been to the target earlier in the day and a photo recce Mosquito had gone out to photograph the target and assess the results. Before the end of briefing it was confirmed that that[sic] the Americans had missed and our operation was on. At 1720 on the 16th January we took off on this operation. Over the target there were hundreds of searchlights, the markers were in the right place and we completed our bombing run. The target was well ablaze and there were massive explosions. At one point Paddy called out “We’re coned skip” meaning we were caught by searchlights.
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It was briefly very light in the cabin but the light was caused, not by searchlights but by the explosions from the target.
Of the 328 Lancasters that attacked the target, 10 were lost.
When we returned to base all of our ground crew, including one guy who had returned early from leave, were there to welcome us and join in a little celebration.
George Knott was awarded an immediate Distinguished Flying Cross, said to be a crew award for completing a tour of operations.
All seven of us were posted from Kirmington, on indefinite leave to await our next assignments.
Apart from activities in the Officers and Sergeants Messes, and trips into Scunthorpe where the “Oswald” was the central drinking point, the main point of activity was the pub in Kirmington village. The “Marrow Bone & Cleaver” or the “Chopper” as it was known, was the meeting place for all ranks. The pub is now a shrine to the Squadron, there is a memorial in the village, lovingly cared for by the villagers’ and memorial plaques in the terminal building at Humberside Airport.
There is also a stained glass window in Kirmington Church.
I have mentioned our off base activities but, of course, a lot of time was spent in the Mess and the radio was our main contact with the outside world. I think the most popular program was the AFN (American Forces Network). They had a program which I believe was called the “dufflebag program”. Glen Miller and all the big [inserted in margin] this sentence needs a verb! [/inserted in margin] bands of the day. The song “I’ll walk alone” was very popular and was recorded by several singers. The British one was Anne Shelton, an American whose name escapes me and another American called Lily Ann Carroll (Not sure about the spelling of that name). This girl had a peculiar voice but it had something about it.
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Since the war I have not been able to find anyone who ever heard of her but I did hear the record placed on one of the archives programs on BBC, two or three years ago. If anyone knows of Lily Ann Carroll I would love to know.
I can’t remember where it was but on one occasion when we were out together as a crew, someone asked what the “B” meant on my brevet. Quick as a flash Paddy jumped in “It means Big Bill Bailey the bastard Bombaimer”.
The completion of our tour of operations was of special relief to Gus Leigh, our wireless operator who incidentally had a few weeks earlier had[sic] been commissioned as Pilot Officer. Gus was married and his wife Enid was pregnant and lived in Kent. George our skipper had relatives who lived near Thorne which was quite near to Sandtoft and not really too far from Elsham and Kirmington so it was arranged that Enid would come to stay with George’s relatives and Gus would be able to see her fairly regularly. As we approached the end of our tour you can appreciate the tension. I was to hear later that after we had left Kirmington, Enid had a son and then suffered a massive haemorrhage and died. What irony, a baby that so easily could have been fatherless was now motherless.
Before leaving the scene of operations, so to speak, I would like to clear up one or two points.
I have often been asked the question, were you frightened? I can only speak for myself and maybe my crew. I don’t think ‘frightened’ was the right word, apprehensive, maybe but except for a very few, I believe all aircrew believed in their own immortality. It was always going to be the other guy who got the chop, never yourself. Had this not been the case then we would never have got into a Lancaster.
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Ron Archer used to tell me he thought we were the luckiest crew in Bomber Command.
There were, of course, a very few aircrew who lost their nerve and refused to fly. All aircrew were volunteers and could not be compelled to fly but if that became the case then they would be sent LMF (Lack of moral fibre) and would lose their flying badge and be reduced to the ranks.
Much has been said and written in recent years about the activities of Bomber Command and in particular our Commander in Chief, “Bomber” Harris. I believed then, and still believe that what was done was right. I did not bomb Dresden, but had I been ordered to do so, I would not have given it a second thought.
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Chapter VIII. Lossiemouth.
I was at home in Wigston, Leicestershire and my 21st birthday, the 2nd February was fast approaching. Parents and friends were trying to organise a party, meagre rations, permitting. They need not have worried because I received instructions to proceed immediately to 20 OUT Lossiemouth, At 9.30 pm the eve of my birthday I caught a train from South Wigston station to Rugby and then onto a train bound for Scotland. I arrived at Lossiemouth at 11pm and following day. What a way to spend a 21st birthday!
The next day having completed arrival procedures I duly reported to the Bombing Leader for duty. At the same time I discovered that George Knott had also been posted to Lossiemouth as a screened pilot. I flew with him ocassionally[sic] when he needed some ballast in the rear turret when doing an air test.
The role of 20 OUT was to train Free French Aircrew, again flying Wellingtons and my job was to fly with them on bombing exercises to check that they were using correct procedures. I used to say, “Patter in English please”, which was alright until they got a bit excited and lapsed into French. Bombing took place on Kingston Bombing Range, on the coast East of Lossiemouth. One of my other jobs was to plot the bombs on a chart using co-ordinates given by observers at quadrant points on the
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range. These were phoned through to the bomb plotting office. The student bombaimer then came to the office to see the results of his aiming efforts. 10 lb smoke bo9mbs were used for daylight bombing and 10 lb flash bombs for night bombing. In the summer at Lossie, night flying was almost impossible due to the short night in those Northern parts. It was quite common to take off after sunset and then see the sun set again.
After a few weeks I was attached from 20 OUT to 91 Group Airbomber instructors school at Moreton in Marsh for 3 weeks before becoming an official instructor. I returned to 20 OUT and shortly afterwards was again sent off on a course, this time to the Bomber Command Analysis School at Worksop. Here I became an alleged expert on the Mark XIV Bomsight.[sic] This was a gyro stabilised bombsight [sic] which was a tactical bombsight [sic] rather than a precision bombsight.[sic] It consisted of a computor[sic] box and a sighting head and obtained information of airspeed, height, temperature and course from aircraft instruments plus one or two manual settings and converted this information into a sighting angle. The only piece of vital information to be added was the wind speed and direction which had to be calculated by the Navigator. The bombaimer was then able to do a bombing run without the necessity of flying straight and level.. It took account of climbing, a shallow dive and banking. The sequence of events when bombing was, when the bomb release (hereafter called the ‘tit’ [)]was pressed several things happened, the bombs started to be released in the order set on the automatic bomb distributor, so that they were dropped in a ‘stick’. The photoflash was released, the camera started to operate and as the bombs reached the point of impact almost immediately beneath the aircraft, the photographs were taken. Having used this equipment for the whole of my tour of operations I can vouch for its performance. The Americans had their much vaunted Norden and Sperry Bombsights [sic]
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which were claimed to be very accurate but required the aircraft to maintain a straight and level flight path for an unacceptable time against heavily defended targets. The Mk XIV was so good that the Americans adopted it for their own aircraft and called it the T1 Bombsight. Many T1’s were used by the RAF in lieu of the MkXIV. A matter of production I guess.
On my return from Worksop, with glowing reports from my two courses, the Bombing Leader said “OK Flight Sergeant you had better apply for a commission.” This I did and after going through all the procedures was commissioned in the rank of Pilot Officer (198592) on the 5th June, 1945.
Of course ‘VE’ Day took place on the 5th May after which it was only a matter of time before the OTU’s were run down and in the case of Lossiemouth this was to be sooner rather than later. The Wellingtons were all flown down to Hawarden in Cheshire for eventual disposal, I must record one tragic incident which happened whilst I was at Lossiemouth. One Sunday morning a Wellington took off on air test and lost an engine on take-off and the pilot was obviously trying to make a crash landing on the beach to the East of Seatown. He didn’t make it and crashed on top of a small block of maisonettes killing most of the inhabitants who were still in bed. A tragic accident!
The question now arose as to where next we would all go. We were given the option of being made redundant aircrew, going to another OTU or going back to an operational Squadron. My problem was solved for me, ‘Johnnie’ Johnson, ‘A’ Flight Commander, came into the plotting office and said “I’m going back on ops, I want a bombaimer”. Thus I joined his crew and other instructors made up a full crew with the exception of a flight engineer, all having done a first tour. Johnnie had to revert
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from his Squadron Leader rank to Flight Lieutenant. All the other members of the crew were officers.
Chapter IX Tiger Force.
On the 6th. July we went to 1654 Conversion Unit at Wigsley, were not wanted there and were sent to 1660 Conversion Unit at Swinderby. It was necessary to do a conversion course becaused[sic] Johnnie had done his first tour on Halifaxes and needed to convert to Lancasters. We also picked up a Flight Engineer who was actually a newly trained pilot, who had also done a flight engineers course, there now being a surplus of pilots. He happened to be a lad I knew from my ATC days.
We were now part of “Tiger Force” which was 5 Group renamed and we were to fly the Lancasters out to Okinawa to join in the attack on Japan. The Lancasters would shortly be replaced by the new Lincoln bombers which were bigger, more powerful and had a longer range.
We commenced our training, for my part I had to familiarise myself with ‘Loran’ which was a long range Gee for use in the Pacific. I did say earlier in the story that I would tell you about my ‘rash’. At Swinderby I had a recurrence and immediately reported sick. The Doc took a look at me and said “Oh! We know what that is, it is oxygen mask dermatitis, when you sweat your skin is allergic to rubber. We will make you a fabric mask. Problem solved. The new mask was not needed, however,
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because the war ended and with it my flying career.
VJ Day was a wild affair, In the “Halfway House” pub at Swinderby my brand new officer’s cap was filled with beer when I left it on a stool.
In a final salute to the mighty Lancaster, Swinderby had an open day to celebrate the end of the war and the Chief Flying Instructor, the second on three, the third on two and finally the fourth on one engine. What an aeroplane! What a pilot!
Chapter X The last chapter.
There followed a strange period. First to Acaster Malbis, nr York where all redundant Aircrew handed in their flying kit. Then to Blyton, Nr. Gainsborough where we were given a choice of alternative traded. Seldom did anyone get their first choice and I was chosen to become an Equipment Officer and after a brief spell at Wickenby was posted to the Equipment Officers School at RAF Bicester. A four week course and I was meant to be a fully qualified equipment officer. I was posted to Scampton but not needed there and so was posted on to RAF Cosford where I was put in charge of the technical stores. The Chief Equipment Officer was fairly elderly Wing Commander who took me under his wing and kept a fatherly eye on me. The Royal Air Force was beginning to return to peacetime status and Wingco[sic] warned me that it was probably not a good idea to fraternize with my ex Aircrew NCO’s in the “Shrewsbury Arms”. If you must, get on your bikes and go further afield, was his advice.
[page break]
One Monday morning I was called up to the WingCo’s office to be asked “Where is F/Sgt. Brown (Not his real name) this morning”. “I don’t know sir” I replied. “Well I will tell you” he said. “He is under arrest at Shifnal Police Station”
This particular ex Aircrew NCO lived in a village quite near to Cosford and had permission to ‘live out’. It transpired that almost everyone in his village had new curtains made from RAF bunting and quite a few people were wearing RAF or Waaf shoes. I was ordered to do a stock check on my section and for his part he was charged by the Civil Police and at Shifnal Magistrates Court received little more than a slap on the wrist. No doubt his war service stood him in good stead. Because he had been dealt with by the Civil Courts he could not be charged and Court Martialled by the RAF and all that happened was that he was posted away from Cosford and released early into civvie street.
At the time, lots of POW’s were passing through Cosford on their way from POW Camps in Europe to their homes.
Monthly “Dining In” nights were also resumed in the Officers Mess. Due to officers leaving the station or being demobbed, at every “Dining In” we were “Dining Out” those departing., always ending in a wild party. I remember one night which was extremely boisterous ending with Bar Rugby, footprints on the ceiling, the lot. I had better leave to the imagination how the footprints on the ceiling were achieved. That night I went to bed at about 3 am and when I went in to breakfast the following morning the mess was immaculate. The staff had obviously been up all night cleaning up.
On the 4th. November 1946 I received my final posting from Cosford to Headquarters Technical Training Command, at Brampton Nr. Huntingdon to be Unit Equipment
[page break]
Officer. The Headquarters Unit consisted of a Squadron Leader C.O., a Flight Lieutenant Accountant Officer, a Flight Lt. Equipment Officer and their staffs. I had a hairy old Sergeant Equipment Assistant who I believe was a regular airman and probably looked upon me as not a real Equipment Officer. However, his knowledge and experience were invaluable.
I enquired as to the whereabouts of my predecessor to be told that he had already gone having been posted abroad. There was, therefore, no handover of inventories. The next surprise was even greater, I was told that I also had RAF Kimbolton to finish closing down. I took myself to Kimbolton to find a ‘care and maintenance party’ of three airmen and one Waaf. Two were out on the airfield shooting rabbits and the other two were dealing with some paperwork. The entire camp had been almost cleared, barrack equipment to a storage/disposal site, fuel to other sites and/or the homes of the local population. Legend had it that a grand piano from the Sergeants Mess had gone astray. One day a Provost Squadron Leader came into my office and said: “Bailey, I want you to come with me to St. Neots Police Station to identify some rolls of linoleum which they have recovered from a farmer”. We went to St. Neots and a police sergeant showed us several rolls of obvious Air Ministry linoleum standing in a cell. I examined the rolls and could find no AM marks so I told the Provost that I could say the rolls ere exactly similar to AM Lino but I could not positively identify them as AM property. The provost told the police sergeant to give the lino back to the farmer. Heaven only knows how many houses had their floors covered in Air Ministry lino in the Kimbolton area. No doubt this sort of thing was happening all over the country. The politicians were so anxious to get servicemen back into civvies street that establishments were seriously undermanned.
When I, a mere Flying Officer, did the final paperwork for RAF Kimbolton I raised a
[page break]
write off document well in excess of £1 million at 1947 prices and this only involved equipment known to be missing.
With regard to Brampton itself, the winter of 46/47 was extremely severe with heavy snowfalls. Even the rail line between Huntingdon and Kettering was blocked. When the snow thawed there was severe flooding. One weekend I went home and returned to Camp on Sunday afternoon to find that the previous night there had been a severe storm with gale force winds and Brampton was a scene of devastation. Trees had been blown down crushing nissen huts. The camp was flooded and the sewage system was completely useless. The following morning I located a stock of portable loos (Thunder boxes so called). A four wheel drive vehicle was despatched through the flood waters surrounding Huntingdon, to RAF Upwood to collect these things. Things gradually returned to something like normal but it was a terrible time. The Officers Mess at Brampton was in the large house in Brampton Park and the Headquarters Staff from the C in C Technical Training Command down, were housed in Offices adjacent to Brampton Grange. There were far more senior officers at Brampton than junior officers because of the very nature of the place.
The PMC of the mess was a Group Captain and one day he came to me and said “Bailey, we are going to have a Dining In and I thought it would be nice if we could have some proper RAF crested crockery and cutlery”. I informed the PMC that these items were not on issue whereupon he suggested that I use my initiative.
It just so happened that whilst I was a[sic] Cosford I learned that in the Barrack Stores the very things I was being asked to get were in store, having been there throughout the War. I spoke with the Wing Commander, my former boss, who
agreed to release a quantity of crockery, etc. I informed the PMC of my success and he arranged for a De Havilland Rapide aircraft from our communications flight at nearby Wyton to take
[page break]
me to Cosford to collect the two heavy chests of crocks. I am sure the Rapide was overloaded on the flight back to Wyton but the mission was accomplished and the PMC was able to show off his ‘posh’ tableware at the next Dining In.
I was shortly to have to make a major decision, the date was fast approaching for my release back into civilian life, I had agreed to serve six months beyond my release date and had made an application for an extended service commission which would have kept me in the Royal Air Force for at least another six years. However my civilian employers became aware that I had done the extra six months and were not amused. I, despite having access to ‘P’ staff at Brampton could not get a decision from Air Ministry and I made the decision to leave the service.
On 1st. April, how significant a date, I headed off to Kirkham in Lancashire to collect my demob suit. A very sad day.
This is the end of the ‘dream’ but not quite the end of my love affair with the Royal Air Force. But that, as they say, is another story ……
[page break]
Two photographs in RAF uniform; one in 1942 aged 18 and the other in 1945 aged 21.
[page break]
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
Was it all a Dream
The memoirs of Wartime Bomb Aimer Bill Bailey
Description
An account of the resource
Bill Bailey's wartime memoirs, from enlistment, training in UK and Canada and detail of each of 31 operation in Bomber Command. After completion of his tour he was transferred to Lossiemouth to train Free French aircrew. After successful progress he was offered a commission. Later he trained for Tiger Force ops at RAF Wigsley and Swinderby. When the Force was cancelled he became an Equipment Officer at Bicester then Cosford, Brampton and Kimbolton.
Creator
An entity primarily responsible for making the resource
Bill Bailey
Format
The file format, physical medium, or dimensions of the resource
45 typewritten sheets and two b/w photographs
Language
A language of the resource
eng
Type
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Text
Text. Memoir
Photograph
Identifier
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BBaileyJDBaileyJDv1
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
United States Army Air Force
Free French Air Force
Spatial Coverage
Spatial characteristics of the resource.
Canada
Germany
Great Britain
Norway
Poland
Atlantic Ocean--English Channel
Atlantic Ocean--Kattegat (Baltic Sea)
England--Birmingham
England--Devon
England--Leicestershire
England--Lincolnshire
England--London
England--Yorkshire
France--Domléger-Longvillers
France--Ardennes
France--Calais
France--Cap Gris Nez
France--Le Havre
Germany--Bochum
Germany--Cologne
Germany--Dortmund
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Freiburg im Breisgau
Germany--Hannover
Germany--Karlsruhe
Germany--Leipzig
Manitoba--Carberry
Netherlands--Domburg
Netherlands--Eindhoven
New Brunswick--Moncton
Norway--Oslo
Nova Scotia--Halifax
Ontario--Hamilton
Ontario--Picton
Poland--Szczecin
Netherlands--Hague
France
Ontario
New Brunswick
Nova Scotia
Netherlands
Germany--Ruhr (Region)
England--Warwickshire
Manitoba
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Sue Smith
David Bloomfield
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
1946
1947
1 Group
103 Squadron
166 Squadron
1660 HCU
1667 HCU
4 Group
5 Group
576 Squadron
8 Group
83 OTU
Advanced Flying Unit
Air Observers School
aircrew
Anson
B-17
Bolingbroke
bomb aimer
bombing
Bombing and Gunnery School
briefing
Distinguished Flying Cross
flight engineer
Gee
ground personnel
H2S
Halifax
Halifax Mk 2
Halifax Mk 3
Halifax Mk 5
Heavy Conversion Unit
Initial Training Wing
lack of moral fibre
Lancaster
Lancaster Finishing School
Lincoln
Lysander
Master Bomber
medical officer
memorial
mid-air collision
military living conditions
military service conditions
mine laying
Mosquito
Oboe
Operational Training Unit
Pathfinders
perception of bombing war
prisoner of war
promotion
RAF Acaster Malbis
RAF Bicester
RAF Binbrook
RAF Blyton
RAF Brampton
RAF Cosford
RAF Elsham Wolds
RAF Hawarden
RAF Hemswell
RAF Kimbolton
RAF Kirmington
RAF Llandwrog
RAF Lossiemouth
RAF Moreton in the Marsh
RAF Paignton
RAF Penrhos
RAF Peplow
RAF Sandtoft
RAF Scampton
RAF St Athan
RAF Swinderby
RAF Worksop
RAF Wyton
Scarecrow
searchlight
superstition
Tiger force
training
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36538/MLovattP1821369-190903-74-01.1.pdf
fb8bdc0a3359bad330631a99725ecf91
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/934/36538/MLovattP1821369-190903-74-02.1.2.pdf
518e2b514f18dba39e9302770bce90ba
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lovatt, Peter
Dr Peter Lovatt
P Lovatt
Description
An account of the resource
117 items. An oral history interview with Peter Lovatt (b.1924, 1821369 Royal Air Force), his log book, documents, and photographs. The collection also contains two photograph albums. He flew 42 operations as an air gunner on 223 Squadron flying B-24s. <br /><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/1338">Album One</a><br /><a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2135">Album Two</a><br /><br />The collection has been donated to the IBCC Digital Archive by Nina and Peter Lovatt and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-09-27
2019-09-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Lovatt, P
Dublin Core
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Title
A name given to the resource
The Offensive Phase
Volume Two of Two
Creator
An entity primarily responsible for making the resource
Peter Lovatt
Spatial Coverage
Spatial characteristics of the resource.
Norway--Trondheim
France--Brest
Russia (Federation)
England--Hartland
England--Beer Head
Europe--Elbe River
England--Dover
England--Folkestone
England--London
France--Bruneval
France--Pas-de-Calais
Germany--Lübeck
Germany--Rostock
England--Norwich
England--Cheadle (Staffordshire)
England--Salcombe
England--Sidmouth
France--Cherbourg
France--Boulogne-sur-Mer
France--Dunkerque
France--Cassel
England--Salisbury
Russia (Federation)--Kola Peninsula
Russia (Federation)--Arkhangelʹskai︠a︡ oblastʹ
Germany--Berlin
Poland--Szczecin
France--Desvres
France--Arcachon
France--Nantes
France--Chartres
France--Reims
England--Swanage
England--Malvern
England--Plymouth
France--Lorient
England--Lincoln
Scotland--Edinburgh
England--Hull
England--London
England--Bristol
France--Montdidier (Hauts-de-France)
England--Guildford
France--Poix-du-Nord
Germany--Mannheim
Czech Republic--Pilsen Basin
England--Harpenden
France--Morlaix
Spain--Lugo
Spain--Seville
England--Radlett (Hertfordshire)
Germany--Cologne
France--Boulogne-Billancourt
Germany--Rostock
Germany--Essen
Germany--Schleswig-Holstein
Belgium--Liège
Germany--Bremen
England--High Wycombe
Germany--Osnabrück
Germany--Hamburg
Germany--Wilhelmshaven
England--Sizewell
Germany--Peenemünde
Germany--Stuttgart
Germany--Munich
Germany--Kassel
England--Crowborough
England--Huddersfield
Netherlands--Den Helder
England--Mundesley
Germany--Schweinfurt
Europe--Baltic Sea Region
Atlantic Ocean--Bay of Biscay
Germany--Braunschweig
Germany--Bremen
Germany--Wolfenbüttel
Germany--Magdeburg
France--Limoges
Germany--Frankfurt am Main
Germany--Leipzig
Germany--Stuttgart
Germany--Munich
Germany--Schweinfurt
Germany--Augsburg
France--Yvelines
Germany--Nuremberg
Germany--Kiel
Poland--Poznań
France--Dieppe
Turkey--Gallipoli
Egypt--Alamayn
Egypt--Cairo
Morocco
Algeria
Italy--Sicily
England--Ventnor
England--Beachy Head
France--Abbeville
France--Somme
France--Seine River
England--Southampton
England--Portsmouth
Scotland--Firth of Forth
Iceland
England--Brighton
France--Normandy
France--Cherbourg
England--Littlehampton
England--Portland Harbour
France--Amiens
Netherlands--Arnhem
France--Normandy
Germany--Gelsenkirchen
France--Le Havre
France--Arromanches-les-Bains
France--Bayeux
Belgium--Wenduine
France--Beauvais
England--Ditchling
England--Henfield (West Sussex)
England--Canterbury
England--Crowborough
England--Dover
England--Chiswick
Netherlands--Hague
Sweden
Belgium--Antwerp
Germany--Aachen
Germany--Trier
Germany--Siegfried Line
Netherlands--New Maas River
Netherlands--Waal River
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Darmstadt
Germany--Duisburg
Germany--Braunschweig
Netherlands--Walcheren
Germany--Bremen
Germany--Düsseldorf
Germany--Bochum
Germany--Cologne
Europe--Ardennes
Belgium--Bastogne
Germany--Leuna
Germany--Essen
Germany--Ludwigshafen am Rhein
Germany--Duisburg
Germany--Ulm
Rhine River Valley
Germany--Mittelland Canal
Germany--Nuremberg
Germany--Dortmund
Germany--Castrop-Rauxel
Germany--Hannover
Belgium--Houffalize
Germany--Neuss
Germany--Grevenbroich
Germany--Dülmen
Germany--Dresden
Germany--Leipzig
Germany--Magdeburg
Germany--Bonn
Germany--Kamen
Germany--Dortmund-Ems Canal
Germany--Chemnitz
Germany--Dessau (Dessau)
Germany--Hannover
Germany--Kiel
England--Coventry
Italy
Poland
France
Great Britain
Egypt
North Africa
Germany
Belgium
Czech Republic
Netherlands
Norway
Russia (Federation)
Spain
Turkey
Europe--Frisian Islands
England--Milton Keynes
Germany--Ruhr (Region)
England--Devon
England--Dorset
England--Gloucestershire
England--Hampshire
England--Herefordshire
England--Kent
England--Middlesex
England--Norfolk
England--Staffordshire
England--Suffolk
England--Surrey
England--Sussex
England--Wiltshire
England--Worcestershire
England--Yorkshire
England--Lincolnshire
England--Warwickshire
Russia (Federation)--Poli︠a︡rnyĭ (Murmanskai︠a︡ oblastʹ)
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. Coastal Command
Royal Navy
United States Army Air Force
Wehrmacht. Luftwaffe
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
178 printed pages
Description
An account of the resource
A continuation of Peter's thesis on electronic warfare during the war.
Language
A language of the resource
eng
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
Identifier
An unambiguous reference to the resource within a given context
MLovattP1821369-190903-74-01
1 Group
100 Group
101 Squadron
109 Squadron
141 Squadron
169 Squadron
171 Squadron
192 Squadron
199 Squadron
214 Squadron
218 Squadron
223 Squadron
239 Squadron
3 Group
4 Group
462 Squadron
5 Group
617 Squadron
8 Group
aircrew
B-17
B-24
Beaufighter
Bennett, Donald Clifford Tyndall (1910-1986)
Chamberlain, Neville (1869-1940)
crash
Defiant
Do 217
Fw 190
Gee
Gneisenau
Goering, Hermann (1893-1946)
H2S
Halifax
Halifax Mk 3
Hampden
Harris, Arthur Travers (1892-1984)
He 111
Hitler, Adolf (1889-1945)
Hudson
Ju 88
Lancaster
Me 110
Me 410
mine laying
Morse-keyed wireless telegraphy
Mosquito
navigator
Oboe
Operational Training Unit
P-51
Pathfinders
radar
RAF Defford
RAF Downham Market
RAF Farnborough
RAF Foulsham
RAF Little Snoring
RAF North Creake
RAF Northolt
RAF Oulton
RAF Prestwick
RAF Sculthorpe
RAF St Athan
RAF Swannington
RAF Tempsford
RAF Upper Heyford
RAF Uxbridge
RAF West Raynham
RAF Wittering
Scharnhorst
Stalin, Joseph (1878-1953)
Stirling
Tirpitz
training
Typhoon
V-1
V-2
V-weapon
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24698/BDunmoreGDunmoreGv1.2.pdf
4775acffec4e6ee9190c8fe717ffa0cb
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
Dunmore, George
G Dunmore
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Dunmore, G
Description
An account of the resource
17 Items concerning Flight Lieutenant George Dunmore DFM (5601) who flew 45 operations as a flight engineer on Lancaster with 83 Squadron at RAF Scampton and then as part of the Pathfinder Force at RAF Wyton. Commissioned in 1944 he continued to serve in the general duties branch as flight engineer and then equipment branch until 1967. The collection contains his logbook, an account of a maximum effort operation, official documents and letters, a history of an individual aircraft, pathfinder certificate, recommendation for DFM, career notes as well as photographs and memorabilia. A sub-collection of 58 photographs of aircraft under repair or being manufactured in factories.
The collection has been loaned to the IBCC Digital Archive for digitisation by Louise Dunmore and catalogued by Nigel Huckins
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] STRIKE TO DEFEND [/underlined]
[page break]
[underlined] PREFACE [/underlined]
Although it has been the custom over the last thirty years to push memories of our experiences during World War II to the back of our minds, I have specifically been asked recently, by my son who is now studying the period, to talk about those days.
Many recent accounts I have heard or read have, it seems, been written by younger people who have no first hand knowledge of the time, but who have tried to research and give an account of various happenings. Unfortunately, to my mind, this method creates many distortions of facts, and I am therefore endeavouring to give an authentic impression to help young lads like my own son to understand the important part that Bomber Command played in World War II.
In doing so, I would like to dedicate the following work to all aircrew of Bomber Command who did not return, and in particular to my many friends and comrades of ‘83’ Squadron, Pathfinder Force.
- 1 -
[page break]
In January 1942 Air Chief Marshall Harris, Commander-in-Chief of Bomber Command was sure enough of the growing strength of R.A.F. Bomber Command to make the following prophetic statement:
“Cologne, Lubeck, Rostock, those are only just the beginning. Let the Nazis take good note of the “Western Horizon”, there they will see a cloud as yet no bigger than a man’s hand, but behind that cloud lies the whole massive power of the United States of America.
When the storm bursts over Germany they will look back to the days of Lubeck and Rostock and Cologne as a man caught in the blasts of a hurricane will look back to the gentle zephyrs of last summer. There are a lot of people who say that bombing can never win a war, well , my answer to that is that it has never been tried yet and we shall see! Germany, clinging ever more and more desperately to her widespread conquests and foolishly striving for more will make a most interesting initial experiment. Japan will provide the confirmation”.
The following gives an account of the preparation for and carrying out of a typical ‘maximum effort’ raid by Bomber Command which was initiated at H.Q. by the selection of a TARGET city:-
Together the planning Air Staffs were advised on weather conditions affecting U.K. Bomber bases, route, and target area. Selection of specific targets and the mass of detail, concerning target photographs, German defences, route out – home, codes, fuel loads, bomb loads – target marking techniques with pyrotechnic colour codes and from this mass of specialist information was evolved an [underlined] OPERATION ORDER [/underlined] sent in code to all concerned Bomber Groups and Squadrons which on receipt at a Squadron was called the ‘B’ (bombing) Form and summarized thus:-
1. Intention
2. Method
3. Execution
On receipt of an Operation Order at R.A.F. station level there was an immediate security clamp placed on Entrances/Exits, also all telephone lines were disconnected, - except for those coded and scrambled ‘tie lines’ to Bomber Group and Command Headquarters.
- 1 -
/The
[page break]
The whole R.A.F. station was alerted, and aircrews detailed to Air Test specific serviceable aircraft. Each aircrew member made a thorough detailed check on the ground against specially prepared Master check lists, i.e.:
[underlined] Pilot: [/underlined] [author indicates and] [underlined] Flt. Engineer: [/underlined] Pitot and Static Vent covers “OFF” Combined check of all aspects of aircraft externally, including Propellars [sic], Airframe, Engines, Tyres, Brakes Control surfaces, Trimmer Tabs, Oil, fuel and hydraulic systems.
[underlined] Navigator: [/underlined] [author indicates and] [underlined] Bomb Aimer: [/underlined] Combined check of all navigation equipment, bomb bay, bomb sight and navigation electronic aids.
[underlined] Wireless Operator: [/underlined] Check Transmitter, Receiver, Trailing aerial gear. Radio jamming equipment, A.I. equipment I.F.F. (Identification Friend or foe), also Verey Cartridge codes and pistol – and finally [underlined] Bomber Code for the day. [/underlined]
[underlined] Gunners [/underlined] Check Mid-upper, Front and Rear Turrets, associated electrical Gun Sights – Machine guns, ammunition and Turrett [sic] heating.
These checks by the individual specialist aircrew members followed intensive work by the skilled ground crew tradesmen who themselves had followed scheduled serviceing [sic] programms [sic] supervised by N.C.O. Master technicians.
On the air-crew ground checks being completed, - control surface locks and Jury struts were removed; Ground Electrical power plugged in, and the Aircraft’s Master Electrical switch switched from FLIGHT to GROUND.
Each crew member took up his respective position in the aircraft, then a further check list carried out embracing in detail all aspects of readiness for the ensuing Night Flying Test (N.F.T.). The check list continued from all positions while switched to “Ground electrical power” – when complete to this point the O.K. to start engines was indicated to waiting ground crew:- e.g.
No.1 (Port Outer)
No.2 (Port Inner)
No3. (Starboard Inner)
No.4 (Starboard Outer)
With all four engines started the order Ground/Flight switch to Flight was given and “disconnect external electrical service”. Still on CHOCKS the “Prior to Flight” checks were continued from the Master Check list. These included:-
(i) All controls – freedom of movements
(ii) Engine temperatures, pressures normal.
(iii) Each engine in turn revved up to Max R.P.M. and Boost e.g. [underlined] Lancaster [/underlined] 3000 R.P.M. 12lbs. sq.in. Boost
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(iv) All 8 Magnetos checked, in turn.
(v) All engine oil pressures – steady at 90 lbs. sq.in
(vi) All engine temperature [underlined] normal [/underlined]
(vii) All Fuel Pumps ‘ON’ and showing 12 lbs.sq.in
(viii) All superchargers set ‘M’ medium gear.
IX All propellor[sic]pitch controls, controlling – Full coarse to Full Fine – and Set Fine.
X Bomb doors closed
XI Pilot Heater ‘ON’ (Air speed indicator)
XII Brake Pressure 350 lbs. sq. in
XIII Hydraulic Pressure 3000 lbs. sq. in
XIV Master Gyro Compass – check reading (by rear door) and compare with:-
(a) Repeater compasses “on”
(i) Bomb Sight –
(ii) Navigators –
(iii) Wireless Operators –
(iv) Pilots Instrument Panel
XV Check Magnetic P.4 Compass for deviation
XVI Check Altimeter setting for code Q.F.E. airfield at Zero height or code QNH – height above sea level as required.
XVII Check all crew restraint harnesses secure, Oxygen ‘On’ Masks ‘On’
XVIII Flight Engineer checks Fuel Cocks selected for Take Off (No.1 Tanks Inboard)
XIX Pilot signals “CHOCKS AWAY” – when clear, rolls a few feet – checks “Brakes ON” and Pressure maintained.
XX Pilot taxies to Take Off Runway in use by using outboard engines for steering with touches of “differential” braking to either Port or Starboard main wheels as required. The differential was achieved through an air valve connected to the rudder bar – with a single lever on the control column.
When given clear to do so (Green light from runway controller), the pilot turned onto the runway, ran forward a few yards (to straighten the Marstrand Ribbed Tail Wheel) – then applied full brake – opened throttles to gate position, - [underlined] Power noted, [/underlined] Magnetos again checked in turn – for Rev drop. If O.K. Flaps selected 20 degrees down, radiator, shutters auto, Captain called crew – “Take Off – Brace”.
Against brakes, throttles were opened, leading with starboard engines (to counteract Propellar [sic] Torque (which tended to cause a swing on Take-off) – and as the aircraft accelerated and the tail came up – all four throttles to the ‘Gate’ position. At this point the pilot had directional control via the Rudders and then dependant on speed required and wind direction – called for “Full Power” to the Flight Engineer. The Flt. Engineer responded and
3
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called out “Full power 3000 Plus 14” when indicated.
Once airborne, a further series of checks covering all systems and controls was completed. Any technical defects noted for advice of ground crew on landing. Such N.F.T.’s took from 20 minutes to 40 minutes, and on landing any defects were reported as “snags” to be corrected immediately. The aircrew returned to their respective Flight Commanders to report Serviceability In return this information was passed through Squadron and Group Commanders to H.Q. Bomber Command as the percentage of Squadron strength serviceable and available for operations.
Meantime, the Engineering and Armament Officers would have been advised of
(a) The Fuel load in gallons (Lancaster maximum 2154)
(b) The various bomb loads required, together with photo flash sizes, Barometric bomb fuse settings – delay settings – Target Indicator – Code colours and further varied Bomb release switching permutations over the 15 available [underlined] bomb slips [/underlined] plus 3 Flare Chutes.
Depending on the Operation Order, - Target – alternative target – or other possible variables, the time for Main Briefing of crews was usually released as soon as possible in order to allow rest before the trip. Possibly, due to tactics for spoofing or fooling the German defences systems en route, it could be that Pilots, Navigators and Bomb Aimers were required to attend on initial Pre-briefing where maps and charts were prepared according to detailed instructions for the proposed bomber raid. These crew members were joined by the remaining crew members, i.e. Flight Engineer, Wireless Operator, Mid-upper and Rear Gunners – and all crews seated, - seven men to a table.
At Briefing time screens were removed from the [underlined] large scale [/underlined] map of Europe showing, usually in [underlined] red tape: [/underlined]
(i) Route outbound to Target with turning points
(ii) TARGET – and Alternate if required
(iii) Route Home to mythical ‘Gate’ position in North Sea – (Gate for 83 Sqdn. Was 7 miles east of the Wash and 4 miles wide North to South)
(iv) Route from Gate position in-bound to base at Wyton – usually down the ‘Bedford Rivers to St. Ives – (ground beacon) before joining Wyton airfield circuit – Anti-clockwise.
A typical briefing took place in the Airmans’ Dining Hall under strict security conditions – only aircrew detailed on the OPERATION ORDER – plus only Aircrew Section Leaders and the concerned specialists – i.e. Photographic Armament, Engineering, Electronic, Radio, Intelligence, Weather (Meteorologists) were present; all other personnel who did not need to know were excluded.
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After an introduction to the Target by the Station Commander, and an outline of the major factors concerning the chosen Target, each Specialist Leader gave detailed information as required, e.g.
[underlined] Met. Officer: {/underlined] – Weather at base for Take-Off, on route, Target forecast, and base on return.
[underlined] Navigation Leader: [/underlined] – Take-off and climb, timing details, route in detail giving turning point co-ordinates. Timing explicitly to the [underlined] second [/underlined] cruise speeds, - final Heading to Target with [underlined] Height to Bomb [/underlined] – exact heading. Also, instructions for ground or air turning points, or ground/Air Markers colour Code changes at specific times as advised by Pathfinder Master Bomber.
[underlined] Bombing Leader [/underlined] : - Covered specific detail of make up of bomb loads – and which Flare Chutes were loaded with requisite coloured flares. Also Bomb sight and Camera settings with emphasis on correct heading on final run-up to target with “minimum Jinking” request to pilots” on run up – and emphatically, speed steady at 143 knots. (This latter always met with a laugh, but was usually adhered to by crews).
Underlined] Flight Engineer Leader: [/underlined] – Covered ‘all up weight’ for Take Off, climb, and cruise, with estimated engine settings required; emphasising, need for economy of fuel, accurate engine instrument checks, also up-keep of Log Sheet every 20 minutes to cross-check fuel consumption. The aim for a Lancaster being to achieve 1.2 miles per gallon.
Total fuel capacity was 2154 gallons in six tanks, (3 in each wing), numbered Port 1, 2, 3 out from centre and starboard 1, 2, 3 out from centre. The final word of warning was not to exceed maximum operational climb revs, boost and time limits, viz. 2850, (revs), + 9 lbs. (boost) and 1 hour (time). A warning to especially watch [underlined] coolant [/underlined] and [underlined] temperatures [/underlined] also [underlined] oil pressures [/underlined] when useing [sic] these operational settings was added.
[underlined] Wireless Leader: [/underlined] – Gave details of frequencies to be used, codes applicable, with changes [underlined] hourly [/underlined] if necessary. Also possible broadcast frequencies over enemy territory that may be used for radio direction finding by use of the D.F. Loop System. Stress was also placed on each wireless operator’s [underlined] search [/underlined] frequency band which had to be ‘swept’ continuously to pick up possible interception vector instructions to enemy night fighters, then instantly ‘JAMMING’ those orders by means of our ‘WOBBULATOR DEVICE’ – (The Wobbulator device was a metal plate mounted on a spring, insulated from the PORT side of the fuselage. It acted as a variable tuning capacitor due to vibration resonance and ‘strobed’ either side of the frequency to be ‘JAMMED’)
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This amplified the sound of one of our exhaust stubs by means of a carbon microphone and re-transmitted on the night fighters’ frequencies – effectively ‘Jamming them’.
[underlined] Gunnery Leader: [/underlined] – General search pattern and dedicated vigilance, especially from directly below, also ensure before pre-trip rest that all guns were sighted correctly, and ‘Harmonized’ to a 400 yard 2 feet diameter cone with a final reminder to switch guns from [underlined] SAFE [/underlined] to [underlined] FIRE [/underlined] – when aircraft engines start – you are ‘ON OPS’. When taxying before take off seek captain’s permission to fire short burst from all guns into target sand pits, and finally, ‘good shooting’.
[underlined] Squadron Commander: [/underlined] – Final detailed instructions to Pilots with particular reference to timing at turning points – keeping the ‘corkscrew’ evenly either side of track – vigilance, particularly overhead, and dead below for collisions and fighters, - minimum of inter-com ‘patter’. Also known enemy ground defence ‘Hot-Spots’, watch out for predicted (radar directed) flak while within an apparent ‘box barrage’. Finally, strict R/T until then! – and Good Luck.
[underlined] Duty Pilot – Air Traffic Controller: [/underlined] – Gave briefing concerning R/T silence and the precise timeing [sic] for each crew, e.g.
1. Time for transport to Aircraft and Dispersal points
2. Individual timeing [sic] for each aircraft to ‘Start UP’ – usually by flashing an Aldis Lamp signal by [underlined] compass vector [/underlined] from the Control Tower.
3. Once started up, a further Aldis Lamp signal to the captains of each aircraft to ‘Taxi’ out to TAKE –OFF point in their turn, as briefed.
4. Runway controllers signal to each aircraft “CLEAR TO TAKE OFF”.
When main briefing was completed, all crews were warned again that the Target and all details were SECRET and then dismissed to:-
(a) Pre-flight meals, and if time permitted –
(b) To rest, prior to assembly at Squadron H.Q. to dress in flying clothing, collect parachutes and flying rations consisting of sweets or chocolate, chewing gum and ‘an orange’.
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[underlined] OPERATION ORDER FOR OPS – 6th SEPTEMBER, 1942 [/underlined]
The operation order for ‘OPS’ on the night of 6th September, 1942 arrived at Wyton at 10.00 hrs and called for a ‘maximum effort’. Night flying tests were ordered immediately; one of which in LANCASTER MK 1 R5669 ‘E’ (for EDWARD) was carried out by ‘A’ flight Commander, Sqdn. Ldr. Roy Elliott and crew who landed back at Wyton after a 30 min. trip, at 15.10 hours, reporting ‘Fully Serviceable’, - no snags, - to the ground crew. Briefing was detailed for 18.00 hours and the forthcoming trip would make the 15th for the crew since joining the squadron at Scampton earlier in the year.
(As part of Bomber Command’s reorganisation for the increase in offensive action the C in C had ordered the formation of a new Bomber Group – No.8 – to specialise in “pin-point” target marking techniques, to enable the MAIN FORCE aircraft to achieve the concentrated delivery and saturation of the required targets.
Air Commodore Donald Bennett was appointed to form the new No.8 Group – PATHFINDER FORCE – and during the last week of July, 1942 he ordered the assembly of all aircrew of No.83 Squadron in No.5 hangar at R.A.F. Scampton. As the Air Officer Commanding No.8 Group, Don Bennett addressed the whole of 83 Sqdn. (at that time belonging to No.5Group) outlining the proposed Pathfinder Task and Marking Techniques – pointing out that, regardless of trips already completed, crews would be expected to complete 45 trips [underlined] (two tours) [/underlined] with Pathfinder Force, - he then requested volunteers. Virtually to a man, the whole Squadron volunteered and 83 Sqdn. became the first Pathfinder Force Squadron, transferring to R.A.F. Wyton, Huntingdonshire in formation on the afternoon of 15th August, 1942. Squadron ground personnel travelled down by road with all heavy equipment and within a few days the Squadron was again at ‘Operational Readiness’ in it’s new PATHFINDER role).
By 18.00 hours all concerned crews were seated in the briefing room and stood up as the Squadron C.O. entered. Curtains pulled away from the large scale map showing DUISBERG to be the target, and red tapes pinned to the board showed the route out, and home. The C.O., Wing Commander Crighton-Biggie remarked that most of the assembled crew had been to Duisberg about six weeks before on the night of 23rd. July while the squadron was still with No.5 Group. It had been a very heavily FLAK defended target then, and certainly would be a tough one tonight, especially as some of the senior crews would be Marking the Target and make 2 or 3 runs each to replenish special Target Indicator Marker Flares.
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Detailed briefing by each specialist Aircrew Leader followed as previously outlined. The main points were:-
i. Stick to planned course exactly
ii. Ensure accurate time of arrival at each turning point and [underlined] DO NOT CUT CORNERS [/underlined]
iii. Bombing heading across Target is from the South heading 020˚
iv.. Bombing height 20,000 feet
v. Zero hour on Target 03.00 (7.9.42)
vi. MARKERS – crews detailed separately commence marking Target at [underlined] 2 – 6 minutes [/underlined] with sticks of three [underlined] Green Marker Flares [/underlined] each run.
vii. Estimated total time of trip, 4 hours
viii. Fuel load 1,500 gallons – ample for six hours including 1 1/2 hours at combat revs and boost of 2,850 rpm + 9 lbs. if necessary
ix. Strict R/T silence (radio telephone) until reporting at ‘GATE’ position on return when instruction for a ‘Stream’ landing will be given.
X. First aircraft takes off 01.00 hours
X1. Pre-Flight meal 22.30 hours
The briefing was completed by 18.45 hours and the squadron dismissed to rest.
Sqn.Ldr. Roy Elliott and his crew collected a packet of ‘escape money’ each from the WRAF Flt. Officer (Intelligence) as they left the briefing room. This crew, in Lancaster ‘E’ Edward had been detailed to be first aircraft on Target at [underlined] Zero Minus Six Minutes [/underlined] (02.44 hours) and their bomb load 12 x S.B.C.’s GREEN MARKER FLARES. This meant four separate runs across the target – DUISBERG – which from previous trips the crew had called – “The worst for heavy flak” other than Essen.
After resting, the crew met for the pre-flight meal of eggs and bacon, (a rare delicacy in war-time Britain), and were on the way to the Hangar to dress in flying clothing by 23.10 hours. By midnight, dressed and ready to go the crew were collected by L.A.C.W Nancy Smith (M T driver with her one ton truck, and driven to ‘E’ Edward dispersal at the southern edge of RAF Wyton aerodrome.
It was a warm evening, still an hour to take-off, and the skipper suggested a last smoke and ‘5 minutes’ tactics, before commencing aircraft ground checks. Following crew custom, Flt.Lt. J.H. Dunk (navigator) spread a map
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out showing pencilled the route out – across Target – and home. The crew saw that their route was WYTON – N east to Cleethorpes, then east to Den Helder (South of Texel Island) then S. east across the Zuider Zee (now Issel Meer) heading directly to ARNHEM in Holland. Beyond Arnhem they turned due east for 20 miles, then sharply due south – short of EMMERICH which would be 6/8 miles on their port beam. Remaining on course 180˚ until the town of WESEL was 10 miles on the Port beam, then again altering course – (as a feint or spoof manoevre [sic]) south east directly towards Dusseldorf, which lay south of Duisberg and to the south east of KREFELD. Finally when [underlined] past [/underlined] Duisberg and six miles south west of the target – turn sharply onto 045˚ (north east) directly for Duisberg – confirm aiming point visually and on ‘GEE’ radar – altering course to Bomb Run heading as briefed on [underlined] 020˚ [/underlined] for aiming point on DOCKS. (The return route was 50 miles north and parallel to the outward route)
The time was now 00.30 hours and the crew quickly ran through the external checks; a final word from ‘Chiefy’ and his ground crew who wished “GOOD LUCK” – skipper Roy Elliott signed the servicing F700 and called, “All aboard”.
Once in crew positions all internal checks were completed by 00.50 hours when the Green Aldis flashed from the Control Tower signalling ‘E’ Edward start-up. The ground crews were given thumbs up, plus 1 finger, and engines started in sequence:-
No.1 Port outer
No.2 Port inner
No.3 Starboard inner
No.4 Starboard outer
When all four were running the wireless operator switched from ‘Ground’ to ‘Flight’ and the flight engineer gave the crossed arms signal to ground crews to:-
a. unplug ground electronics
b. chocks away
Roy Elliott held the aircraft on brakes awaiting the ‘taxi’ signal from the tower; the time 00.57 hours. Meanwhile ground running checks of engine propellors [sic], fuel selection, pumps, instruments and master compasses were completed.
The runway in use was [underlined] 36 [/underlined] (due north) only 300 yds. from ‘E’ Edward’s dispersal
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and at precisely 01.02 the double green Aldis flashed the ‘taxi’ signal on to ‘E’ Edward’s cockpit, the brakes were released, the skipper pressed his inter-com button ordering, “Check guns on ‘FIRE’, we are on our way!”, and taxied to the runway controllers’ hut on 36, rolling forward to straighten the tail; then BRAKES FULL ON:-
a. CHECK No.1 – OK – Fully Fine
CHECK No.2 – OK – Fully Fine
CHECK No.3 – OK – Fully Fine
b. Fuel Pumps ON – OK
c. Flaps 20˚ - OK
d. Radiators automatic – OK
e. Navigator – give me Gyro and P.4 Compass check – OK
f. Brake pressure 350 lbs. – OK
Precisely at briefed take-off time the runway controller flashed a green torch- (time 01.10 hours). Roy Elliott opened up, released brakes and ‘E’ Edward roared into the night and once airborne in about 2000 yards climbed up steeply heading north for Cleethorpes on the east coast. Once airborne, Roy Elliott called, “Flaps up” – then “Climbing Power” and the flight engineer responded after completing the action: - “Flaps are up” – “Revs 2850 boost + 9 lbs. sq.in – throttles locked, temperatures and pressure normal”.
‘E’ Edward continued to climb at 1200 ft. per minute and the Captain again pressed the inter-com button saying:-
“ATTENTION ALL CREW, DUISBERG IS VERY MUCH A [underlined] HOT SPOT [/underlined] ON THE NORTH SIDE OF THE RUHU; IT IS HEAVILY RINGED BY ANTI-AIRCRAFT GUNS AND HAS NUMEROUS BELTS OF SEARCHLIGHTS. THE RUHR DEFENCES AS YOU ALL KNOW EXTEND INTO E.HOLLAND SO IF WE ARE CAUGHT OR [underlined] CONED [/underlined] WATCH OUT FOR NIGHT FIGHTERS – ESPECIALLY IF THE FLAK EASES UP AT ALL! I WILL BE WEAVING A CORKSCREW PATTERN EITHER SIDE OF OUR MEAN COURSE, ALSO DIVING AND CLIMBING CONTINUOUSLY BETWEEN 18000 ft and 20,000 ft. I WILL BE BANKING ALMOST VERTICALLY ON TURN, [underlined] SO SEARCH BELOW AND ABOVE EACH TIME. [/underlined] EVERYBODY KEEP YOUR EYES PEELED! – OUT’…
This was a little more than usual admonition from the skipper; afterwards the crew wondered if he had had a premonition?
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‘E’ Edward reached Cleethorpes on course – height 12,500 ft and turned onto a new heading, (corrected for drift by the navigator) of 080˚ for DEN HELDER, still climbing. Both gunners reported other heavy aircraft level and to the rear on approximately the same course. At 13,000 ft boost pressure had dropped to 5 1/4 lbs. sq. in. – the flight engineer requested “Change to ‘S’ gear Supercharger”. The skipper indicated O.K. with right thumb; the flight engineer first throttled back switches to ‘S’ gear which was felt as an audible surge, then throttled to the ‘GATE’ position. Operational height of 20,000 ft was reached at 01.45 hours and the skipper announcing this ordered, “Cruise power”; the flight engineer complied, altering propellors [sic] to a coarser pitch and synchronizing engines at 2650 revs boost + 4 lbs. sq. in.
Within a few minutes the bomb aimer called on intercom, “Enemy coast ahead, I can see Texel and the Zuider Zee!”
The navigator replied, “O.K.: I have a ‘FIX’ – Skipper, we are about two minutes early, can you reduce speed to 180 knots? I know we are No.1 to bomb but we don’t want to be too far ahead or we will be for it!”
“O.K.” the skipper responded, and eased the throttles back until 180 knots was indicated on the A.S.I. (Air speed indicator), in so doing, the boost gauges all dropped to show only 1/2 lb. sq. in. boost and flame from the unsilenced exhaust stubs subsided to a dull red tinged with blue, about 18 inches long.
Using the bomb sight, the bomb aimer gave a precise time, as we crossed into the Zuider Zee altering course to 135˚ for the long leg towards ARNHEM. As we turned the mid-upper gunner reported an M.E. 110 night fighter 5000 ft. up and heading west toward Texel; he had not seen us!
The skipper warned again, “KEEP ALL EYES PEELED – OUT”
When about the middle of the Zuider Zee it was obvious that things were hotting up as searchlights searched behind us from Texel and Den Helder with bursts of flak, and signs of air to air tracer, indicating German night fighters were up to our altitude [inserted] early [/inserted] and also scoring hits on our main force of Bomber Command as yet barely one hour out from base.
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By 02.15 hours we had passed over the Zuider Zee onto the Dutch mainland still heading 135˚, speed 180 knots for ARNHEM, when at 02.22 hours with Apledoorn on the port beam we were caught by a brilliant ‘Blue’ master searchlight which must have been ‘tracking’ us while ‘shuttered’. Immediately, 20 to 30 other searchlights came on to us and we were ‘CONED’.
Roy Elliott called, “WATCH IT EVERYONE – FULL POWER”, and pushed ‘E’ Edward into a vertical dive – on track; meanwhile the flight engineer adjusted propellor [sic] pitch controls to prevent overspeeding the engines and as the speed rose and altimeter unwound, pulled the anti-glare shield over the skipper’s head and flipped the skipper’s tinted shield down on his goggles. Then:-
SPEED 280 Height 18,000
SPEED 300 “ 17,500
Speed 330 “ 16,000
Flt.Eng. “Watch it skipper, they are firing at us now”
SKIPPER: “Aye, I can see it; pulling up now”
Then the sudden change in ‘G’ forcing us into our seats – still blinded by searchlights – Edward bucking in the shock of flying through grouped shell bursts – the acrid pungent smell of explosive – the altimeter hands winding up like mad as the aircraft regained precious altitude, although the speed slackened gradually. The flight engineer was altering throttles and pitch control lever setting, (akin to a ‘Concert Organist’) except that for ‘E’ Edward and crew it was a cacophany [sic] of OPS against the enemy, and possible death. This the crew knew well, but did not speak of it. Instead, the laconic, terse, inter-com patter, until suddenly Roy pushed the control column hard forward and reached to open the throttles as ‘E’ Edward shuddered level at 19,500 ft but only 110 knots indicated.
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- But still held in the searchlight cone, and so it continued. Flak sometimes very very close and rattling down the fuselage like ball bearings in a dust-bin, with a terrible smell. At other times dull ‘crumps’ in a circle ahead and ‘E’ Edward shuddering as we went through the shock waves. Roy Elliott continued to weave, in a random pattern corkscrew, so violent at times that the crew afterwards agreed it was the worst ‘ride’ ever to date, and wondered too how OL (Sqn. Code) ‘E’ Edward ever stayed in one piece.
Despite all the violent evasive action Roy Elliott had maintained his ‘weave’ fairly evenly, fifteen degrees either side of 135˚ true, and as ‘E’ Edward approached the ‘SPOOF’ turning point beyond Arnhem the searchlights petered out one by one. There had been no fighter attacks despite being held ‘naked’ in the searchlights for what seemed an eternity, but evidence of fighter activity abounded aft as following aircraft were similarly ‘coned’.
NAVIGATOR: “Turn LEFT onto 090 due east for 7 minutes if you can hold 180 knots Skipper”
SKIPPER: “O.K. Navigator, how are we for time?”
NAVIGATOR: “I have a ‘GEE’ fix! Looks O.K., perhaps 30 seconds late at this point, but we should make up when we turn due south in a few minutes because we will have a good wind. I will give you a correction later”.
SKIPPER: “Roger – out”.
The flight continued uneventfully as we turned onto 180˚ (South) for the ‘Spoof’ Leg to a point between Duisberg and Krefeld and heading directly for Dusseldorf.
WIRELESS OP: “Have been jamming over my briefed strobe frequencies skipper, there are a hell of a lot of night fighter instructions coming up”.
SKIPPER: “O.K. all crew WATCH IT – out”.
------------Then immediately:-
REAR GUNNER: “Three fighters 1000 yards aft Skipper and UP 2000 ft. Don’t weave, cut your throttles back. Don’t think they have seen us”.
Skipper complied –
SKIPPER: “Roger Bob, watch them”.
Seconds later –
WIRELESS OP: “Skipper, fighters on our course 2000 ft. up, vertically”
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[page break]
SKIPPER: “Roger, Arthur, I see the bandits now, they seem to be scooting to Dusseldorf. Opening up to 180 knots again navigator, let me have a timing check please”.
NAVIGATOR: “Roger, Skipper, in one minute”. – On track but 10 seconds early, I have a good ‘Gee’ fix! In fact this ‘Gee Box’ is working so well I think it would be a good idea to feed in the Gee Plot target co-ordinates!”
SKIPPER: “Have you got them”?
NAVIGATOR: “Yes”
SKIPPER: “O.K. then let’s give it a try!” “Bomb aimer, what does the ground look like to the east?”
BOMB AIMER: “Looks clear skipper, if they don’t start up a smoke screen too early”
SKIPPER: “O.K.” “Navigator, we will run in on ‘Gee’ X-Y co-ordinates and let the bomb aimer do a visual double check on our first run up for about 2 minutes, or, say… 6 miles reasonably level – and I will drop speed to 143 knots for the final run in; take photo on the first run! – Bomb Aimer, make sure you know which 3 switches you are going to select on each RUN, we don’t want to overshoot and go round more often than necessary. O.K.? – OUT”
At 02.37 ‘E’ Edward turned on to the final Dog-leg ‘run in’ to Duisberg heading 025˚ true. The navigator said:-
NAVIGATOR: “I have both blips on ‘Gee’ now, I think we are east of track!”.
SKIPPER: “Bomb aimer, how does it look down there?”
BOMB AIMER: “Yes, we are east of track and drifting, alter course 10˚ port, --- that’s better! Bomb door open – LEFT – STEADY, 143 knots please – STEADY – am clearing the camera now – STEADY – searchlights seeking us now – STEADY. Target 4 miles and tracking down the bomb sight – STEADY NOW – Flak coming up! – watch for the red ‘spots’ – STEADY – RIGHT A LITTLE – STEADY – Flak bursting ahead, below us! – STEADY – Marker flares fused! – STEADY – I can see the aiming point”.
NAVIGATOR: “Yes, Bomb aimer, I have the blips on ‘Gee’ very close together”.
BOMB AIMER: “30 seconds to go Skipper, hold her steady – RIGHT – STEADY – ‘FLARES GONE’ – FLAK! – they are throwing it up! – STEADY for the photo! – STEADY – STEADY – FLASH GONE – O.K. SKIPPER DIVE DIVE – Flak straight for us – TURN RIGHT IN THE DIVE – CRIPES – THAT LOT BURST ABOVE US!”.
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SKIPPER: “Quiet now, I can see it! – Navigator, I’m down to 18,000 and will orbit starboard to the east!
Bomb aimer, can you see our MARKERS?”
BOMB AIMER: “Yes Skipper, they are in a tight cluster, smack over the sheds, about 200 yds east of our pin-point target”.
SKIPPER: “Good! – all crew keep a sharp look out as we re-join the stream on 020˚ true!
BOMB AIMER: “Main force must be a little early, they are thumping 4000 pounders onto our markers now.”
SKIPPER: “TIME CHECK PLEASE”
02-58 hrs. – log that navigator. They are two minutes early!.
BOMB AIMER: “Three Green Target Markers backing up on ours!”
SKIPPER: “How long do they burn for?”
BOMB AIMER: “Six minutes”
SKIPPER: “Good! there should be enough light for us on our next run; coming onto 020˚ True now.
BOMB AIMER: “Bomb doors open --- my God, the flak is very heavy now --- solid you could almost land on it!”
SKIPPER: “How are we going, Bomb aimer?”
BOMB AIMER: “Coming up just fine--- about 4 miles to go --- 2 miles --- STEADY, dead on track --- STEADY --- STEADY --- Lancaster caught in searchlights 1 mile ahead --- DOWN --- he’s been hit --- he’s on fire! --- HELL --- he’s gone – ‘Blown up’ --- no chance!”
SKIPPER: “LOG TIME”
BOMB AIMER: “Steady --- steady ---left --- a bit more --- STEADY ---STEADY --- damn! Searchlights got us --- STEADY SKIPPER, - HOLD IT STEADY – 30 seconds – flak a’coming [sic] --- STEADY --- markers fused --- STEADY --- markers gone --- WEAVE SKIPPER – FLAK GOT OUR RANGE ---Hell’s teeth, I can smell it --- FULL POWER!!! --- Speeds the answer now ---
[underlined] ‘THUMP’ --- ‘CRUMP’ --- ‘RATTLE’ [/underlined]
BOMB AIMER: “We’ve been hit aft”
REAR GUNNER: “We’ve been holed by the Elsan”
SKIPPER: “O.K> SPEED 280 – Height 15000 and going down – HELL WE”RE VERTICAL - --- give us a heave engineer”.
ENGINEER: “O.K.”
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SKIPPER: “Speed 320 --- 130000 ft. --- Cut power”
ENGINEER: “O.K.”
SKIPPER: “Give me flap 15 degrees – HEAVE --- Speed [underlined] 360 MAXIMUM [/underlined] 11000 --- Trim the tail engineer”.
ENGINEER: “ROGER”
SKIPPER: “Speed 380 plus – OFF THE CLOCK! --- height 8000 --- Navigator, check on position, I’m over to the east on 055 degrees.
NAV: “O.K.”
SKIPPER: “She’s coming out now – speed 360 – height 5000 --- HERE IT COMES!”
The fiery tracer from multiple light flak hosepiped [sic] up at the aircraft, at first seemingly slow, then viciously whipping past.
REAR GUNNER: “Searchlights aft, searching for us”
SKIPPER: “Can you hit them Bob?”
GUNNER: “Will do…”
The the rivetting [sic] hammer of 4 Browning’s fireing [sic] 1200 rounds per minute opened up. – Within seconds:-
GUNNER: “GOT TWO”
SKIPPER: “Good show Bob”. “Navigator, how far east are we?”
NAVIGATOR: “No good skipper, ‘GEE’ won’t pick up this low down, can you climb and circle?”
SKIPPER: “Willco”. – (Order to Flt. Engineer –“2850 revs + 9 lbs. – M Gear”)
BOMB AIMER: “we dropped on the second run at 03.11 and it is now 03.29
SKIPPER: “She’s climbing like a barn-door – 12,000 ft. coming up – watch out for fighters, they must know we’re in trouble!”
FLIGHT ENG: “Skipper, engines are getting hot, I think we over-speeded on the dive, suggest drop R.P.M. to 2650 and ‘S’ Supercharge.”
SKIPPER: “O.K. – I think ‘E’ Edward is feeling the strain and it’s [underlined] asking for it [/underlined] to circle here. Navigator, how far west is Duisberg now?”
NAVIGATOR: “About 17 miles”
-16 -
[page break]
SKIPPER: “Right, I’m at 13,500 ft. now and we are only struggling to get higher. I propose to turn onto 270 degrees and go across at about 220 knots, O.K. Navigator?”
NAVIGATOR: “O.K. Skipper, but you need to be about 262 degrees.”
SKIPPER: “Roger! --- (then to crew) – We will be at right angles to the tail-end of the attack, most aircraft will be up around 20,000, but we might be level with the Stirlings or Wellingtons – if we get caught again I shall use some height to speed things up. How are the engine temperatures engineer?”
ENGINEER: “Cooling off now, skipper – I see we’ve lost three of our spinners from numbers 1, 3 and 4”
SKIPPER: “Have we!”
BOMB AIMER: “We’ve lost the bomb-doors too”
SKIPPER: “Hell! No wonder we’re flying like a ‘pregnant duck! – how’s the fuel?”
ENGINEER: “Tanks appear O.K. and check out with computed log”.
SKIPPER: “How much left?”
ENGINEER: “About 900 gallons”
SKIPPER: “Good, should see us home. Bomb aimer, how far to target?”
BOMB AIMER: “About 9 miles on track and heavy bombs and incendiaries still pouring down --- flak doesn’t look so heavy”.
SKIPPER: “O.K> we’re going straight through and drop the remaining six marker flares to the north of Duisberg - - not so many fires there!”
BOMB AIMER: “O.K. Skipper, about 5 miles now, alter course starboard – a little more --- steady now that’s about it”.
SKIPPER: “Heading now 267˚ True
ROGER
“STEADY AS YOU GO”
“BOMB DOORS OPEN”
[underlined] “THEY ARE BLOODY OFF CLOT!” [/underlined]
“SORRY”
“STEADY - - STEADY”
“ALL MARKERS GONE, N.W. CORNER DUISBERG – TIME 03.47
JUST 3 MINUTES BEOFRE [sic] THE LAST AIRCRAFT IS DUE ON TARGET”
SKIPPER: “LOG THAT NAVIGATOR”
NAVIGATOR: “GOT IT SKIPPER”
- 17 –
[page break]
SKIPPER: “Engineer, pour the [underlined] coal on [/underlined] 2850 revs + 9 lbs. and let’s get out of here before they take more notice!”.
ENGINEER: “Roger”
NAVIGATOR: “I’ve got ‘Gee again, and a course correction to 271˚ true if you reckon to go through those searchlights!
SKIPPER: “O.K., turning onto 271˚ - speed 240 knots and weaving; how are we for time at the first homeward turning point?”
NAVIGATOR: “Just a minute, - we will be about 7 minutes late, but if you hold this speed we will be about right by the time we cross the Frisian Islands”.
SKIPPER: “O.K. we’ll do that”.
The return flight passed uneventfully until 04.16 hours heading west over the Dutch coast. Sporadic air to air firing was reported to Port (south) of track.
BOMB AIMER: “We are crossing one of the Frisian Islands, look like Terschelling!”
NAVIGATOR: “Thank you, yes it is Terschelling, about the centre!”
BOMB AIMER: “Yes, O.K.”
NAVIGATOR: “Skipper, I have a fix! Can you alter course now 8˚ to port onto 263˚ true?”
SKIPPER: O.K. Navigator, how long to the ‘GATE’?”
NAVIGATOR: I’m just working it out – hold on - . We should be at our ‘Gate’ position at 04.55 and in Wyton circuit 15 minutes later at 05.10. We have made up lost time now, in fact, we’re 2 minutes ahead”.
SKIPPER: “O.K. Thanks”
A quarter of an hour passed and then the skipper called again to the crew:
SKIPPER: “I see air to air tracer about 10 miles ahead and down near the sea. Now verey lights – RED, GREEN, RED – there’s an aircraft on fire! Can you see it Bomb aimer?”
BOMB AIMER: “yes skipper, it’s a Halifax and looks like it’s [sic] ‘bought it’ and going in!”.
WIRELESS OP: “I’ve just got a ‘Ditching Distress Mayday ‘ signal’ – they are still transmitting, I’ll try to get a fix! I make it about 2˚ to port on the D/F loop”.
- 18 -
[page break]
SKIPPER: “That is the one we see just ahead now and very low, plot this position navigator. I’m going to orbit here and let down a bit. Can you send the co-ordinates through to base on W/T wireless operator?
NAVIGATOR: “This position is 2˚ 42 minutes East and 53 3 minutes North - - wireless op, have you got that?
WIRELESS OP: “yes, O.K.”
BOMB AIMER: “That Halifax has gone into the ‘drink’ – didn’t look like a ‘ditching’ from here!”
SKIPPER: “Add that to the co-ordinates wireless operator for Air Sea Rescue [inserted] “ [/inserted] [deleted] Arthur” [/deleted]
WIRELESS OP: “WILCO”
SKIPPER: “All crew, keep your eyes peeled – I’m returning onto course 263˚ true; obviously a German night fighter got that Halifax and there are probably more about. Navigator, it’s now 04.47 and I’m going to let down to 5000 feet for the ‘Gate’ position”.
NAVIGATOR: “O.K. Skipper”
WIRELESS OP: “Skipper, I have just taken an urgent ‘Q’ signal from H.Q. BOMBER COMMAND, will de-code it in a few minutes --- I have the message now, it reads:-
“FROM HEADQUARTERS BOMBER COMMAND TO ALL HOME-BOUND BOMBER FORCE –
Time of Origin: 04.43hr.
[underlined] Message: [/underlined] BANDITS – REPEAT BANDITS ACTIVE MID – NORTH – SEA STOP ALSO EAST ANGLIA AND FENS STOP STRESS VIGILANCE STOP MESSAGE ENDS
SKIPPER: “All crew acknowledge in turn that you got that, starting with you in the rear turret Bob”.
The crew did so.
SKIPPER: “Fair enough, now really ‘WATCH IT’.
[underlined] AT 04.49 hrs. [/underlined]
NAVIGATOR: “Skipper, we lost a couple of minutes orbiting and we are at the ‘Gate’ now”.
- 19 -
[page break]
SKIPPER: “Roger, I’ll call Base! Bomber Common Frequency is No.2 button tonight, isn’t it wireless op?”
WIRELESS OP: “Yes Skipper”
SKIPPER: “CAPTAIN TO BASE – OL-‘E’ EDWARD AT GATE POSITION – ANGELS 5000 FEET REQUEST JOINING INSTRUCTIONS PLEASE?”
BASE – to ‘E’ EDWARD: ADVISE BANDITS ACTIVE THIS AREA IN PAST 30 MINUTES KEEP A GOOD LOOK OUT. LET DOWN TO ANGELS 2000 feet and SET COURSE FOR BEACON. THERE ARE 3 – REPEAT 3 – AIRCRAFT AHEAD OF YOU. CALL AGAIN AT BEACON – OUT.
SKIPPER: “CAPTAIN TO BASE – MESSAGE RECEIVED – OUT”
NAVIGATOR: “Skipper, new course 258˚ true – we should be at the Beacon in 15 minutes”
SKIPPER: “Roger!” “CAPTAIN TO BASE: - ‘E’ EDWARD overhead Beacon
BASE to ‘E’ EDWARD: WELCOME HOME – RUNWAY IS 36 – JOIN QFE 1017 – CIRCUIT ANTI-CLOCKWISE. YOU ARE No.2 TO LAND LET DOWN TO ANGELS ONE THOUSAND DOWN WIND LEG – TURN FINALS AT 2 MILES. WATCH OUT FOR APPROACHING AIRCRAFT USEING [sic] WARBOYS CIRCUIT – USE NIL – REPEAT – NIL – IDENTIFICATION LIGHTS – OUT.
SKIPPER: “CAPTAIN TO BASE CONTROL – UNDERSTAND No.2 TO LAND – OUT
Then the skipper’s instructions to Flight Engineer:
SKIPPER: “Wheels down – Props Fine
FLT. ENG. “Wheels going down – Wheels down and locked – 2 GREENS – Props Fully Fine”
SKIPPER: “Flaps 15˚”
FLT. ENG. “15 degrees Flap on – skipper, we may need a little more speed on landing due to no bomb doors and spinners gone!”
SKIPPER: “Yes, I can feel it on the controls – call out speeds from OUTER MARKER to TOUCH DOWN! I.L.S. ON”
FLT. ENG.:“Roger”
SKIPPER: “Flap 25˚ Turning finals now!”
FLT. ENG: “25˚ Flap ON” “OUTER MARKER BEACON – NOW”
- 20 -
[page break]
FLT. ENG: “HEIGHT 800 ft. – SPEED 130 knots” “HEIGHT 600 ft – SPEED 130 knots” “HEIGHT 300 ft. – SPEED 120 knots” [underlined] “INNER MARKER NOW” [/underlined]
SKIPPER: “FULL FLAP”
FLT. ENG. “FULL FLAP GOING ON – HEIGHT 150 ft. – SPEED 115 knots”
SKIPPER: “I have GLIDE ANGLE ‘GREEN’”
FLT. ENG: “HEIGHT 100 ft – SPEED 110 knots “HEIGHT 50 ft – SPEED 105 knots”
SKIPPER: “Over the hedge! CUT POWER”
FLT. ENG: “ROGER - - - Wow! A ‘daisy cutter’ – we’re down” There is another aircraft 600 yds ahead of us turning off the run-way to ‘B’ dispersal”
TOWER TO ‘E’ EDWARD: “Turn left at runway intersection and continue to your dispersal. There is another aircraft touching down behind you”
SKIPPER: “ROGER Control, turning off; - flaps up engineer”
The aircraft was beckoned into ‘E’ dispersal by one of the ground crew signalling with ‘dim’ orange coloured torches then turned through 180˚ to be positioned ‘NOSE’ towards the perimeter track after which the signalling ‘wands’ indicated an ‘X’ motion for ‘STOP ENGINES’. The time on arriving at dispersal was 05.20 hours.
After the crew had run through the ‘Shut down’ checks ensuring all switches and circuit breakers were ‘OFF’ the pilot called down:
SKIPPER: “Chocks in position fore and aft of main wheels” (then released the brakes). “O.K. everybody, that is our fifteenth trip completed, let’s have a check for flak damage before we leave dispersal for de-briefing. Be sure to bring your maps navigator”.
Checking externally around ‘E’ Edward the crew found a jagged 4” hole in the floor near the door and also, apart from the missing spinners and bomb doors that had been ripped off during their dive out of the searchlights, there were fifty+ holes peppered by flak fragments.
- 20 -
[page break]
The captain signed the ‘Serviceing [sic] F.700’: “SLIGHT FLAK DAMAGE, AND CHECK ENGINES AND PROPS FOR POSSIBLE SNAGS DUE TO OVER-SPEEDING’.
Dawn was just breaking as the crew boarded the bus for transportation to the hanger-locker rooms to change out of flying clothing prior to de-briefing.
‘E’ Edward’s crew entered the de-briefing room and were greeted by Air Commodore Don Bennett, (A.O.C. 8 Group) – “Had a good trip chaps? Glad to have you back!”
SKIPPER: “Good, but rough Sir, we’re all ready for a rum and coffee”.
Then with a pint sized cup each, the crew were beckoned to a spare de-briefing table where they were awaited by an intelligence officer and his WRAF assistant, together with the squadron navigation leader.
The time and co-ordinates of the suspected ‘ditching’ of an aircraft in the north sea were first given by ‘E’ Edward’s navigator. The Skipper, Roy Elliott then highlighted the night’s work and answered the many questions concerning the route IN/OUT, every searchlight and flak position being pin-pointed on the aircraft’s plotted route. Finally, as details of the ‘Marker’ runs across the target were given, an airman from the photographic section arrived with the developed prints taken on the first bombing run. These showed without doubt that the flares had burst over the pin-point DOCKS TARGET and about 60 yards east.
Air Commodore Bennett, who meantime had joined the group surrounding the crew congratulated them on the aiming point photograph afterwards remarking, “Off to breakfast chaps, it’s gone 06.30 and you could be ‘ON’ again tonight, so get some sleep”.
- 22 -
[page break]
CONCLUSION:- [underlined] WAS IT ALL WORTHWHILE? [/underlined]
Hitler and Nazism were thoroughly evil and the British people had no choice but to oppose this to the best of their ability as the Germans advanced and occupied other nations of Europe.
The Nazis hatred of the Jews and their determination to destroy them was proved when the horrors and atrocities of the concentration camps became known. Millions of people died in gas chambers (including little children) and it can only be concluded that Bomber Command played a vital role by bombing armament works and factories, railways and docks etc. in the slowing down of the German offensive thereby assisting the advance of the allied armies.
Whilst in retrospect it is possible for new generations to feel cynical with regard to damage to great architectural and historic cities, at the time of such a reign of horror and terror their destruction was a small price to pay in return for the freedom of so many people who were once again given the opportunity to live as human beings. Many difficult decisions and tasks had to be carried out by men of great fortitude and integrity; their only aim was to help liberate fellow men in captivity and distress. They themselves had nothing to gain from their terrible tasks in the air except the knowledge that they fought tirelessly for mastery of the air and for the doom of the Hitler tyranny, which in the words of Winston Spencer Churchill, “Would bring about a safe and happy future for tormented mankind”.
In 1939 Hitler’s power was immense when he confidently set out to conquer and subjugate the nations of Europe. The youth of Britain backed up by the faith, hope, determination and co-operation of their parents and grandparents, (which became known as ‘THE WARTIME SPIRIT’), inspired by their great leader Winston Spencer Churchill, had no choice but to accept the challenge, although at that time seemingly weak and helpless. With such a spirit of determination, and everyone [underlined] united [/underlined] in a [underlined] common cause, [/underlined] the wheels were set in motion to fight and win. All were in the frontline all the time and life was not easy, but slowly, it became possible to ‘hit back’, with Bomber Command playing a very essential part during this period of time. Surely then, there can be no question of doubt as to whether or not the work of Bomber Command was worthwhile in the part played. Indeed, were it not for the success in conquering and destroying Hitler and his armies, Britain might also have been occupied with little or no hope of survival.
- [deleted] 35 [/deleted] [inserted] 23 [/inserted] -
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Strike to defend
Description
An account of the resource
A 25 page account of the preparation for, and carrying out of a maximum effort operation against Duisburg by Lancasters of 83 Squadron at RAF Wyton, part of 8 Group Bomber Command. Account provides detailed description of preparations, briefing and of the work undertaken by each crew member before and throughout the flight, and once back at base.
Creator
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G Dunmore
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-09-06
Format
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Twenty-five page typewritten document
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BDunmoreGDunmoreGv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
Germany
Germany--Duisburg
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942-09-06
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Christian
5 Group
8 Group
83 Squadron
aerial photograph
air gunner
aircrew
anti-aircraft fire
Bennett, Donald Clifford Tyndall (1910-1986)
bomb aimer
bombing
briefing
debriefing
ditching
flight engineer
Holocaust
Lancaster
navigator
Pathfinders
perception of bombing war
pilot
RAF Wyton
searchlight
target indicator
target photograph
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1367/23002/PThomasAF20040012.1.jpg
5f8b216b347012df42856d0b47d5a5e9
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Thomas, Arthur Froude. Album 3
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
2020-02-11
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
Thomas, AF
Description
An account of the resource
49 Items. An album containing 35 and 149 Squadron target photographs and pictures taken on a sightseeing tour over German cities to see bomb damage.
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
Short Stirling
Description
An account of the resource
A port side view of a Stirling 'OJ-K' on the ground.
Format
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One b/w photograph on an album page
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PThomasAF20040012
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
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--Norfolk
Temporal Coverage
Temporal characteristics of the resource.
1943
149 Squadron
8 Group
dispersal
Lancaster
RAF Methwold
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/286/17597/BKirbyHKirbyHv10001.2.jpg
bdcbf1186906b889ce4a0ffc400704d5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/286/17597/BKirbyHKirbyHv10002.2.jpg
978427648e228a886e838723d2f0e46f
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
Kirby, Harold
Harold V A Kirby
H V A Kirby
Harold Kirby
H Kirby
Description
An account of the resource
Nine items. Two oral history interviews with Warrant Officer Harold Kirby (1923 - 2022, 1637087 Royal Air Force), his log book, photographs and documents. He flew operations as a flight engineer with 467, 97 and 156 Squadrons.
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
2015-07-10
2015-09-21
2016-06-11
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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Kirby, H
Requires
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Warrant Officer Harold Kirby 1637087 was born in Kilbourne, Loncon in 1923, his job after leaving school was in the accounting department at London Electric Supplies. He initially tried to volunteer for the RAF but failed the medical, at that time. He was subsequently drafted in 1942. Skill training started with training as a Flight Mechanic, but during this was asked to volunteer to rain as a Flight Engineer. His first posting was as an Aircraft Fitter at No.460 Squadron, RAF Binbrook, although only for 6 months.
After Flight Engineer training at St Athan and then training on the Short Stirling and then the Lancaster with 1661 Heavy Conversion Unit at RAF Winthorpe, the first solo flight for the crew, the port landing gear would not lock, during the landing the gear collapsed, although there were no injuries.
First operational unit was No.467 Squadron at RAF Waddington a mainly Australian Squadron, the crew were here for July and August 1944, One operation 3/4th August 1944, to the V1 storage site at Trossy Saint Maximin had another bomber flying above their aircraft and dropping their bombs, one going through the wing, narrowly missing vital structures, this resulted in a gear up landing, due to hydraulic loss, but again there were no injuries resulting.
He was then posted along with the crew to No 97 Squadron, based at RAF Coningsby a pathfinder squadron, tasked to mark the targets for other aircraft,
In total two tours were completed before the end of the European war, after finishing as a Flight Engineer, Harold trained as a RADAR mechanic, before leaving the RAF.
Andy St.Denis
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] Harold Kirby – Service in the R.A.F. 1942 – 1946 [/underlined]
Called up August 12th 1942. Initial training at Skegness August – September 1942.
Posted to Halton to train as Flight Mechanic (airframes) the first intake of conscripts to do this training there. Passed out sufficiently highly to go on to take Fitter course.
During the period at Halton volunteered to train as Flight Engineer. Called to take aptitude tests and medical, and was accepted. (Early in 1942 I had tried to get in as Navigator with two school friends, but was turned down on medical grounds. They were both accepted and were later shot down, so perhaps I was lucky). While waiting for the F/E course was posted to 460 Squadron. Arrived at Breighton to find that they had moved to Binbrook about two weeks earlier. Billeted at Breighton overnight, and transported to Binbrook the following day, where I worked for about six months servicing and repairing Lancasters. [inserted] June ? Nov 43 [/inserted]
Eventually instructed to report to A.C.R.C, St Johns Wood, to be kitted out as aircrew and then posted to St. Athan for F/E course. After passing out was posted to 1661 H.C.U. at Winthorpe, where I joined an otherwise all Australian crew captained by (then) P.O. Bill Ryan, with Les Sabine (Navigator), Jim McPhie (Bomb Aimer) Johnny Nichols (W/O) Bert Newing (Rear Gunner) and Norm Johnston (Mid-Upper). At Winthorpe training was on Stirlings, and after initial flights with an instructor we took off on our first solo. However the port undercarriage leg would not lower, and had to be wound down by hand, but would not lock. Instructed to fly to Woodbridge where on landing the port U/C collapsed and we spun round. No-one was hurt and we flew back to base in another aircraft that the pilot-instructor had followed us down in. No further panics and we were posted to 467 Squadron at Waddington via 5LFS Syerston.
On our first operation Bert shouted “corkscrew”, shots were fired, and a twin-engined aircraft (not identified) shot past our nose and vanished into the night. During the shooting a bullet passed through the rear turret making a hole through Bert’s flying suit, but it was not clear whether this came from the unidentified aircraft or another of our own shooting at it. In any case I began to think that there could be better ways of spending one’s time.
However things went a little smoother after that until our 11th Op which was a “daylight” to Troissy. Flying at the briefed height bombs started falling around us and one went through the port wing taking away the undercarriage. It was not possible to see the full extent of the damage and I was asked to feather the port inner engine, just in front of the hole that the bomb had made, in case of fire. We were soon left behind by the rest of the force and were all alone in the sky until the rear gunner announced that two single-engined aircraft were approching [sic] from the starboard quarter,. After what seemed to be an age he said “it’s all right, they’re Spitfires” and one of them escorted us to the coast. A close watch was kept on the port wing which seemed (imagination?) to be flexing more than the other, and it was decided to land at Wittering, which had, at the time, a grass runway, rather than going on to base. As the landing gear and flaps were out of action due to the loss
[page break]
of hydraulic fluid we did a belly landing. Again no-one was hurt but the Skipper had a strip torn off him by Flying Control for spoiling their runway. When we saw the hole that had been made by the bomb it was found that it had missed both the front and rear spars only by inches.
After our 16th operation we were posted to 97 (Pathfinder) Squadron, then based with 83 Squadron at Coningsby, where we completed our first tour of 30 operations with a 10 hour trip to Politz in Poland. We went on to do a second tour, a shorter one of 15, and all but completed this with our 44th on the 25th April 1945.
The crew then split up and as I was no longer required for aircrew duties I chose a Radar Mechanics Course at Yatesbury, Wiltshire. After completing the course I was posted to West Ruislip, where I was able to live at home in Kingsbury and travel to Ruislip each day by tube, prior to being demobbed in November 1946.
Wanting to do something more technical than my earlier civilian job I joined the G.E.C. and trained as a Patent Agent at the Reseach [sic] Laboratories in North Wembley. Qualified in 1955 and retired in 1988, though still working one or two days a week. The rest of the time taken up by gardening, badminton, tennis or taking it easy.
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
Service record from August 1942 until November 1946 November
Description
An account of the resource
Starting with conscription in 1942 as a flight mechanic at RAF Skegness. Working up to a flight engineer but failing as he started working at RAF Halton training as a flight mechanic, then attending a fitter course. Volunteered for the flight engineer course at RAF Binbrook for six months servicing Lancasters, then Aircrew Receiving Centre St John's Wood for flight engineer course. After that at 1661 Heavy Conversion Unit at RAF Winthorpe with the 467 Squadron, to serve with an all Australian aircrew for the rest of the war. After demobilisation he joined the GEC as a Patient Agent at the Research Laboratories in North Wembley until he retired in 1988.
Creator
An entity primarily responsible for making the resource
Harold Kirby
Format
The file format, physical medium, or dimensions of the resource
Two page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
BKirbyHKirbyHv10001, BKirbyHKirbyHv10002
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
Temporal Coverage
Temporal characteristics of the resource.
1942-08
1946-11
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Buckinghamshire
England--Lincolnshire
England--Nottinghamshire
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
1661 HCU
460 Squadron
467 Squadron
8 Group
97 Squadron
aircrew
bomb struck
bombing
Bombing of Trossy St Maximin (3 August 1944)
crash
fitter airframe
forced landing
ground crew
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
mechanics airframe
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Binbrook
RAF Coningsby
RAF Halton
RAF St Athan
RAF Syerston
RAF Waddington
RAF Winthorpe
recruitment
Stirling
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1627/25335/BThickettPSaundersEJv10015.2.jpg
9bc19ea0e1f799ea52f46131c14fa0ad
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
Saunders, Ernest John. Album 1
Description
An account of the resource
A history of Sam Saunders RAF experiences complete with a biography. It is presented in an album.
Creator
An entity primarily responsible for making the resource
Penny Thicket
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-02-13
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
Saunders, EJ
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
During January 1944 he was based in North Weald, Hendon and Boxted flying War Operations 48 to 53 and bombing across Germany; Hamburg, Duisberg, Magdeburg, Berlin, dropping 500lb bombs.
In February he moved to 692 Squadron and stayed there until the end of August 1944. This Squadron was specifically involved in bombing into Germany and Berlin, Daddy carried out one of the first drops of a 1x 400lb bomb. Then there was the bombing of Frankfurt, Berlin and Augsberg.
“In February 1944, an entirely Mosquito raid was successfully carried out against Düsseldorf. It was formed of the usual marker aircraft from 105 Squadron, 692 Squadron Mosquitos each carrying a single 4,000 lb 'cookie' and backup aircraft with 500 lb delayed action bombs.”
692 Squadron was formed at Graveley, Huntingdonshire on 1st January 1944. It was equipped with Mosquito light bombers and became part of the force of fast, high-flying night raiders, the Light Night Striking Force of No 8 (PFF) Group. They made a name for themselves with regular journeys to Berlin, hitting the German capital again and again with up to 4 x 500 lb bombs.
Total Flying Hours to date 793.40 by day and 533.50 by night.
Through March and April 1944, with a few flights with 571 Squadron, the 400lb 'cookie' bombs were being dropped regularly, firstly and famously over Düsseldorf as well as Hannover, Hamburg and Dortmund.
The Drops continued into August, attacking Cologne, Berlin, Bremmen, Metz, Saarbruchen, Hannover, Gelsenkirchen, Osnabruck and Stuttgart. The bombing was relentless and by the end of August he had flown more than 10 times to Berlin, dropping bombs.
By Operation 97 there are details of accuracy of the bombing, errors being 260 to 99 yards at 20,000 feet and some flights are specifically 'dummy' ones, either in the UK or across other regions of Germany, practising for the major bomb drops.
[page break]
[black and white photograph]
692 Squadron.
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
Sam Saunders 692 Squadron
Description
An account of the resource
Details of Sam's operations with 692 squadron, mainly against German cities.
There is a photograph of the squadron arranged in front of two Mosquitoes.
Creator
An entity primarily responsible for making the resource
Penny Thickett
Date
A point or period of time associated with an event in the lifecycle of the resource
2013-10
Format
The file format, physical medium, or dimensions of the resource
One printed sheet and one b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
BThickettPSaundersEJv10015
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--Hamburg
Germany--Duisburg
Germany--Magdeburg
Germany--Berlin
Germany--Augsburg
Germany--Hannover
Germany--Hamburg
Germany--Dortmund
Germany--Cologne
Germany--Bremen
France--Metz
Germany--Gelsenkirchen
Germany--Stuttgart
Great Britain
England--Colchester
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Saarbrücken
France
Germany
Germany--Osnabrück
Germany--Ruhr (Region)
England--Essex
Temporal Coverage
Temporal characteristics of the resource.
1944-01
1944-02
1944-03
1944-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Jan Waller
105 Squadron
571 Squadron
692 Squadron
8 Group
bombing
Mosquito
Pathfinders
RAF Graveley
RAF Hendon
RAF North Weald
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38289/SPalmerRAM115772v10032.1.jpg
41eed3f860afa11f5862c4d963930d57
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
PATH FINDER FORCE [drawing] R.A.F. LITTLE STAUGHTON
[109 Squadron emblem]
[drawing]
Squadron Leader Robert A. M. Palmer
V.C., DFC. BAR
109 SQDN.
[8 Group Headquarters emblem]
[drawing]
Captain Edwin E. Swales
V.C., D.F.C.,
582 SQDN.
[582 Squadron emblem]
[drawing]
MOSQUITO 109 SQDN
[drawing]
LANCASTER 582 SQDN
ROLL OF HONOUR 1944 – 1945
109 SQUADRON
F.L. Carpenter E C DFC 23.12.44
F.L. Evans J V 5.3.45
S.L. Foulsham J DFC AFC 20.7.44
F.L. Fredman N H DFC 6.5.44
W.O. Gardia-Webb J 16.11.44
F.L. Hodgson W Mc DFC DFM 27.12.44
F.O. Hynes K F 19.10.44
F.L. Jones W A DFC 6.3.45
S.L. Kay D K S DFC BAR 19.10.44
F.O. Kerr W T 21.12.44
F.O. Kitchen A E DFC 28.11.44
F.O. Lambert W T DFM 23.12.44
P.O. Lynn T DFC DFM 25.4.45
P.L. McGreal T DFC 25.4.45
P.O. Mitchell P E DFC 5.4.44
S.L. Palmer R A M. VC DFC BAR 23.12.44
F.O. Payne A M 5.3.45
F.L. Russell G DFC 23.12.44
S.L. Smith G M 6.3.45
S.L. Stephens H B DFC 6.5.44
F.L. Swarbrick J DFC 20.7.44
F.O. Weafe D A DFC 21.12.44
W.O. Wendes R J 16.11.44
F.O. Williams D K DFC 5.7.44
Pre April 1944
F.L. Ackland L J DFC 26.3.43
P.O. Convey L J 28.3.42
W.O. Flett A H DFM 14.1.44
F.O. Jackson F R DFM 22.10.43
F.O. Leigh R E 10.2.44
P.O. Logan R H 28.5.43
F.O. McKenna C D 8.4.43
P.O. Old W J 19.3.43
P.O. Strouts F S DFC 26.3.43
F.O. Walker J 8.4.43
582 SQUADRON
LAC Alston W A G 23.9.44
F.S. Ames R H 16.6.44
F.S. Archibald K 13.8.44
F.L. Aungiers G R 20.7.44
F.S. Austin J W 29.6.44
P.O. Austin K H 23.12.44
P.O. Austin L W C 7.3.45
W.O. Baines A P 29.7.44
F.L. Baker H W 8.9.44
F.S. Barnett R F 6.3.45
F.S. Beecroft J 8.9.44
F.L. Bertelsen F C 4.5.44
F.O. Blaydon R W DFM 8.8.44
F.S. Bouch A DFM 15.6.44
F.S. Bower T C 20.7.44
F.O. Bradley G R DFM 29.8.44
F.S. Broad J T 13.8.44
F.L. Brown S W 28.5.44
P.O. Bunting W F DFM 29.7.44
F.O. Burch G J 23.9.44
P.O. Cambell F W 23.12.44
P.S. Cambell R G 8.8.44
W.O. Cantwell R P 15.3.45
S.L. Carter A L DFC 23.12.44
S. Chelu R W 29.6.44
P.O. Clenahan R L DFC 15.6.44
F.S. Clyne G A 4.5.44
S.L. Coleman V 29.7.44
S. Collins H W 23.4.44
S. Coole D A F 29.6.44
F.S. Coon G A 4.5.44
F.S. Cottrell G V 15.6.44
F.S. Craggs D 29.7.44
F.O. Croft L F 29.10.44
P.O. Grosby V B DFM 15.6.44
S. Cudlipp L W 28.5.44
F.O. Dalgarno W 23.12.44
P.O. Daniel W N 8.9.44
W.O. Davis V A DFM 11.9.44
F.L. Dawson E S DFC 29.10.44
S. Denbigh A 6.3.45
S. Dicerbo P 25.7.44
S. Dorrant K M G 16.9.44
S. Eggleston D 6.7.44
S. Evans D C 23.9.44
F.S. Evans E E 12.12.44
F.S. Falloon H R 23.4.44
S.L. Farrington A L 29.8.44
F.L. Feeley A DFC 6.6.44
S. Fishpool R V 16.9.44
P.O. Flynn D DFC 15.6.44
F.L. Flynn J P 25.5.44
F.S. Fretwell A 6.7.44
W.O. Gaughran W 8.8.44
S. Geeves J 6.7.44
F.O. Gisby M 12.12.44
F.L. Goddard J E DFC 8.9.44
S. Goodwin W J 15.3.44
F.O. Gould J C 6.3.45
F.O. Grange A H 6.6.44
S. Gresty J 20.7.44
F.L. Grillage F G 3.12.44
P.O. Harrington A 28.5.44
F.S. Harris H 16.6.44
W.O. Hawker E J 8.8.44
W.O. Hemsworth E W 6.3.45
S.L. Heney H W B DFC 28.5.44
F.L. Hewitt J H DFC 15.6.44
P.O. Hewitt K W DFM 23.12.44
P.O. Hewitt S 4.5.44
F.S. Hibbert K 24.7.44
P.O. Hill F D 23.9.44
F.S. Hobbs V G 23.12.44
F.O. Hodgson K 29.10.44
F.S. Holmes F N 4.6.44
F.O. Hughes P A DFM 12.12.44
F.S. Ingham J R 4.5.44
F.L. Johnson D DFC 6.6.44
P.O. Jones G 25.5.44
F.O. Kinman J 12.12.44
W.O. Kitto H DFM 6.6.44
S. Lamb M G 16.9.44
F.L. Lamb R D 28.5.44
F.O. Lewis J W 15.3.45
F.S. Lewis R C L 29.7.44
F.L. Little S W DFC 25.5.44
F.S. Long-Hartley P 16.6.44
S. Lovegrove R C 4.5.44
S. Lyall G 23.4.44
W.O. Lythgoe G E 8.9.44
P.O. McArthur G R 20.7.44
S. McGinn I P 23.4.44
S. Macnamara N 17.1.45
F.S. Mahoney R C 29.10.44
S. Mansbridge R 4.5.44
S. Mansfield J A A 4.5.44
P.O. Manson D H 6.7.44
F.L. Margach D S DFC 29.7.44
S Mawson H 12.12.44
F.O. Mellor A J 11.11.44
F.L. Milne O S DFC 23.12.44
F.S. Mitchell C J 23.9.44
S. Murray G 15.3.45
F.O. Newton R A 8.9.44
F.L. Nixon G W 16.9.44
P.O. Norris J T W DFM 16.9.44
F.S. Nundy B 23.12.44
P.O. O'Neill C J E 4.6.44
F.S. Oram A W 25.5.44
F.S. Owen G 23.12.44
P.O. Papworth J N DFC 6.6.44
F.S. Parfitt W R C 13.8.44
F.S. Parr S 16.6.44
S. Paterson J 23.12.44
S. Phillips D H 24.7.44
F.S. Plimmer A L DFM 12.12.44
P.O. Pocock R L 29.10.44
F.S. Pratt E W R 20.7.44
P.O. Pullin B A DFC 13.8.44
F.O. Radcliffe E E 24.7.44
S. Ralph G J P 6.3.45
F.O. Ramsay G L 6.6.44
F.S. Rawlinson N A 25.5.44
S.L. Raybould A DSO DFM 6.6.44
P.L. Reif A W 23.12.44
F.O. Rember R A 24.7.44
F.O. Ritchie J L 4.5.44
S Roberts W 29.10.44
S Robson A 16.9.44
F.S. Robson R W 15.3.45
P.O. Ross F R 28.5.44
F.O. Salomaa E A 6.7.44
W.O. Schwerdfeger G A 4.5.44
F.O. Shirley W L 23.9.44
P.O. Silverwood H DFM 29.8.44
S Slattery E K 4.5.44
W.O. Smalley R W 24.7.44
F.S. Smith D L T 15.6.44
W.O. Smith E G DFM 6.7.44
F.S. Smith W DFM 15.6.44
F.O. Squibb W A F 23.4.44
F.O. Stapleton J W 6.7.44
F.S. Stevens D E J 29.8.44
F.O. Stewart G F DFM 29.8.44
F.L. Strout A C 29.8.44
S. Sturgeon J A 23.4.44
Cop. Swales E E VC DFC 13.2.46
F.S. Taylor G D 29.7.44
P.O. Terpenning R P DFC 28.4.45
W.O. Torr G 6.3.45
F.S. Trevis S G 17.12.44
S. Truman W G 25.5.44
P.O. Tutt N J 16.1.44
S. Tweedie J 24.7.44
F.L. Tyndale L V 29.8.44
F.L. Thomas P A DFC 23.12.44
F.O. Underwood W H DFC 15.3.44
F.O. Uzelman P 23.12.44
W.O. Waldron W 29.7.44
P.O. Wallis B F 23.4.44
P.O. Watson J G DFM 28.4.45
F.S. Webb B W 25.5.44
S. Whybrow L G 24.7.44
F.O. Wilkins H 16.9.44
S. Willer G O 15.3.45
F.O. Williams W T 5.7.44
S. Wilson D D 29.10.44
P.O. Wilson H L DFM 15.6.44
F.S. Witty W T 29.10.44
F.S. Wright S J 12.12.44
S.L. Weightman J B DFC 20.7.44
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
Roll of honour for Path Finder Force RAF Little Staughton
Description
An account of the resource
Lists casualties for 109 Squadron and 582 Squadron in 1943, 1944, 1945 and 1946. Has squadron badges for both squadrons an 8 Group and two Victoria Crosses (Squadron Leader Robert A.M.Palmer V.C, D.F.C & Bar 109 Sqn and Captain Edwin E Swales V.C., D.F.C. 582 Sqn). Drawings of Lancaster and Mosquito,
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
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
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10032
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
109 Squadron
582 Squadron
8 Group
Distinguished Flying Cross
Distinguished Flying Medal
killed in action
Lancaster
Mosquito
Pathfinders
RAF Little Staughton
Victoria Cross
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1018/26829/SWynnIA146838v10009.1.jpg
89c26ac9dbbbea89d024e05204d267c9
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Wynn, Ian Archer
I A Wynn
Description
An account of the resource
146 Items. Collection concerns Pilot Officer Ian Archer Wynn (1908 - 1943, 146838 Royal Air Force). After training as ground crew he remustered as a flight engineer and flew operations with 100 Squadron. He was killed 25 May 1943 on an operation from RAF Grimsby to Düsseldorf. Collection consists of a diary, a memorial book, an official report on what was his final operation, photographs of his crew, his family and the squadron as well as official correspondence from Air Ministry and British Red Cross, letters of condolence and a large number of letters from Ian Wynn to his wife Kathleen. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by Patrick Anthony Wynn and catalogued by Nigel Huckins. <br /><br />Additional information on Ian Archer Wynn is available via the <a href="https://internationalbcc.co.uk/losses/126116/">IBCC Losses Database.</a>
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-13
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Identifier
An unambiguous reference to the resource within a given context
Wynn, IA
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
Raid tracks 25/26 May 1943
Description
An account of the resource
Shows operation tracks for all Groups to Dusseldorf. Shows combats as well as encounters with other aircraft.
Format
The file format, physical medium, or dimensions of the resource
One page map
Type
The nature or genre of the resource
Map
Identifier
An unambiguous reference to the resource within a given context
SWynnIA146838v10009
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
Germany
Netherlands
Germany--Düsseldorf
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-05-25
1943-05-26
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1 Group
3 Group
5 Group
6 Group
8 Group
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1977/38291/SPalmerRAM115772v10034.2.jpg
693e9ee7d6c1562bbaa0ea7c7efe071b
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice
R A M Palmer
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Palmer, RAM
Description
An account of the resource
38 items. The collection concerns Squadron Leader Robert AM Palmer VC, DFC and Bar (115772, Royal Air Force) and contains his log books, photographs, fact sheets, newspaper cuttings, documents, correspondence and a substancial history of his last operation. <br /><br />He flew one hundred and eleven operations as a pilot with 75, 149 and 109 Squadrons and was killed 23 December 1944 when leading a daylight operation as an Oboe marker.<br /><br />The collection also contains 51 items in a <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2178">Photograph album</a>.<br /><br />The collection has been donated to the IBCC Digital Archive by Penny Palmer and catalogued by Nigel Huckins. <br /><br />Additional information on Robert AM Palmer is available via the <a href="https://losses.internationalbcc.co.uk/loss/221528/">IBCC Losses Database</a>
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer V.C pathfinder fact sheet
Description
An account of the resource
Includes biographic details, service history and account of last operation for which he was awarded the Victoria Cross. Completed 111 operations on three squadrons, took part in Cologne 1000 bomber operation. Awarded Distinguished Flying Cross twice. Detailed account of last operation and mention of losses. Includes drawing of Lancaster, Mosquito, Victoria Cross and 75, 149, 109 squadron badges.
Temporal Coverage
Temporal characteristics of the resource.
1944-12-23
1939-08-22
1940-09-07
1945-03-23
1941-02
1944-09-10
1944-12-08
1944-01
1944-08
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Cologne
Germany--Pforzheim
Great Britain
England--Cambridgeshire
England--Kent
England--Gillingham (Kent)
England--Suffolk
England--Norfolk
Scotland--Moray
Germany--Essen
France
France--Le Havre
Atlantic Ocean--English Channel
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Civilian
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One page printed document
Identifier
An unambiguous reference to the resource within a given context
SPalmerRAM115772v10034
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.
105 Squadron
109 Squadron
149 Squadron
35 Squadron
582 Squadron
75 Squadron
8 Group
aircrew
bombing
bombing of Cologne (30/31 May 1942)
Distinguished Flying Cross
killed in action
Lancaster
Master Bomber
mid-air collision
Mosquito
Oboe
Pathfinders
pilot
RAF Feltwell
RAF Little Staughton
RAF Lossiemouth
RAF Mildenhall
shot down
Victoria Cross
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36302/PSparkesW17010012.1.jpg
c6b89519ea1f30fc7927853660986247
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
Sparkes, Ned
William Sparkes
W Sparkes
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
2017-07-16
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
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes 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
Operations, the railway plan
Description
An account of the resource
Top - a note explaining the railway plan in preparation for Operation Overlord, attacks on French railway system.
Top left - extract from Ned Sparkes's logbook from 1 March 1944 to 29 March 1944 with operations to Trappes, Le Mans (twice), Brest, Amiens (twice), Contrai and Vaires (Paris).
Top right - short document entitled The Overlord debate about Harris being directed to carry out attacks on 6 marshalling yards in France instead of pointblank directive targets
Bottom - eight short documents giving details of eight operations including numbers and types of aircraft used, results, civilian casualties, other comments, bomber losses if any and minor operations.
Temporal Coverage
Temporal characteristics of the resource.
1944-03-01
1944-03-04
1944-03-06
1944-03-07
1944-03-09
1944-03-11
1944-03-13
1944-03-15
1944-03-16
1944-03-26
1944-03-29
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Durham
France
France--Saint-Quentin-en-Yvelines
France--Le Mans
France--Brest
France--Amiens
Belgium
Belgium--Kortrijk
France--Paris
France--Vaires-sur-Marne
England--Durham (County)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One typed document, one extract from log book and nine printed documents mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010012
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
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
3 Group
4 Group
431 Squadron
5 Group
6 Group
8 Group
aircrew
bombing
flight engineer
Halifax
Lancaster
mine laying
Mosquito
RAF Croft
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38355/S102SqnRAF19170809v30004.2.jpg
0f26e8c4299edd80c9bd443de3ae042c
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
102 Squadron Collection
Description
An account of the resource
Thirty-one items.
The collection concerns material from the 102 Squadron Association and contains part of a Tee Emm magazine, documents, photographs, accounts of Ceylonese in the RAF, a biography, poems, a log book, cartoons, intelligence and operational reports, an operations order and an account by a United States Army Air Force officers secret trip to Great Britain to arrange facilities for American forces.
The collection has been loaned to the IBCC Digital Archive for digitisation by Harry Bartlett and catalogued by Nigel Huckins.
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-23
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
102 Squadron Association
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
Operations order from 4 Group
Description
An account of the resource
Detailed operation order from group to 102, 77, 10, 158, 466, 640, 76, 78, 51 and 578 Squadrons with numbers of aircraft required. Target "Whitebait". Gives detailed instructions, routes, bomb loads, wave orders, fuel loads, window carriage, route markers, Pathfinder target and spoof marking, bombing instructions. List aircraft involved from other groups.
Creator
An entity primarily responsible for making the resource
4 Group Headquarters
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-02-15
Temporal Coverage
Temporal characteristics of the resource.
1944-02-15
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
England--Yorkshire
Germany--Berlin
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
Format
The file format, physical medium, or dimensions of the resource
One page typewritten document
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription. Allocated
Identifier
An unambiguous reference to the resource within a given context
S102SqnRAF19170809v30004
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1 Group
10 Squadron
102 Squadron
158 Squadron
3 Group
4 Group
466 Squadron
5 Group
51 Squadron
578 Squadron
6 Group
640 Squadron
76 Squadron
77 Squadron
78 Squadron
8 Group
bombing
Halifax
Halifax Mk 3
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Pathfinders
RAF Driffield
RAF Holme-on-Spalding Moor
RAF Pocklington
RAF Snaith
target indicator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36305/PSparkesW17010016.2.jpg
1946900bd51dfc02faf50866d9e2cdfa
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
Sparkes, Ned
William Sparkes
W Sparkes
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
2017-07-16
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
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes 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
Operations
Description
An account of the resource
Top - extract from Ned Sparkes's log book from 22 April 1944 to 11 May 1944 with operations to Düsseldorf, Karlsruhe, Essen, Somain. St Ghislane and St-Valery and Boulogne.
Underneath - six short documents with accounts of these six operations detailing number and types of aircraft used, results, civilian casualties, other details and losses.
Temporal Coverage
Temporal characteristics of the resource.
1944-04-22
1944-04-24
1944-04-26
1944-04-30
1944-05-01
1944-05-03
1944-05-07
1944-05-09
1944-05-10
1944-05-11
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Belgium--Saint-Ghislain
Germany
Germany--Düsseldorf
Germany--Karlsruhe
Germany--Essen
France
France--Saint-Valéry-sur-Somme
France--Somain
Atlantic Ocean--English Channel
France--Boulogne-sur-Mer
Germany--Ruhr (Region)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One extract from log book and six printed document mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010016
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
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
6 Group
8 Group
aircrew
bombing
flight engineer
Halifax
Halifax Mk 3
Lancaster
Master Bomber
Mosquito
Oboe
Pathfinders
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36307/PSparkesW17010018.2.jpg
382f6d2a14bb2da0b3d47d297d3c6ad0
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
Sparkes, Ned
William Sparkes
W Sparkes
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
2017-07-16
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
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes 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
Operations
Description
An account of the resource
Top left - extract from ned Sparkes's log book from 1 July 1944 to 28 July 1944 with operations to Bienhais, Bremont, Vaires, Dognes St Nazaire and Hamburg.
Right - three short documents one partially obscured two relating to flying bomb sites, and one to Hamburg. Documents give account of operations against these targets including number and type of aircraft, targets, results, losses and civilian casualties. Hamburg document has comment that 431 Squadron flying from Croft lost 5 of its 17 aircraft on the raid.
Bottom - outline map from east England eats Germany showing route to Hamburg and return as well as combats.
Temporal Coverage
Temporal characteristics of the resource.
1944-07-01
1944-07-12
1944-07-15
1944-07-16
1944-07-19
1944-07-23
1944-07-25
1944-07-27
1944-07-28
Spatial Coverage
Spatial characteristics of the resource.
France
France--Vaires-sur-Marne
France--Saint-Nazaire
Germany
Germany--Hamburg
Great Britain
England--Durham
England--Durham (County)
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One extract from log book, four printed document and one printed map mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010018
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
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
1 Group
4 Group
431 Squadron
6 Group
8 Group
aircrew
bombing
flight engineer
Halifax
Halifax Mk 3
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
RAF Croft
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36312/PSparkesW17010023.2.jpg
180803886b09fdcab1075ead52b0c2af
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
Sparkes, Ned
William Sparkes
W Sparkes
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
2017-07-16
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
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes 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
Operations
Description
An account of the resource
Top left - extract from Ned Sparkes's log book between 3 August 1944 and 25 August 1944 with operations to Foret de Nieppe, St Leu-d'Esserent and Brest.
Right - document titled "The Reckoning". Giving details of bomber commands sorties, aircraft and aircrew losses, and asking whether sacrifice was worth results.
Bottom left - three short documents giving some account of operations on flying bomb site (2) and Brest. Gives number and type of aircraft used, target, results and losses.
Bottom left - photograph of a crashed Wellington wheels up in a field. Captioned 'A Wimpey completes the course at 85 OTU Bruntingthorpe 1944'.
Bottom right - document entitles "Aircrew casualties" listing bomber command casualties during the war up to 31 May 1947.
Temporal Coverage
Temporal characteristics of the resource.
1944-08-03
1944-08-05
1944-08-06
1944-08-07
1944-08-08
1944-08-25
Spatial Coverage
Spatial characteristics of the resource.
France
France--Morbecque
France--Creil
France--Brest
Atlantic Ocean--English Channel
Great Britain
England--Leicestershire
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 Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Text
Format
The file format, physical medium, or dimensions of the resource
One log book extract, five printed documents and a b/w photograph all mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010023
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
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
4 Group
6 Group
8 Group
85 OTU
aircrew
bombing
Bombing of Trossy St Maximin (3 August 1944)
crash
flight engineer
Halifax
Halifax Mk 3
killed in action
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Operational Training Unit
P-38
prisoner of war
RAF Bruntingthorpe
training
V-1
V-weapon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1903/36306/PSparkesW17010017.2.jpg
da3c940f124f781ff5c833830ce87d03
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
Sparkes, Ned
William Sparkes
W Sparkes
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
2017-07-16
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
Sparkes, W
Description
An account of the resource
56 items. The collection concerns Flight Sergeant William "Ned" Sparkes (1601722 Royal Air Force) and contains his log book and an album with photographs, newspaper cuttings and documents including descriptions of his operations. He flew operations as a flight engineer with 431 Squadron.
The collection has been donated to the IBCC Digital Archive by Clive Sparkes 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
Operation Overlord
Description
An account of the resource
Top - explanatory note explaining that our crews contributed to D-Day.
Top left - newspaper cutting providing account of plan for attack on Merville battery including saturation bombing by Lancasters and ground attack. Goes on with account of actual event including fact that air attack was a complete failure.
Middle right - extract from Ned Sparkes's log book from 2 June 1944 to 28 Juune 1944 with operations to Calais, Meurville, Conde-sur-Moreau, Le Mans, Arras, Boulogne and Wizernes.
Below - seven short documents with accounts of seven operations including types of aircraft used, target, details, results, losses and civilian casualties.
Temporal Coverage
Temporal characteristics of the resource.
1944-06
1944-06-04
1944-06-06
1944-06-09
1944-06-12
1944-06-15
1944-06-22
1944-06-23
1944-06-28
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--English Channel
France
France--Calais
France--Merville-Franceville-Plage
France--Condé-sur-Noireau
France--Arras
France--Boulogne-sur-Mer
France--Saint-Omer (Pas-de-Calais)
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 Canadian Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One typewritten note, one newspaper cutting, one extract from log book and seven printed document all mounted on an album page
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
PSparkesW17010017
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
Is Part Of
A related resource in which the described resource is physically or logically included.
Sparkes, Ned. Album
1 Group
4 Group
5 Group
6 Group
8 Group
aircrew
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
flight engineer
Halifax
Halifax Mk 3
Lancaster
Master Bomber
Mosquito
Normandy campaign (6 June – 21 August 1944)
Pathfinders
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1416/32277/MLeavissED1818433-151116-240001.2.jpg
c0d9a0f5b2d215caabcc8534d0eb4858
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1416/32277/MLeavissED1818433-151116-240002.2.jpg
466bb8f14089b0fa52380f44589686da
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
Leaviss, Ted
Edward Derek Leaviss
E D Leaviss
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
2015-11-16
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
Leaviss, ED
Description
An account of the resource
42 items. The collection concerns Warrant Officer Edward 'Ted' Derek Leaviss (1818433 Royal Air Force) and contains his log book, documents memorabilia and photographs.
He flew three Operation Manna operations as an air gunner with 460 Squadron.
The collection has been donated to the IBCC Digital Archive by Irene Leaviss and catalogued by Trevor Hardcastle.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] OPERATION MANNA
29th April – 8th May 1945 [/underlined]
The advance of the 1st. Polish Armoured Division liberated the eastern parts of the Netherlands, resulting in a very large area in the west still in the hands of the German army. Earlier the Reichskommissar, an Austrian, Arthur Seyss-Inquart imposed an embargo on food supplies for western urban areas. Food stocks in the thickly populated west had already been reduced by German order, leaving insufficient food to help the people through the winter of 44/45. A shortage of coal and other fuels aggrevated [sic] the situation.
In mid January 1945 Queen Wilhelmina sent identical notes to King George VI, President Roosevelt and winston [sic] Churchill, saying in effect ‘That if a major catastrophe was to be avoided drastic action had to be taken before, and not after the liberation of the rest of the country’. An Allied invasion of western occupied Holland was considered to [sic] costly so representatives of the Dutch resistance were allowed to cross the lines and contact the Allies. Following negotiations the Germans would be willing to negotiate, and on April 14th Prince Bernhard travelled to Reims to discuss the Allied answer with General Eisenhower. Churchill was opposed to negotiations with the Germans. South African Prime Minister Field Marshall Smuts mediation allowed direct negotiations with the Germans. Ten days later the Governments of the USA, USSR and the UK allowed Eisenhower to contact Seyss-Inquart the German Governor of Occupied Holland. The same day April 24th the Dutch people were advised by radio that food drops were about to begin. The Germans were forced to co-operate, that to assure themselves of POW status was to obey completely, any acts of sabotage would be considered a war crime and treated as war criminals. The Germans were not impressed, and angry as all arrangements had been made without prior consultation and were suspicious of Anglo-US action, but broadcast to the Dutch people on the 25th April that the German military commander agreed to General Eisenhower’s plan to supply food to occupied Holland, but not by the means suggested. Eisenhower ordered the food drops to start on the 27th April whatever the German reaction. On the day previous the German Governor seyss-Inquart [sic] agreed the fastest way to save the Dutch was to send food supplies by air.
The weather on the 27th April prevented the Lancaster bombers from taking Off. [sic] on the 28th April in the school building in Achteveld German and Allied representatives, including Air-Commodore Andrew Geddes the Air Commodore Operations & Plans of the 2nd Tactical Air Force met to establish as mant [sic] ‘drop zones’ as [possible and Overcome [sic] any German objections. General Sir Francis De Guingand Montgomery’s Chief of Staff headed the meeting and advised the Germans the object of the meeting was to come to an agreement as to how the Allies could best help the Dutch as they the Germans were unable to do so. Reichrichter Dr. Ernst Schwebel headed the four man German delegation and said his terms of reference did not include making any detailed arrangements for feeding the Dutch, but to make arrangements for the Reichskommisar Seyss-Inquart could meet General Eisenhower or his representative at an agreed place on Monday 30th April. General De Guingand went through his proposals to the German delegates, Prince Bernhard of the Netherlands a ‘Linch [sic] Pin’ in the complex organisation of the distribution of food to points inside occupied territory advised General De Guingand who then concluded that the next meeting would be held at 13.00 hrs on April 30th 1945 and that Lt. Gen Bedell Smith would lead the delegation.
[page break]
2
The next day at 08.00 hrs 29th April hundreds of Dutch people in hiding listened to the ‘Voice of Freedom’ Radio Resurgent Netherlands with a special announcement that aircraft would come to drop coloureed [sic] flares the other aeroplanes would drop the food, at 12.10 hrs another special announcement reported the first aircraft carrying food for occupied Holland had left Britain. OPERATION MANNA had begun.
That day 29th April the RAF took an enormous risk, no agreement had been signed, as the Lancaster bombers approached occupied Holland at very low height 150-1000 feet they would have been easy prey for the many Ack-Ack guns the enemy could still use. If the Germans opened fire and killed hundreds of RAF crews they would have been in their right to do so. The RAF Commanders, the pilots and their crews new [sic] it, the German reaction would be legitimate. However, the start of this life-saving operation was a success and 239 Lancasters dropped 556 tons of food.
The following day 30th April at the school in Achterveld General Bedell Smith met Seyss-Inquart, Prince Bernhard of the Netherlands and Air Commodore Geddes participated in the negotiations and following discussions of sub-committees in various class-rooms the two delegations finalley [sic[ reached an agreement. At the same time 482 Lancasters dropped 1005 tons of food again with the knowledge that the agreement had not been signed. The next day 1st May Air Commodore Geddes and Group Captain Hill with copies of the agreement in English and German met German dlegates [sic] in the village of Nude. Following the signing of four copies in each language and two marked maps showing the drop zones each side returned to their own lines at 19.00. Air Commadore Geddes advised that the agreement had been satisfactily [sic] signed. Thus the operation which had already started on the 29th April could officially begin on May 2nd. However on that day the 1st of may [sic] the RAF dropped 1096 tons with 488 Lancasters, The 8th Bomber Group of the USAAF with B17’s using the code name Chowhound dropped 776 tons with 392 aircraft. The operation continued by the RAF until the 8th May and the 8th Air Force on the 7th May. The number of Flights made by the RAF was 3154 dropping 7030 tons, the 8th Air Force made 2189 flights dropping 4156 short tons.
Operation Manna was carried out by RAF Bomber Commands No 1 No 3 No 8 Groups using Lancaster’s Mosquito’s. This highly successful operation perpetuated by Bomber Command gave life and hope to millions of starving Dutch people held in the German Occupied area of west Holland.
[underlined] VOEDSEL UIT DE HEMEL [/underlined]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Operation Manna
Description
An account of the resource
An account of how the need for Operation Manna arose, how negotiations with the German accupying forces proceeded, how the operation was announced to the Dutch people and a summary of the Operation.
Format
The file format, physical medium, or dimensions of the resource
Two typewritten pages
Language
A language of the resource
eng
nld
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MLeavissED1818433-151116-240001, MLeavissED1818433-151116-240002
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
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Netherlands
Contributor
An entity responsible for making contributions to the resource
Tricia Marshall
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
1 Group
3 Group
8 Group
B-17
Churchill, Winston (1874-1965)
George VI, King of Great Britain (1895-1952)
Lancaster
Operation Manna (29 Apr – 8 May 1945)
Roosevelt, Franklin Delano (1882-1945)
Second Tactical Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/253/35486/SFellowesD[Ser -DoB]v100005-0001.jpg
5ce51eab9145c2950dffb516600d7ee8
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/253/35486/SFellowesD[Ser -DoB]v100005-0002.jpg
cca4c4b9860c93fd26089523147b7274
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/253/35486/SFellowesD[Ser -DoB]v100005-0003.jpg
e8afb7c90764c4a8451092b5cd379577
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
Fellowes, David
David Fellowes
Dave Fellowes
D Fellowes
Description
An account of the resource
Eight items. Two oral history interviews with Flight Sergeant David "Dave" Fellowes (Royal Air Force), documents and a photograph. He flew operations as a rear gunner with 460 Squadron.
The collection has been donated to the IBCC Digital Archive by David Fellowes and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-11-25
2015-04-06
2016-08-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Fellowes, D
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[underlined] OPERATION MANNA [/underlined] [inserted] by David Fellowes [/inserted]
[underlined] 29th April – 8th May 1945, [/inderlined]
The advance of the 1st Polish Armoured Division liberated the eastern parts of the Netherlands, resulting in a very large area in the west still in the hands of the German army. Earlier the Reichskommissar, an Austrian, Arthur Seyss-Inquart imposed an embargo on food supplies for western urban areas. Food stocks in the thickly populated west had already been reduced by German order, leaving insufficient food to help the people through the winter of 44/45. A shortage of coal and other fuels aggrevated [sic] the situation.
In mid January 1945 Queen Wilhelmina sent identical notes to King George VI, President Roosevelt and Winston Churchill, saying in effect ‘That if a major catastrophe was to be avoided drastic action had to be taken before and not after the liberation of the rest of the country’. An Allied invasion of western occupied Holland was considered too costly so representatives of the Dutch resistance were allowed to cross the lines and contact the Allies. Following negotiations the Germans would be willing to negotiate and on April 14th Prince Bernhard travelled to Reims to discuss the Allied answer with General Eisenhower. Churchill was opposed to negotiations with the Germans. South African Prime Minister Field Marshal Smuts mediation allowed direct negotiations with the Germans. Ten days later the Governments of the USA, USSR and the UK allowed Eisenhower to contact Seyss-Inquart the German Governor of Occupied Holland. The same day April 24th the Dutch people were advised by radio that food drops were about to begin. The Germans were forced to co-operate, that to assure themselves of POW status was to obey completely, any acts of sabotage would be considered a war crime and treated as war criminals. The Germans were not impressed and angry as all arrangements had been made without prior consultation and were suspicious of Anglo-US action, but broadcast to the Dutch people on the 25th April that the German military commander agreed to General Eisenhower’s plan to supply food to Occupied Holland, but not by the means suggested. Eisenhower ordered the food drops to start on the 27th April whatever the German reaction. On the day previous the German Governor Seyss-Inquart agreed the fastest way to save the Ducth was to send food supplies by air.
The weather on the 27th April prevented the Lancaster bombers from taking off. On the 28th April in the school building in Achteveld German and Allied representatives, including Air-Commodore Andrew Geddes the Air Commodore Operations and Plans of the 2nd Tactical Air Force met to establish as many ‘drop zones’ as possible and overcome any German objections. General Sir Francis De Guingand, Montgomery’s Chief of Staff headed the meeting and advised the Germans the object of the meeting was to come to an
[page break]
agreement as to how the Allies could best help the Dutch as they, the Germans, were unable to do so. Reichrichter Dr. Ernst Schwebel headed the four man German delegation and said his terms of reference did not include making any detailed arrangements for feeding the Dutch, but to make arrangements for the Reichskommisar Seyss-Inquart to meet General Eisenhower or his representative at an agreed place on Monday 30th April. General De Guingand went through is [sic] proposals to the German delegates, Prince Bernhard of the Netherlands a ‘Linch Pin’ in the complex organisation of the distribution of food to points inside occupied territory advised General De Guingand who then concluded that the next meeting would be held at 13.00 hours on April 30th 1945 and that Lt. Gen Bedell Smith would lead the delegation.
The next day at 08.00 hours 29th April hundreds of Dutch people in hiding listened to the ‘Voice of Freedom’ Radio Resurgent Netherlands with a special announcement that aircraft would come to drop coloured flares the other aeroplanes would drop the food, at 12.10 hours another special announcement reported the first aircraft carrying food for occupied Holland had left Britain. OPERATION MANNA had begun.
That day 29th April the RAF took an enormous risk, no agreement had been signed, as the Lancaster bombers approached occupied Holland at very low height 150-1000 feet they would have been easy prey for the many ACK-ACK guns the enemy could still use. If the Germans opened fire and killed hundreds of RAF crews they would have been in their right to do so. The RAF Commanders, the pilots and their crews knew it, the German reaction would be legitimate. However, the start of this life-saving operation was a success and 239 Lancasters dropped 556 tons of food.
The following day 30th April at the school in Achterveld General Bedell Smith met Seyss-Inquart, Prince Bernhard of the Netherlands and Air Commodore Geddes participated in the negotiations and following discussions of sub-committees in various class-rooms the two delegations finally reached an agreement. At the same time 482 Lancasters dropped 1005 tons of food again with the knowledge that the agreement had not been signed. The next day 1st May Air-Commodore Geddes and Group Captain Hill with copies of the agreement in English and German met German delegates in the village of Nude. Following the signing of four copies in each language and two marked maps showing the drop zones each side returned to their own lines at 19.00. Air Commodore Geddes advised that the agreement had been satisfactorily signed. Thus the operation which had already started on the 29th April could officially begin on May 2nd. However, on that day the 1st of May the RAF dropped 1096 tons with 488 Lancasters. The 8th Bomber Group of the USAAF with B17’s using the code name Chowhound dropped 776 tons with 392 aircraft. The operation continued by the RAF until the 8th May and
[page break]
the 8th Air Force on the 7th May. The number of flights made by the RAF was 3154 dropping 7030 tons, the 8th Air Force made 2189 flights dropping 4156 short tons.
Operation Manna was carried out by RAF Bomber Commands No.1, No.3 and No.8 Groups using Lancasters and Mosquitos. This highly successful operation perpetuated by Bomber Command gave life and hope to millions of starving Dutch people held in the German Occupied area of West Holland.
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
Operation Manna
Description
An account of the resource
Details of events leading to Operation Manna.
Creator
An entity primarily responsible for making the resource
David Fellowes
Spatial Coverage
Spatial characteristics of the resource.
France
Netherlands
France--Reims
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
United States Army Air Force
Language
A language of the resource
eng
nld
Type
The nature or genre of the resource
Text
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
Three typewritten sheets
Identifier
An unambiguous reference to the resource within a given context
SFellowesD[Ser#-DoB]v100005-0001, SFellowesD[Ser#-DoB]v100005-0002, SFellowesD[Ser#-DoB]v100005-0003
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1945
1 Group
3 Group
8 Group
anti-aircraft fire
B-17
Churchill, Winston (1874-1965)
George VI, King of Great Britain (1895-1952)
Lancaster
Mosquito
Operation Manna (29 Apr – 8 May 1945)
Second Tactical Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/253/35489/SFellowesD[Ser -DoB]v100013.jpg
7a179f14c01543c9250d31cbc3541678
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
Fellowes, David
David Fellowes
Dave Fellowes
D Fellowes
Description
An account of the resource
Eight items. Two oral history interviews with Flight Sergeant David "Dave" Fellowes (Royal Air Force), documents and a photograph. He flew operations as a rear gunner with 460 Squadron.
The collection has been donated to the IBCC Digital Archive by David Fellowes and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2014-11-25
2015-04-06
2016-08-08
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Fellowes, D
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[photograph]
Operation Manna
1st May T. off 14.40 2.50
2nd May T. off 12.00 2.45
4th May T off 10.00 2.40
Rotterdam – Tesbregge.
Food: Dried egg. Dried Milk.
Potatoes. Biscuits. Butter.
Bacon. Corned beef. Sugar.
Chocolate. Spam. Flour. Salt
Pepper. Fats.
R.A.F flew 3,200 missions
droped [sic] 7,000 tons of Food.
by.
Squdrens [sic] of 1, 3, & 8 Group.
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
Operation Manna
Description
An account of the resource
A photograph of a Lancaster mid-upper turret and a summary of food drops undertaken by that aircraft. Also a list of the type of food dropped and a total number of missions flown and tonnage of food dropped.
Spatial Coverage
Spatial characteristics of the resource.
Netherlands
Netherlands--Rotterdam
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
Photograph
Text. Personal research
Format
The file format, physical medium, or dimensions of the resource
One printed sheet
Identifier
An unambiguous reference to the resource within a given context
SFellowesD[Ser#-DoB]v100013
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Steve Baldwin
1 Group
3 Group
8 Group
Lancaster
Operation Manna (29 Apr – 8 May 1945)
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/459/8042/MNorthGJ173836-160523-03.2.pdf
1b6b4f90427c601170a7718db2cd75bf
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
North, Geoffrey John
North, G J
North, Johnny
Description
An account of the resource
31 items. The collection concerns Flight Lieutenant Geoffrey John 'Johnny' North, DFC, (173836, Royal Air Force) who served as a rear gunner on 428, 76 and 35 Squadrons flying Wellington, Halifax and Lancaster. He was called up in 1940 from his job as a tailor in Saville Row where he returned after the war. He was shot down on an operation to Duisburg on 21 February 1945. The collection contains his logbook, an account of his shooting down, capture and time as a prisoner of war, including documentation, forced march to another camp in 1945, liberation and repatriation. The collection includes membership documents for Royal Air Force Association, Pathfinders Association and Caterpillar Club as well as personnel documentation, Pathfinder badge correspondence and photographs of crew and squadron as well as other memorabilia.
The collection has been donated to the IBCC Digital Archive by Carole Bishopp and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-05-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
North, G
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Gravely.
35 Squadron 8 Group
8/8/45 Lancaster O
F/Lt. Ashwell.
Duty Rear Gunner
Ferry Base – Downham Base 00.50
14/8 Lancaster U
Fl. Lt. Ashwell
Duty Rear Gunner
Cross Country. 3hr.50
09/8 Y Lancaster Sq. Ltd. [sic] Baldwin
DFC DFM DSO
Duty rear gunner.
Ferry Marseilles – Tibbenham Base.
07.50.
[Page break]
Feb 45
5 flights –
Pilot F/Lt. Tropman
DFC.
from 13/2/45 to
21.2.45 –
Operations Duisberg
MISSING.
On 8/5/45 Repatriation.
2 entries
09.30 Dakota
Pilot Lt Harrington
Duty – Passenger.
Remarks Landshut – Rheims [deleted] 027’ [/deleted] 02.15
18.00 Lancaster
Pilot W/O Bellvean
duty Rear Gunner
Remarks Junncourt – Westcott. 02.30
[Page break]
8 Group H Q.
28/9/45 0730. Lancaster
* Fl. Lt. England
Duty Passenger.
Gravely – Tibbenham – Berlin 3.10
29/9/45 Lancaster
* Fl. Lt. England
Duty Passenger.
Berlin – Tibbenham – Gravely 3.15
* Could this be Dr. Mike England’s father – I am reasonably confident he was in the RAF, & would have been in the right age group.
[Page break]
35 Squadron 8 Group
Gravely.
17/9/44 -> 30/9/44
9 flights –
Pilots G. Capt Dean DSO DFC + Bar (twice)
Fl. Lt. Hall DFC 7 [deleted] 6 [/deleted] times.
Awarded DFC.
Ops – Bologne, Calais
Day flights
20hr. 55mins.
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
Notes on flights in 1944 and 1945
Description
An account of the resource
First page records three flights 8/14/19 August 1945 in Lancaster as duty rear gunner. Page two records operation to Duisburg 21 February 1945 'missing' and repatriation flights in C-47 and Lancaster on 8 May 1945. Page three records flight to Berlin by Lancaster on 28 September 1945 and return on 29 September 1945. Page four records that nine flights were flown between 19 September 1944 and 30 September 1944. It goes on to lists the captains and mentions the award of Distinguished Flying Cross. It concludes with mention of operations to Boulogne and Calais which were day flights and provides hours.
Format
The file format, physical medium, or dimensions of the resource
Four page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Identifier
An unambiguous reference to the resource within a given context
MNorthGJ173836-160523-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Duisburg
Germany--Berlin
Germany--Landshut
Great Britain
England--Cambridgeshire
England--Norfolk
England--Buckinghamshire
France
France--Marseille
France--Reims
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1945-08-08
1945-08-14
1945-08-19
1945-02
1945-02-21
1945-05-08
1945-09-28
1945-09-29
1944-09-17
1944-09-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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IBCC Digital Archive
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Anne-Marie Watson
35 Squadron
8 Group
air gunner
aircrew
C-47
Distinguished Flying Cross
Lancaster
Operation Exodus (1945)
RAF Graveley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2180/38354/S102SqnRAF19170809v30002.2.pdf
d5a6b02b425b86a2de8782af43508861
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
102 Squadron Collection
Description
An account of the resource
Thirty-one items.
The collection concerns material from the 102 Squadron Association and contains part of a Tee Emm magazine, documents, photographs, accounts of Ceylonese in the RAF, a biography, poems, a log book, cartoons, intelligence and operational reports, an operations order and an account by a United States Army Air Force officers secret trip to Great Britain to arrange facilities for American forces.
The collection has been loaned to the IBCC Digital Archive for digitisation by Harry Bartlett and catalogued by Nigel Huckins.
Date
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2019-05-23
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
102 Squadron Association
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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No 100 (S.D.) Group - intelligence raid analysis
Description
An account of the resource
Details of operation to Berlin on 15/16 February 1944. Gives numbers of Bomber Command aircraft involved for 1, 3, 4, 5, 6 and 8 Groups. Details other targets - spoof to Frankfurt, Mosquitos to Aachen and mine laying. Weather, Enemy raid reaction - detailed report on actions of enemy aircraft. Controlled night fighter figures, lists German aerodromes involved. Detailed list of countermeasures used by Bomber Command.
Temporal Coverage
Temporal characteristics of the resource.
1944-02-15
1944-02-16
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Frankfurt (Oder)
Germany--Aachen
Germany--Berlin
Netherlands
Netherlands--Texel
Great Britain
England--Essex
England--Harwich
England--Norfolk
Netherlands--Leeuwarden
Netherlands--Terschelling
Germany--Schleswig
Germany--Kiel
Germany--Rostock
Germany--Oldenburg
Germany--Osnabrück
Germany--Emden (Lower Saxony)
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Fürstenwalde (Brandenburg)
Germany--Jüterbog
Poland
Germany--Brandis (Saxony)
Denmark
Denmark--Ålborg
Poland--Kołobrzeg
Germany--Stuttgart
Netherlands--Den Helder
England--Great Yarmouth
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Wehrmacht
Wehrmacht. Luftwaffe
Language
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eng
Type
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Text
Format
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Four page typewritten document
Conforms To
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Pending text-based transcription
Identifier
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S102SqnRAF19170809v30002
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
1 Group
100 Group
3 Group
4 Group
5 Group
6 Group
8 Group
anti-aircraft fire
bombing
Halifax
Lancaster
mine laying
Mosquito
Stirling
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30718/PJonesPW16010027.2.jpg
b387e9ccbf0934ad83a19ef163b77e3e
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30718/PJonesPW16010028.2.jpg
e117b653720255014c78a892ae0dcdec
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30718/BJonesJonesP7.2.jpg
9dfd84261c160d9cdb32cc9ccdedb0af
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones 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
2014-12-04
2017-12-07
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
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
Nine airman by the tail of a Lancaster
Description
An account of the resource
Two versions of the same item. Five aircrew and one groundcrew standing in front and three aircrew behind sitting on the tail of a Lancaster. All are wearing battledress. Right hand standing man is leaning on the bottom of the fuselage door. On the reverse 'On tail L-R, Ron Wynne, Tom Jones, Stan Williamson, L-R, Fred Phillips, Frank Shaw - groundcrew, Steve Harper, Clive Thurston, Joe Naylor, Sept 1944, 7 Squadron Bomber Command, RAF Oakington, 8 Group PFF'. This item was also submitted with the caption 'The crew of Lancaster PA964 O oboe enjoying a break in the sunshine, whilst preparing for a night sortie.
7 Squadron PFF RAF Oakington. Summer 1944,
L-R
Fred Phillips RAAF pilot
Frank Shaw RAAF (ground crew)O/C electrics, instruments & bomb loading
Steve Harper RAF specialist map reader & bomb aimer
Ron Wynne RAF (on tail) mid-upper gunner
Dave Goodwin RNZAF navigator
Tom Jones RAF (on tail) flight engineer
Clive Thurston RNZAF Radar operator & second navigator
Stan Williamson RAAF (on tail) wireless operator
Joe Naylor RAF rear gunner'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-09
Format
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Two b/w photographs
Type
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Photograph
Identifier
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PJonesPW16010027, PJonesPW16010028, BJonesJonesP7
Spatial Coverage
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Great Britain
England--Cambridgeshire
Temporal Coverage
Temporal characteristics of the resource.
1944-09
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
7 Squadron
8 Group
air gunner
aircrew
bomb aimer
dispersal
flight engineer
ground crew
ground personnel
Lancaster
navigator
Pathfinders
pilot
RAF Oakington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/707/19133/BBennettTBennettTv1.1.pdf
e4ad097b0ecbfce57244070e8a04acb9
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
Bennett, Tom
T Bennett
Description
An account of the resource
One item. A memoir by Tom Bennett. He flew operations as a navigator with 617 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Don Hiller and catalogued by IBCC Digital Archive staff.
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
2016-07-01
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Bennett, T
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
[inserted] 1 [/inserted] I cannot recall the operation mounted by No's 1 and 5 Groups, Bomber Command, on the night of 3/4th May 1944, against the French target of Mailly-le-Camp without a feeling of tremendous sadness, even after the passage of [deleted] fifty-eight years [/deleted] [inserted] [deleted] some sixty two [/deleted] almost seven decades [/inserted]. That night I witnessed the early stages of a slaughter of aircraft which contemporary aircrew could NEVER have previously associated with a "French target" at that period of the war. That sadness is more than a little tinged with bitterness, but, nevertheless, there IS a thread of personal thankfulness running through the weave.
The four Mosquito marker crews of 617 Squadron were very surprised to be summoned to the Briefing Room at RAF Woodhall Spa, Lincolnshire during the afternoon of the 3rd May 1944. Together with the remainder of the whole aircrew strength of the Squadron, they had been briefed for OPERATION TAXABLE (the "D-DAY SPOOF") and had come under the ban from operations until TAXABLE had been fulfilled. At the briefing, they discovered that a German Panzer Division was temporarily bivouaced [sic] in the French Tank Training Camp at Mailly-le-Camp, some 150 km ESE of Paris. This Division was apparently en route to position behind the "Atlantic Wall" and the Allied Command was anxious that this prime target be hit before it could move out again. 627 Squadron, the Mosquito squadron undertaking target-marking duties for 5 Group, had but recently assumed this role, on transfer from No 8 (P.F.F.) Group, and it was felt by Bomber Command Headquarters that this "one-off" target really needed the expertise that the 617 marker crews had regularly demonstrated in the finding of small
[inserted] 1 [/inserted]
[page break]
[inserted] 2 [/inserted] targets, difficult to locate by purely radar aids.
Since the Lancaster element of 617 Squadron was not taking part in this operation, it was not considered necessary to give these marker crews the usual full "MAIN FORCE" briefing, but just the elements that applied to the actual target area...time of first flare-fall..timing of the first wave of aircraft (which was to be the 5 Group effort)..lull time for the marking of the area allocated to the second wave of aircraft (1 Group)...Wing Commander Cheshire to be "MARKER LEADER" ...indeed, I remember that the main emphasis for the Mossie crews was on security, so unusually disturbed was the Intelligence side with the prospect of four crews operating, each member of which knew that D-DAY could not be far away. In effect, the bottom line was "MARK YOUR TARGET AND THEN GET THE HELL BACK TO U.K.!!". Operational aircrew were exhorted to keep themselves up-to-date with all that was going on in relation to the Intelligence side of the war. Without exception, the Intelligence section of an operational RAF station was most comfortably furnished and staffed with very pleasant WAAF personnel. An intriguing amount of wide-ranging literature was always available and, at strategic times, a nice mug of tea! In a browse through some of the literature a week or so before the Mailly-le-Camp operation, I had come across an item which said that a German prisoner of war had stated that an operation order rested in the safes of all Luftwaffe day-fighter squadrons in France, code named "WILDE SAU" ...the order to be invoked when moonlight conditions were such that day fighters could readily be scrambled to operate in a "freelance" role during the passage of a bomber stream over France. However, not a vestige of this came into
[inserted] 2 [/inserted]
[page break]
[inserted] 3 [/inserted] my mind during the preparation period.
Wg Cdr Cheshire and Sqn Ldr Dave Shannon were detailed as markers for the 5 Group wave and thus they took off some time before the Mosquitos of Flt Lt Terry Kearns and Flt Lt Gerry Fawke. I was Gerry Fawke's navigator and my log book shows that we were airborne from Woodhall Spa at 2230 hrs. The trip down England was uneventful ...the "GEE" radar aid working well and wind velocities soon well checked and logged...a lovely moonlight night with no sign of cloud at any altitude. We were at 6000 feet, a height reckoned to be reasonably safe from light "flak" and below the minimum height of the heavier stuff ...also it enabled one to work without the oxygen mask clamped across the face. We crossed the English coast on time at Beachy Head and sped towards the enemy coast, to cross just to the east of Dieppe.
It was during this Channel crossing that I began to appreciate fully just how bright the moonlight was. The invisible enemy "jamming" of the Gee radar had begun to invade the main time base but at that stage, it could be "read through" without much difficulty. I found it was eminently possible to map-read accurately in the brightest moonlight I could ever recall, except perhaps when crossing the Alps en route for Italy, back in mid-October 1942. I used Gee very sparingly, mainly across areas devoid of the more definable pin-points.
One of the advantages of being in the second wave was that one could see the "party" starting well ahead and the final run-in could be made merely by steering visually towards the action. We arrived in the immediate area of the Camp and it appeared that the raid was progressing very favourably. We had picked up no messages on the VHF
[inserted] 3 [/inserted]
[page break]
[inserted] 4 [/inserted] frequency, neither did we experience any invasion of the VHF channel by any outside brodcasting [sic] unit.
Gerry positioned the Mossie for the marking dive we would need to make and we watched as sticks of bombs hammered home around the well-placed markers. We could see that these had been laid very accurately. I kept Gerry informed as the minutes ticked away and at the beginning of the "lull time", our Mossie was perfectly poised for the marking dive. We had just about commenced the dive without actually being committed to it when a stick of bombs exploded across the target. Gerry wheeled out of the dive and climbed to regain the altitude lost and re-position for the dive. Further sticks of bombs fell during this period and yet again as we commenced the second attempt to mark. I was shocked and appalled at this! In the self-contained 617 Squadron operations to which we had grown accustomed, timings were STRICTLY adhered to, and I took a very shady view of the lack of discipline that the Main Force crews were showing, not appreciating the chaotic situation developing above us.
As we sought to re-position, Gerry "buttoned" the VHF. "PLEASE STOP BOMBING! We are trying to mark for the second wave!". For the first and only time, we heard another voice across the ether. "Well, get a move on, mate!" came a calm but firm Australian voice "Things are getting a bit hot up here!" ...and this was the first indication we had as a crew that perhaps things were not going quite as expected. However, no further fall of bombs interrupted the marking process and both Mossie crews managed to lay their markers very close to the new aiming point. We were to discover later that Terry Kearns and his navigator Home Barclay had also had the same
[page break]
[inserted] 5 [/inserted] disconcerting marking experience as we had endured. How ironic if a blast of "friendly" bombs (if there are such things!) had delivered us to German interrogation!
Satisfied that the marking duty had been performed accurately, we now readily obeyed the urgent order to "cut and run" and we set course on the return route. We had seen no aircraft shot down on the way in but scarcely had we embraced the first leg away from the target when the first ghastly sight of a heavy bomber exploding in flames on the ground struck our eyes, the obscene fireball illuminating momentarily the pall of oily smoke that was always a part of such macabre scenes. To our mounting horror and concern, this was not an isolated incident! Again and yet again the tragedy was repeated. I tried to persuade myself that it could be night-fighters being destroyed, but each funeral pyre was too large for that. When a fifth bomber cremated itself around us, Gerry said "Not a healthy area for a twin-engined aircraft, Ben! Let's find another way home!". I gave him a rough course for the nearest safe part of the coast and then buried myself in the niceties of "tidying up" this rough alteration to ensure that we crossed the French coast at a reasonably quiet spot. I could not exorcise from my mind the glimpse of hell we had had inflicted on us. My mind grappled with this unbelievable torment until, quite suddenly, I recalled the Intelligence item of the "WILDE SAU" operation order. Had this order been invoked? Certainly all the weather conditions were as required ... I pushed the matter to the back of my mind. There was an aircraft to get back to base and that was my primary and paramount duty at that moment! We landed at Woodhall Spa at 0230 hrs on 4th May 1944, still very
[inserted] 5 [/inserted]
[page break]
[inserted] 6 [/inserted] silent and appalled at the carnage we had seen, all the more unbelievable for being associated with a FRENCH target. All four Mosquitos had landed safely, much to everyone's relief ...most of the aircrew staff had waited up, so concerned were they for our safe return. The news was flashed through to Headquarters, Bomber Command as soon as the fourth Mossie had landed!
It was in the debriefing room that we first heard talk of interference on the VHF channel and a developing communications difficulty ...of "Chesh's" despair trying to sort out the fraught situation that had developed and his unsuccessful attempts to abort the operation. The two earlier Mosquito crews had not seen the carnage the latter pair had observed. Dave Shannon's navigator, Len Sumpter, said that as soon as they were satisfied they had nothing more to contribute to the proceedings, they had hared for home. Pat Kelly, "Chesh's" navigator, said they had seen a couple of bombers shot down, but nothing like the scenes we had described. Pat was somewhat mollified by our eye-witness description of the effectiveness of the first wave bombing, but most concerned at the communications mayhem.
At our personal debriefing, I said to the Intelligence officer "I feel we have seen the activation of the German operation order "WILDE SAU"". He looked at me, absolutely perplexed. I said "Add it as a footnote, Arthur. I'm sure someone at Group or Command will fathom it!" ...but there was never any later reference to the observation.
Our worst fears were confirmed later that day ....42 Lancasters missing, 14 from the 5 Group first wave and 28 from the 1 Group second wave. My initial personal reaction was that 5 Group had stirred the hornets' nest and 1 Group had taken the stings. One
[inserted] 6 [/inserted]
[page break]
[inserted] A [/inserted] Many years later, I was stirred into deeply researching this operation through reading a magazine article which, to me, did not truly reflect the situation, certainly not during the development of the actual operation. Also, Leonard Cheshire had returned from a visit to his "Homes" in Australia. During his stay, he had been challenged on three separate occasions by ex-Bomber Command aircrew who had laid the losses of Mailly-le-Camp firmly at his door! He had endeavoured to put the correct circumstances to his accusers but felt he had made little impression. He was most concerned that the whole truth should be put into the public domain.
I carried out a lot of personal research, both in the archives available at the Public Record Office, Kew, and also with the two surviving Mossie navigators, Pat Kelly having been killed on a later Dortmund-Ems Canal operation with 49 Squadron whilst filling the post of Station Navigation Officer at RAF East Kirkby. None of us were aware of any VHF interference by an outside broadcasting source. Leonard Cheshire made some reference to such interference but the post-operational report of the Controller, Wing Commander Deane, 83 Squadron, was quite adamant that this was present and had prevented him from instructing the first wave to commence bombing, once he was satisfied that the specific target area had been correctly marked. He had instructed his Wireless Operator to pass the "Commence Bombing" message through to the force on the allocated W/T frequency, but this too failed to get through. Investigation after the operation showed that the Master Bomber's W/T transmitter was at least 30 k/cs off tune, but whether this was a set fault or human error was not stated.
I did discover something that truly shocked me... a Yellow Target Indicator was
[inserted] A [/inserted]
[page break]
[inserted] B [/inserted] dropped away from the target so that the bombers had a datum around which to orbit should there be any delay in the marking procedure. This propensity in the realms of Higher Authority to assume that Main Force squadron crews needed this sort of cosseting was a constant source of irritation to me. These crews had had EXACTLY the same training as all the so-called "specialist" crews and the navigators, in the main, could reasonably be expected to keep station in a waiting area without aids that were also visible to a very active enemy, especially when two well-known powerful night-fighter bases, Chalons-sur-Marne and St Dizier, were both within 45 kms of the target, with five other similar bases within comparatively short fighter flying time!
The two Pathfinder squadrons who had been returned to 5 Group in April 1944 were not at all enamoured that visual marking by Mosquitos might reduce them to "flare carrying" forces although this role carried a very great responsibility. When 617 Squadron were experimenting and perfecting this low-level marking technique in the winter of 1943-44, it was a duty that was laid upon some of the Squadron's most experienced crews, who accepted it willingly. Air Vice Marshal D.C.T. Bennett, the Air Officer Commanding No 8 Group (PFF) was violently opposed to this new concept of target marking and there can be no doubt that his views continued to influence many of the officers who had served under him in 8 Group [deleted] , [/deleted] after the return of 83 and 97 Squadrons to 5 Group. 627 Squadron had inevitably had some marking "hiccups" during their short run in the role but I always hold that Leonard Cheshire was at his shrewdest when he chose very experienced Lancaster aircrew to man the Mosquito Marker aircraft of 617 Squadron. These aircrew came to the role knowing from their own personal experience what confusion could ensue from "delayed marking" of a target and their
[inserted] B [/inserted]
[page break]
[inserted] C [/inserted] whole emphasis was to ensure that targets were "prepared" on time. It was quite another matter if individual crews, dissatisfied with their initial bombing run, decided to abort and "go round again" ...the prime duty of the marker crews was to have the target readily available for a "straight through, no messing" initial run. Also, [deleted] Bomber Command [/deleted] [inserted] 5 Group [/inserted] crews were required to adjust their speed along the route to bring them to each turning-point at a specified time. The provision of an "orbitting [sic] datum" was a temptation for the less experienced crews to "press on regardless", arrive early in the target area and while away the surplus time orbitting [sic] the datum. It is to the great credit of the Deputy Leader of the first wave, Sqn Ldr Sparkes, 83 Squadron, that he perceived the danger accruing from the very visible Yellow datum marker and ordered it NOT to be renewed.
According to the post-operational report of Wg Cdr Deane, the Green Target Indicator dropped by the OBOE-controlled Mosquito was timed at 2359 hrs and fell about 800 mts north of the target centre. Wg Cdr Cheshire was the first Marker in, diving from 3000 feet to 1500 feet before releasing his red "spot fires" at 0001 hrs. These were judged to be slightly North-east of the aiming point, which was the south-east area of the Camp. Dave Shannon was apprised of this and he dived from 3000 to 400 feet to lay his red spots accurately on the aiming point at 0006 hours. Thus, the target WAS "prepared" on time. It was then, through the communication difficulties, that things began to go seriously awry. Post-operation reports of the returning crews indicate just how confused the situation became. 106 SQUADRON: "No W/T messages received before bombing. R/T messages were contradictory". 44 SQUADRON: "No instructions received on R/T or W/T. Aircraft bombed because they saw other aircraft bombing". 630 SQUADRON: "Marking precise and
[inserted] C [/inserted]
[page break]
[inserted] D [/inserted] accurate. R/T bad". 49 SQUADRON, 9 SQUADRON, 50 SQUADRON and 207 SQUADRON all commended the accuracy of the red spot fires and Sqn Ldr Blore-Jones of 207 Squadron added this rider: "Yellow T.I. on datum. No orders from Controller. Complete chaos in target area. Controller inefficient and crew discipline bad". A further comment from 49 Squadron: "Congestion over target to a degree of suicide. 18 to 25 minutes wait for order to bomb". Sqn Ldr Sparkes' aircraft was shot down, but he parachuted safely, evaded capture and was sheltered by French families in the district until the American Army came through the area.
Thus the crews of 1 Group flew unwittingly into a maelstrom not of their own making, but which was to extract a high price for the failure of others.
It is not generally appreciated that Wg Cdr Deane (83 Sqdn) was Controller ONLY for the 5 Group element of the operation, i.e. the first wave. On 6th April 1944, a Special Duties Flight had been formed in 1 Group, under Sqn Ldr Breakspear, at RAF Binbrook, Lincolnshire. 6 Lancaster aircraft were allocated to this new Flight and the aircrew, together with a ground-crew complement of 80 personnel, were drawn from the squadrons within 1 Group. This Flight undertook an intensive training programme, designed to allow 1 Group to operate independently at some future date. On the night of 24/25th April 1944, ten aircraft of No 101 Squadron were detailed to attack Munich in company with 239 Lancasters of 5 Group. The main purpose of this was to give these 1 Group crews some first-hand experience of the new marking technique being employed by 5 Group for the day when
[inserted] D [/inserted]
[page break]
[inserted] E [/inserted] similar independent operations would be undertaken by 1 Group. All ten crews returned safely, and the pilots' reports on the technique and results were very favourable. The operation against Mailly-le-Camp was chosen for the operational debut of 1 Group's Special Duties Flight.
Blissfully unaware of the instinctive cancellation by the 5 Group Deputy Controller of the datum Yellow marker for 5 Group crews, the crews responsible for laying and renewing the datum point for the 1 Group crews kept it marked throughout the period of 1 Group's prime involvement.
Some of the 1 Group crews were given a special target within the north-west area of the Camp ...the tank park. The two 617 Mosquitos were to mark the MAIN area for the majority of the 1 Group crews, and aircraft of the 1 Group Special Duties Flight would INDEPENDENTLY mark the tank park. The post operational report in the 1 Group Operational Record Book for this operation makes interesting reading: "It would appear that the Master of Ceremonies was unable to determine the accuracy of the first markers (?R/T trouble). Delay of 10-12 minutes before Main Force ordered to bomb red spots. Orbitting and R/T interference caused confusion. Red spots confirmed by 1 Group aircraft to be well placed. Fires from first attack on south-east caused a huge pall of rising smoke. Confirmed south-east attack highly successful. Opposition from night-fighters on a large scale- numerous sightings and combats. SPECIAL AIMING POINT (Tank Park)..Green Target Indicator undershot by 1000 yards: next one 500 yards. Deputy Master of Ceremonies claimed a marker much nearer the aiming point. Crews ordered to switch to main area but some crews did not receive this message and continued to bomb the original target".
[inserted] E [/inserted]
[page break]
[inserted] F [/inserted] The post-operational report of the 1 Group Master of Ceremonies, Sqn Ldr Breakspear, reads: "Markers and bombing slightly short but a fair number of bombs fell right across the target". One aircraft of the Special Duties Flight failed to return.
The reports from the other squadrons in the Group are more precise and expansive. 101 SQUADRON: "Red spots accurate. Station interference on W/T. On R/T other aircraft chatting..much back-chat". 12 SQUADRON: "Markers late. "American" broadcast on R/T. Marker Force continually harrassed [sic] by Master of Ceremonies with questions". 100 SQUADRON: "Red spots marking accurate" 103 SQUADRON: "Target marking good but crews kept orbitting for ten minutes. Nothing from Master of Ceremonies. Terrific amount of cross-talk on R/T." 626 SQUADRON: "R/T interruption. Too much chatter. R/T poor. Yellow "flares" for over half-an-hour. Open invitation to fighters. Congestion at 6000 feet. Climbed to 7000 for bombing. Master of Ceremonies poor. Enemy fighters orbitting". However, 576 SQUADRON reports gave something of a different picture: "Red spots scattered. Germans giving orders, cutting in on R/T. PFF 5-10 mins late. 2 combats. Many night-fighters". An additional 103 SQUADRON report is surprising, to say the least: "Me410 and rockets well in evidence".
There was an immediate post-operational tendency to lay the debacle on the "marking force" and in the continuous and constant re-telling of this tale, the blame, inevitably and unfairly, came to be laid at the door of the 617 Squadron Mosquito Marker Force. One can only hope this account and the true records on which it is based will nail that false impression once and for all.
[inserted] F [/inserted]
[page break]
[inserted] G [/inserted] The Mailly-le-Camp raid achieved its aim to a large degree but the price paid was painfully high. In 5 Group, 50 Squadron lost four of the eleven aircraft despatched. 207 Squadron lost two from sixteen. The other ten missing aircraft were distributed among the remaining thirteen squadrons. In 1 Group, 460 Squadron lost five from sixteen: 101 lost four from nineteen: 103 lost four from fourteen: "Shiny Twelve" lost four from seventeen: 626 Squadron lost three from ten. The only squadron in 1 Group without an aircraft casualty was 100 Squadron which had put up eleven aircraft. All told, 316 aircrew went "missing" that night. 253 were killed, 24 were taken prisoner and 39 evaded capture with the help of the local French civilian population, a number of whom were executed or sent on forced labour in Germany when evaders were discovered by the Germans. Of the dead aircrew, 95 were officers and 218 N.C.Os. 46 were under the age of 21: a further 159 were between 21 and 25: 33 were between 26 and 30, with the remaining 15 over 30 years of age. Of the 32 aircrew missing from 101 Squadron at RAF Ludford Magna, only two survived as prisoners of war, the other thirty having been killed in action. "Shiny Twelve's" missing proved to be 21 dead, 2 prisoners of war and 6 evaders, all six from the crew of Fg Off G Maxwell. It adds to the sorrow of these heavy losses to realise that a proportion of the missing crews had survived the massacre of the March 31st operation against Nuremburg!
Such multiple losses always tore great and almost unbearable "holes" in a squadron's aircrew complement. The Messes of both Officers and N.C.O's were unusually silent and empty as survivors remembered their friends. Many of the WAAF who worked closely with aircrew showed their uncontainable grief openly. The tempo of the Station would only gradually be restored with the arrival of replacement aircrew from the Heavy Conversion Units, but the
[inserted] G [/inserted]
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Memory of Mailly-Le-Camp
Creator
An entity primarily responsible for making the resource
Tom Bennett
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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13 photocopied sheets
Language
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eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
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BBennettTBennettTv1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France
France--Mailly-le-Camp
Temporal Coverage
Temporal characteristics of the resource.
1944-05-03
1944-05-04
1944-06-05
1944-06-06
Description
An account of the resource
Part of a memoir describing the operation to Mailly-le-Camp 3/4 May 1944.
Contributor
An entity responsible for making contributions to the resource
Angela Gaffney
1 Group
5 Group
617 Squadron
8 Group
83 Squadron
Bennett, Donald Clifford Tyndall (1910-1986)
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
Cheshire, Geoffrey Leonard (1917-1992)
debriefing
Gee
grief
Lancaster
Master Bomber
Mosquito
Normandy campaign (6 June – 21 August 1944)
Normandy deception operations (5/6 June 1944)
Oboe
Pathfinders
RAF Woodhall Spa
target indicator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2178/38217/PPalmerRAM17010030.1.jpg
d90936fdbd6720569703a79bc87c01d6
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Palmer, Robert Anthony Maurice. Photograph album
Description
An account of the resource
Fifty-one items. Contains photographs, documents, telegrams and newspaper cuttings.
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-30
Publisher
An entity responsible for making the resource available
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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Palmer, RAM
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
Memorial and RAF chapel
Description
An account of the resource
Top left - memorial stone for RAF Little Staughton 109 and 582 Squadrons 8 Group pathfinder force, bomber command. On roadside with flowers and hedge.
Bottom left - view of altar with colours either side and RAF eagle on front.
Right - memorial plaque and wooden case with ensign and national flags either side. In memory of members of 109 and 582 Squadrons from Great Britain and the Commonwealth who gave their lives during the second world war.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
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
Type
The nature or genre of the resource
Photograph
Format
The file format, physical medium, or dimensions of the resource
Three colour photographs on an album page
Identifier
An unambiguous reference to the resource within a given context
PPalmerRAM17010030
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.
109 Squadron
582 Squadron
8 Group
killed in action
memorial
Pathfinders
RAF Little Staughton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/30728/PJonesPW1607.2.jpg
0d0821a434e4a7c7d98cd3620f693b2d
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones 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
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
L - R
J. NAYLOR REAR GUNNER RAF
S. HARPER. BOMB AIMER RAF
D. GOODMAN NAVIGATOR RNZAF
F. PHILLIPS. PILOT RAAF
T. JONES. FLT. ENGINEER RAF
S. WILLIAMSON. W/OP AG. RAAF
C THURSTON. H2S OPERATOR RNZAF
R. WYNNE M/U. GUNNER. RAF
No 7 SQUADRON P.F.F. 8 GRP.
RAF OAKINGTON.
CAMBS.
SEPT. 1944.
AVRO LANCASTER BIII
PA964 MG-G.
[N] GARDENING SKAGGERAK. [N] TOURS [N] FALAISE
[N] HANNOVER [N] AMIENS [D] OUF EN TERNOIS
[N] HANNOVER. [N] VALENCIENNES [N] STETTIN
[N] GARDENING KATTEGAT [N] RENESCURE [D] LUMBRES
[N] KASSEL [N] OISEMONT [D] VENLO
[N] LUDWIGSHAFEN. [D] BIENNAIS [D] LE HAVRE
[N] BERLIN [D] ST. MARTIN D’ORTIERS. [D] EMDEN
[N] BERLIN [D] FORET DE CAOC. [D] LE HAVRE
[N] STUTTGART [D] LIUZEUX [D] LE HAVRE
[N] SCHWEINFURT [D] THIVERNY [D] LE HAVRE
[N] STUTTGART [N] CHALONS SUR MARNE.
[N] LILLE [D] CAGNEY
[N] AACHEN [N] AULNOYE
[N] TERGNIER [N] HAMBURG
[N] KARLSRUHE [N] KIEL
[N] ESSEN [N] STUTTGART
[N] CHAMBLEY [N] FERFAY
[N] MANTES [N] STUTTGART
[N] DUISBURG [D] NORMANDY BATTLE AREA.
[N] DORTMUND [D] NOYELLE EN CHAUSSE
[N] AACHEN [D] FORET DE NIEPPE
[N] RENNES [D] FORET D’ADAM
[N] MT. COUPLE [N] CABOURG.
[N] FRAUGEVILLE [N] NORMANDY BATTLE AREA.
[N] FORET DE CERISY [D] FORET DE MORMAL.
[N] FOUGERES [N] LA PALLICE
[N] RENNES [D] MONTRICHARD.
[N] NIGHT.
[D] DAY.
2 TOURS EXPIRED
10 SEPT. 1944.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
List of operations
Description
An account of the resource
At the top a list of the crew including T Jones - flight engineer. 7 Squadron PFF, 8 Group, RAF Oakington, September 1944, Avro Lancaster BIII PA964 MG-G. Below 65 operations listed both day and night. two tours expired 10 September 1944.
Format
The file format, physical medium, or dimensions of the resource
One page handwritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
PJonesPW1607
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--Cambridgeshire
Atlantic Ocean--Skagerrak
Germany--Hannover
Atlantic Ocean--Kattegat (Baltic Sea)
Germany--Kassel
Germany--Ludwigshafen am Rhein
Germany--Berlin
Germany--Stuttgart
Germany--Schweinfurt
France
France--Lille
Germany--Aachen
France--Tergnier (Canton)
Germany--Karlsruhe
Germany--Essen
France--Chambley Air Base
France--Nantes
Germany--Duisburg
Germany--Dortmund
France--Rennes
France--Saint-Lô
France--Fougères (Ille-et-Vilaine)
France--Tours
France--Amiens
France--Valenciennes
France--Saint-Omer (Pas-de-Calais)
France--Abbeville
France--Lisieux
France--Creil
France--Maubeuge
Germany--Hamburg
Germany--Kiel
France--Normandy
France--Falaise
Poland
Poland--Szczecin
Netherlands--Venlo
France--Le Havre
Atlantic Ocean--English Channel
Germany--Emden (Lower Saxony)
France--Châlons-en-Champagne
Germany
Netherlands
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1944-09-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
An entity responsible for making contributions to the resource
Steve Christian
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
7 Squadron
8 Group
air gunner
aircrew
bomb aimer
bombing
flight engineer
Lancaster
navigator
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
RAF Oakington
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6692/PJonesPW1606.1.jpg
2c6796117404e6f8a2b57367b5876a71
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/283/6692/PJonesPW1607.2.jpg
e905f613134873d98cadcb062ccca7c5
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
Jones, Thomas John
Tom Jones
T Jones
Description
An account of the resource
62 items. An oral history interview with Peter William Arthur Jones (b. 1954) about his father Thomas John Jones DFC (b. 1921, 1640434 and 184141 Royal Air Force), his log book, photographs, correspondence, service documents, aircraft recognition manuals, medals and a memoir. He flew operations as a flight engineer on 622 Squadron Stirling and 7 Squadron on Lancaster. <br /><br />The collection also contains an <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/show/2566">Album</a> of 129 types of aircraft. <br /><br />The collection has been donated to the IBCC Digital Archive by Peter Jones 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
2014-12-04
2017-12-07
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Jones, PW
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
No 7 SQUADRON P.F.F. 8 GRP
RAF OAKINGTON
CAMBS
SEPT 1944
AVRO LANCSTER BIII
PA964 MG-G
L – R
J NAYLOR REAR GUNNER RAF
S HARPER BOMB AIMER RAF
D GOODWIN NAVIGATOR RNZAF
F PHILLIPS PILOT RAAF
T JONES FLT ENGINEER RAF
S WILLIAMSON W/OP AG RAAF
C THURSTON H2S OPERATOR RNZAF
R WYNNE M/U GUNNER RAF
[red dot] GARDENING SKAGGERAK
[red dot] HANNOVER
[red dot] HANNOVER
[red dot] GARDENING KATTEGAT
[red dot] KASSEL
[red dot] LUDWIGSHAFEN
[red dot] BERLIN
[red dot] BERLIN
[red dot] STUTTGART
[red dot] SCHWEINFURT
[red dot] STUTTGART
[red dot] LILLE
[red dot] AACHEN
[red dot] TERGNIER
[red dot] KARLSRUNE
[red dot] ESSEN
[red dot] CHAMBLEY
[red dot] MANTES
[red dot] DUISBURG
[red dot] DORTMUND
[red dot] AACHEN
[red dot] RENNES
[red dot] Mt COUPLE
[red dot] FRAUGEVILLE
[red dot] FORET DE CERISY
[red dot] FOUGERES
[red dot] RENNES
[red dot] TOURS
[red dot] AMIENS
[red dot] VALENCIENNES
[red dot] RENESCURE
[red dot] OISEMONT
[green dot] BIENNAIS
[green dot] ST MARTIN D’ORTIERS
[green dot] FORET DE CACC
[green dot] LIUZEUX
[green dot] THIVERNY
[red dot] CHALONS SUR MARENE
[green dot] CAGHEY
[red dot] AULNOYE
[red dot] HAMBURG
[red dot] KIEL
[red dot] STUTTGART
[red dot] FERFAY
[red dot] STUTTGART
[green dot]NORMANDY BATTLE AREA
[green dot]NOYELLE EN CHAUSSE
[green dot]FORET DE NIEPPE
[green dot]FORET D’ADAM
[red dot] CABOURG
[red dot] NORMANDY BATTLE AREA
[green dot] FORET DE MORMAL
[red dot] LA PALLICE
[green dot] MONTRICHARD
[red dot] FALAISE
[green dot] OUF EN TERNOIS
[red dot] STETTIN
[green dot] LUMBRES
[green dot] VENLO
[green dot] LE HARVE
[green dot] EMDEN
[green dot] LE HAVRE
[green dot] LE HAVRE
[green dot] LE HAVRE
OPERATIONS
[red dot] NIGHT
[green dot] DAY
2 TOURS EXPIRED
10 SEPT. 1944.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Lancaster and Fred Phillips' crew
Description
An account of the resource
A starboard side view of a Lancaster, PA964, on the ground. There are eight aircrew standing at the nose. On the reverse is a list of the aircrew including Tom Jones and a list of his operations.
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
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
Royal New Zealand Air Force
Identifier
An unambiguous reference to the resource within a given context
PJonesPW1606, PJonesPW1607
Spatial Coverage
Spatial characteristics of the resource.
Atlantic Ocean--Skagerrak
Germany--Hannover
Germany--Kassel
Germany--Stuttgart
France--Lille
Germany--Aachen
France--Tergnier (Canton)
Germany--Karlsruhe
France--Chambley Air Base
France--Mantes-la-Jolie
Germany--Duisburg
Germany--Dortmund
France--Rennes
France--Cerisy-la-Salle
France--Fougères (Ille-et-Vilaine)
France--Tours
France--Amiens
France--Valenciennes
France--Oisemont (Canton)
France--Creil
France--Châlons-en-Champagne
France--Maubeuge
Germany--Hamburg
Germany--Kiel
France--Béthune
France--Normandy
France--Abbeville Region
France--Pas-de-Calais
France--L'Isle-Adam
France--Cabourg
France--La Pallice
France--Montrichard
France--Falaise
France--Hesdin
Poland--Szczecin
France--Lumbres
Netherlands--Venlo
France--Le Havre
Germany--Emden (Lower Saxony)
Atlantic Ocean--English Channel
France--Saint-Omer (Pas-de-Calais)
Poland
France
Germany
Netherlands
Germany--Ruhr (Region)
Atlantic Ocean--Kattegat (Baltic Sea)
Contributor
An entity responsible for making contributions to the resource
Claire Monk
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-09
Temporal Coverage
Temporal characteristics of the resource.
1944-09
7 Squadron
8 Group
air gunner
aircrew
bomb aimer
bombing
dispersal
flight engineer
H2S
Lancaster
Lancaster Mk 3
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
RAF Oakington
wireless operator