2
25
77
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https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1743/30233/LMillsGA1445361v1.1.pdf
aa31d8bf52eba92e2abce6ffe01f9373
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
Mills, Gordon Albert
Albert Gordon Mills
G A Mills
A G Mills
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
2020-10-28
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
Mills, GA
Description
An account of the resource
25 items. The collection concerns Flight Lieutenant Gordon Albert Mills (b. 1921, 1448361, 196610 Royal Air Force). He volunteered for aircrew as air gunner and completed operations on 149, 218 and 75 NZ Squadrons on Lancaster and Stirling in 1944/45 and stayed in the RAF after the war. The collection contains his log book, documents, photographs and decorations.
The collection has been donated to the IBCC Digital Archive by L A Barker 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
Gordon Mills observer's and air gunner's log book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LMillsGA1445361v1
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
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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.
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
G A Mills’ RAF Observer’s and Air Gunner’s Flying Log Book, from 18th October 1943 to 24th May 1952, detailing training, operations and instructional duties as an air gunner, and post-war duties including Operation Sunray. Based at RAF Penrhos (No.9 (O)AFU), RAF Little Horwood and RAF Wing (26 OTU), RAF Stradishall (1657 Conversion Unit), RAF Methwold (149 and 218 Squadrons), RAF Feltwell (No.3 Lancaster Finishing School), RAF Wratting Common (1651 Conversion Unit), RAF Mepal (75 (NZ) Squadron and 44 (Rhodesia) Squadron), RAF Mildenhall (44 (Rhodesia) Squadron), RAF Leconfield (Central Gunnery School), RAF North Luffenham (1653 Heavy Conversion Unit), RAF Lindholme (230 Operational Conversion Unit), RAF Waddington and RAF Binbrook (50 Squadron), RAF Shallufa and RAF Hemswell (83 Squadron). Aircraft in which flown: Anson, Wellington, Stirling, Lancaster, Lincoln. Also Meteor and Dakota as a passenger. Records a total of 33 operations, sometimes only as “Special Op” with no target named. Recorded targets in France, Germany, Netherlands and Norway are: Alençon, Brest, Cologne, Dessau, Essen, Gelsenkirchen, Gladbach, Hamm, Kiel, Krefeld, La Rochelle, Langendreer, Morlaix, Oslo, Regensburg, The Hague and Wesel. His pilots on operations were Squadron Leader Hutchins, Flight Sergeant Holmes, Flying Officer Murley, Flying Officer Martin, Flying Officer Baker and Squadron Leader McKenna DFC. Proficiency assessments include: “Above average in all gunnery subjects”, “A most sound and able gunner, manner, bearing and discipline unquestionable”
Contributor
An entity responsible for making contributions to the resource
David Leitch
Callum Davies
Spatial Coverage
Spatial characteristics of the resource.
Egypt
France
Germany
Great Britain
Netherlands
Norway
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Egypt--Suez
England--Buckinghamshire
England--Cambridgeshire
England--Lincolnshire
England--Norfolk
England--Rutland
England--Suffolk
England--Yorkshire
Atlantic Ocean--North Sea
France--Alençon
France--Brest
France--La Rochelle
France--Morlaix
Germany--Bochum
Germany--Cologne
Germany--Dessau (Dessau)
Germany--Dortmund
Germany--Essen
Germany--Gelsenkirchen
Germany--Kiel
Germany--Krefeld
Germany--Mönchengladbach
Germany--Regensburg
Germany--Wesel (North Rhine-Westphalia)
Netherlands--Hague
Norway--Oslo
Wales--Gwynedd
North Africa
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944-05-27
1944-05-28
1944-05-29
1944-05-30
1944-05-31
1944-06-02
1944-06-03
1944-06-06
1944-06-07
1944-08-26
1944-08-27
1944-10-31
1944-11-01
1944-11-05
1945-01-14
1945-01-28
1945-01-29
1945-02-01
1945-02-16
1945-02-18
1945-02-19
1945-02-23
1945-02-24
1945-02-25
1945-03-07
1945-03-08
1945-03-11
1945-03-18
1945-03-27
1945-04-09
1945-04-10
1945-04-13
1945-04-14
1945-04-20
1945-04-29
1945-05-01
1945-05-09
1945-05-12
1945-06-17
1946
1947
1948
1949
1950
1951
1952
149 Squadron
1651 HCU
1653 HCU
1657 HCU
218 Squadron
26 OTU
44 Squadron
50 Squadron
75 Squadron
83 Squadron
Advanced Flying Unit
air gunner
aircrew
Anson
bombing
Cook’s tour
crash
Heavy Conversion Unit
incendiary device
Lancaster
Lancaster Finishing School
Lincoln
Martinet
mine laying
Normandy campaign (6 June – 21 August 1944)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
RAF Binbrook
RAF Feltwell
RAF Hemswell
RAF Leconfield
RAF Lindholme
RAF Little Horwood
RAF Mepal
RAF Methwold
RAF Mildenhall
RAF North Luffenham
RAF Penrhos
RAF Shallufa
RAF Stradishall
RAF Waddington
RAF Wing
RAF Wratting Common
Stirling
take-off crash
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30186/PHaggerJ2017.2.jpg
95f8eb1c58e4347ff47520cc87d13a33
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1738/30186/PHaggerJ2018.2.jpg
6308cc2a5052845edd209730a381b8ee
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
Hagger, Jack
J Hagger
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2020-09-04
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Hagger, J
Description
An account of the resource
37 items. The collection concerns Jack Hagger (b. 1931, 1920358, Royal Air Force) and contains technical diagrams and photographs of aircraft and places including some from the filming of 'The Dam Busters'.
The collection has been donated to the IBCC Digital Archive by P Thompson 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
Tail turret of a wellington
Description
An account of the resource
Air-to-air closeup view of a man in the rear turret of a Wellington. On the reveres 'Harry Bignall, 83 Squadron, Too Close?!'.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PHaggerJ2017, PHaggerJ2018
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
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
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IBCC Digital Archive
83 Squadron
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1412/26737/MTindallAJ173966-150815-01.1.pdf
a1be5ac8a0b08b29a93ddf0e2b323d17
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
Tindall, Arthur John
A J Tindall
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
2015-04-03
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Tindall, AJ
Description
An account of the resource
Nine items. The collection concerns Flight Lieutenant Arthur John Tindall DFC (1388739 Royal Air Force) and contains his log book, documents and photographs. He flew operations as a wireless operator with 97 Squadron.
The collection has been donated to the IBCC Digital Archive by June Tindall and catalogued by Barry Hunter.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
EE179 OF-T Transferred to 44 Sqn. Shot down 3/12/43. Attacking Berlin = no survivors.
JB470 OF-T Transferred to 635 Sqn. Shot down (Nightfighter) 12/4/44. No survivors.
ND355 OF-T Transferred to 635 Sqn. Crashed at Bokel 27/8/44. 5 survivors – all POW.
ME625 OF-T Collided with ND981 OF-H on 23/6/44. Both crashed = one survivor.
ND 589 OF-D Returned to Avro. Converted to Air Sea Rescue Mk.III. Finally scrapped Oct. 46.
PB181 OF-D Transferred to 83 Sqn. Collided with 97 Sqn aircraft on 8/2/45. Both aircraft crashed. No survivors.
[underlined] The Targets [/underlined]
7/10/43. Stuttgart. Fairly successful raid, but Boblingen (16K north) was attacked by second wave
8/10/41 Hanover Very accurate bombing. Hanovers worst raid of the war.
18/10/43 Hanover Raid scattered. Most bombs falling in open country north and north west of city.
20/10/43 Leipzig Very scattered bombing due to “appalling” weather.
22/10/43 Kassel Main raid “exceptionally accurate and concentrated.. There was a firestorm.
3/11/43 Colonge Bombs hit centre of city “with extreme accuracy”
18/11/43 Berlin Marking and bombing carried out blind – very scattered result
22/11/43 Berlin The most effective raid on Berlin of the war. Vast area of destruction.
23/11/43 Berlin Although cloud covered, most aircraft on target. Much damage.
26/11/43 Frankfurt Less than half of Force reached target. Very scattered bombs.
26/11/43 Stuttgart Bombing very scattered. Little damage.
2/12/43 Berlin Incorrect wind forecast – widely scattered bombing, Siemens factories hit.
3/12/43 Leipzig Accurate bombing. Leipzigs worst raid of the war.
16/12/43 Berlin “Reasonably accurate” Housing and railways badly hit.
20/12/43 Frankfurt German decoy fire site and dummy TIs caused scattered bombing.
24/12/43 Berlin Suburbs hit. Pathfinder radar problems and thick cloud.
14/1/44 Brunswick Unsuccessful – 10 houses destroyed, 4 people killed. Nearby villages bombed.
27/1/44 Berlin Again thick cloud. South and eastern areas of city bombed.
30/1/44 Berlin Heavy damage in city centre – but much bombing in surrounding countryside.
21/2/44 Stuttgart Considerable damage in city centre. Bosch factory heavily damaged.
25/2/44 Augsburg. Controversial result – beautiful town completely destroyed.
1/3/44 Stuttgart Housing, Daimler Benz factory and main railway station badly damaged.
15/3/44 Stuttgart Poor PFF marking- most bombing fell in open country SW of city.
18/3/44 Frankfurt Extensive damage in central, eastern and western areas of city.
22/3/44 Frankfurt Damage even more severe, especially in western district.
11/4/44 Laon Only a corner of the railway yards was hit.
22/4/44 Brunwick First 5 Grp low level marking- not very successful.
23/4/44 Munich Much devastation particularly to railway installations.
26/4/44 Schweinfurt Failure – most bombs fell outside Schweinfurt.
28/4/44 Kjeller Airframe factory. Very successful accurate bombing.
31/5/44 Maisy Gun Battery. Thick cloud. Only 6 aircraft bombed.
6/6/44 St Pierre du Mont Railway installation – No report due to invasion confusion.
6/6/44 Argentan Much damage to railway installation.
9/6/44 Etampes Railway and road systems badly damaged
12/6/44 Poitiers This attack was the most accurate of many attacks this night. Railway yards.
21/6/44 Gelsenkirchen Oil Plant – all production ceased for several weeks.
24/6/44 Prouville Flying Bomb site, so many craters, difficult to assess results.
4/7/44 St Leu D’ Esserent. Underground F/bombs store. Very accurate bombing.
20/7/44 Coutrai Railway yards and junctions. Devastated.
24/7/44 Donges Oil Depot. Devastated.
25/7/44 Stutgart No German report available on this raid.
31/7/44 Joigny-laroche Railway yards. Very accurate attack in excellent weather.
6/8/44 Bois du Casson Flying bomb site. Very scattered bombing.
11/8/44 Givors “Exceptionally accurate “ attack on Railway yards.
14/8/44 Brest Clemenceau & Gueydon both left sinking.
[Page Break]
[underlined] Fl/Lt. A.J. Tindall DFC [/underlined]
[underlined] Operations with 97 Squadron [/underlined]
[underlined]7/8 October 1943 [/underlined]
Lancaster Mk.III EE179 OF-T Target: : STUTTGART
Crew: Sgts A.A. Johnson. J.A. Pearson. K. Swale. P/O J. Peden. Sgt [inserted] A.J [/inserted] [deleted] J.A [/deleted] Tindall Sgt J.H. McGregor. F/Sgt E.H. Hansen.
Bomb Load: 1 x4,000lb. 10 x 500lb.
Time up: 21:06 Down 03:24
Primary target Stuttgart attacked. 18,000ft. 8/10ths cloud. Bombed point between yellow and red TIs in bombsight. Own results not seen. Two glows from fires seen.
8/9 October 1943
Lancaster Mk.III JB190 OF-Y Target: Hanover
Crew: Normal.
Bomb Load: 1 x 4,000lb. 6 x 1,000lb.
Time up: 22:57. Down: 03.40.
Primary target bombed. 19,000 ft. Clear sky. Vis. good. Bombed on one yellow TI marker in bombsight. Had no time to verify results visually as Flight Engineer was ill. One particularly big fire was noticed.
18 October 1943
Lancaster Mk.III EE179 OF-T Target: HANOVER
Crew: Normal.
Bomb Load: 6 x 2,000lb.
Time up: 17:23 Down 22:11
Primary target Hanover bombed. 20,000ft. 10/10ths cloud. No moon. Bombed centre between two red and one green TIs. Big red glow illuminated cloud followed by a similar one three minutes later. Nothing else seen.
20/21 October 1943
Lancaster Mk.III EE179 OF-T Target: LEIPZIG
Crew: Normal.
Bomb Load: 1 x 4,000lb. 7 x 500 lb.
Time up: 17:47. Down 00:07
Target Leipzig attacked. 21,000ft. 9/10th cloud. Bombed on one red cascading TI marker in bombsight. No other TIs seen. Nothing else observed except scattered incendiaries.
22 October 1943
Lancaster Mk.III EE179 OF-T Target: KASSEL
Crew: Normal, plus F/Lt E.F. Cawdery, 2nd Pilot.
Bomb Load: 1 x 4,000lb. 6 x 1,000lb.
Time up: 18:30. Down 23:28
Kassel attacked, 20,000ft. No moon, no cloud, vis. good. Bombed centre point between two red TI markers. TIs well concentrated over aiming point. Too early on target for results.
[Page Break]
3 November 1943
Lancaster Mk.III EE179 OF-T Target: COLOGNE
Crew: Normal, plus F/L Cawdery.
Bomb Load: 1 x 4000lb. 6 x1,000 lb. 4 x 500lb.
Time up: 17:26. Down: 21:36.
Target Cologne. Moonlight clear sky, hazy below. 20,000ft. Bombed on cluster of red and green TIs- red actually in bombsight. Many bomb burst seen to slightly overshoot reds. Long line of fires seen as aircraft left target.
18/19 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: F/L Cawdery now pilot. F/Sgt Johnson with another crew shot down and killed on this raid.
Bomb Load: 4 x 2,000lb.
Time up: 17:30 Down: 00:05.
Berlin attacked from 20,000 ft. 10/10th cloud. Vis. poor. TIs at first appeared spread but improved later. Starboard inner engine and bomb doors holed by heavy flak.
22 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: F/L Cawdery, normal crew.
Bomb Load: 7 xTI. 1 x 4, 000lb. 3 x 1,000 lb.
Time up: 17:25. Down: 23:10.
9/10ths – 10/10ths cloud, tops at 6,000ft. Vis. good. Bombs released on cluster of three TIs red and one green.
23 November 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal
Bomb Load: 4 x TI, 1 x 4,000lb.
Time up: 17:30 Down: 23:50
Berlin bombed from 19,000ft. Aiming point identified by cluster of TI reds and few greens. Large patch of fires seen on arrival in target area.
26 November 1943
Lancaster Mk.III JB470 OF-T Target: FRANKFURT
Crew: Normal
Bomb Load: 6 x TI. 1 x4, 000lb. 6 x 1,000 lb.
Time up: 00.35. Down: 06:00.
Frankfurt attacked from 20,000ft. Target identified by red TIs. Sudden glow observed below clouds at 02:50 hrs. No markers seen.
26/27 November 1943
Lancaster Mk.III JB470 OF-T Target: STUTTGART
Crew: Normal
Bomb Load: 6 x TI. 1 x4,000lb. 5 x 1,000 lb.
No times entered in ORB. Average for other aircraft Up 17:30 Down. 00:10.
Stuttgart bombed from 21,000ft. Only one TI red seen over target but fires were reflected on clouds, and ref glow was seen for 60 miles on track home.
[Page Break]
2 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal.
Bomb Load: 5 x 2,000lb.
Time up: 17:20. Down: 23.50
Target located by aid of “Y” and bombed from 19,000t. On target too early to observe results. Glow from fires seen on return. Red TIs appeared to be accurate.
3 December 1943
Lancaster Mk.III JB470 OF-T Target: LEIPZIG
Crew: P/O E.E. Osler replaces F/O Peden.
Bomb Load: 1 x 4,000lb. 4 x 2,000 lb. 1 x 500lb.
Time up: 17:20. Down: 23:30
Leipzig bombed from 17,000ft. “Y” equipment used for locating target. Vis. good. Aircraft was early on target but on leaving glow from fires could be seen.
16/17 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: It is now [underlined]S/L [/underlined] Cawdery. F/O Peden is back. Plus F/Lt. E. Clarke as 2nd Pilot.
Bomb Load: 5 x2, 000lb.
Time up: 16:50. Down: 00:35
Berlin bombed from 19,500ft. Vis. good. 10/10ths cloud tops at 3,000ft. TIs and Wanganuis fairly well concentrated. No results seem owing to cloud.
20 December 1943
Lancaster Mk.III JB470 OF-T Target: FRANKFURT
Crew: Normal.
Bomb Load: 6 x 2,000lb.
Time up: 17:25. Down: 21:59
Frankfurt bombed from 19,000ft. 6-7/10ths cloud. Vis. very good. Target located on “Y”. One Wanganui flare observed falling at 19:27hrs. Many yellow TIs fells after 19:30hrs. Little immediate results but huge red explosion seen from distance at 19:48hrs. Fires were visible from 70 miles.
24 December 1943
Lancaster Mk.III JB470 OF-T Target: BERLIN
Crew: Normal.
Bomb Load: 5 x2,000lb.
Time up: 00:21. Down: 07:15
Target attacked from 20,500ft. TIs and Wanganuis well concentrated. Cloud prevented observation of results. Rear gunner observed glow from some distance on track home.
14 January 1944
Lancaster Mk.III ND355 OF-T Target: BRUNSWICK
Crew: Normal, plus S/L J. Simpson, 2nd Pilot.
Bomb Load: 16 x flares. 3 xTI. 1 x 4,000lb. 4 x 1,000 lb.
Time up: 16:51. Down: 22:01
Primary target attacked in fairly good visibility. Bombs released in centre of concentration of Wanganui flares. Majority of Wanganui flares scattered.
[Page Break]
27/28 January 1944
Lancaster Mk.III ND355 OF-T Target: BERLIN
Crew: PROMOTIONS!! S/L Cawdery. F/Sgt Pearson, F/Sgt Swale. F/L Peden. F/Sgt Tindall F/Sgt McGregor. F/Sgt Hansen.
Bomb Load: 4 xTI. 1 x4,000lb. 4 x 1,000 lb.
Time up: 17:20. Down 00:25
Primary target bombed on H2S. Wanganui concentration good and compact. No results observed owing to 10/10ths cloud.
30 January 1944
Lancaster Mk.III ND415 OF-Z Target: BERLIN
Crew: Normal.
Bomb Load: 5 x Flares. 4 x TI. 1 x 4,000lb. 4 x 1,000 lb.
Time up: 17:30. Down: 23:45
Berlin successfully bombed. Bombs dropped in centre of concentration of Wanganuis. No fires or bomb burst seen, but slight reflection on clouts form red and green TIs.
21 February 1944
Lancaster Mk.III ND355 OF-T Target: STUTTGART
Crew: It is now [underlined] P/O [/underlined] Pearson
Bomb Load: 4 x Flares. 4 x TI. 1 x 4,000lb. 5 x1,000lb.
Time up: 00:25. Down: 07:00
Bombed target at 19,000ft with H2S. Weather 4/10ths cloud tops 5,000ft. Vis. good. Large explosion seen.
25/26 February 1944
Lancaster Mk.III ND355 OF-T Target: AUGSBURG
Crew: Normal.
Bomb Load: 21 Flares. 1 xRSF. 3 x TI. 1 x 4,000lb. 3 x 1,000lb.
No times entered in ORB. Average for other aircraft up 19:00 Down 02:10
Augsberg bombed from 18,000ft. Vis. good with a clear sky. H2S used for bombing. Green TIs were clear and formed circle round target. A red/green salvo appeared to overshoot.
1/2 March 1944
Lancaster Mk.III ND355 OF-T Target: STUTTGART
Crew: Normal
Bomb Load: 4 x Flares. 2 xTIs. 1 x 4,000lb. 5 x 1,000 lb.
Time up: 23:40. Down 06:45
Stuttgart bombed from 20,000ft. 10/10ths cloud, vis. good. Good concentration of Wanganui flares. Good explosion observed of orange coloured flames.
15/16 March 1944
Lancaster Mk.III JND355 OF-T Target: STUTTGART
Crew: Normal. It is now [underlined] P/O Swale [/underlined]
Bomb Load: 20 x flares. 4 x 4 TI. 1 x 4000lb. 2 x1,000 lb.
Time up: 19:25 . Down: 02:20
9/10ths cloud over Stuttgart. Vis. good, bombed on H2S. The first Wanganui went down at 23:11hrs Three minutes later a good concentration of Wanganuis at about 5 miles to the east – one only which was being bombed by Main Force. No results could be observed.
[Page Break]
18/19 March 1944
Lancaster Mk.III ND355 OF-T Target: FRANKFURT
Crew: Normal
Bomb Load: 20 x Flares. 4 xTI. 1 x4,000lb. 1 x 1,000 lb. 2x 500lb
Time up: 19:25. Down 00:15
Frankfurt bombed from 18,000ft on H2S. Nothing was seen in target area except flash from own bomb. After bombing 4 or 5 large flashes seen.
22 March 1944
Lancaster Mk.III ME625 OF-T Target: FRANKFURT
Crew: Normal.
Bomb Load: 20 x Flares. 4 xTI. 1 x 4,00lb. 1 x1,000lb. 2 x 500 lb. 1 x red/yellow Flare..[sic]
Time up: 18:45. Down:23:50
2/10th cloud over target, vis. good. Bombed from 18,500ft on H2S. Two green TIs descended and one red/yellow stars fell at the same time as aircraft bombed target at the same spot. One 4,000lb HC observed to explode over built up area.
11 April 1944
Lancaster Mk.III ME625 OF-T Target: LAON
Crew: Normal.
Bomb Load: 6 x 1000lb GP. 6 x 1,000lb MC.
Time up: 01:25. Down: 05:10
Vis. good over Laon. No cloud. Bombed from 15,700ft in centre of green TIs. Red and greens were tight together and marking was constant. Bursts of own bombs seen. Target could not be identified visually but was seen from light of photo flash.
[underlined] RAF CONINGSBY [/underlined]
22/23 April 1944
Lancaster Mk.III ME625 OF-T Target: BRUNSWICK
Crew: It is now [underlined] P/O [/underlined] Tindall. F/Sgt Hansen replaced by F/Sgt R..M.Clarke
Bomb Load: 12 x 4 7” flares. 1 x 4.5” flare. 1 x green TI.
No times entered in ORB. Average from other aircraft Up: 23:05 Down 04:50
Weather over target 6-8/10ths cloud. Hazy, visibility bad. Flares scattered. One RSF seen to south-east, outside area of flares.
24/25 April 1945
Lancaster Mk.III ME625 OF-T Target: MUNICH
Crew: W/O Clarke as rear gunner
Bomb Load: 12 x cluster flares. 1 x green TI No.4
Time up: 20:53. Down 06:27.
Bombing by visual on markers at datum point, H2S over target. Had good run from yellow TI. Our flares went straight across town which was clearly seen. Concentration of fires seen after leaving target. Glow seen for 100 miles.
26/27 April 1944
Lancaster Mk.III ME625 OF-T Target: SCHWEINFURT
Crew: W/O Clarke as rear gunner.
Bomb Load: 12 x 7” flares. 2 x green TI No.4.
Time up: 21:33. Down 05:44
No cloud, slight haze, visibility good. Bombed on H2S. Several lots of flares were down and one green TI which Master Bomber was instructing aircraft to bomb. All flares dropped on one run as original 6 not gone before orders were received to back up.
[Page Break]
28/29 April 1944
Lancaster Mk.III ME625 OF-T Target: KJELLER (OSLO)
Crew: W/O Clarke as read [sic] gunner.
Bomb Load: 6 x clusters 7” flares. 1 x yellow TI no.4. 5 x1000lb MC.
Time up: 21:08. Down 04:12
Good visibility permitted visual identification of runway on airfield. Flares dropped across runways between aiming point “A” and “B”. RSF on roof of one building (Aiming point “A”). Bombs dropped running due west across target. As we were early to bomb, results not seen but rear gunner saw stick of bomb bursts on building as we were leaving the area.
31 May/1 June 1944
Lancaster Mk.III ND981 OF-H Target: MAISY
Crew: S/L J.A. Ingham. P/O J.A. Pearson. P/O K. Swale. F/L J. Peden. P/O A.J. Tindall.
F/O F.P.L. Broome (Permanent). W/O E.H. Hansen
Bomb Load: 6 x 7 4.5” clusters. 8 x1, 000lb MC. 3 x 4.5” reco flares.
Time up: 23:03. Down 02:23
Target located by yellow T1 and H2S. Yellow (Oboe) at 00:45 hrs followed by two others at 00:47hrs in target area. Slightly visible above cloud. Instructed at 00:50hrs approx. on VHF, confirmed by W/T to return to base by ordered route. Landed Chipping Norton.
6 June 1944
Lancaster Mk.III ND589 OF-D Target: ST. PIERRE DU MONT
Crew: S/L J.A. Ingham. (Deputy Controller) Normal crew.
Bomb Load: 11 x1000lb MC. 4 x 1,000 lb GP.
Time up:02:52. Down:06:56
Weather over St. Pierre du Mont 10/10th cloud base 8,500 – 9,000ft. Broken low cloud below. Target identified visually and by Oboe markers red TIs. Layer of cloud made it impossible to bomb from any greater height than 9,000ft. Controller gave orders to decrease height but 2,000ft. Oboe markers not down on time; first one seen in sea just off shore. PFF very good and green TIs were rather scattered at first. Bombing Oboe seemed to be fairly good. Sticks seen bursting or target. Visibility was impeded by ice on the bomb aimer’s Perspex and pilots’s windscreen. VHF rather noisy on channel B and changed to channel C on Controllers order. Still a lot of interference probably due to people transmitting at the same time.
6/7 June 1944
Lancaster Mk.III ND589 OF-D Target: ARGENTAN
Crew: Normal plus F/L W.G. Cooper (Vis. B/Aimer)
Bomb Load: 2 x red/green star Flares. 3 x green TI no.23. 15 x 500lb MC.
No times entered in ORB. Average for other aircraft Up 23: 30 Down 03:20
Good vis. 10/10ths Stratus cumulus 6-7,000ft. Target located visually. Green TI lighting actual buildings. Backing up was on the target too. Marking went through very well indeed in spite of the fact that most of the illuminating flares overshot by about 2 miles. Oboe marker was not seen but it may have burst on the ground. On reaching the target 00:53hrs, appeared to be large buildings in the town itself well on fire. Attack appeared successful. Marking appeared 60 yards west of aiming point and bombing generally was w [sic]
[Page Break]
9/10 June 1944
Lancaster Mk.III ND589 OF-D Target: ETAMPES
Crew: Normal.
Bomb Load: 2 x TI green. 2 xTI red. 2 x TI yellow. 2 x Flares green/red stars 10 x 500lb MC.
3 x 4.5” rec. flares.
Time up: 21:56. Down: 02:10
Weather 10/10ths cloud, base 7,500ft. Vis. moderate, slight haze. Target traced by Oboe marker. First flares were 2-3 minutes late. Oboe marker also one minute late. Initial marking was not quite as ordered and a long time elapsed before permission given to bomb at H+14, meantime some aircraft had bombed. Released green TI on RSF on Controller’s orders 00:05hrs approx. (after one dummy run), then attacked by fighter for two minutes. Patter between gunners and pilot was seriously impeded by VHF. In spite of this, the gunners succeeded in shooting the fighter down on Controllers instructions. As an anti-climax, our bombs released safe as during attack by enemy aircraft the switch was put in Safe in case we had to jettison, and this was forgotten when bombs were dropped. Controllers instructions on VHF passed on by W/T Spoof yellow TI seen to cascade after attack but quiet useless as a decoy.
12/13 June 1944
Lancaster Mk.III ND589 OF-D Target: POITIERS
Crew: S/L Ingham (Deputy Controller 1) Normal crew..
Bomb Load:2 x flares green/red. 2 x 1 000lb MC. 2 x TI green. 1 x TI yellow. 9 x 7” clusters.
Time up: 22:27. Down: 04:47
Good vis. broken stratus layer at 6,500 ft. Location by H2S. Bombing started by overshooting as markers were a bit scattered and tended to be to port. After large red TI was dropped, bombing improved but some sticks were still scattered far and wide. Oil or petrol explosion at 01:52hrs 300 yards south of large red.
21/22 June 1944
Lancaster Mk.III ND589 OF-D Target: GELSENKIRCHEN
Crew: S/L Ingham (Deputy Controller 1) Normal crew.
Bomb Load: 4 x TI red. 1 x TI yellow No.16. 9 x7” cluster. 2 x flares green/red stars.
Time up: 23:08. Down: 03:29.
10/10th cloud, tops estimated 3,000ft. Target identified by yellow Oboe marker. First Oboe went down at 01:30.5hrs. This was ahead. At 01:32hrs another Oboe went down starboard quarter approx.. 1 ½ miles north of first Oboe, cascading from about 5,000ft, which was confusing as we were not expecting more than one (at H-hour only). Saw one red TI go down some miles north of main cluster. We took over from Controller at 01:20hrs as he was having engine trouble. Ordered Flare Force not to drop flares and sent Marking Force home. . [sic] Ordered Main Force to bomb southerly TI at 01:38.5hrs.
24/25 June 1944
Lancaster Mk.III ND589 OF-D Target: PROUVILLE
Crew: S/L Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 4 x TI red No.16. 1 x TI yellow No.16. 2 x flares red/green stars. 9 x7 x 4.5”clusters.
1x 4.5” rec. flare.
Time up: 22:49. Down: 02:10
No cloud, ground haze, vis. moderate. Target located by yellow Oboe marker. This fell 2 minutes early at 00:10 and a second at 00:11hrs almost together. No Mosquito marking seen except one RSF which appeared momentarily. Controller asked for Mosquitos to mark but nothing happened. Further flares were requested and dropped. No Wanganuis dropped to indicate so second flares were dropped on H2S. At Controller’s request own aircraft dropped two red TI on H2S and backed up with two more on 4th run. Controller ordered bombings on red TI dropped by D/97 – at 00:35hrs approx. Final Cease Bombing signal and order to go home not heard. Over target for 30 minutes.
[Page Break]
4/5 July 1944
Lancaster Mk.III ND589 OF-D Target: ST. LEU D’ESSERENT
Crew: Now [underlined] W/C [/underlined] Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x T1 green. 2 x TI yellow. 5 x 1,000lb MC. 1 x 1,000lb MC (LD)
Time up: 23:30. Down: 03:35
Searchlight belt extended 15 miles approx. further SW, no indication of radar control, attacked by two fighters at 01:10hrs – 49.47N 0135E at 14,00oft and sustained damage to mort mainplane. Handed over to Deputy 2 by W/T – acknowledged 01:16 hrs approx.. Target not attacked.
20/21 July 1944
Lancaster Mk.III PB181 OF-D Target: COURTRAI
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 9 X 7” clusters. 3 X yellow TI No. 16. 2 x Wanganui flares green/red star.
Time up: 23:08. Down: 02:16
Nil cloud, moderate base. First Oboe went down slightly early. Marking very rapid and successful. Bombing at first was a little wide north and south and west. After first few sticks bombing was good. Clouds of smoke tended to obscure markers. Controller called in VBU at 01:00hrs (attack had been ordered 00:57hrs). Some fighter activity.
24/25 July 1944
Lancaster Mk.III PB181 OF-D Target: DONGES
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x7” clusters. 2 x yellow TI No.16. 5 x 1000lb MC (LD 6 hours) 2 x Flares green/red stars.
Time up: 22:42. Down: 03:47
Nil cloud below 16,000ft. Slight haze. Target identified on H2S. Raid opened up with Oboe marker one minute early. Flare illuminated target, marked by Mosquitos, assessed as being 200 yards east of aiming point. This green TI was backed up and produced a concentration of markers round the aiming point. Bombing order given at 01:14hrs. Bombing seemed to be quite concentrated around the green TIs.
25/26 July 1944
Lancaster Mk.III PB181 OF-D Target: STUTTGART
Crew: W/C Ingham Normal Crew.
Bomb Load: 6 x 4 flares white. 2 x TI red LB. 1 x 4,000lb. 4 x 500 lb. 1 x flare green/red.
Time up: 22:00. Down 05:20
8/10ths thick cloud, tops 18,000ft. Vis. moderate. Target located on GPI run. General concentration of TIs was good, mainly red, some greens seen.
31 July 1944
Lancaster Mk.III PB181 OF-D Target: JOIGNY-LAROCHE
Crew: Normal Crew, plus F/Sgt M.H. McBride, Front Gunner.
Bomb Load: 4 x 500lb MC ( ½ hr). 11 x 1,000 LB (1hr).
Time up: 17:20 Down: 23:20
Weather good, no cloud, slight haze. Located target by visual on canal and yards and by TIs. Lax attention to height caused trouble when the two forces divided. A gap of at least 500ft should be left between the two forces. Navigation could be better controlled if the Path Finder Force were not divided. Flying speed after the target was increased above that laid down by 10mph at least. It would be better policy to reduce rather than increase speed after leave the target, to allow formation to close up the straggle due to bombing, and also to allow any aircraft damaged to have a chance to keep up. Landed at Swinderby.
[Page Break]
6 August 1944
Lancaster Mk.III PB133 OF-C Target: BOIS DU CASSON
Crew: Normal
Time up: 09:12. Down 13:59.
There are no individual crew reports for 6/8.44. No Bombs Loads are listed But there is a resume of the operation carried out that day.
[underlined] Weather [/underlined]
Clear, break over target, cumulus tops 15,000ft to 20,000ft in target area.
[underlined] Results [[/underlined]
Crossing English coast Controllers Gee and intercom failed. As planned to home to target on Gee, handed over to G/38 (F/L Drinkall-missing)). [sic] Controller and Deputy changed position, Controller having fixed up poor intercom on 1196 (after 7 minutes) stood by in advisory capacity. About 40 miles inland a big cumulus cloud was lying across track. Deputy descended to 16,000ft and broadcast that he was going to take Force below the cloud. Controller warned him not to go below 15,000ft, and next advised him to turn to starboard. Deputy ordered Force to diverge and dive through cloud. Formation broke up in cloud. On emerging, Main Force were scattered over many miles of sky. There were some attempts to gather into a bunch (or bunches) but impossible to regain proper formation. As a result some aircraft appeared to bomb the primary. The number bombing was not large enough to impede daylight bombing runs and the other bombing of the target that did occur was believed accurate. Other aircraft bombed as best they could with some mistaking pin-points owing to icing troubles and the rush. Attack scattered over a large area.
Aborted : S/97 aborted mission, unable to identify target
Missing J/97 ND 840 (F/O Bucknell)
Opposition encountered: Moderate heavy flak seen. Fighters in target area attacked aircraft which were most dispersed on breaking cloud.
11/12 August 1944
Lancaster Mk.III PB181 OF-D Target: GIVORS
Crew: W/C Ingham (Deputy Controller 1) Normal Crew.
Bomb Load: 6 x red TI No. 16. 2 x yellow TI No . 16. 1 x yelow [sic] TI B22.
2 x Flares green/red. 4 x 1,000lb. 1 x 1 ,000lb (LD)
Time up: 20:39. Down: 05:17
Weather clear. Target located by illuminating flares. Unable to contact Controller so took over controlling. First flares fell two miles east, not illuminating target properly. Flares very scattered, heard green Force Controller ask for reserve flares. Marker Leader requested Wanganui but it did not function as a skymarker and went sraight [sic] down. We postponed H-hour for 5 minutes at 01:00hrs reserve flares then forthcoming, which gave good illumination. First red TI (at 01:012 hrs) assessed as 600 yards south, then second red TI more accurate on aiming point. This was backed up by third red which fell at least 500 yards to west. B/U asked to back up centre TI at 01:07hrs, which promptly went out. This left two inaccurate ones so instructed B/U to drop red directly between two and did so myself at 01:11 hrs. These TIs were subsequently thought to be in marshalling yard itself and were assessed by Marker Leader as 300 yards east of aiming point, so Main Force were ordered to bomb these with zero wind and ignore most westerly red TI, which was not cancelled as main concentration was obvious. Bombing subsequently well concentrated on these, though some ticks overshot to north and south. One or two fires seen. Yellow datum point TI not dropped by us as top pre-occupied as Controller. Landed at Witchford.
14 August 1944
Lancaster Mk.III PB 181 OF-D Target: BREST (Shipping)
Crew: Normal.
Bomb Load: 8 x1,000lb. ANM 65
Time up: 17:44. Down: 22:26
Weather clear, good visibility. Target identified visually. Two of our stick of bombs observed bursting on the cruiser. Tanker was seen burning after the attack. Winds received B3 100/7, B1 200/9, B4 126/5, B5 148/9. Winds sent 150/6 at 20:12hrs. Bombing heading received at 20:16 hrs as 010T.
Dublin Core
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Title
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Arthur Tindall's service and operations
Description
An account of the resource
A list of aircraft, operations and details of each operation undertaken by Arthur Tindall.
Format
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Ten typed sheets
Language
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eng
Type
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Text
Text. Memoir
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Germany--Berlin
Germany--Rendsburg
Germany--Stuttgart
Germany--Leipzig
Germany--Kassel
Germany--Cologne
Germany--Frankfurt am Main
Germany--Augsburg
France--Laon
Germany--Munich
Germany--Schweinfurt
Norway--Kjeller
France--Normandy
France--Argentan
France--Poitiers
Germany--Gelsenkirchen
France--Abbeville
France--Oise
France--Donges
France--Joigny
France--Paris
France--Givors
France--Brest
Great Britain
England--Cambridgeshire
England--Lincolnshire
Belgium--Kortrijk
Germany--Hannover
Germany--Braunschweig
France--Étampes (Essonne)
France--Saint-Pierre-du-Mont (Landes)
France
Germany
Belgium
Norway
Germany--Ruhr (Region)
Identifier
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MTindallAJ173966-150815-01
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.
Publisher
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IBCC Digital Archive
Temporal Coverage
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1943
1944
1944-06
1944-07
1944-08
1944-06-05
1944-06-06
1944-06-24
1944-06-25
Contributor
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Claire Monk
44 Squadron
635 Squadron
83 Squadron
97 Squadron
aircrew
anti-aircraft fire
bombing
bombing of Kassel (22/23 October 1943)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Distinguished Flying Cross
flight engineer
Gee
H2S
Lancaster
Mosquito
Normandy campaign (6 June – 21 August 1944)
Oboe
Pathfinders
RAF Coningsby
RAF Swinderby
RAF Witchford
target indicator
V-weapon
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24715/PDunmoreG1605.1.jpg
bbf42f818f43449334f09b31f6902b3c
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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Dunmore, George
G Dunmore
Publisher
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IBCC Digital Archive
Date
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2017-05-26
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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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
Dublin Core
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Title
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Lancaster on dispersal
Description
An account of the resource
Lancaster R5669, letters OL-E (also known as “E for Edward”) from the side. Two other Lancasters are visible on the ground in the mid background facing in the opposite direction, in the far background there are two hangers and, in the air, a further two Lancasters in flight. Additional information about this item was kindly provided by the donor.
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One b/w photograph
Type
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Photograph
Identifier
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PDunmoreG1605
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
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.
83 Squadron
hangar
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24714/PDunmoreG1604.1.jpg
c5a27e36bf937f28eccd0cfd22afbe94
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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Dunmore, George
G Dunmore
Publisher
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IBCC Digital Archive
Date
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2017-05-26
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
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
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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Flight bag
Description
An account of the resource
Flight bag belonging to George Dunmore from his tenure with 83 Squadron, the bag has “Flt Lt G Dunmore.” on its top near the zip, and “83.(B) Sqdn.” On its side. Submitted with caption; “George Dunmore’s flight bag which accompanied him on all his operational sorties. It is still in the possession of his wife, Louise.”
Additional information about this item was kindly provided by the donor.
Format
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One canvas zipped bag
Type
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Physical object
Identifier
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PDunmoreG1604
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
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.
83 Squadron
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24707/ODunmoreG635201-160526-02.1.pdf
1363853fe62d9d20e4d0387c9905c98c
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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Dunmore, George
G Dunmore
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-05-26
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
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
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Transcription
Text transcribed from audio recording or document
[crest]
[stamped] M.O.D. R.A.F. P.M.C. 23 JUN 1983 [/stamped]
[underlined] RECORD OF SERVICE OF FLIGHT LIEUTENANT GEORGE DUNMORE (56401) DFM [/underlined]
[underlined] Date of Birth: [/underlined] 25 February 1921
[underlined] Previous Service [/underlined]
Enlisted as No. 635201 Aircraftman 2nd Class Fitter U/T Fitter Aero
Engineer Group 1, Royal Air Force for 6 years Active, nil Reserve 11.2.39
Remustered Fitter II(E) 14.2.40
Aircraftman 1st Class 1.8.40
Leading Aircraftman 1.3.41
Temporary Corporal 1.7.41
Temporary Sergeant, remustered Flight Engineer 1.6.42
Acting Flight Sergeant 15.10.42
Temporary Flight Sergeant 2.6.43
Acting Warrant Officer 4.8.43
Temporary Warrant Officer 12.6.44
Discharged on appointment to a commission 18.10.44
[underlined] Appointments and Promotions [/underlined]
Granted an Emergency Commission as a Pilot Officer on probation in
the General Duties Branch of the Royal Air Force. Aircrew category, Flight Engineer. 19.10.44
Confirmed in appointment and promoted to Flying Officer (war substantive) 19.4.45
Last day of service 14.3.46
Granted a Short Service Commission (AMO A899/47 as a Flying Officer in the
General Duties Branch of the Royal Air Force (Seniority 27.9.48) 21.2.49
Transferred to the Technical (Eng) Branch on appointment
Transferred to the General Duties Branch in the rank of Flying Officer
and in existing seniority. 22.8.49
Transferred to the Equipment Branch (seniority 2.9.49) 13.8.52
Granted a Permanent Commission as a Flying Officer in the Equipment
Branch of the Royal Air Force (AMO A628/51) 15.11.52
Flight Lieutenant 4.12.52
Placed on the Retired List on account of medical unfitness
for Air Force Service 2.7.67
Died 20.3.79
[underlined] Postings [/underlined]
No 2 Depot, Cardington 14.2.39
No 13 Maintenance Unit, Henlow 12.5.39
No 3 Wing, Hednesford
No 37 Maintenance Unit 8.4.40
No 32 Maintenance Unit 19.5.40
No 52 Operational Training Unit 25.2.41
No 60 Operational Training Unit 13.5.41
No 10 Air Gunnery School 21.3.42
No 97 Squadron 24.4.42
No 4 School of Technical Training 17.5.42
No 83 Squadron 19.8.42
Admitted Ely Hospital 10.10.42
Discharged Ely Hospital 3.11.42
[centred] 1 [/centred]
[page break]
[underlined] Postings (Cont’d) [/underlined]
Admitted PM RAF Hospital Halton 29.3.43
Discharged PM RAF Hospital Halton 5.7.43
Pathfinder Force, Mosquito Training Unit 21.10.43
No 5 Personnel Despatch Centre 7.7.44
HQ No 45 Group 10.7.44
HQ (Unit) Transport Command 2.3.45
No 246 Squadron 19.3.45
HQ (Unit) Transport Command 3.12.45
No 100 Personnel Despersal[sic] Centre 9.1.46
Waterbeach 21.2.49
Technical College, Henlow 23.2.49
No 230 Operational Conversion Unit 22.8.49
No 9 Squadron 2.12.49
Hornchurch (attach) 11.2.51 – 22.2.51
No 7 School of Recruit Training, Bridgenorth (attach) 8.3.51
No 2 Recruits Unit 23.3.51
Equipment Division, School of Administration 13.8.52
Biggin Hill 24.11.52
El Hamra 14.6.53
Habbaniya 18.6.53
No 115 Maintenance Unit 19.6.53
No 5 Personnel Despatch Centre 9.11.53
Scampton 24.11.53
Movements School, Kidbrooke (attach) 2.1.56 – 14.2.56
No 110 Movements Unit 28.2.56
No 5 Personnal Despatch Unit 3.9.58
No 1 Movements Unit, London 5.9.58
Woolwich Arsenal Detachment 1.11.60
HQ Transport Command 20.3.61
Idris, Near East Air Force 7.6.63
Abingdon 30.10.65
[underlined] Decorations and Awards [/underlined]
Distinguished Flying Medal London Gazette 13.8.43
[underlined] Medals [/underlined]
1939/45 Star
Aircrew Europe Star with Atlantic Clasp
Defence Medal
War Medal 1939/45
[signature]
G W HAYSON
For Air Secretary
[centred] 2 [/centred]
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
George Dunmore's record of service
Description
An account of the resource
Enlisted as fitter in February 1939 and commissioned in November 1944. Lists promotions, appointments and postings up to November 1965.
Creator
An entity primarily responsible for making the resource
MOD Personnel Management Centre
Format
The file format, physical medium, or dimensions of the resource
Two page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
ODunmoreG635201-160526-02
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Date
A point or period of time associated with an event in the lifecycle of the resource
1983-06-23
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.
Contributor
An entity responsible for making contributions to the resource
Sue Smith
83 Squadron
Distinguished Flying Medal
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24706/ODunmoreG635201-160526-01.1.pdf
2c5b247d4251c031d55b49a06ff9d11d
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
[R.A.F. Form 2745]
[Record of Service, Educational and Professional Qualifications]
[CANDIDATE FOR A] PERMANENT [COMMISSION IN THE] AIRCRAFT CONTROL [BRANCH OF THE ROYAL AIR FORCE]
[Christian Names] GEORGE
[R.A.F. Number] 56401
[Surname] DUNMORE
[War Substantive Rank] FLYING OFFICER.
[Present Branch] G.D.
[Aircrew Category] FLT/ENG. ('B')
[Date and place of Birth] 25.2.21 GLASGOW
[PART 1. RECORD OF SERVICE]
[1. Years of Service]
[Name of Service] R.A.F.
[REGULAR SERVICE - Commissioned - Peace] 3 [Years]
[REGULAR SERVICE - Commissioned - War] 1 [Years]
[REGULAR SERVICE - Non-Commissioned - Peace] 1 [Years]
[REGULAR SERVICE - Non-Commissioned - War] 5 [Years]
[2. Brief Service History]
[DATES]
[From - To] - ENLISTED AS DIRECT ENTRY F.II.E. 14 2/39.
MAY 1939 - JANUARY '40 - FITTER IIE COURSE. - PASS.
JAN. 1940 - SEPTEMBER '41 - EMPLOYED ON FITTER DUTIES 32. M.U.RECLASS. LAC.
SEPT. '41 - OCTOBER. '41 - PROMOTED CORPORAL ON POSTING 85. SQDN. DEBDEN
OCT. '41 - FEBRUARY '42 - FORMING 60. O.T.U. + APPLIED FOR AIRCREW (FLT/ENG).
FEB. 42 - APRIL '42 - AIR GUNNER TRAINING 10.A.G.S. PASS 78%.
MAY 42 - [Blank] - LANCASTER COURSE. A.V.ROE. LTD. PASS.
JUNE 42 - [Blank] - PROMOTED Sgt FLT/ENG & COMMENCED OPERATIONS WITH 83 SQDN. (SCAMPTON).
AUGUST 42 - [Blank] - 83 SQDN. JOINED P.F.F. VIII Group. B.C.
SEPT. 42 - [Blank] - Promoted. F/Sgt. AWARDED. D.F.M. APPOINTED
MARCH. 43 - [Blank] - SQDN. ENG. LEADER. - PROMOTED TO. W.O.
[Blank] - OCT. 1943 - COMPLETED 45 TRIPS (TWO TOURS) WITH PFF.
NOV. 43. - MAY. 1944 - INSTRUCTOR AT P.F.F. N.T.U. (FLT/ENG.)
JUNE. 44. - [Blank] - [POSTED 45 GROUP ATLANTIC TRANSPORT H.Q. DORVAL. DUTY:- FERRYING A/C TO U.K., M.E., & INDIA.
OCT. 44 - [Blank] - COMMISSIONED IN G.D. BRANCH. (FLT/ENG).
JAN. 45 - [Blank] - ATTACHED 246 SQDN. U.K. FOR V.I.P. SURVEY FOR "TIGER FORCE" IN PACIFIC AREA. PROMOTED Fg. OFF.
MARCH. 45 - OCT. 45. POSTED 246 SQDN. TRANSPORT M.E. + INDIA.
OCT. 45 - JAN. 46. - TEMPORARILY GROUNDED DUE TO EAR INJURY & POSTED H.Q.T.C. as ASST. S.Ad.O.
MARCH. 46. - [Blank] - RELEASED WITH GROUP. 28. TO CIVIL LIFE.
21 FEB. 1949 - [Blank] - RE-APPOINTED TO COMMISSION IN TECH. [one indecipherable word] AS F/O. & COMMENCED NO. 1. TECH. E. SPECIALIST COURSE.
[Blank] - AUGUST 49 - WITHDRAWN FROM NO. 1. TECH. E. COURSE. - INJURY.
SEPTEMBER 49 - NOVEMBER 49 - RE. BRANCHED G.D. (FLT/ENG.). + PASSED REFRESHER COURSE [underlined] CAT B. [/underlined]
DEC 49. - FEB. 51. NO. 9. SQDN (LINCOLN A/C). SQDN + WING ENG. LEADER.
MARCH. '51 - PRESENT. - P.S.S. COURSE - PASS. INTERVIEWING DUTIES CARDINGTON & BRIDGNORTH.
[3. Specialist Symbols]
[Blank]
[4. Honours and Awards]
D.F.M., 1939 - 45 STAR., AIRCREW EUROPE (ATLANTIC CLASP).,
DEFENCE MEDAL, VICTORY MEDAL.
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
George Dunmore's Record of Service, Educational and Professional Qualifications
Description
An account of the resource
Candidate for permanent commission in the aircraft control branch of the Royal Air Force. Includes years of service, service history from 1939- 1951 and honours and awards.
Format
The file format, physical medium, or dimensions of the resource
One page printed form handwriten filled out
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
ODunmoreG635201-160526-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
England--Essex
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
Joy Reynard
83 Squadron
Distinguished Flying Medal
RAF Scampton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24705/MDunmoreG635201-160526-05.1.pdf
ec9c2908f98315226bf89a760ecc1c22
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
[inserted] [circled 2F] [/inserted]
[underlined] RECOMMENDATION FOR HONOURS AND AWARDS. [/underlined]
Christian names. George. Surname. Dunmore.
Rank. Acting Flight Sergeant. Official No. 635201.
Command or Group. Path Finder Force, (No. 88 Group). Unit. 83 Squadron.
Total hours flown on operations. 176.55.
Number of Sorties. 32.
Total hours flown on operations since receipt of previous award. N/A.
Number of Sorties since receipt of previous award. N/A.
Recognition for which recommended. Non-immediate D.F.M.
Appointment held. Flight Engineer.
[underlined] Particulars of Meritorious Service for which the Recommendation is made. [/underlined]
Flight Sergeant Dunmore started his operational career in June 1942, and at the present time has taken part in 32 sorties against the enemy. His objectives include Essen, Bremen, Duisburg, Dortmund and other targets in the Rhur, and he also made one daylight sortie to Danzig.
2. He has shown himself to be cool and resourceful in the face of enemy fire and heavy opposition, and last September his presence of mind and skill were factors that contributed to the saving of the lives of his crew and the safety of his aircraft.
3. The aircraft was coned by searchlights and subjected to heavy and accurate fire. They were hit and commenced to dive at great speed, partially out of control. Flight Sergeant Dunmore so manipulated the engine controls, the constant speed levers and elevator trimmers that the pilot was able to bring the aircraft out of its dive, but only after they had lost height down to 800 feet. His keenness and devotion to duty are of a high order, and I strongly recommend him for the award of the Distinguished Flying Medal.
[signature]
Wing Commander, Commanding,
[underlined] No. 83 Squadron, R.A.F. [/underlined]
[underlined] 17th June 1943. [/underlined]
[underlined] REMARKS BY STATION COMMANDER. [/underlined]
I strongly support the recommendation that F/Sgt. Dunmore be awarded the D.F.M. He has done outstandingly while serving with No. 83 Squadron.
[signature]
Group Captain, Commanding,
[underlined] R.A.F. Station, Wyton, Hunts. [/underlined]
Date:- 22/6/43
[underlined] REMARKS BY AIR OFFICER COMMANDING. [/underlined]
Recommended. [signature]
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
Recommendation for award of Distinguished Flying Medal
Description
An account of the resource
Includes particulars of meritorious service of Flight Sergeant Dunmore and mentions 32 operations, including daylight sortie to Danzig. Goes on to describe actions when coned by searchlight which helped pilot recover aircraft from dive.
Date
A point or period of time associated with an event in the lifecycle of the resource
1943-06-17
1943-06-22
Format
The file format, physical medium, or dimensions of the resource
One page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Service material
Identifier
An unambiguous reference to the resource within a given context
MDunmoreG635201-160526-05
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
Poland
Poland--Gdańsk
Germany
Germany--Essen
Germany--Bremen
Germany--Duisburg
Germany--Dortmund
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943-06
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
Tricia Marshall
83 Squadron
aircrew
bombing
Distinguished Flying Medal
flight engineer
RAF Wyton
searchlight
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1391/24703/MDunmoreG635201-160526-03.1.pdf
66e9cdc7b6b0f6706fc2113aa115abfb
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
OPERATIONAL HISTORY OF [underlined] AVRO LANCASTER IB R5868 MERLIN XX [/underlined]
29 Jun 42 Joined No 83 Squadron RAF Scampton – a/c letter “Q”
[underlined] OPERATIONAL FLYING WITH 83 SQUADRON [/underlined]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 8/9 Jul 42 S/L R.L.Hilton DFC Wilhelmshaven 1,260 x 4 IB 4 13 [space] 11 Jul 42 S/L R.L.Hilton DFC Danzig 5 x 1,000 10 5 Daylight. 14/15 Jul 42 P/O J.E.Partridge Bordeaux Mining 1 x 22 1 x 14 1 x 13 set 6 1 x 22 7 40 [space] 18 Jul 42 S/L R.L.Hilton DFC Essen – Krupps Works 6 x 1,000 4 0 Daylight. 19/20 Jul 42 F/Sgt Calvert D. Vegesack 6 x 1,000 6 0 [space] 21/22 Jul 42 S/L R.L.Hilton DFC* Duisburg 112 x 30 IB 3 41 [space] 25/26 Jul 42 S/L R.L.Hilton DFC* Duisburg 1 x 4,000 6 x 500 2 x 250 3 32 [space] 26/27 Jul 42 P/O J.E Partridge DFC* Hamburg 1,260 x 4 IB 5 8 Holed in port wing on way out by flak ships. 5/6 Aug 42 W/C D.Crighton-Biggie Mining in Gironde River 22 – 13 set 2 13 set 6 44 – 13 set 1 7 14 Slight flak damage. 6/7 Aug 42 P/O J.Marchant Duisburg 1 x 4,000 900 x 4 IB 4 3 [space]
-1-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 9/10 Aug 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 900 x 4 IB 3 57 Alternative target. 10/11 Aug 42 P/O J.Hodgson Mainz 1 x 4,000 8 x 30 IB 5 38 [space] 18/19 Aug 42 S/L R.L.Hilton DFC* Flenxburg 14 x 4 Flares 5 5 PFF. No attack. 24/25 Aug 42 S/L R.L.Hilton DFC* Frankfurt 112 x 30 IB 5 45 [space] 8/9 Sep 42 F/Sgt Jackson L.T. Frankfurt 6 x 4 Flares 8 x 250 IB 5 24 No attack. Flares dropped but cloud and haze plus intercom failure prevented bombing. 13/14 Sep 42 S/L R.L.Hilton DFC* Bremen 1 x 4,000 6 x 4 Flares 4 24 [space] 14/15 Sep 42 S/L R.L.Hilton DFC* Wilhelmshaven 6 x 4 Flares 8 x 250 IB 4 6 W/Op wounded by frire from another 4-engined twin fin a/c overtaken on return flight over the sea! 2/3 Oct 42 S/L R.L.Hilton DFC* Krefeld 4 x 7 Flares 10 x 250 inc 3 40 [space] 5/6 Oct 42 F/Lt J.E.Partridge DFC* Aachen 8 x 4 Flares 2 x 7 Flares 1 x 4,000 HC 5 45 No attack. Weather u/s. 2 x 4 flares dropped, remainder brought back. 6/7 Oct 42 S/L R.L.Hilton DFC* Osnabruck 1 x 4,000 HC 9 x 4 Flares 1 x 4 Flares 4 25 [space] 13/14 Oct 42 S/L R.L.Hilton DFC* Genoa 10 x 4 Flares 6 Flares internally 1 x 4,000 HC 9 20 Landed at Mildenhall (weather).
-2-
Page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 7/8 Nov 42 S/L J.K.M.Cooke DFC Genoa 10 x 4 Flares 6 Flares loose 1 x 4,000 HC 7 10 [space] 9/10 Nov 42 S/L R.L.Hilton DFC* Hamburg 9 x 4 Flares 1 x 3 whole and ! green with stars 1 x 4,000 HC 5 0 [space] 13/14 Nov 42 S/L R.L.Hilton DFC* Genoa 9 x 4 White 3 x 1,000 RDX 7 55 [space] 15/16 Nov 42 P/O R.N.H.Williams DFM Genoa 9 x 4 Flares 3 x 1,000 GP 7 20 [space] 29/30 Nov 42 Sgt Partridge H.A. Turin 1 x 4,000 gel 4 x 500 GP 7 25 [space] 2/3 Dec 42 P/O J.Marchant Frankfurt 10 x 250 inc 1 x 4,000 gel 5 55 [space] 21/22 Dec 42 F/Lt J.Hodgson DFC Munich 1 x 4,000 gel 7 07 [space] 15/16 Jan 43 S/L R.L.Hilton DFC* Berlin 1 x 4 Green 1 x 4 White 6 T.I. Red 6 T.I. inc 1 Red Flare int 7 20 No attack claimed. Flares brought back except 1 x 4 White. 11/12 Feb 43 F/Sgt Partridge H.A. Wilhelmshaven 6 x 4 White Flares 3 T.I. Green 1 x 4,000 HC 3 x 500 GP 5 23 Flares and T.I.s brought back as instructed. 13/14 Feb 43 F/Sgt Partridge H.A. Lorient 6 x 4 White Flares 4 T.I. Green 1 x 4,000 gel 4 40 [space] 14/15 Feb 43 S/L J.K.M.Cooke DFC Milan 9 x 4 White Flares 1 x 4 Red Flares 2 T.I. Red 1 Green Flare 1 x 4,000 HC 7 35 9 x 4 Flares brought back.
-3-
[page break
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 16/17 Feb 43 S/L S.Robinson DFM Lorient 8 x 4 White 4 T.I. Red 1 x 4,000 HC 4 22 Bomb sight u/s. 18/19 Feb 43 F/O F.J.Garvey Wilhelmshaven 1 x 4,000 gel 12 x 8 x 30 inc 4 22 Rear turret u/s for 3/4 of trip. 19/20 Feb 43 W/C R.L.Hilton DFC* Wilhelmshaven 4 T.I. Red 6 x 500 GP 4 07 [space] 25/26 Feb 43 F/O F.J.Garvey Nurnberg 1 x 4,000 gel 10 x 8 x 30 inc 6 24 [space] 26/27 Feb 43 F/O F.J.Garvey Cologne 1 x 4,000 HC 12 x 8 x 30 inc 3 24 Dropped but bombing circuit u/s – bomb doors damaged by bombs falling on them. 28/1 Mar 43 P/O U.S.Moore DFM St Nazaire 8 x 4 White 4 T.I. Green 1 x 4,000 HC 4 34 [space] ½ Mar 43 P/O U.S.Moore DFM Berlin 4 T.I. Green 1 T.I. Yellow 1 x 4,000 HC 6 15 Minor flak damage. 8/9 Mar 43 F/O F.J.Garvey Nuremburg 2 x T.I. Yellow 2 x T.I. Green 1 x 4,000 HC 8 x 8 x 30 inc 6 47 [space] 11/12 Mar 43 F/O F.J.Garvey Stuttgart 4 x T.I. Green 6 x 4 Flares 2 x 90 x 4 inc 1 x 4,000 HC 5 37 Mid-upper and Gee both u/s 12/13 Mar 43 F/O F.J.Garvey Essen 4 x T.I. Green 1 x T.I. White 1 x 4,000 HC 2 x 250 GP LD 1 x 250 GP LD 4 08 [space] 27/28 Mar 43 F/O F.J.Garvey Berlin 6 x T.I. Green 6 x T.I. Yellow 1 x 4,000 HC 2 x 250 GP (LD) 6 56 [space]
-4-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 29/30 Mar 43 F/O F.J.Garvey Berlin 2 x T.I. Yellow 1 x Green with Red 3 x 4 White 4 x T.I. Red 1 x 4,000 HC 7 08 Flak damage. 2/3 Apr 43 F/Sgt McNichol G.A. St Nazaire 4 x T.I. Red 6 x 1,000 GP 4 x 500 GP 4 36 [space] 23/24 May 43 F/O F.J.Garvey Dortmund 4 x T.I. Green 1 x T.I. Green (LB) 4 x 1,000 GP (NF) 1 x 4,000 HE 2 x 1,000 GP (LD) 4 33 [space] 25/26 May 43 F/O F.J.Garvey Dusseldorf 1 x T.I. Yellow (LB) 1 x T.I. Green (LB) 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP 1 x 1,000 GP (LD) 4 08 [space] 27/28 May 43 F/Sgt King R. Essen 1 x 4,000 HC 4 x 1,000 GP 6 x 500 MC 4 34 [space] 29/30 May 43 F/O M.R. Chick Wuppertal 1 x 4,000 HC 1,008 x 4 inc 72 x 4 ‘x’ inc 4 48 [space] 11/12 Jun 43 F/O M.R.Chick Munster 1 x 4,000 12 SPC x 8 x 30 4 52 [space] 12/13 Jun 43 F/O M.R.Chick Bochum 1 x 4,000 HC 1 x 1,000 GP 1 x 1000 GP (LD) 12 x 90 x 4 inc 4 36 [space] 16/17 Jun 43 F/Sgt Cummings M.K. Cologne 1 x 4,000 HC 12 x 90 x 4 inc 4 07 [space]
-5-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Jun 43 P/O H.Mappin Moutchanin 5 x 1,000 MC 8 x 500 MC 3 45 [space] 21/22 Jun 43 F/O M.R.Chick Krefeld 1 x 4,000 HC 12 x 90 x 4 inc 4 18 [space] 22/23 Jun 43 F/Lt F.J.Garvey Mulheim 8 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP 4 07 Flak damage. 24/25 Jun 43 F/Lt F.J.Garvey Elberfeld 1 x T.I. Green LB 4 x T.I. Green 1 x 4,000 HC 6 x 1,000 GP (2LD) 4 24 [space] 28/29 Jun 43 F/Lt F.J.Garvey Cologne 3 x T.I. Green 1 x T.I. Green LB 1 x 4,000 HC 6 x 1,000 MC 4 19 [space] 3 Jul 43 F/Lt F.J.Garvey Cologne 1 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 6 x 1,000 MC Backer Up 4 48 Windscreen holed. 12/13 Jul 43 F/O W.R.Thompson Turin 8 x 500 GP LD 6 x 8 x 30 inc 9 30 [space] 24/25 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 4 x 1,000 MC 1 x 12 x 20(F) 6 11 [space] 25/26 Jul 43 F/Lt F.J.Garvey Essen 1 x 4,000 HC 3 x 1,000 MC 2 x T.I. Green (LB) 3 x T.I. Green 4 39 Passenger: General Anderson USAF
-6-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 27/29 Jul 43 F/Lt F.J.Garvey Hamburg 2 x T.I. Green LB 3 x T.I. Green 1 x 4,000 HC 3 x 1,000 GP LD 5 34 [space] 29/30 Jul 43 S/L R.J.Manton Hamburg 1 x 4,000 HC 10 x 500 MC 5 42 [space] 12/13 Aug 43 F/Lt F.J.Garvey Milan 2 x T.I. Green LB 2 x T.I. Green 1 x 4,000 7 47 [space] 14/15 Aug 43 F/Lt F.J.Garvey Milan 4 x T.I. Yellow 1 x 4,000 3 x 500 8 07 [space]
[underlined] OPERATION FLYING WITH 467 SQUADRON (BOTTESFORD) – a/c letter “S”
*27/28 Sep 43 P/O A.M.Finch Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 23 Recommended a/c after [underlined] 78 [/underlined] trips unreliable for ops. *29 Sep 43 P/O N.M.McClelland Bochum 1 x 4,000 HC 104 x 30 1,260 x 4 inc 4 50 [space] *2/3 Oct 43 F/Lt H.B.Locke Munich 1 x 4,000 HC 84 x 30 600 x 4 inc 8 17 [space] *3/4 Oct 43 F/O J.A.Colpus Kassel 1 x 4,000 HC 24 x 30 1,440 x 4 inc 6 11 [space] *4/5 Oct 43 P/O B.R.Jones Frankfurt 1 x 4,000 HC 1,440 x 4 inc 6 51 [space] *7/8 Oct 43 F/O J.A.Colpus Stuttgart 1 x 4,000 HC 72 x 30 990 x 4 inc 6 50 Landed at Tangmere
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[page break]
*18/19 Oct 43 P/O N.M.McClelland Hanover 1 x 4,000 HC 104 x 30 1,260 x 4 inc 5 15 This aircraft ‘S’ is only fit for a conversion unit *3/4 Nov 43 P/O N.M.McClelland Dusseldorf 1 x 4,000 HC 108 x 30 1,560 x 4 inc 4 21 [space] *10/11 Nov 43 P/O A.Fisher Modane 1 x 4,000 HC 44 x 30 840 x 4 inc 7 35 [space]
11 Nov 43 Moved with Squadron to Waddington.
*18/19 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 52 x 30 1,170 x 4 inc 8 21 Shot-up over Bonn. *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 48 x 30 900 x 4 inc 6 31 [space] *23/24 Nov 43 P/O N.M.McClelland Berlin 1 x 4,000 HC 64 x 30 1,230 x 4 inc 6 31 [space] 26/27 Nov 43 F/O J.A.Colpus Berlin 1 x 4,000 HC 56 x 30 1,050 x 4 inc 7 46 Had collision with another Lancaster just after bombing the target. Went into severe dive to port, but by use of rudder aileron and engines, aircraft maintained height and landed at Tholthorpe. 15/16 Feb 44 P/O J.W.M.McManus Berlin 1 x 4,000 HC 6 x 30 900 x 4 ‘X’ 6 48 [space]
* Sorties credited to other aircraft in the official records for which there is sufficient evidence to indicate that they were flown in R5868.
-8-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 19/20 Feb 44 P/O J.W.M.McManus Leipzig 1 x 4,000 HC 36 x 30 1,050 x 4 150 x 4 ‘x’ 7.24 [space] 20/21 Feb 44 P/O J.W.M.McManus Stuttgart 1 47 DNCO (Did Not Complete Operation) Port Outer shaky on take-off, cut at 13,000 ft. Bomb load jettisoned. 24/25 Feb 44 P/O J.W.M.McManus Schweinfurt 1 x 4,000 HC 104 x 30 900 x 4 inc 7 32 [space] 25/26 Feb 44 P/O J.W.M.McManus Augsburg 1 x 4,000 HC 92 x 30 650 x 4 100 x 4 ‘x’ IB 7 45 [space] ½ Mar 44 P/O J.W.M.McManus Stuttgart 1 x 4,000 HC 72 x 30 800 x 4 100 x 4 ‘x’ IB 8 08 [space] 18/19 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 88 x 30 1,200 x 4 inc 150 x 4 ‘x’ 5 58 [space] 22/23 Mar 44 P/O J.W.M.McManus Frankfurt 1 x 4,000 60 x 30 1,500 x 4 inc 5 12 Tail wheel tyre collapsed on landing (possibly flak damage). 24/25 Mar 44 P/O J.W.M.McManus Berlin 3 19 No attack. Port outer failure. Port inner oil leaks. Bombs jettisoned. 25/26 Mar 44 P/O R.E.Llewelyn Aulnoye 13 x 1,000 MC 5 15 Bombed with port outer engine failure – returned at 5,000 ft resulting in just making Tangmere. 11/12 Apr 44 P/O A.B.L.Tottenham Aachen 16 x 5000 MC 30 x 4 inc 4 11 [space]
-9-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Apr 44 P/O A.B.L.Tottenham Juvisy 14 x 1,000 M fused 6 hr delay 4 15 [space] 20/21 Apr 44 P/O A.B.L.Tottenham La Chappelle 18 x 500 MC 4 17 [space] 22/23 Apr 44 P/O A.B.L.Tottenham Brunswick 1 x 2,000 HC 12 x 500 ‘J’ clusters 5 27 [space] 24/25 Apr 44 P/O A.B.L.Tottenham Munich 6 x 500 ‘J’ inc 144 x 30 inc 9 39 Landed at Market Harborough. 26/27 Apr 44 P/O A.B.L.Tottenham Schweinfurt 1,800 x 4 inc 150 x 4 ‘x’ IB 8 58 [space]28/29 Apr 44 P/O A.B.L.Tottenham St Medard-en-Jalles 6 x 1,000 (USA) GP 5 x 500 MC 7 29 [space] 3/4 May 44 P/O T.N.Scholefield Mailly 1 x 4,000 HC 16 x 500 MC 5 33 [space] 6/7 May 44 P/O T.N.Scholefield Sables-sur-Sarthe/Louailles 13 x 1,000 GP (USA) 4 46 [space] 10/11 May 44 P/O T.N.Scholefield Lille 1 x 4,000 HC 16 x 500 MC 3 28 [space] 11/12 May 44 P/O T.N.Scholefield Bourg Leopold 3 36 Ordered NOT to bomb. Fighter attack for 9 1/2 mins by 2 Ju 88s. Successfully forestalled 9 or 10 attacks carrying full bomb load. 5/6 Jun 44 F/O I.Fotheringham St Pierre du Mont 11 x 1,000 GP (USA0 4 x 500 GP 4 12 [space]
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 6/7 Jun 44 F/O I.Fotheringham Argentan 2 x 1,000 MC 2 x 1,000 SAP (USA) 10 x 500 GP 3 59 8/9 Jun 44 F/O I.Fotheringham Rennes 12 x 500 GP 2 x 500 LD 2 x 1,000 SAP (USA) 6 11 Landed Metheringham. 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 12/13 Jun 44 F/Sgt Millar K.V. Poitiers 11 x 500 MC 2 x 1,000 GP (USA) 1 x 1,000 MC 6 35 [space] 14/15 Jun 44 F/O I.Fotheringham Aunay sur Odon 11 x 1,000 MC 4 x 500 MC 4 35 Army Support. 24/25 Jun 44 F/O G.C.Skelton Prouville 14 x 500 MC 2 x 1,000 MC 3 22 ‘P’ Plane Installations. 27/28 Jun 44 F/O I.Fotheringham Vitry 9 x 1,000 GP (USA) 2 x 500 GP (USA) 2 x 500 GP LD 72 hrs 7 31 [space] 29 Jun 44 F/Sgt Johnson M.G. Beauvoir 11 x 1,000 4 x 500 3 25 Buzz-Bomb site. Daylight attack.4/5 Jul 44 F/O W.R.Williams St Leu d’Esserent 11 x 1,000 4 x 500 4 23 Buzz-Bomb site. 7/8 Jul 44 P/O M.G.Johnson St Leu d’Esserent 11 x 1,000 4 x 500 4 49 Buzz-Bomb site. 14/14 Jul 44 P/O M.G.Johnson Villeneuve St Georges 16 x 500 GP 2 x 500 GP 6 hr LD 6 44 [space] 18 Jul 44 F/Sgt Cowan I.R. Caen 11 x 1,000 SAP (USA) 4 x 500 MC 3 30 Daylight.
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[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 18/19 Jul 44 F/O M.G.Johnson Revigny 10 x 1,000 MC 12 hrs LD 3 x 500 12 hrs 5 07 [space] 8 Dec 44 W/C J.K.Douglas Urft Dam 14 x 1,000 4 25 Daylight attack. Landed at Ford. 17/18 Dec 44 S/L E.L.Langlais Munich 1 x 4,000 9 09 [space] 18/19 Dec 44 F/O P.K.Shanahan Gydnia 9 x 1,000 9 19 [space] 21/22 Dec 44 F/O G.A.Stewart Politz 1 x 4,000 HC 5 x 1,000 MC 10 51 Landed at Leuchars. 27 Dec 44 F/Lt M.G.Johnson Rheydt 13 x 1,000 MC 4 53 Daylight. ½ Jan 45 F/O W.K.Boxsell Gravenhorst-Mittelland Canal 13 x 1,000 MC 6 38 Landed at Lossiemouth. 13/14 Jan 45 S/L E.L.Langlais Politz 1 x 4,000 HC 9 x 500 MC 2 x 500 MC LD 10 10 [space] 14/15 Jan 45 F/O J.J.J.Cross Merseberg 1 x 4,000 HC 9 x 500 GP 9 11 Landed at East Moor. 16/17 jan 45 F/Lt F.Lawrence Brux 1 x 4,000 HC 10 x 500 MC 2 x 500 MC LD 9 43 Hit by light flak. Bomb Aimer slightly injured. 1/2 Feb 45 F/Lt F.Lawrence Siegen 1 x 4,000 HC 16 x 500 MC 6 11 [space] 2/3 Feb 45 S/L E.L.Langlais Karslruhr 1 x 4,000 HC 12 SBCs (150 x 4 inc) 7 04 [space] 16/17 Mar 45 F/Lt P.K.Shanahan Wurzburg 1 x 4,000 HC 11 SBC (150 x 4 inc) 6 40 [space]
-12-
[page break]
[list headings] [underlined] Date [/underlined] [underlined] Pilot [/underlined] [underlined] Target [/underlined] [underlined] Hrs Mins [/underlined]
[list] 20/21 Mar 45 F/O L.W.Baker Bohlen 1 x 4,000 HC 14 x 500 MC 8 19 [space] 22 Mar 45 W/C I.H.A.Hay Bremen 14 x 1,000 MC 5 19 Daylight attack. 23/24 mar 45 F/O L.W.Baker wesel 13 x 1,000 MC 5 32 [space] 27 Mar 45 F/O L.W.Baker Farge 11 x 1,000 4 35 Daylight attack. 7 small flak holes in wings. 4 Apr 45 W/C I.H.A.Hay Nordhausen 1 x 4,000 HC 16 x 500 MC 7 09 Daylight attack. 6 Apr 45 S/L W.M.Kynock Ijmuiden 14 x 1,000 MC 3 18 Daylight. No attack made. Army already there. Turned back by the Master Bomber. 9 Apr 45 W/C I.H.A.Hay Hamburg 13 x 1,000 MC 4 18 Daylight. 16/17 Apr 45 F/O R.A.Swift Pilsen 1 x 4,000 HC 13 x 500 MC 8 23 Landed at Boscombe Down. 18/19 Apr 45 F/O L.W.Baker Komotau (Czechoslovakia) 18 x 500 MC 8 08 Landed at Lyneham. 23 Apr 45 F/O L.W.Baker Flensberg 8 x 1,000 MC 6 x 500 MC 5 24 No attack made Weather u/s.
Grand Total of Operational Flying = [underlined] 795 25 [/underlined]
Bombs Dropped Operationally = [underlined] 466 tons approx. [/underlined]
[underlined] POST-WAR HISTORY [/underlined]
[list] 23 Aug 45 to 15 MU – exhibition aircraft. 16 Mar 56 Struck off charge as an exhibition aircraft and transferred to 13 MU Wroughton to the Historical Aircraft Collection (Museum). 1959 To Scampton – for display. 24 Nov 70 to 71 MU for refurbishing. 12 Mar 72 To RAF Museum, Hendon.
-13-
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
Operational history of Lancaster 1B R5868
Description
An account of the resource
List of 135 operations flown by Lancaster R5868 from 8/9 June 1942 until 23 April 1945. List includes pilot, target, bomb load. hours flown and comments. Was with 83 Squadron at RAF Scampton and Wyton then 467 Squadron at RAF Bottesford and then RAF Waddington until the end of the war.
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-06-29
Format
The file format, physical medium, or dimensions of the resource
Thirteen page typewritten document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
MDunmoreG635201-160526-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
England--Lincolnshire
England--Cambridgeshire
England
Germany
Germany--Wilhelmshaven
Poland
Poland--Gdańsk
France
Germany--Essen
Germany--Duisburg
Germany--Hamburg
Germany--Vegesack
Germany--Mainz (Rhineland-Palatinate)
Germany--Flensburg
Germany--Frankfurt am Main
Germany--Bremen
Germany--Krefeld
Germany--Kiel
Atlantic Ocean--Baltic Sea
Germany--Aachen
Italy
Italy--Genoa
Italy--Turin
Germany--Munich
Germany--Berlin
France--Lorient
Italy--Milan
Germany--Nuremberg
Germany--Cologne
France--Saint-Nazaire
Germany--Dortmund
Germany--Wuppertal
Germany--Bochum
France--Montchanin
Germany--Kassel
France--Modane
Germany--Leipzig
Germany--Schweinfurt
Germany--Augsburg
France--Maubeuge Region
Germany--Braunschweig
France--Bourg-en-Bresse
France--Saint-Médard-en-Jalles
France--Mailly-le-Camp
France--Sablé-sur-Sarthe
France--Lille
Belgium
Belgium--Leopoldsburg
France--Saint-Pierre-du-Mont (Landes)
France--Argentan
France--Rennes
France--Poitiers
France--Villers-Bocage (Calvados)
France--Abbeville Region
France--Vitry-en-Artois
France--Beauvoir-sur-Mer
France--Creil
France--Caen
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Germany--Rheydt
Germany--Mittelland Canal
Germany--Merseburg
Germany--Siegen
Germany--Karlsruhe
Germany--Würzburg
Germany--Wesel (North Rhine-Westphalia)
Germany--Nordhausen (Thuringia)
Netherlands
Netherlands--IJmuiden
Czech Republic
Czech Republic--Pilsen Basin
Czech Republic--Chomutov
Germany--Düsseldorf
Great Britain
Germany--Münster in Westfalen
Germany--Hannover
Germany--Osnabrück
Germany--Stuttgart
France--Bordeaux (Nouvelle-Aquitaine)
Great Britain
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-07-29
1943-07-30
1944-04-18
1944-04-19
1944-05-03
1944-05-04
1944-07-04
1944-07-05
1944-06
1944-07
1944-08
1942-07
1942-08
1942-09
1942-10
1942-11
1942-12
1944-02
1944-03
1944-04
1944-05
1944-12
1945-01
1945-02
1945-03
1945-04
1944-06-05
1944-06-06
1944-06-14
1944-06-15
1944-06-24
1944-06-25
1944-07-18
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
Robin Christian
467 Squadron
83 Squadron
bombing of Hamburg (24-31 July 1943)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Creil/St Leu d’Esserent V-1 storage areas (4/5 July 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
Lancaster
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Bottesford
RAF Scampton
RAF Waddington
RAF Wyton
tactical support for Normandy troops
target indicator
V-1
V-weapon
-
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
- 2 -
/(iv)
[page break]
(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
/called
[page break]
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
[page break]
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
[page break]
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.
- [deleted] 13 [/deleted] [inserted] 7 [/inserted] -
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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
- [deleted] 14 [/deleted] [inserted] 8 [/inserted] -
[page break]
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
- [deleted] 15 [/deleted] [inserted] 9 [/inserted] -
[page break]
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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[page break]
‘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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[page break]
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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[page break]
- 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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[page break]
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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[page break]
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”
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[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
An entity primarily responsible for making the resource
G Dunmore
Date
A point or period of time associated with an event in the lifecycle of the resource
1942-09-06
Format
The file format, physical medium, or dimensions of the resource
Twenty-five 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
BDunmoreGDunmoreGv1
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
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/1391/24512/LDunmoreG635201v1.2.pdf
7c8da56611c596e153043f6ebb2f76fd
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
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
George Dunmore’s RAF Observer’s and Air Gunner’s Flying log book
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LDunmoreG635201v1
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.
Description
An account of the resource
Flying Officer G. Dunmore’s RAF Observer’s and Air Gunner’s Flying Log Book, from 25th June 1942 to 3rd October 1943, recording operations as a flight engineer with 83 Squadron RAF, mainly as part of the Pathfinder Force. Aircraft in which flown: Lancaster I, Lancaster III. He was stationed at RAF Scampton and RAF Wyton and flew a total of 45 operations (44 night, 1 day) on the following targets in Czech Republic, France, Germany, Italy and Poland: Berlin, Bremen, Danzig, Duisburg, Dusseldorf, Essen, Frankfurt, Genoa, Hamburg, Karlsruhe, Kassel, Mannheim, Mulheim, Munich, Nurnburg and Heilbronn, Osnabruck, Pilsen, Pointe de Coubre, River Gironde, Saarbrucken, Spezia, St Nazaire, Turin, Vegesack, Wilhelmshaven and Wuppertal. His pilots on operations were Flight Sergeant Calvert, Wing Commander Elliot, Flight Lieutenant Partridge, Squadron Leader Daniels, Wing Commander Shaw DFC, Squadron Leader Swift, Flying Officer Tilbury, Pilot Officer Davies and Flight Lieutenant Garvey DFC.
Includes several crew listings and various comments on operations, including: 'DIVE IN EXCESS OF 450 M.P.H!!', 'SOUND RECORDING MADE ON BOMBING RUN - BROADCAST BY BBC' (3/4/43), and 'THE GREAT TORNADO' (Hamburg 2/8/43).
This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Contributor
An entity responsible for making contributions to the resource
David Leitch
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Spatial Coverage
Spatial characteristics of the resource.
Czech Republic
France
Germany
Great Britain
Italy
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
England--Cambridgeshire
England--Lincolnshire
Italy--Po River Valley
France--Gironde Estuary
France--Pointe de la Coubre
France--Saint-Nazaire
Germany--Berlin
Germany--Bremen
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Heilbronn
Germany--Karlsruhe
Germany--Kassel
Germany--Mannheim
Germany--Mülheim an der Ruhr
Germany--Munich
Germany--Nuremberg
Germany--Osnabrück
Germany--Saarbrücken
Germany--Vegesack
Germany--Wilhelmshaven
Germany--Wuppertal
Italy--Genoa
Italy--La Spezia
Italy--Turin
Poland--Gdańsk
Czech Republic--Plzeň
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1942-06-25
1942-06-26
1942-06-28
1942-06-29
1942-06-30
1942-07-02
1942-07-03
1942-07-08
1942-07-11
1942-07-14
1942-07-15
1942-07-19
1942-07-21
1942-07-22
1942-07-23
1942-07-26
1942-07-27
1942-08-09
1942-09-01
1942-09-02
1942-09-03
1942-09-06
1942-09-10
1942-09-11
1942-12-08
1942-12-09
1942-12-20
1942-12-21
1942-12-22
1943-02-28
1943-03-22
1943-03-23
1943-03-27
1943-03-28
1943-03-29
1943-03-30
1943-04-02
1943-04-03
1943-04-04
1943-04-11
1943-04-14
1943-04-15
1943-04-16
1943-04-17
1943-04-26
1943-05-25
1943-05-26
1943-05-29
1943-05-30
1943-06-11
1943-06-12
1943-06-22
1943-06-23
1943-07-12
1943-07-13
1943-07-24
1943-07-25
1943-07-27
1943-07-28
1943-08-02
1943-08-03
1943-08-07
1943-08-08
1943-08-27
1943-08-28
1943-08-31
1943-09-01
1943-09-05
1943-09-06
1943-09-07
1943-10-02
1943-10-03
1943-10-04
83 Squadron
Air Gunnery School
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
flight engineer
Lancaster
Lancaster Mk 1
Lancaster Mk 3
Pathfinders
RAF Scampton
RAF Wyton
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1375/23785/MEdgarAG172180-180704-03.2.jpg
cc3b8e628a56594008ffbbbd72816ee3
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
Edgar, Alfred George
Edgar, A G
Description
An account of the resource
83 items. The collection concerns Pilot Officer Alfred George 'Allan' Edgar DFC (b. 1922, 172180 Royal Air Force) He flew operations as a pilot with 49 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pip Harrison and Sally Shawcross nee Edgar, 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
2018-07-04
2019-10-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Edgar, AG
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Alan Edgar's Operations
Description
An account of the resource
A list of 34 operations undertaken by Alan Edgar.
Format
The file format, physical medium, or dimensions of the resource
One typed list
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
MEdgarAG172180-180704-03
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
Spatial characteristics of the resource.
France--Tours
France--Paris
France--Mailly-le-Camp
France--Amiens
Germany--Kiel
France--Cherbourg Region
France--Caen
France--Beauvois
Germany--Stuttgart
France--Givors
France--Reims
France--Rouen
France--Creil
France--Givors
France--Brest
Netherlands--Tilburg
Germany--Darmstadt
Belgium--Leopoldsburg
France--Normandy
Germany--Braunschweig
Poland--Gdańsk
France--Bordeaux (Nouvelle-Aquitaine)
Poland
France
Germany
Belgium
Netherlands
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-04-18
1944-04-19
1944-05-03
1944-05-04
1944-06-05
1944-06-06
1944-06
1944-07
1944-08
1944-08-03
1944-08-15
49 Squadron
83 Squadron
bombing of Luftwaffe night-fighter airfields (15 August 1944)
Bombing of Mailly-le-Camp (3/4 May 1944)
bombing of the Juvisy, Noisy-le-Sec and Le Bourget railways (18/19 April 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of Trossy St Maximin (3 August 1944)
mine laying
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Coningsby
RAF Fiskerton
RAF Tuddenham
RAF Waterbeach
RAF Woodbridge
V-1
V-weapon
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1375/23784/MEdgarAG172180-180704-01.1.pdf
36ae9e28a74e85f4be77156522931818
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
Edgar, Alfred George
Edgar, A G
Description
An account of the resource
83 items. The collection concerns Pilot Officer Alfred George 'Allan' Edgar DFC (b. 1922, 172180 Royal Air Force) He flew operations as a pilot with 49 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pip Harrison and Sally Shawcross nee Edgar, 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
2018-07-04
2019-10-01
Rights
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Edgar, AG
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DADS TRANSCIPT MEMORIES OF CREW AND MISSIONS 1944 TO 1945
RECORDED BY MIKE GARBETT AND BRIAN GOULDING IN 1980 AT A REUNION ON THE CREW HELD AT SUDBROOKE LINCOLN, AUTHORS OF SEVERAL BOOKS LANCASTER AT WAR (UNFORUNATELY SOME OF THE TAPE IS MISSING AND BITS MISSED OUT)
PHOTOS OF FATHER FLYING HIS LANCASTER INTO FISKERTON IS SHOWN IN THEIR BOOK LASCASTER AT WAR NO3.
WE CREWED UP AT 17 OUT AT SILVERSTONE AND IF MY MEMORY SERVES ME CORRECTLY THE FIRST PERSON THAT I GRAVITATED TO WAS THE NAVIGATOR BOB BROOKS AND AUSTRAILIAN I THINK THE MAIN FACT WAS THAT I WAS LOOKING FOR WHAT I THOUGHT WAS A MATURE RELIABLE GOOD NAVIGATOR AND HE SOMEHOW GAVE ME THAT IMPRESSION, SO WE STARTED TALKING AND I REMEMBER OUT OF THIS THAT HE KNEW ALAN MILLARD THE BOMB AIMER SO WE THEN EVENTUALLY GRAVITATED TO HIM AND HE KNOWING BOB FELT IT WOULD BE BETTER TO JOIN US.
AND AFTERWARDS I DID FIND OUT FROM BOB IT WAS SORT OF FIRST HAND IMPRESSION HE RATHER LIKES THE LOOK OF ME, IT WAS ONE OF THOSE THINGS
I AM ALMOST CERTAIN THEN THAT THE NEXT PERSON THAT WE GRABBED, WAS THE WIRELESS OPERATOR AG ALF RIDPATH WHO WITH HIS FAIR SWEPT BACK LOOKED A LITTLE BIT OF A GAY LOTHARIO AND WE FELT IT WAS ANOTHER COMPLETE IDIOT THAT WOULD JOIN AN IDIOT TYPE MOB ANYWAY, AND WE SEEM TO GET ON QUITE WELL. THE NEXT ONE WAS DON HARWOOD THE REAR GUNNER WHO ALTHOUGH HE WAS YOUNG AS US SEEM TO HAVE AN OLD HEAD ON HIS SHOULDERS, A DEEP VOICE AND GAVE AN IMPRESSION OF RELIABILITY, I SOMETIMES WONDER IF THIS WAS EVER TRUE! AND THEN JOHN WATTERS WAS THE MID UPPER GUNNER A LAD FROM BELFAST WHO I AM ALMOST POSITIVE WAS MUCH YOUNGER THAN WHAT HE MAINTAINED HE REALLY WAS, TO THIS DAY I AM CONVINCED THAT HE WAS ONLY ABOUT 16/17 YRS AND HE CLAIMED TO BE MUCH OLDER 18/19 YRS, IT WAS A GREAT PITY REALLY THAT I SUBSEQUENTLY LEARNT AFTER THE WAR THAT HE HAD STEPPED UNDER A TUBE TRAIN ON NEWS YEARS EVE COMMITTING SUICIDE, I LEARNT THIS FROM DON HARWOOD THE REAR GUNNER.
ANYWAY AFTER COMPLETING OUT AT SILVERSTONE WE
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FINALLY ARRIVED AT 1661 CONVERSION UNIT AT WINTHORPE JUST OUTSIDE NEWARK AND TO BE HONEST I CAN’T REMEMBER MUCH ABOUT MY INSTRUCTOR AT ALL – ALL I CAN REMEMBER IS THE BLOODY STERLING!! NOW THE MOST INTERESTING THING WAS THAT ALAN MILLARD THE AUSTRALIAN BOMB AIMER WAS A FAILED PILOT WHO HAD GONE ONTO THE BOMB AIMERS COURSE. SO FROM THE VERY BEGINNING AS A CREW I DIRECTED IF ONE CAN ASSUME THE WORDS DIRECTED THAT EVERYBODY WOULD DOUBLE UP ON EVERYBODY ELSE IN CASE OF ANYTHING HAPPENING AND SO ALAN MILLARD WOULD TAKE OVER IF ANYTHING HAPPENED TO ME BECAUSE AS HE GOT AS NEAR TO GETTING HIS WINGS IT WAS QUITE POSSIBLE INFACT HIGHLY PROBABLE THAT HE COULD FLY THE AIRCRAFT BACK AND MAKE SOME REASONABLE ATTEMPT AT LANDING IT.
THE WIRELESS OPERATOR DOUBLED UP AS A GUNNER, THE NAVIGATOR BOB BROOKS DOUBLED UP AS A BOMB AIMER AS DID THE FLIGHT ENGINEER, AND IN MY MEMORY SERVES ME CORRECTLY AS WELL, ALAN MILLARD THE BOMB AIMER ALSO PARTIALLY DOUBLED UP FOR THE WIRELESS OPERATOR. WE LEFT JOHNNIE WATTERS THE MID UPPER GUNNER TWIT ON HIS OWN AS WE FELT IT BETTER LEAVE HIM UPSTAIRS THAN DOUBLING UP FOR ANYBODY.
I CAN ALSO REMEMBER THE FACT THAT BOB BROOKS THE NAVIGATOR WAS A JUDO EXPERT AND INFACT IT WAS COMMON PRACTISE WITH OUR CREW TO EGG YOUNG WATTERS JOHN TO ATTACK BOB BROOKS WOULD THROW HIM AROUND THE CREW HUT UNTIL FINALLY THE YOUNG IDIOT IRISHMAN LEANT TO PACK IT IN FOR THE NIGHT, WHEN WE WOULD RESUME AGAIN THE NEXT NIGHT.
COMING BACK TO THE STIRLING I THINK THE MOST VIVID IMPRESSION FOR ME INITIALLY WAS TAXING. NOW WITHOUT AS DOUBT WAS PROBABLY THE MOST BARBARIC BASTARDISE BLOODY AIRCRAFT I HAVE EVER MET IN MY LIFE FOR TAXING. IF MY MEMORY SERVES ME CORRECTLY THERE A HUGE YELLOW BRAKE AND YOU OPERATED THE FOUR THROTTLES AND PULLED THIS MASSIVE GREAT LORRY BRAKE BACKWARDS AND FORWARDS SWINGING THE RUDDERS AROUND WHILE THIS, I CAN ONLY DESCRIBE IT AS A TYRANNOSAURUS REX OF A DINOSAUR PROWLED RATHER THAN ROLLED ALL OVER THE PLACE, IN ADDITION THE FLIGHT ENGINEER SAT ON THE MIDDLE OF THE AIRCRAFT IN WHAT WAS LIKE A SUBMARINE WITH ALL HIS FOURTEEN AND IF MY MEMORY SERVES ME CORRECTLY ONCE AGAIN THE FUEL TANKS FOR CROSS FEEDING AND OTHER PURPOSES AND IN ADDITION IT DIDN’T MATTER WHAT ANYBODY DID THIS COW OF AN AIRCRAFT NEVER REACHED ITS CEILING EVER.
LANDING AT WINTHORPE WITH THE RUNWAY THAT RAN PARALLEL WITH THE MAIN NEWARK/LINCOLN ROAD ONCE AGAIN THIS BLOODY HANDBRAKE WAS A DISADVANTAGE RATHER THAN AN ADVANTAGE AS I CAN ONLY SAY FROM THINKING DEEPLY ABOUT IT WHOEVER
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DESIGNED THE BLOODY STERLING SHOULD HAVE BEEN MENTALLY EXAMINED.
ANOTHER THING ABOUT STERLINGS WAS CORRING THIS WAS WHERE, I AM ALMOST SURE ITS AS IF THE OIL TEMPERATURE WENT DOWN THAT YOU DROPPED THE UNDERCARRIAGE OPENED UP FULL THROTTLES WITH PART FLAP AND STAGGERED ALONG WITH WHAT CAN ONLY BE TERMED AS FOUR BLOODY GREAT BIG BULLSEYES FOR THE ENGINES WHICH OF COURSE MEANT FROM AN OPERATIONAL POINT OF VIEW THAT THEY WERE SITTING DUCKS FOR ANYBODY, AND IT WAS 460 OR 490 TOW TURNS ON THE WHEELS TO GET THE UNDERCARRIAGE DOWN IF YOU COULD NOT LOWER IT NORMALLY BECAUSE I REMEMBER THAT HAPPENING TO US ONCE.
IT WAS AT WINTHORPE AS WELL THAT WE HAD TO GET RID OF OUR FIRST ENGINEER BECAUSE UNFORTUNATELY IT WAS TAKE OFF WHEELS UP “BREAKFAST UP” AND THERE WAS JUST NO WAY HE WAS GOING TO MAKE IT.
WE THEN TOOK ON ANOTHER ENGINEER CALLED GEORGE BEDFORD ON WHO OF COURSE FLEW WITH ME DURING MY FIRST TOUR AND GEORGE BEDFORD THE 2ND FLIGHT ENGINEER AS A VERY PROSAIC LAD AND INDEED HE BELIEVED IMPLICITLY THAT HIS JOB AS A FLIGHT ENGINEER WAS TO MAKE CERTAIN THAT WHATEVER AIRCRAFT WE WERE FLYING WAS ABSOLUTELY IN TIP TOP CONDITION – BECAUSE I CAN REMEMBER COMING BACK FROM A TRIP AND I THOUGHT FOR ONCE I AM GOING TO LIGHT UP A CIGARETTE AND HAVE A SMOKE AS WE WERE FLYING BACK ACROSS THE NORTH SEA AND I DISTINCTLY REMEMBER HIM GOING BANANAS OVER ME SMOKING A CIGARETTE.
AFTER A SHORT PERIOD OF ABOUT 14 HRS OF WHICH 7 HRS DAYLIGHT AND 7HRS NIGHT AT LANC FINISHING SCHOOL AT SYSERTON I THEN ARRIVED AT 49 SQUADRON FISKERTON
WHERE FOR MY SINS I WAS GIVEN “A” APPLE TO FLY I CAN REMEMBER THE FIRST TRIP WHICH WAS A 2ND DICKIE TRIP WHICH WAS WITH RUSS EVANS AND THAT WAS TO DANZIG BAY GIDENER, KONISBERG AREA WHICH WAS A 9HRS 15MIN TRIP, I THINK THAT ALL I CAN REMEMBER ABOUT THIS WAS THE FACT THAT IT SEEMED COMPLETELY IDIOTIC TO ME THAT A PILOT SHOULD GO ON A TRIP RISK GETTING SHOT DOWN WITH ANOTHER PILOT AND CREW, WHEREUPON HIS CREW WOULD HAVE TO GO BACK ALL OVER IT AGAIN WITH ANOTHER PILOT! THE THING WAS TO STAND BEHIND THE PILOT AND FLIGHT ENGINEER AND OBSERVE “WHAT I DO NOT KNOW” I SUPPOSE THE IDEA WAS THAT YOU WENT WITH A RELATIVELY EXPERIENCED CREW AND AS IT WERE SHUCK DOWN WITH THEM AND GOT AN IDEA OR IMPRESSION OF WHAT THE WHOLE CAPER WAS ABOUT.
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BUT ALSO AS I SAY I TEND TO THINK THAT BECAUSE YOU AND YOUR CREW WERE DIFFERENT WHATEVER SHAPE OR FORM THERE WAS GOING TO BE A DIFFERENT REACTION ANYWAY BECAUSE YOU WOULD HAVE TO BE TEACHING YOUR CREW ON YOUR VERY FIRST TRIP WHEN YOU HAVE ONLY DONE ONE YOURSELF! WHICH HAD NOT GIVE YOU MUCH EXPERIENCE ANYWAY. AND INFACT RUSS EVANS IS STILL RUNNING AROUND
HE PROBABLY THINKS OF THIS IDIOT, WHO AFTERWARDS WE GREW VERY FRIENDLY TOGETHER.
MY NEXT TRIP WAS ONE WITH MY OWN CREW TO TORS MARSHALLING YARD AT 7,000 FEET AND I THINK THIS WILL ALWAYS LIVE IN MY MEMORY AS FRANKLY IT STARTED OUT AS A COMPLETE SHAMBLES BUT IT HELPED THE CREW INTO A FIGHTING UNIT.
WE STARTED UP AND TAXIED ROUND TOWARDS TAKEOFF AND I THINK I WAS ABOUT 3RD 4TH OR 5TH INLINE COMING UP THE RUNWAY AND ALAN MILLARD THE BOMB AIMER A TYPICALLY AUSTRALIAN IF I MY [SIC] USE THE WORD WAS IN THE BOMB AIMER COMPARTMENT AND PISSING ABOUT AS USUALLY WHEN SUDDENLY IN A TYPICALLY AUSTRALIAN TWANG OVER THE INTERCOM CAME “ I HAVE PULLED MY BLOODY CHUTE AND IT HAS BELLOWED OUT” I IMMEDIATELY SAID “ WELL THERE IS NO WAY WE CAN TURN OFF HERE AND I CAN’T SEE US TURNING ROUND HERE AND TAXING DOWN THE END TO GET ANOTHER CHUTE FOR YOU SO WE SHALL HAVE TO GO AS IS AND I WOULD SUGGEST TO YOU THAT IF WE HAVE TO BAIL OUT YOU HOLD YOUR CHUTE UP TO YOUR CHEST AND WHEN YOU GET CLEAR OF THE AIRCRAFT RELEASE IT BECAUSE ITS ALREADY OPENED ANYWAY” UPON WHICH IF MY MEMORY SERVES ME CORRECTLY HE REPLIED “THAT HE HADN’T COME 12,000 ------ -----!! FOR THIS SORT OF CAPER!! IT JUST SO HAPPENED THAT THE VERY FIRST TRIP I WAS USING A OBSERVE TYPE CHUTE SO IN A FLASH YOU WOULDN’T CALL IT INSPIRATION MORE DESPERATION I SAID ALRIGHT YOU BETTER TAKE MY CHUTE THEN, INCASE ANYTHING HAPPENS, UPON WHICH HE SAID THANKS VERY MUCH SKIP AND PULLED MY CHUTE DOWN INTO THE BOMB AIMERS COMPARTMENT, AND BY THAT TIME I WAS ON THE RUNWAY AND BEGINNING TO TAKE OFF AND IT WAS PROVABLY OR COLLOQUIAL ‘NOT UNTIL AIRBORNE THAT I SHIT A BRICK!! SO OF COURSE THE TRIP COMMENCED WITH ME WITHOUT A CHUTE AND HE THE GREAT ALAN MILLARD WITH TWO, ONE WHICH WAS OPENED WHICH HE HAD STUFFED INTO A CORNER OF THE BOMB AIMERS COMPARTMENT AND AFTERWARDS WHEN WE RETURNED HOME THE REST OF THE CREW SAID SOME HOW OR OTHER THEY ALL FELT THAT THEY MUST NOT LET ME DOWN BECAUSE THERE I WAS FLYING WITHOUT A CHUTE WHEN EVERYBODY ELSE WAS OK AND NO WAY WERE THEY GOING TO LET THE SKIPPER DOWN. SO HAVING SET OFF AS IT WERE AT A SLIGHT DISADVANTAGE AND THINGS OF WAFTING MY WAY GENERALLY DOWN THROUGH THE AIR SHOULD WE BE SHOT UP ON NOTHING.
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WE GET TOWARDS THE TARGET AND STARTED THE RUN IN, DURING OUR TRAINING IT HAD BEEN EMPHASISED WE WERE NOT GOING OVER THE OTHER SIDE TO CHUCK OR THROW BOMBS AROUND AND THAT BASICALLY YOU SHOULD PUT THEM DOWN IN THE RIGHT SPOT SO WHEN WE CAME UP TO THE TARGET AND ALAN WAS SAYING “ STEADY RIGHT, STEADY OH I HAVE MISSED IT GO ROUND AGAIN” I LIKE THE IDIOT I WAS WENT ROUND AGAIN. NOT THINKING GET RID OF THE BLOODY THINGS. SO OF COURSE I WENT ROUND AGAIN AND RAN IN AND THIS TIME WE PUT THEM DOWN AND IF MY MEMORY SERVES ME CORRECTLY IT WAS A AIMING POINT. IT WAS NOT TILL WE GOT BACK THAT WE REALISED THAT UNDER NORMAL CONDITIONS CREWS DIDN’T NORMALLY DO THIS SORT OF THING. SO REALLY OF WHAT MIGHT HAVE BEEN A DISASTER TURNED OUT TO BE A EXCELLENT THINKS FROM THE CREWS POINT OF VIEW BECAUSE WE BECAME WEILLED AS A FIGHTING UNIT. IT ALSO BECAME APPARENT ON THIS TRIP BECAUSE WE REALISED EARLIER ON THERE WERE THREE ALANS OR ALS IN THE CREW THAT WAS THE BOMB AIMER, WIRELESS OP AND MYSELF, SO THE REAR GUNNER AND MID UPPER GUNNER WOULD CALL ME SKIP AND THE REST OF THE CREW WOULD CALL ME PILOT, THE IDEA BEING THAT IF SOMEBODY CALLED ME SKIP I STARTED WEAVING STRAIGHT AWAY ON THE GROUNDS THAT A GUNNER WAS COMING UP ON THE INTERCOM.
I THINK THE MAIN THING ABOUT MAILLY LE COMP WAS THE ENORMOUS COCKUP OF THIS OPERATION IN WHICH 1 GROUP CAME WITH US ON THE TRIP BECAUSE OF THE SHAMBLES AT THE TARGET INCLUDING VIRTUALLY ALL THE BLINDED ILLUMINATORS BEING KNOCKED OFF THERE WERE “T.I.S” PUT DOWN IN TWO DIFFERENT PLACES ONE FOR 1 GROUP AND ONE FOR US AWAY FROM THE TARGET UPON WHICH EVERYBODY WAS TO CIRCLE THEIR RESPECTIVE “T.I” BY THIS TIME I HAD LEARNT ENOUGH NOT TO GO NEAR ANY “T.I”. WE WERE A LITTLE AWAY FROM OUR ONE QUIETLY CIRCLING IF YOU CAN POINT THAT OUT, WE KNOW THAT 1 GROUP IF MY MEMORY SERVES ME CORRECTLY WERE CIRCLING A YELLOW “T.I” AS IF THEY WERE ON A RACE TRACK WITH A RESULT THAT THE FIGHTER BOYS WERE HAVING A FIELD DAY WITH THAT LOT
COS WHEN THE TIME CAME FOR US TO COME IN I CAN REMEMBER TWO INCIDENTS, ONE WITH OUR RUN IN WITH THE BOMB DOORS OPEN A LANC WENT PAST US LIKE A BAT OUT HELL WITH HIS BOMB DOORS OPEN AND THEN A FOKWOLF 190 WENT OVER THE TOP OF OUR COCKPIT BECAUSE THE REAR GUNNER HAD CALLED UP “FIGHTER” AND OF COURSE I WAS ON THE BOMBING RUN AND HE COULDN’T HAVE BEEN MORE THAN 20 OR 30FT OFF THE TOP IF US WHERE HE WAS GOING FOR THE LANC THAT HAS JUST PASSED US AND HE FIRED HOT THIS LANC AND KNOCKED IT OFF “IT JUST BLEW UP” ITS RATHER IRONIC AS WELL BECAUSE DURING THIS TRIP WE HAD THREE COMBATS AS WELL IT WAS A PRETTY HAIRY DO. THERE WAS SO MANY FIGHTERS AROUND US IT WAS TO BE
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UNBELIEVABLE, THEIR DAY FIGHTERS WERE UP AS WELL AS IT WAS SUCH A BRIGHT MOONLIGHT NIGHT.
IF MY MEMORY SERVES ME CORRECTLY THAT THIS TRIP WAS ALSO WHERE WE SPOTTED A WHITEL HINEKELL111 AND MY REAR GUNNER SAID LETS GO DOWN AND KNOCK IT OFF AND I SAID WAIT A MINUTE WHEN SUDDENLY IT TURNED TOWARDS AND WE WERE ATTACKED BY TWO FIGHTERS THAT WERE WITH IT, THEY WERE WORKING I AM ALMOST CERTAIN IN CONJUNCTION WITH THIS HINEKELL, SO THAT AS ONE FIGHTER CAME IN AND YOU CORKSCREWED INTO HIM THE OTHER FIGHTER CAME IN AND YOU CORKSCREWED INTO HIM WITH OTHER FIGHTER WOULD THEN BE ON THE OUTSIDE TO NAIL YOU WHICH OF COURSE WOULD FORCE YOU TOWTRDS THE HINEKELL WHICH ALSO WOULD LET FLY AT YOU SO INFACT IN REALITY YOU WERE BEING ATTACKED BY ALL THREE. I DO’NT[SIC] KNOW PERHAPS HE WAS A TRAINEE AIRCRAFT OR WHATEVER IT WAS WE SEEM TO THINK IT WAS A BLOODY GOOD PLOY, BECAUSE WE MENTIONED IT WHEN WE GOT BACK FROM THE TRIP THAT IT SEEMED LIKE A NEW SYSTEM OPERATING BY THEM. ALL WE KNEW THAT WE WERE ATTACKED BY TWO FIGHTERS WHICH APPARENTLY WERE WORKING IN CONJUNCTON WITH IT.
THE ONLY THING I CAN REMEMBER ABOUT THE NEXT TRIP TO SALSBREE ARSENAL WAS THAT ONE WE WERE HIT BY LIGHT FLAK WHICH NECESSITATED US HAVING TO CRASH LAND AT WITTERING THE OTHER THING WAS WE SPOTTED A TRAIN WITH WHITE STEAM COMING UP FROM IT SO WE ATTACKED IT RACED UP AND DOWN IT WITH THE GUNNERS FIRING AT THE TRAIN. IT SEEMS IRONIC TO ME THAT ALL I CAN REMEMBER IS NOT SO MUCH LANDING AT WITTERING ALTHOUGH I DO KNOW NOT HAVING ANY BRAKES OR FLAPS JUST SHOOTING UP THIS TRAIN WHICH WE THOUGHT WAS HILARIOUS EPISODE NOT REALISING OF COURSE THAT WE COULD OF EASILY BEEN BROUGHT DOWN EITHER BY GUNS ON THE TRAIN OR BY A FIGTER FOR UST GOING DOWN AND LARKING ABOUT I MEAN AFTER ALL WHY SHOULD FIGHTERS JUST ATTACK TRAINS WHY CANT LANCASTERS!!
AFTER THE NEXT TRIP IN WHICH WE HAD THREE COMBATS AGAIN WITH NO CLAIMS, CAME THE ONE TO BELGIUM
BOURG LEOPOLD WHICH I WON THE D.F.C.
I REMEMBER ON THIS THAT WE WERE ATTACKED WITHOUT EITHER OF MY GUNNERS SPOTTING THIS BOY HE JUST CAME IN FROM BELOW IN THE DARK AND THE NEXT THINGS THAT WE KNEW THAT HE WAS KNOCKING SIX OUT OF US BECAUSE LET ME RECAP – ONE CANNON SHELL KNOCKED OUT THE WIRELESS SET – WE HAD A FIRE IN THE BOMB BAY FROM THE ATTACK AND WHATS MORE THE FLYING CONTROL SYSTEM WAS HEAVILY DAMAGED BECAUSE SHE REARED LIKE A STRICKEN HORSE AND WENT OVER ONTO HER BACK THEN WE DROPPED ABOUT 12,000 FEET BEFORE I PULLED HER OUT
THE MAIN THING WAS THAT HE HAD GOT VIRTUALLY ALL HIS ATTACK IN BEFORE WE RIPPED UP AND WENT – AS WE HAD NOT DROPPED OUR
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BOMBS WE WERE IN A DIVE AND THE FIRE I OPENED THE BOMB DOORS AND SAID JETTISON THE BOMBS AND SEE IF WE CAN BLOW THE FIRE OUT THE NEXT MINUTE WELL REALLY IT WASN’T THE NEXT MINUITE BECAUSE WE MUST HAVE LOST 10,000-12,000 FEET
IN THE DIVE BY HINT OF PULLING AND MANOEUVRING THE LANC CAME OUT AND SHOT STRAIGHT UP AGAIN WITH A VIOLENT TENDANCY TO GO OVER ONTO ITS BACK – TRYING TO CONTROL HER (IT SEEMS RATHER FUNNY TO CALL A LANC A HER) TRYING TO CONTROL HER I HAD TO CROSS MY RIGHT LEG OVER MY LEFT LEG AND HOLD THE CONTROL COLUMN FORWARD WITH MY RIGHT KNEECAP THEN I HAD TO HOLD FULL LEFT AILERON DOWN AND THIS BROUGHT HER STRAIGHT AND LEVEL AND KEPT HER STRIAGHT AND LEVEL FOR A MOMENT. I CALLED THE BOMB AIMER UP AND THE FLIGHT ENINGEER TO GET INTO THE BOMB AIMERS COMPARTMENT AND I HAD WITH MY LEFT LEG FULL LEFT RUDDER THE IDEA BEING THAT ALAN MILLARD WOULD COME UP AND CONTROL THE THROTTLE TO ASSIST ME BECAUSE WE HAD TO HAVE THE ENGINES OUT OF SYNCHRONISATION IN ORDER TO KEEP HER STRAIGHT AND LEVEL AND GEORGE THE FLIGHT ENGINEER TIED A PIECE OF ROPE ROUND THE LEFT RUDDER AND WAS HOLDING ON TO IT TO HELP – IT WAS DURING THIS PART AS WELL ONE THINKS OF THE HILARIOUS EPISODE OF THE NAVIGATOR SAYING “ I HAVE BEEN HIT AND I WILL GIVE YOU A COURSE FOR HOME” WHICH HE DID OF COURSE THIS TOOK ME AGES TO TURN ONTO THE COURSE WITH THE LANC CRIPPLED AS IT WAS THEN HE FELT INSIDE HIS SHIRT UNDER HIS MAE WEST AND SUBSEQUENTELY SAID “CHRIST ITS SWEAT”
WE AND I SAY WE BECAUSE THERE WAS THREE OF US DOING THE JOB FLEW BACK TO ENGLAND AND WAS DIVERTED TO WOODBRIDGE WHERE I WAS TOLD TO BRING IT IN - SO AS I CAME ACROSS THE AIRFIELD FOR THE FIRST TIME I TOLD ALL MY CREW TO GO FORWARD AND BAIL OUT BECAUSE I DID NOT THINK I COULD BRING IT IN SAFELY THERE WAS THE PROVERBIAL RHUBARDS WE STAYING WITH YOU RATHER THAN BAILING OUT – SO THEY WENT INTO THE CRASH POSITIONS EXCEPT FOR ALAN MILLARD AND MYSELF AND I BROUGHT IT IN AND CRASHED LANDED WHERE AFTERWARDS IT WAS SUPPOSED TO BE A MASTERLY LANDING ACCORDING TO THE CITATION
ALL I CAN REMEMBER WAS THAT TWO THINGS
ONE WHERE THE CREW SUBSEQUENTLY COUNTED 200 HOLES IN THE AIRCRAFT FROM THE FIGHTERS ATTACK AND THE QUESTION OF THE LITTLE RUM BOTTLES FROM WHICH WE ALL GOT STONED OUT OF MINDS AFTER HAVING SURVIVED
BECAUSE ALSO HALF THE PORT RUDDER WAS MISSING AS WELL. BUT MOST OF THE ATTACK WAS CANNON SHELL BECAUSE APPROXIMATELY 2 WEEKS AFTER THIS EPISODE I FOUND OUT THAT I HAD BEEN AWARDED THE D.F.C.
WELL IF YOU MEAN A CELEBRATION ALL I KNOW IS THAT AT WOODBRIDGE WE GOT STONED OUT OF OUR MINDS WIPING ALL THE
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RUM BOTTLES PRESUMABLY THEY WERE MEANT FOR THE OTHER CREWS WHO CRASH LANDED THERE AS WELL ALTHOUGH WE SAT OUTSIDE THE HUT AND THEY COLLOQUIAL PUT, PISSED OUT OF OUR MINDS - YES THERE WAS A DO IN THE OFFICERS MESS BUT AS THE REST OF MY CREW WERE N.C.OS. WE HAD A LITTLE ONE ON OUR OWN BUT THE OTHER THING WAS THAT OF COURSE MY WIFE SHE WAS NOT THEN SEWED MY D.F.C. ONTO MY TUNIC.
ANOTHER TRIP WAS TO A PLACE CALLED MAISY I STILL CANT PRONOUNCE THE NAME OF IT IN FRENCH AND WE HAD BEEN ATTACKED WE COULD NOT OPEN THE BOMB DOORS AND WE HAD 13,000 LBS BOMBS ABOARD INCIDENTALLY THE WHOLE OF THE HYDRAULIC SYSTEM HAD GONE AS WELL – AFTERWARDS ON THE WAY HOME WE WERE DIVERTED TO SILVERSTONE OUR OLD OTU WHERE WE HAD FIRST CREWED UP ON WELLINGTONS COMING INTO LAND I HAD TO USE THE EMERGENCY AIR SYSYTEM TO BRING DOWN THE UNDERCARRIAGE AND FLAPS WHEN ALOAD OF REDS WERE FIRED AT THE BEGINNING OF THE RUNWAY AND I WAS TOLD TO OVERSHOOT THIS MEANT THAT I INSTICITIVELY PUSHED THE THROTTLE OPEN APPARENTLY THERE WAS STILL ANOTHER AIRCRAFT ON THE RUNWAY SOMEWHERE SO WE STARTED TO STAGGER ALONG ON AT ABOUT 200 FEET WITH A FULL BOMB LOAD UNDERCARRIDGE AND FLAPS DOWN WITHOUT ANY CHANCE OF GETTING THE UNDERCARRIDGE AND FLAPS UP AND I WAS DIVERTED TO TURWESTON – I CAN REMEMBER LETTING A FLOOD OF LANGUAGE COME OUT OVER THE RT (RADIO TRANSMITTOR) TO THE CONTROL TOWER AND PUTTING ME IN THIS STUPID POSITION – SO WE STAGGERED TOWARDS TURWESTON IN THIS CONDITION WHERE I BROUGHT IT STRAIGHT IN AFTER USING THE INTERCOM VITROUILIC TO ALL AND SUNDRY WITRH SOME WORKDS I WOULD THINK ARE ANOT MENTIONED IN BOOKS ANYMORE – WE LANDED ONTO THE RUNWAY AND RAN OFF ONTO THE GRASS AND I REMEMBERED A TRUCK COMING OUT TO US AND SAYING THEY THOUGHT WE HAD SOME PRACTISE BOMBS ABOARD AND WHEN THEY WERE TOLD IT WAS A FULL BOMB LOADS THEY ALL LEPT BACK INTO THE TRUCK AND DISPPEARED OVER THE HORIZON AT HIGH SPEED
SO WE LEFT THE LANC WERE IT WAS AND STARTED TO TRUDGE ACROSS THE AIRFIELD AND BY DAYLIGHT I REMEMEBER DISTINCTIVELY SOME TWIT AS A WING COMMANDER GIVING ME A ROASTING OVER MY USE OF FOUL LANGUAGE OVER THE INTERCOM – IT DID NOT APPEAR TO HIM THAT THERE HAS BEEN ANYTHING WRONG WITH OVERSHOOTING ME WITH A FULL BOMB LOAD WITH UNDERCARRIDGE AND FLAPS DOWN AND ONCE AGAIN I AM CERTAIN THAT AT THE SAME TIME A HALIFAX HAD OVERSHOT AND GONE INTO THE CLOTHING STORE AND BLOWN UP
THE THING ABOUT THIS INCIDENT IS THAT I WILL NOT RELATE ANYMORE BECAUSE IT WAS FAR BETTER TO DRAW A CURTAIN ACROSS
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WHEN ONE CONSIDERS THAT AT THESE TWO AIRFIELDS WERE EX OPERATIONAL PEOPLE WHO WERE NOW INSTRUCTING WHO APPEARED TO HAVE LOST ALL SEMBLANCE OF REALITY.
I THINK IT WOULD BE OF INTEREST TO RELATE ONE SMALL HUMOROUS INCIDENT AND THAT WAS THAT THERE WAS A LEADER NAVIGATION CHAP “PATCHEET” WHO ALWAYS SWORE BLIND THAT HE WOULD NEVER FLY WITH ME BECAUSE I WAS THE HAIRIEST ARSE PILOT ON THE SQUARDON
COS I WAS NOTORIOUS FOR LOW FLYING AND FOR GETTING BACK FIRST
WELL WE HAD BEEN UP TO THE OPS ROOM TO PREPARE FOR THE NIGHTS TRIP AND BOB BROOKS THE NAVIGATOR HAD A BICYCLE AND ON THE REAR WHEEL ON ONE SIDE WAS FREEWHEEL AND THE OTHER SIDE WAS FIXED – HE ALWAYS USED THE FREEWHEEL SIDE AND RIDING BACK FROM THE OPS ROOM WOULD GO ROUND THIS BEND AND PUT HIS FOOT DOWN AND DIRT TRACK LIKE A SPEEDWAY RIDER WHILE HE WAS IN THE OPS ROOM PREPARING THE NAVIGATION ASPECT WE TURNED THE REAR WHEEL ROUND SO THAT HE WAS ON FIXED AND SO HE RODE ALONG PUT HIS RIGHT FOOT DOWN AND HIS LEFT ONE OUT TO DO A SPEEDWAY RIDERS BROADSIDE AND QUITE NATURALLY CAME OFF HIS BIKE HEADLONG INTO THE HEDGE AND DITCH!!
IMMEDIATELY THE DOC WAS INFORMED AND HE WAS CARRIED TO THE SICK BAY WHERE HE WAS TOLD HE COULD NOT GO THAT NIGHT SO PATCHETT WAS NOMINATED TO COME WITH ME AND MY CREW AND DID NOT LIKE THIS ONE AT ALL!
AND THE FUND THING ABOUT THIS TRIP WAS THAT WE WERE ATTACKED TWICE – WITH PATCHETT SITTING THERE AND ALL OF SUDDEN OVER THE INTERCOM AFTER THE SECOND ATTACK HE SAID “I THINK IN FUTURE ANYTIME YOU WANT ME I WILL COME WITH YOU BECAUSE I DID NOT REALISE THAT YOU AND YOUR CREW WERE SO EFFICIENT OVER THE ENEMY TERRITORY”
I KNOW THAT IT BECAME A BYE WORD THAT I WAS INVARIABLY FIRST BACK THERE WAS VARIOUS NAMES APPLIED TO ME INCLUDING CHAMPION JOCKEY AND IT BECAME ALMOST A MATTER OF PROUD WITH ME
A. TO BE FIRST BACK AND
B. B. FOR ANOTHER CREW ON THE SQUADRON TO BEAR ME BACK WHICH FROM MY MEMORY NEVER DID HAPPEN
THE MAIN ASPECT APPEARED TO BE HOW WAS IT I GOT FIRST BACK AND YET MY FUEL LOGS ALWAYS SHOWED THAT WE DID QUITE WELL REGARDS TO FUEL CONSUMPTION
THE ANSWER WAS SIMPLE AND IT WAS KEPT A CLOSELY REGARDED SECRET WITH MY CREW
THAT WHEN WE WERE TOLD TO START DESCENDING AT CERTAIN POINT I STILL KEPT ALTITUDE AND WOULD COME DOWN IN VERY
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SIMPLE SMALL STEPS STILL WITH THE SAME REVS THE RESULT WAS THAT THE TIME EVERYBODY WAS AT CIRCUIT HEIGHT AND FLYING STRAIGHT AND LEVEL TOWARDS BASE I WAS STILL SOME 1000S FEET ABOVE THEM AND VIRTUALLY AT A SIMILAR POINT RELATIVE TO THE EARTHS SURFACE IN RELATION TO THEM THEN THROTTLING BACK AND PUTTING MY NOSE DOWN I WOULD REACH WHAT ONE MIGHT CALL FANTASTIC SPEEDS FOR THE LANCASTER AND RACE PASS EVERYBODY REACHING BASE FIRST AND NOBODY COULD UNDERSTAND HOW THIS KEPT HAPPENING TIME AND TIME AGAIN
ITS INTERESTING BECAUSE AFTER THE WAR WHEN I WENT BACK TO 83 SQUADRON ON LINCOLN’S I APPLIED THE SAME TECHNIQUE AND WAS INVARIABLE FIRST BACK AGAIN AND NOBODY COULD UNDERSTAND EITHER HOW IT HAPPENED.
ANOTHER THING I WAS NOTORIOUS FOR I SAY NOTORIOUS IN APOSTROPHES AND ITALICS WAS COMING INTO THE AIRFIELD INLINE WITH THE RUNWAY AT NOUGHT FEET CLEAN AS A WHISTLE AND A THIRD OR HALFWAY DOWN THE RUNWAY PULLING UP VERY VERY STEEPLY AND GOING INTO A VERY VERY TIGHT LEFT TURN AND WHEN I WAS IN AN ALMOST UPSIDE DOWN POSITION UNDER CARRIAGE AND FLAPS DOWN AND THROTTLE BACK TEMPORARILY STICK WELL BACK IN MY STOMACH AND A SPLIT ARSE TURN ONTO THE RUNWAY LIKE A SPITFIRE OR HURRICANE. I HAD A FEW ROCKETS OVER THIS BUT NOBODY SEEMED REALLY TO OBJECT TO THIS ONE !!
I THINK INFACT THIS COULD REALLY BE MENTIONED IN THE BOOK IF HE GOT ROUND TO IT
THERE WAS A DRIVER A WAAFF ON 49 SQUADRON AND ALL WE KNEW HER WAS SWISS ROLL SAL AND SHE WAS EXTREMELY KEEN ON MY WIRELESS OP ALF WITH A RESULT WAS WHEN WE LANDED WHOEVER WAS CLOSE BEHIND US SHE WOULD INVARIABLY COME TO OUR DISPERSAL FIRST TO COLLECT US AND GET US BACK TO DE-BRIEFING IT WAS A MATTER OF PRINCIPLE WITH HER! AND I REMEMBER WE HAD BEEN TO LINCOLN THE CREW AND I AND WE HAD GOT BACK TO FISKERTON FIVE MILE HOLT AND YOU CROSSED THE RIVER BY A LITTLE FERRY BOAT IN THE DARK AND SWISS ROLL SAL WAS WITH MY WIRELESS OP AG WITH SOME OTHER WAAFS AND A COUPLE OF OTHER CREWS AND THERE WAS A HILARIOUS MIX UP IN THE BOAT WHEN HALF OF THEM WENT ONTO THE WATER! AND I THINK THAT’S ITS JUST THE FACT AS I SAY EVERYBODY KNEW SWISS ROLL SAL
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
Transcript of interview with Allan Edgar
Dad's Transcript Memories of Crew and Missions 1944 to 1945
Description
An account of the resource
The memoirs were recorded in 1980 at a reunion at Sudbrooke. He starts by describing crewing up at Silverstone. His opinion of the Stirling was that it was awful on the ground and in the air. His first operation was a second 'dickie' (an observer) to Konisberg. On his third trip his bomb aimer opened his chute on the ground so Alan gave him his. Fortunately the trip was uneventful. They took part on an operation to Mailly le Camp which turned into a disaster because the bombing points were obscured. On the next operation they machine gunned a train without appreciating how dangerous it was. Then an operation to Bour Leopold, Belgium led to their Lancaster being heavily damaged. They crash landed at Woodbridge and Alan was awarded the DFC. After the landing they drank all the rum they found in a hut. On the next trip to France they were attacked and the hydraulics were damaged resulting in not being able to open the bomb doors. They returned to the UK with the bombs and successfully landed at Turweston. He was always first back because he maintained height until close to the airfield then dived at top speed for the airfield. The other crews could not understand how he achieved this.
Creator
An entity primarily responsible for making the resource
Alan Edgar
Date
A point or period of time associated with an event in the lifecycle of the resource
1980
Format
The file format, physical medium, or dimensions of the resource
10 typewritten sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Identifier
An unambiguous reference to the resource within a given context
MEdgarAG172180-180704-01
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Great Britain
Poland
England--Cambridgeshire
England--Lincolnshire
England--Nottinghamshire
France--Tours
France--Mailly-le-Camp
Belgium--Leopoldsburg
Poland--Gdańsk
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Temporal Coverage
Temporal characteristics of the resource.
1944
Contributor
An entity responsible for making contributions to the resource
Claire Monk
1 Group
49 Squadron
83 Squadron
air gunner
aircrew
anti-aircraft fire
bomb aimer
bombing
Bombing of Mailly-le-Camp (3/4 May 1944)
crash
crewing up
Distinguished Flying Cross
flight engineer
Fw 190
ground personnel
He 111
Heavy Conversion Unit
Hurricane
Lancaster
Lancaster Finishing School
Lincoln
mess
navigator
Operational Training Unit
pilot
RAF Fiskerton
RAF Silverstone
RAF Syerston
RAF Turweston
RAF Winthorpe
RAF Wittering
RAF Woodbridge
Spitfire
Stirling
target indicator
training
Wellington
wireless operator / air gunner
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1375/23707/PEdgarAG19010038.2.jpg
c8d9be69acfedc0085c8a1162be9bfce
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
Edgar, Alfred George
Edgar, A G
Description
An account of the resource
83 items. The collection concerns Pilot Officer Alfred George 'Allan' Edgar DFC (b. 1922, 172180 Royal Air Force) He flew operations as a pilot with 49 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pip Harrison and Sally Shawcross nee Edgar, 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
2018-07-04
2019-10-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Edgar, AG
Dublin Core
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Title
A name given to the resource
George Charles Bedford
Description
An account of the resource
A half length portrait of a flight engineer George Charles Bedford (1874069 Royal Air Force).
He was the Flight Engineer on A G Edgar's crew in 1944 on 49 Squadron at RAF Fiskerton and with 83 Squadron at RAF Coningsby.
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PEdgarAG19010038
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
Contributor
An entity responsible for making contributions to the resource
Roger Bedford
49 Squadron
83 Squadron
aircrew
flight engineer
RAF Coningsby
RAF Fiskerton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1375/23682/PEdgarAG19010017.1.jpg
94fad744e62fa83547786d867a119585
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1375/23682/PEdgarAG19010018.2.jpg
8961f817676438a8ae76779d820e6527
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
Edgar, Alfred George
Edgar, A G
Description
An account of the resource
83 items. The collection concerns Pilot Officer Alfred George 'Allan' Edgar DFC (b. 1922, 172180 Royal Air Force) He flew operations as a pilot with 49 Squadron.
The collection has been licenced to the IBCC Digital Archive by Pip Harrison and Sally Shawcross nee Edgar, 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
2018-07-04
2019-10-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Edgar, AG
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
Dudley Snooke
Description
An account of the resource
Full length portrait of an airman. On the reverse is 'Dudley Snooke Age 20. Killed on Active Service Sept 28th.'
Date
A point or period of time associated with an event in the lifecycle of the resource
1940
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Language
A language of the resource
eng
Type
The nature or genre of the resource
Photograph
Identifier
An unambiguous reference to the resource within a given context
PEdgarAG19010017,
PEdgarAG19010018
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1940-09-28
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
83 Squadron
aircrew
Hampden
killed in action
pilot
RAF Scampton
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/501/22535/MCurnockRM1815605-171114-010.2.pdf
ceca0a67127007a05d837a67b8652f2f
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
Curnock, Richard
Richard Murdock Curnock
R M Curnock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Curnock, RM
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-18
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Description
An account of the resource
92 items. An oral history interview with Warrant Officer Richard Curnock (1924, 1915605 Royal Air Force), his log book, letters, photographs and prisoner of war magazines. He flew operations with 425 Squadron before being shot down and becoming a prisoner of war.
The collection has been licenced to the IBCC Digital Archive by Richard Curnock and catalogued by Barry Hunter.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
The Kriegie March 2007
Description
An account of the resource
The news-sheet of the RAF ex-POW Association. This edition covers the award of an OBE to the Association's President, the Prisoners of War memorial at Hendon, Trooping the Colour, the annual parade of the Air Cadets, a visit to RAF Cranwell, Lunches, the Long March Re-enacted, the retirement of Robbie Stewart, an obituary for Frank Harper, requests for lost friends, Book reviews, and Recco report on ex-POWs
Creator
An entity primarily responsible for making the resource
The RAF ex-POW Association
Date
A point or period of time associated with an event in the lifecycle of the resource
2007-03
Format
The file format, physical medium, or dimensions of the resource
16 printed sheets
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MCurnockRM1815605-171114-010
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
United States Army Air Force
Royal Canadian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Hampshire
England--High Wycombe
Germany--Hannover
Germany--Mannheim
Malta
Germany--Duisburg
Belgium--Antwerp
Belgium--Brussels
Germany--Luckenwalde
Poland--Żagań
North Africa
Libya--Banghāzī
Poland
Libya
Germany
Belgium
Germany--Ruhr (Region)
England--Buckinghamshire
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.
102 Squadron
103 Squadron
138 Squadron
139 Squadron
150 Squadron
18 Squadron
207 Squadron
32 Squadron
50 Squadron
625 Squadron
7 Squadron
77 Squadron
78 Squadron
83 Squadron
9 Squadron
97 Squadron
air gunner
aircrew
Anson
Blenheim
bomb aimer
ditching
Dulag Luft
flight engineer
Halifax
Harris, Arthur Travers (1892-1984)
Hurricane
Ju 88
Lancaster
Me 109
memorial
mine laying
navigator
Pathfinders
pilot
prisoner of war
RAF Cosford
RAF Cranwell
RAF Halton
RAF Marham
RAF Northolt
RAF St Eval
RAF Wittering
Red Cross
Special Operations Executive
Stalag Luft 3
Stalag Luft 4
Stalag Luft 7
Stirling
the long march
Typhoon
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/483/19134/BBullockWEJBullockWEJv1.2.pdf
c6610ae666cf526b25116a161780062b
Dublin Core
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Title
A name given to the resource
Bullock, William
William Edward James Bullock
W E J Bullock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Bullock, WEJ
Description
An account of the resource
Two items. An oral history interview with Flight Lieutenant William Bullock (1916 - 2017, 566069 Royal Air Force) and a memoir. He served in Egypt and Iraq before serving as an engineering officer at RAF East Kirkby and Coningsby.
The collection has been licenced to the IBCC Digital Archive by William Bullock and catalogued by IBCC Digital Archive staff.
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Bits & Pieces from a Long Career – William Edward James Bullock (Bill)
I joined the RAF on 6 September 1932 shortly before my 16th birthday, as a Halton Aircraft Apprenticeship, to be trained as an Aircraft Fitter. Training over, I was posted in July 1935 to No 13 Army Coop Squadron at Old Sarum, just north of Salisbury. No 16 AC Squadron, and the School of Army Coop, were also based there. Although we were closely linked to the Army, Sarum kept ship’s time. The times for changing the watch were rung on a big ship’s bell hanging outside the Guard Room. We even took a bell with us on joint manoeuvres with the Army. This was no doubt a legacy from the days of the Royal Naval Air Service, forerunner of the RFC and RAF.
I was posted to No 4 Flying Training School at Abu Sueir in Egypt in March 1937. This was a ‘desert station’ 12 miles west of Ismailia, a small town on the west bank of the Suez Canal. During my two and a half years there I enjoyed sand yacht racing, also sailing on Lake Timsah near Ismailia. I did the usual tourist sights – Cairo Museum housing all the King Tutankhamen exhibits etc, and out to Gizeh to see the Pyramids and Sphinx. I could not climb the 450-foot Great Pyramid of Cheops as a sand storm was blowing, but I spent time exploring inside.
With the threat of war looming, No 4 FTS was moved to Iraq to the big RAF base at Habbaniya, on the west bank of the River Euphrates, 55 miles west of Baghdad. From here I got to see the ruins of Babylon, Nebuchadnezzar’s Palace etc, and also the remains of The Hanging Gardens, one of the Seven Wonders of the World. For some time the Iraqi Government had been plotting with Germany to get the British out of Iraq and let in the Germans, especially promising them the Habbaniya base. This would have given Germany access to the oil supplies of Iraq and Iran, a crippling blow to the Allies. Negotiations and threats having failed to move us, the Iraqi Army moved up overnight on the 29 April 1941 and occupied the Plateau, a large 200 foot high ridge of ground less than a mile from the camp. An aerial survey on the 30 April showed that there were 27 field guns and howitzers trained down on the camp, supported by armoured cars and light tanks, assembled there with an estimated 2,000 troops, and more guns could be seen coming from Baghdad.
Meanwhile No 4 FTS had been busily converting its trainer aircraft to act as bombers. A mixture of 28 planes could carry 2x250lb bombs, and another 36 could carry just 8x20lb anti-personnel bombs. As we could only muster 39 pilots from all sources, including the Embassy in Baghdad, we could not deploy the full strength of our bombers at the same time. However we had the support of ten Wellington bombers operating from Shaibah, near Basra, 300 miles south, plus nine Gladiator single-seat fighters loaned to us, with pilots, from Egypt.
Our bombers took to the air at first light and circled the Plateau then, at precisely 5am on 2 May, started bombing. The Iraqi Army immediately started shelling the camp with all their guns, aiming mostly at the hangar area from where a lot of our planes operated. The rest of the planes were on the polo pitch, well dispersed and screened by trees. The RAF suffered heavy causalities that day, losing 22 aircraft and ten pilots, either killed or too seriously injured to fly, as the Iraqi Air Force had also attacked us, with their far superior aircraft.
We stopped our bombing operations at dusk, but the Iraqis kept up their shelling, continuing all through the night. Some estimated that we had a shell every minute from 8pm to 5am next day. So we bombed them heavily every day for the next four days, whilst they bombed and machine-gunned us daily, and continued to shell us day and night. On 6 May the Iraqi Army started to leave
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[Page break]
the Plateau, thoroughly beaten and demoralised by our determined efforts, and we also hammered them well in their retreat.
Peace at last, we thought, but NO! There were a few isolated raids from the Iraqi Air Force for the next ten days then, on the 16 May, we were rather shaken to find that we were attacked by Heinkel 111 bombers and Messerschmitt 110 fighters from the German Luftwaffe. These had sneaked into Iraq and were based at Mosul, an ex-RAF station, 200 miles north of us. By then we had been loaned two long-range cannon-firing Hurricanes from Egypt, which could cope with the Luftwaffe. Once they followed the Luftwaffe back to Mosul after one of their raids, and caught them defenceless on the ground, destroying at least one and seriously damaging others. The Luftwaffe suffered various other mishaps and by 26 May they no longer posed a serious threat to us. We were at peace at last and the very crucial Battle of Habbaniya had been won, with No 4 FTS having played a very important part in it.
I was about due home, having completed my overseas tour, and eventually sailed from Basra on 17 June 1941, the start of what turned out to be a 17-week sea voyage.
We stopped and changed ships, having several days ashore at Bombay, Mombassa, Durham and Cape Town. At Cape Town I managed a trip to the tip of 3,500-foot Table Mountain, via a mile-long cable railway starting from a level area halfway up the mountain – with spectacular views from the top.
I finally arrived at Liverpool on 11 October 1941 and was posted to Cranwell, then on to Wigsley to a Lancaster Conversion Unit. I was commissioned as an Engineer Officer in July 1943 and after various courses finished up early in November as Technical Adjutant at East Kirkby. Here I was in charge of the Technical Library doing technical returns, reports and miscellaneous paper work. I was in charge of the Station workshops, power plant and propeller bays supporting two Lancaster Squadrons at East Kirkby, two at Spilsby and one at Strubby, with replacement engines and propellers. Units for overhaul or repair came back to me at Kirkby, from where I sent the engines to either Derby or Glasgow and propellers to Bolton, Lancashire for overhaul or repair.
Whilst at Kirkby I attended a Hunt Ball at Revesby Abbey where I met my future wife, Mary Brackenbury, a farmer’s daughter from Claxby Pluckacre. Mary was a Leading Firewoman in the Auxiliary Fire Service, on leave from her station at Seaford at the time.
After a year at East Kirkby I was moved to Metheringham as Engineer Office to No 106 Squadron and a hanger full of small single-engined [sic] planes used for navigation training – these were no bother at all and I could just leave their Flight Sergeant to deal with them.
No 106 Squadron had received some of No 617 Squadron’s ‘gutless wonders’. These were Lancasters with their big bomb-doors removed to accommodate Dr Barnes Wallis’s ‘bouncing bomb’ used in the Dam Busters’ Raid. They were very suitable for carrying the big sea mines, which No 106 dropped on their mine-laying ops off the German and Dutch coasts.
On 7 Janurary 1945, after two months’ hard work, I got my big move – posted to Coningsby as Engineer Officer to Nos 83 and 97 Pathfinder Squadrons and promoted to Flight Lieutenant. My job was to supervise the day-to-day servicing of the 40 odd Lancasters from the two Squadrons and ensure that they had whatever aircraft were needed for their ops. Occasionally the call was for ‘maximum effort’, which meant they needed all 40 Lancasters. I copied and always supplied what was needed, though it was a bit of a struggle at times. With the end of the war in Europe in May I
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was eventually posted to Strubby where ‘Tiger Force’ was being assembled. This was a Lancaster Wing, scheduled to go to Okinawa, a Japanese island captured by the Americans. From here we were to bomb the Japanese mainland. My job was to supervise the repair of damaged aircraft and collect any which crashed on return from ops. With the surrender of Japan, Tiger Force was not needed, and I was posted at the end of August to a workshop’s unit 54 RU (Plant) of the Airfield Construction Service. Their job to service and repair Civil Engineering Equipment, such as bulldozers, excavators and suchlike required for building runways. The Wing was scheduled to go to Singapore four days after I arrived but, fortunately, an Advance Party went from 54 RU (Plant) and I was given 14 day’s leave.
Mary and I got a Marriage Licence from the office of the Bishop of Lincoln, allowing us to marry without waiting for Banns to be called in church. We were married in the tiny church at Wilksby on Wednesday 26 September, and on Saturday I was recalled from leave and the following Wednesday I embarked at Liverpool on a ship for Singapore. However we were disembarked at Bombay to wait for the next stage. A week or more later we proceeded on our final stage on the aircraft carrier HMS Venerable. Arriving at Singapore we were accommodated at Seletar, a flying boat base on the east of the island. Our workshop machinery had not arrived and after a couple of months at Seletar we were moved on, eventually settling on Changi Airfield, in tents, very near the temporary runway running out into the sea. This was covered in PSP – large sheets of perforated steel planking – which made a terrible rattling when anything landed or took off. On 3 July 1946 I was sent on a Junior Commander’s Course at Kandy, Ceylon, the last stage of the move being ten hours on a Sunderland flying-boat from Penang to Lake Kogala, in the south of Ceylon. Kandy was a small town, high up in the hills; the RAF unit was just a small training school with no aircraft facilities. Whilst I was there the ‘Perahera’ took place. This was a big religious festival, culminating in a long procession through the streets of Kandy. The procession was made up from the contingents from several temples, each contingent having a large group of priests, led by men cracking long whips, fire-eaters, dancers and a group of elephants. From our vantage point on a hotel balcony I counted over 70 elephants – quite a procession!
The entire procession was led by a sacred elephant from Kandy’s own ‘temple of the tooth’ – so called because it house a casket said to contain a tooth from Buddha. This sacred elephant, reputedly over 100 years old, was not allowed to walk barefoot on the road, so teams of men laid long, wide strips of white silk ahead of him to walk on.
My five-week course over, I moved down to Colombo, capital of Ceylon, and had several interesting days waiting for a ship back to Singapore, five very pleasant days, and much better than the Sunderland.
Arriving back at Changi, I found that with the completion of the runways at Tengah the Airfield Construction Wing was being disbanded. The big majority of the personnel were returning to the UK, and all the plant and transport was being transferred to Air Ministry Works Directorate- the civilian part of the RAF. I was given the job of supervising the rounding up and handing over of all this equipment. At the same time I was to prepare all the plant and equipment required to lay a permanent runway at Changi – the so-called Changi Runway Project.
At the same time, with the runways at Kai Tak (the RAF station on the Chinese mainland opposite Hong Kong) having been completed, their entire stock of plant and transport was to be shipped down to Singapore and the Construction Wing disbanded.
3
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I was given the job of getting everything collected and somehow hauling it out to Changi, 18 miles away. Our compound at Changi Point was on the sea edge, very near where a fresh water creek joined the sea. At some high tides a group of crocodiles would gather there, probably enjoying the fresh water. They were only 100 yards or so away, about eight or ten of them, up to around 16 feet long as far as we could estimate. They did not really bother us but one man, working in his boat, looked up to see a big crocodile steadily watching him, just a few feet away – he swore that it was as long as his boat – 16 feet and quite capable of taking a bite out of his boat to get at him. We were also paid a visit by a young five-footer, which swam up an open drain into the compound. We tried to fence him in with some tent floorboards but he smashed his way out, and back out to sea at top speed!
At this time the Air Ministry was settling its peacetime establishment of Engineers. The senior, older men were offered permanent commissions, the Air Ministry knowing that in a few years they would all be retiring. To us younger 25-30 year olds they would only offer short service commissions, giving time to sort out whom they wanted to keep. They offered me a short service commission, but back on aircraft, and refused to let me stay in airfield construction. I wanted a workshop’s job, so refused the offer and did things my way. I relinquished my War Emergency Commission, came home, had three months’ leave, and then rejoined [sic] ‘in the ranks’. I then changed trades – from aircraft fitter to general engineer – and spent the next 18 years a Warrant Officer in charge of various workshop units, at home and in Germany. I had a ‘Mentioned in Despatches’ from war service and, in my post war service, had three Commander in Chief’s Commendations, with cash awards for technical inventions and an AOC Commendation for Efficiency. To me, that justified the decision I had made regarding my career. I finally retired from the RAF in April 1966 and joined Horncastle RDC as a Clerical Officer.
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Title
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Bits and Pieces from a Long Career
Description
An account of the resource
Covers the period from joining as a Halton Apprentice in September 1932 for training as an Aircraft Fitter. Through the completion of his training and posting to 16 squadron, before being transferred to Egypt in 1937 and on to Iraq with No 4 Flying Training School. In April 1941 he was present at the Battle of Habbaniya when the Iraqi army and German Luftwaffe attempted to capture the base. On return to the United Kingdom he was commissioned as an Engineering Officer and served at East Kirkby, Metheringham, Coningsby and Strubby. Post war he was involved with airfield construction in the Far East. When the Air Ministry re-structured the post war RAF, he relinquished his wartime commission re-mustered to General Engineer and spent the next eighteen years running station workshops in the UK and Germany.
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IBCC Digital Archive
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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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Four typewritten sheets
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BBullockWEJBullockWEJv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Egypt
Great Britain
Iraq
England--Lincolnshire
Iraq--Mosul
Temporal Coverage
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1937
1941
1943
1945
Creator
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William Bullock
Conforms To
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Pending review
Contributor
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Bradley Froggatt
106 Squadron
83 Squadron
97 Squadron
fitter airframe
ground crew
ground personnel
Pathfinders
RAF Coningsby
RAF East Kirkby
RAF Halton
RAF Metheringham
-
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
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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.
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IBCC Digital Archive
Date
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2016-07-01
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Bennett, T
Transcribed document
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Transcription
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[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
An unambiguous reference to the resource within a given context
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
-
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Leedham, Alma
Alma Lucy Muriel Leedham
A L M Leedham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
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Leedham, A
Description
An account of the resource
Four items. An oral history interview with Alma Lucy Muriel Leedham (1922 - 2020, 455833 Royal Air Force), memoirs of herself and her husband Warrant Officer Terence Leedham an armourer who also served on a number of bomber command stations. She served as a driver in the Women's Auxiliary Air Force stationed at RAF Scampton and East Kirkby.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alma Leedham and catalogued by Nigel Huckins.
Date
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2016-05-14
2017-05-26
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.
Transcribed document
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Alma Leedham
I was born in Fulham, London on 26th June 1922. I am now 91 years old and trying to put into words some of the things that have happened during the years so far. I had no sisters and just one brother. Graham was two years younger than me and from the age of 6ys I was made responsible for his safety. London was a wonderful place in those days. We were allowed to wander off and visit Museums and anything that was ‘Free of charge’.
.We [sic] learnt to swim in the Thames and were constantly going over the bridge into Putney for the start of the Oxford & Cambridge boat race each year. When I was 11 years old the family moved to Kingston-on-Thames. Because I had been run over by a car when I was 9yrs old I did not go to school for several weeks (in those days it was not considered important for a girl to do well at school – she would grow up and get married). I was just 14yrs and 1 month when I left school and got a job as an apprentice dressmaker. I made tea, washed up and went out to buy buns for the ladies tea break during which time, I also had to take material to another shop where buttons and belt buckles were made to order. I was there for about 6 weeks, earning 5 shillings per week and I got the sack for sliding down the banisters.of [sic] the 3 storey workshop. Apart from getting another job on the way home, not a lot happened until War was declared in September 1939. By then I was 17yrs of age and working as a Progress Chaser at Hawker Aircraft where the Hurricanes were being built. I stayed with them until near the end of 1941 when I decided to join the RAF
Learning to drive at Blackpool was not easy. There were 3 girls to each car and, when 4 of our ”Teachers” were picked up on a smash-and-grab raid by the Police, we had to start from “scratch” in North Wales which, at that time of year, was really beautiful with all the many rhodedendrons [sic] in full bloom. Three weeks on cars followed by another 3 weeks on lorries found most of us having passed all tests. Our half days were spent on classroom work where we learnt all about what went on under the bonnet
Early in June 1942 I was posted to RAF Scampton in Lincolnshire where as WAAFs we were billeted in what had been originally, the married quarters. There were 3 of us to a room. Kath Williams (known as Bill), Vivian Winsome and myself. I think there were at least two more girls in the upstairs bedroom. (I little knew then that my second daughter would be born in the same house, No 18,. Some years later) Of course we only used the house for sleeping and our meals were served in the main cookhouse which also served as a cinema in the evenings. Driving all types of vehicles and meeting all sorts of people was soon part of the daily round. At that time Squadrons using the 4 hangers were 83 Sqdn who were in the process of changing from Wellingtons to Lancasters and 49 Sqdn who were flying Manchesters. Manchesters only had 2 engines and so, apparently, were not able to travel the required distances to Germany and were taken out of use. 83 Sqdn had been posted down south where I think they became part of the Pathfinders and, 57 Sqdn from Feltwell in Norfolk arrived as their replacement. It was then that I was transferred from a general driver in the MT Service area to 57 Sqdn as a tractor driver; taking the bombs from the Bomb Dump to the kites (as the planes were called in those days).. My house mate, Vivian, worked in the Bomb Dump and each morning she would have 6 bombed up trolleys (2 bomb loads) ready for me to take to the aircraft that would
[page break]
Be flying that night and I would leave for the dispersal points where the armourers would be waiting to take one 4,000 bomb and 2 loads of incendiaries for each aircraft. I soon got to know quite a few of the Ground Crews and to cut a long story short, among them was the man who was destined to become my future husband. Lofty Leedham (he was 6’2”) as he was known then was a Flight Sergeant in charge of the guns and turrets and the men who worked on them. Our boss was Warrant Officer Cook but, to tell you about him would make my story a great deal longer. It was quite a while before I discovered that Lofty’s Christian name was Terry. Our first date was on 6/06/43 and early in July Terry came down to Kingston-on-Thames to meet my Mum & Dad. In the August, only a month later 57 Sqdn was moved to East Kirkby where A Flight of 57 became part of the newly formed 630 Sqdn. We got married on 12th September from my parents home in Kingston-upon-Thames. Due to “rationing” and a shortage of everything, our wedding took place with me wearing a borrowed wedding dress but, we did manage with the help of neighbours, who gave us their food coupons, to have a small Wedding cake. Because the arrangements we had made for our honeymoon collapsed, we spent the next week living with my parents and going to London most evenings to see some of the shows. We did manage to see the Beverly Sisters and Danny Kaye before going back to East Kirkby where arrangements had been made for us to live “Off Camp”. the farm/pub where we slept was homely and was also very handy, as the bottom end of the farm was the boundary of the RAF perimeter and it was just a case of lifting our bikes over the railing and cycling round the Airfield to where we worked. It was then that I was put on night duty, so we were almost just passing each other, either to go to work or to come home each morning and evening. But that didn’t last for long when the discovery that I was !expecting! got me sent home to Mum & Dad. So I was no longer a member of the RAF. When in August of the following year our first daughter, Lesley, was born, we managed to find ‘Living Out’ accommodation in Lincoln which was some way from being ideal. Being back at RAF Scampton was like going home for us. We eventually were given the opportunity to taking over one of the Married Quarters with the provision that we clean it up and make it liveable. That was when we moved into No 18. and where our second daughter, Valerie was born, almost exactly 2 years after Lesley. (just 4 days difference). This was quite soon after we had found a nine month flatcoat (like a golden retriever only black). We called him “N*****” after Guy Gibson’s dog. He was a birthday present for Lesley. In those days we didn’t have much money so we were very pleased when the local butcher gave him to us. His history was that he had been bought by a couple for their son who had unfortunately been killed in Germany and they were unwilling to keep the dog. N***** spent many years with us but there were times when we had to leave him with my parents. For instance, when Terry was posted to the middle East and Singapore. I often had to wait a long time for a married quarter to become available but when I was able to take the girls to where ever Terry was serving I had to leave N***** with my family and go. . . N***** was always so pleased to see us each time we came home. The years passed and when we were living near Salisbury and the girls were starting to go to school there were no married quarters available, so we bought a caravan and got permission to live in the grounds of the nearby School of Chemical Warfare where Terry was in charge of “Working with Chemicals” . . Soon after we moved into the married quarter. I discovered that I was expecting another baby who arrived in the January and was our son, Richard. We now had three Children. . The next posting was Singapore and
[page break]
I waited 15months [sic] before getting a trip on the Asturius, (troopship) with the girls to join him. . The Suez Canal was not available for us in those years so, a trip round the bottom end of Africa lengthened our journey to Singapore. Terry met the ship on the harbour and took us to our new home in Serangoon Valley. (All this was written some time ago and I am now trying to make some sort of finish. (Terry died 25years [sic] ago and my memory is not quite what it was . . . . I am now 93 years old. .
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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Alma Leedham's memoir
Description
An account of the resource
Tells of early life in London, joining the Woman's Auxiliary Air Force in 1941 and training as a driver. Relates experiences at RAF Scampton and then with 57 Squadron as a tractor driver pulling bomb trolleys. Subsequently went to East Kirkby. Married Terence Leedham who was an armourer on 57 Squadron in late 1943. Left the Woman's Auxiliary Air Force on expecting her first child. Continues with family history at RAF Scampton and postings to the middle east and Singapore.
Creator
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A Leedham
Format
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Three page printed document
Language
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eng
Type
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Text
Text. Memoir
Identifier
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BLeedhamALeedhamAv1
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Civilian
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--London
England--Lincolnshire
England--Kingston upon Thames
England--Surrey
Temporal Coverage
Temporal characteristics of the resource.
1942-06
1942-09-12
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Contributor
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Steve Baldwin
49 Squadron
57 Squadron
630 Squadron
83 Squadron
animal
bomb dump
bomb trolley
ground personnel
Lancaster
love and romance
Manchester
military living conditions
military service conditions
RAF East Kirkby
RAF Scampton
service vehicle
tractor
Wellington
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/759/17850/SCruickshankG629128v10001.1.jpg
031aefabf0c6e0195ffd114c5e33d960
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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Cruickshank, Gordon
G Cruickshank
Description
An account of the resource
76 items. Concerns the life and wartime career of Flight Lieutenant Gordon Cruickshank DFM who joined the Royal Air Force in 1938. After training as an air gunner he flew 52 operations on Manchester and Lancaster with 50, 560 and 44 Squadrons. Collection consists of a 1956 memoir with original photographs donated separately, a memoir of his life on squadron from December 1941, his logbooks. a further notebook with memoir, playing cards annotated with his operations, official documents, lucky mascots, medals and badges, dog tags, memorabilia, crew procedures, as well as photographs of aircraft, targets and people.
The collection has been loaned to the IBCC Digital Archive for digitisation by Linda Hinman and catalogued by Nigel Huckins
Publisher
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IBCC Digital Archive
Date
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2015-04-28
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Cruickshank, G
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Permission granted for commercial projects
Transcribed document
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Transcription
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[underlined] THE LANCASTER WHICH KNEW ITS OWN WAY HOME [/underlined]
One of the most famous Lancasters of the Royal Air Force – Number R 5868 – which was stored at a Maintenance Unit at the end of the war – is now located at the main gate at RAF Scampton.
Lancaster R 5868 flew 137 sorties over enemy territory during the world war. Some years ago it was selected by Bomber Command for preservation, because it was believed to have completed more operations than any other surviving heavy bomber belonging to the Command. It suffered only minor damage from enemy causes and strangely the most hazardous moments of its career occurred during accidental encounters with other friendly aircraft. It was affectionately said to be able to find its own way back from any target in Europe. In spite of its distinguished record, little of the aircraft’s history has previously been related.
It joined No 83 Squadron at Scampton, Lincs, as ‘Q’ for “Queenie” in the summer of 1942. Its first operation was on July 8th, against Wilhelmshaven. Three days later it took part in the famous dusk raid on Danzig, up to that time the most distant target attacked by Bomber Command. In the following weeks it attacked a variety of targets in Germany and on September 14th, returning from Wilhelmshaven, had the first of its several narrow escapes, being fired on from the rear turret of another four-engined twin-tailed aircraft – presumably another Lancaster – the wireless operator being wounded.
On November 6th it made its first trip to Italy, dropping a 4,000 lb “cookie” on a target at Genoa. On January 16th, 1943 it made the first of its night sorties to Berlin. Then followed raids on many other targets, whose names became almost household words from the Bomber Command Communiques – Cologne, Stuttgart, Dortmund, Dusseldorf, Munster, Lorient, St Nazaire and others. During the latter part of its service with No 83 Squadron “Queenie” flew from Wyton, Hunts, with the Pathfinder Force.
In November, 1943 after a thorough overhaul, Lancaster R 5868 joined No 467 Squadron, Royal Australian Air Force, at Waddington, Lincs, becoming “S for Sugar”. On the 26th day of that month returning from Berlin, it was involved in an incident which nearly ended its career. This is best described in the breezy style of the Australian squadron’s operations diary:
“Flying Officer J.A. Colpus tried Aussie rules football with another Lancaster and tried to bump it out of the sky. The aircraft went into a severe dive to port, but by applying full rudder and aileron trim the aircraft straightened, but it still needed a lot of pressure on both the rudder pedals and the control column to maintain height. The aircraft was our old reliable “S for Sugar” and it had completed 80 trips. In this kite the pilot and navigator go to sleep coming home, for it knows its own way back from almost any target”.
On May 11th, 1944 “Sugar” completed its 100th operation – against Bourg Leopold in Belgium. Many officers and airmen at Waddington waited up to toast the veteran on completing the century. As it happened “Sugar” may be counted lucky to have returned on this occasion. There was intense activity by enemy fighters, and in nine-and-a-half minutes two JU 88s made ten determined attacks. By skilful crew co-ordination and evasive action, “Sugar” escapes unscathed. Its last sortie of the war was on April 23rd, 1945 against Flensburg, but owing to thick cloud no bombs were dropped.
On the side of R 5868, beneath the port windows are 137 bomb silhouettes painted on by the ground crew, one for each sortie, and emblems of a DSO and three DFCs won by aircrews who flew it. Below is inscribed without comment the memorable boast – “No enemy planes will fly over Reich territory – Hermann Goering.”
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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The Lancaster which knew its way home
Description
An account of the resource
Story of Lancaster Number R 5868 once the gate guard at RAF Scampton. Relates that it flew 137 operational sorties and suffered only minor damage. Served on 83 Squadron in 1942 at RAF Scampton and mentions some of its operations including Wilhelmshaven, Genoa and other German and French targets. Then flew from RAF Wyton as pathfinder. After overhaul, joined 467 Squadron Royal Australian Air Force at RAF Waddington. Relates other stories concerning the aircraft. Completed its 100th operation to Bourg Leopold in Belgium on 11 May 1944. Tells of encounter with Ju-88. Last operation to Flensburg on 23 April 1945.
Format
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One page typewritten document
Language
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eng
Type
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Text
Text. Personal research
Identifier
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SCruickshankG629128v10001
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Royal Australian Air Force
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--Lincolnshire
Germany
Germany--Wilhelmshaven
Poland
Poland--Gdańsk
Italy
Italy--Genoa
Germany--Berlin
Germany--Cologne
Germany--Stuttgart
Germany--Dortmund
France
France--Lorient
France--Saint-Nazaire
Belgium
Belgium--Leopoldsburg
Germany--Flensburg
Germany--Düsseldorf
Germany--Münster in Westfalen
Germany--Ruhr (Region)
Temporal Coverage
Temporal characteristics of the resource.
1942
1943
1944
1945
Publisher
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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 Baldwin
467 Squadron
83 Squadron
Distinguished Flying Cross
Distinguished Service Order
Ju 88
Lancaster
Pathfinders
RAF Scampton
RAF Waddington
RAF Wyton
-
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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Stephenson, Stuart
Stuart Stephenson MBE
S Stephenson
Publisher
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IBCC Digital Archive
Identifier
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Stephenson, S
Description
An account of the resource
20 items. An oral history interview with Stuart Stephenson MBE, Chairman of the Lincs-Lancaster Association, and issues of 5 Group News.
The collection was catalogued by Barry Hunter.
In accordance with the conditions stipulated by the donor, some items are available only at the International Bomber Command Centre / University of Lincoln.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Transcribed document
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Transcription
Text transcribed from audio recording or document
Copies sent to:
Stns. 9
S Th 10
B 6.
[Indecipherable] 2
Base 1
[Stamp] Base Copy.
V GROUP NEWS V
JUNE * 1944 * [deleted] SECRET [/deleted] * NO * 23
FOREWORD by A.O.C.
June has proved to be a month of record achievements. For the first time in its history the Group despatched 3,000 sorties of which a very high percentage were successful. Much of this success is due to the flare and marking teams who are now getting into their stride, and there has been a similar improvement in bombing. For the first time the average crew bombing error from 20,000 feet for the whole Group is below 200 yards. If the reduction of 50 yards which was achieved during June can be repeated during July, the number of bombs falling on the average target will be increased by something in the order of 50. This can be seen by looking at any P.R.U. photograph and counting the number of craters which are shown in open fields on either side of the target.
I therefore ask all crews to continue with their efforts to reduce bombing errors in the knowledge that by doing so they will add to the striking power of the Group to an extent which could be achieved by no other means. The new orders for maintenance which have recently been issued should help the Instrument Section, upon whom so much depends, to improve the serviceability of the sight, and eliminate minor inaccuracies.
On two occasions during the month the Group came up against the main strength of the German Night Fighter Defences, and on both occasions suffered serious losses; although over the whole month the missing rate was below the average for previous months. Nevertheless these instances show the vital importance of gunnery and the need for improving results by every means in our power.
There is ample evidence that the combined power of the rear and mid-upper turrets will bring down enemy fighters if the aim is correct. As an example, there is the case of “M” of 207 Squadron whose crew on the night of June 9/8th destroyed two JU. 88 and one ME.110. Although results such as this will always remain exceptional, it should be possible to improve the accuracy of aim over the present general standard. Fighters are now available in 1690 Flight for affiliation exercises and every chance must be taken whenever the weather is suitable especially at night. The bombing team has shown how greatly it can improve its results by methodical training and analysis and I now look to the gunnery team to do likewise. I will do everything in my power to provide them with means and facilities for training, but much is a matter for each gunner. Night vision, methodical search, aircraft recognition, turret manipulation, clearing stoppages, can only be improved by hard individual work.
The effort which the Group has put in during the month had been made possible by the high standards of serviceability which have been achieved, and I congratulate all ranks who have helped to get aircraft and equipment into the air. The Armament sections have loaded a record tonnage of bombs while all other sections on each station have contributed their full share to the success achieved.
Finally, I congratulate No. 51 Base on completing more than 8,000 hours of training and passing out a record number of crews. In particular I would mention No. 5 L.F.S. who completed a month’s flying with no avoidable flying accidents.
[Page break]
GUNNERY
[Underlined] BASE GUNNERY LEADERS [/underlined]
June has seen the establishment of a S/Ldr Air Gunner at each Base, and a list of the officers concerned is appended at the foot of this paragraph. Whilst these officers will be concerned with all Gunnery matters, their main functions is to improve the standard of training throughout the Group, as it has long been realised that with long periods of operations the Squadron Gunnery Leaders are fully occupied and can find little time for all the other aspects of Gunnery. The Base Gunnery Leaders will, therefore, be able to devote their time to improve training facilities and equipment, and to ensure that the equipment is available in sufficient quantity to ensure the maximum benefit being obtained from it. They will also be able to supervise the preparation of Gunners for Gunnery Leader, A.G.I. and Specialist Sighting Courses, to enable the candidates to have the best possible chance of passing these courses, thus avoiding wastage of valuable vacancies. The appointment of these Officers to S/Ldr posts offers more advancement for Gunnery Leaders, and is an indication that the importance of air gunnery is receiving recognition. We wish the officers concerned good luck in their new appointments, and hope that very shortly dividends will be paid by this new establishment.
51 BASE – S/LDR HIPKIN
52 BASE – F/LT McCURDY
53 BASE – F/LT BEALE
54 BASE F/LT HOWARD
55 BASE – F/LT BREAKEY
[Underlined] GUNNERY LEADERS’ MOVEMENTS [/underlined]
An error appeared in the Movement’s column for May, regarding 467 and 44 Squadrons, and is corrected below.
F/Lt Clarke ex 1660 Con. Unit to 44 Sqdn.
F/Lt Cleary ex 27 O.T.U. to 467 Sqdn.
Other movements are:-
S/Ldr Undery ex 1690 B.D.T.F. to H.Q. No. 5 Group.
F/Lt Cass, ex L.F.S. to 630 Sqdn.
[Underlined] COMBAT REPORTS [/underlined]
Considerable time is wasted in returning incorrect combat reports to Squadrons, through claims being made which do not conform to the standards laid down by Bomber Command, as issued to all Units. The Gunnery Leaders must ensure that information entered is correct in every detail and that all claims are submitted under one of the headings, i.e. “Destroyed”, “Probably Destroyed” or “Damaged”. Numerous incidents occur when information regarding Tail Warning Devices is incomplete, and it is emphasised that this is most important and must be included in combat reports. Combat reports could be forwarded to Headquarters 5 Group more quickly than at present; the standard pro-forma is now in general use and should help in the preparation of reports. Units should check that only this amended pro-forma is used for this purpose.
This Month’s Bag
[Cartoon]
[Underlined] DESTROYED [/underlined]
Sqdn. A/C Letter Date Type of E/A
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. JU. 88 (c)
207 “M” 7/8.6.44. ME. 410 (c)
630 “Y” 9/10.6.44. JU. 88 (c)
44 “O” 9/10.6.44. ME. 109 (c)
97 “D” 9/10.6.44. DO. 217 (c)
50 “U” 15/16.6.44. JU. 88 (c)
207 “F 21/22.6.44. ME. 109
57 “G” 24/25.6.44. ME. 109
57 “G” 24/25.6.44. JU. 88
97 “Q” 24/25.6.44. JU. 88 (c)
207 “B” 24/25.6.44. ME 109
[Underlined] PROBABLY DESTROYED [/underlined]
106 “G” 6/7.6.44. ME. 110 (c)
467 “X” 21/22.6.44. T/E.
[Underlined] DAMAGED [/underlined]
207 “J” 1.6.44. T/E (c)
57 “P” 1.6.44. JU. 88
50 “D” 6.6.44. ME. 410
9 “O” 6/7.6.44. JU. 88 (c)
630 “O” 6/7.6.44. JU. 88 (c)
630 “V” 9/10.6.44. JU. 88 (c)
97 “Q” 9/10.6.44. JU. 88 (c)
106 “F” 14/15.6.44. FW. 190 (c)
207 “D” 24/25.6.44. ME. 109
Claims annotated (c) have been confirmed by Headquarters, Bomber Command.
[Underlined] ODD JOTTINGS [/underlined]
A new type of two-piece flying suit is on trial in 53 Base, and the results will, in due course, be made available.
Replies have been received from all Units in the use of the Pilot type parachute for rear gunners and recommendations forwarded to H.Q. Bomber Command. With slight modification to the turret, this idea seems feasible, but may call for a revision in the type of clothing to be worn.
Ampro projectors are appearing in operational units for assessing Cine Gyro films. The establishment is one per station.
Units are again reminded that filters suitable for the Shadowgraph and 16 m.m. projector for use in night vision training are available. When requesting an issue of these filters from H.Q. 5 Group, units are to confirm that they have a [underlined] fully [/underlined] blacked out room for night vision training.
CLAY PIGEON SHOOTING
Instructions have now been issued to all Stations to construct a sandbag traphouse for clay pigeon shooting, and full details given for the layout of the range. Severn P.F.O’s are attending the Instructor’s Course on the 7th July, and the remainder on the 23rd July; these instructors will pass on to Unit Gunnery Leaders instructions for these practices, to ensure that at least two officers are available for conducting the exercises. Gunnery Leaders should press for the construction of the traphouses and ensure that all equipment is overhauled and ready for use.
AIR TRAINING CARRIED OUT IN CONVERSION UNITS AND SQUADRONS DURING JUNE.
[Table of Fighter Affiliation and Air Firing Exercises by Squadron]
Fighter Affiliation Grand Total = 1493
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 2
[Page break]
AIR BOMBING
[Underlined] ATTACKS ON LIMOGES MARSHALLING YARDS [/underlined]
1,424 bombs were dropped. Of this total 844 craters have been counted on the P.R.U. photographs. We can therefore only consider 59% of the total number of bombs dropped.
The M.P.I. of all craters was established and a circle of radius 150 yards was drawn. Inside this circle the number of craters that could be counted totalled 152 and the remaining 692 craters were counted outside the circle. Therefore the Pilot and Air Bomber’s error for 692 bombs was greater than 150 yds.
With our 152 bombs inside the 150 yards circle we achieved 10 hits per acre and if we assume that of the bombs not counted, we obtained the same percentage inside 150 yards our hits per acre would increase to 17.
There were 211 bombs between the 150 yards and 250 yards circles. The maximum errors permissible for these bombs to get them into the 150 yards circle are:-
125 yards – average line error
160 yards – average range error
We all agree that these limits are reasonable and that crews should not have errors in excess.
Now, if the bombs had been contained in the limits of 125 yards line and 160 yds. range, our resultant average radial error about the M.P.I. would be 175 yards. This would mean that instead of sending the 96 aircraft to Limoges that we had to, we need only have sent 59 aircraft to achieve the same number of hits. We would then have had 37 aircraft free to attack the factory at ??? There were, of course, 330 bombs seen outside the 250 yards circle and great effort must be made to eliminate the errors that were responsible.
The Moral! – You must practice, practice and practice until you are a certain “A” category crew.
!!! [Underlined] CREW CATEGORISATION [/underlined] !!!
A+ Crews – 60 yards or less
A Crews – 100 yards or less
B Crews – 100 yds. to 150 yds.
C Crews – 150 yds. to 200 yds.
D Crews – Over 200 yards.
[Underlined] RESULTS [/underlined]
[Table of Crew Categories by Base]
[Underlined] “GEN” FROM THE BOMBING RANGES [/underlined]
[Underlined] EPPERSTONE: [/underlined] Plotted 1597 bombs aimed by 309 aircraft.
[Underlined] OWTHORPE: [/underlined] Plotted 1510 bombs aimed by 319 aircraft.
[Underlined] WAINFLEET: [/underlined] Plotted 2056 bombs aimed by 440 aircraft.
HIGH LEVEL BOMBING TRAINING
[Table of High Level Bombing Training Statistics by Squadron and Conversion Unit]
THE BEST RESULTS FOR JUNE
In the April “News” it was threatened that owing to the improvement in Crew Errors, it may be necessary to lower the qualifying figure for the inclusion of errors in this column. June has produced the largest number of below 100 yards errors yet, and in consequence only those crews who have obtained crew errors of 80 yards or less, converted to 20,000 ft. can receive publicity.
Squadron or Con. Unit. Pilot Air Bomber Navigator Error at 20,000 feet.
9 F/O Blackham F/O Elphick F/O Wenger 72 yards
44 F/L White Sgt Jenkins F/S Jones 66 yards
P/O Baxter W/O Young W/O Rutherford 50 yards
P/O Stewart Sgt Stubbs Sgt Wright 65 yards
49 P/O Appleyard F/S Jameson F/S Blumfield 78 yards
P/O Arnold F/O Dewar W/O Fleming 72 yards
57 F/S Clark Sgt Johnson Sgt Lugg 65 yards
83 P/O Meggeson W/O Franklin F/O Wicker 65 yards
F/O Kelly F/O Irwin Sgt Burleigh 58 & 64 yards
97 F/L Van Raalte F/O Arnold F/S Williams 52, 69 & 78 yards
S/L Ingham F/O Perkins F/L Chatten 69 yards
467 P/O Waugh F/S Southgate F/O Semple 67 yards
F/L Brine F/S Luton F/S Sutton 80 yards
617 P/O Duffy F/O Woods F/O Bell 42 yards
F/O Knights P/O Bell F/O Rhude 48 yards
P/O Jingles F/S Hazell F/O Beal 63 yards
619 P/O Johnson Sgt Vaughton F/S Tranter 79 yards
F/L Howes F/O Baker F/L Harrison 74 yards
1654 C.U. F/S Beharrie Sgt Dean Sgt Brownhall 74 yards
F/S McKechnie F/S Wallace Sgt Little 53 yards
1660 C.U. P/O Dyer F/S Howard F/S Lemaire 74 yards
F/S Millar F/O Banks W/O Wilday 70 yards
1661 C.U. F/O Franks F/O Orry Sgt Roe 78 yards
F/O Furber Sgt Le Marquand F/O Hassel 78 yards
5 L.F.S. S/L Smith Sgt Wallis Sgt Page 49 yards
F/O Edwards F/S Wallace F/O Nunn 54 yards
Congratulations to F/L Van Raalte and crew, 97 Squadron for the outstanding 3 exercises!!!
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 3
[Page break]
AIR BOMBING (CONTD.)
[Underlined] “GEN” FROM THE SQUADRONS [/underlined]
[Underlined] 50 Squadron (F/Lt Hearn, D.F.C) [/underlined] report that to try and reduce bombing errors to a minimum a system of practice bomb plotting on small perspex covered boards is being inaugurated. The errors will be plotted on this board and the reason explained verbally to the Air Bomber, Captain and Navigator. In case of suspected instrument error the Bombing Section will examine the results plotted with the Instrument Section.
[Underlined] 57 Squadron (F/L Keats) [/underlined] report that a modification to permit the emergency jettisoning of smaller H.E. bombs only when a mixed load of 4,000 H.C. and other H.E. bombs is carried has been suggested by an Air Bomber and submitted for approval. An isolation switch would be incorporated in the circuit between the Connell Pre-Selector and No. 13 Station. This switch would be permanently wired down except when the special load of 4,000 H.C. and other H.E. bombs is carried, in which case it would be left up for take-off and put down by the crew when a height of 4,000 feet is reached. In the event of engine failure at take-off, the pilot could jettison the smaller H.E. bombs safe with the jettison toggle instead of the normal jettisoning of containers by Type H Jettison.
[Underlined] 52 Base [/underlined] report that [underlined] 12 [/underlined] aircraft took off between [underlined] 08.30 hours and 09.30 hours [/underlined] on 4th July to carry out High Level Practice Bombing. Early morning details can be sure of the best bombing weather!!
[Underlined] 106 Squadron (F/L Morgan) [/underlined] report the following outstanding exercise:-
Pilot:- F/O Meredith
Air Bomber:- F/O Mitchell.
As the port outer engine had to be feathered before completion of the cross country, bombing was carried out on only three engines. As Gee was thus u/s and as petrol was running short, no wind was found, but the wind velocity found on the last leg of the cross country was used for bombing. This wind velocity was found at 18,000 feet, whereas the bombing was carried out at 14,000 feet owing to having only three engines. Thus a fairly large vector error of 214 yards (Converted to 20,000 feet) resulted, but the bomb aimer’s error was only 16 yards at 14,000 feet, which is an error of 19 yards when converted to 20,000 feet.
[Underlined] BOMBING LEADERS’ CORNER [/underlined]
Bombing Leaders in 54 Base are:-
83 Squadron – F/L Bedell
97 Squadron – F/L Rogers, D.F.C.
627 Squadron – F/L Mitchell
[Underlined] F/L Harris, D.F.C. [/underlined] has arrived from H.Q. 6 Group to take over Bombing Leader duties at No. 5 L.F.S. Syerston.
[Underlined] F/L Honnibal [/underlined] (ex 92 Group) has succeeded F/L Keats as Bombing Leader to 57 Squadron.
[Underlined] F/L Keats [/underlined] (57 Squadron) has moved to H Q 92 Group.
[Underlined] BOMBING LEADERS’ COURSES [/underlined]
F/O Clegg (44 Squadron), F/S. Booth (619 Squadron) and F/O Linnett (207 Squadron) obtained “B” Categories on No. 84 Course and F/O Nugent (61 Squadron) obtained “B” Category on No. 85 Course.
[Underlined] SQUADRON BOMBING COMPETITION [/underlined]
The month of June was notorious for bad weather, numerous operations and stand-by’s. Hence the competition entries were fewer in number than of late. It has been decided to include the Conversion Units in the Competition under the same rules as for the Squadrons. It is realised, however, that they have an advantage over Squadrons in so far as they have considerably more qualifying entries from which to make selection. However it is hoped that squadrons will make determined efforts to beat the Conversion Units in July. Out [sic] congratulations are extended to 51 Base for their high standard, and their commanding positions in this, their first entry!!
PILOT AND AIR BOMBER’S ERROR AT 20,000 FEET
1st 1654 C.U. – 60 yards
2nd 619 Squadron – 62 yards
3rd 1660 C.U. – 68 yards
4th 1661 C.U. – 69 yards
5th 44 Squadron – 70 yards
6th 467 Squadron – 78 yards
7th 5 L.F.S. – 83 yards
8th 49 Squadron – 85 yards
9th 83 Squadron – 90 yards
10th 9 Squadron – 92 yards
11th (630 Squadron- 96 yards
(106 Squadron 96 yards
13th 463 Squadron- 107 yards
14th 97 Squadron – 109 yards
15th 207 Squadron – 116 yards
16th 57 Squadron – 124 yards
Non-qualifying Squadrons:-
17th 50 Squadron (6 exercises)- 106 yards
18th 61 Squadron (3 exercises)- 91 yards
[Underlined] BOMBING LEADER COMPETITION [/underlined]
F/Lt Walmsley, D.F.C. – 52 Base – 76 yards
[Underlined] BIGCHIEF COMPETITION [/underlined]
G/Capt Johnson, D.F.C., A.F.C. – 88 yards
(R.A.F. Station, Syerston)
[Underlined] ? ? AIR BOMBERS’ QUIZ ? ? [/underlined]
1. What can cause an apparent Vector error in practice bombing?
2. List the possible causes of Large Random Errors.
3. What errors in practice bombing will be caused by low suction?
4. If you set the wrong T. V. what kind of error will you get?
[Underlined] MARK XIV BOMBSIGHT – DO’S AND DON’T’S [/underlined]
DO:- (i) set Bomb T.V. (the TV’s of all bombs likely to be dropped should be recorded on the levelling card on the top right-hand corner of the computor).
(ii) Set Target height against Q.F.E. ([underlined] SEA LEVEL PRESSURE [/underlined]).
(iii) Set [underlined] INDICATED [/underlined] Wind Speed because Bombsight Computor works on Indicated Air Speed and indicated height (indicated wind can be found from true wind by SUBTRACTING 1.5% per 1000 ft of height).
(iv) Synchronise bombsight compass with Pilot’s D.R. repeater (by pressing in and turning the synchronising knob on the side of the Computor box.)
(v) Check that sufficient suction is reaching the bombsight gyros.
(vi) Remember to turn on air supply to the bombsight by means of the Bombsight Cock.
(vii) Be sure that the Pilot puts main control cock of “George” to OUT when Bombsight is to be used, or no compressed air will be available.
(viii) Keep the bombsight clean and check all the loads are correctly attached.
(ix) Liaise with the Instrument Section who maintenance [sic] your bombsight.
DON’T (i) Use the Emergency Computor until you have checked the bombsight and tried to correct the fault.
(ii)Touch the reflector glass of the Sighting Head when the gyro is running (the gyro is always running when the engines are running).
(iii) Forget to adjust the levelling scales for the all-up weight. (The Flight Engineer will know the A.U.W.).
(iv) Put any pressure on the reflector glass – even the edge of a map may lead to the toppling of the gyro when the engines are running.
(v) Let anything, not even your oxygen mask, press on the Sighting Head. (The upper part is supported on anti-vibration mountings which prevent the bearings of the gyro being damaged – the least pressure can make the alignment inaccurate).
(vi) Stow parachute, window, etc. near any of the leads to the Computor Box or Sighting Head.
(vii) Forget to liaise with the bombsight maintenance staff.
[Underlined] OPERATIONS (Continued from back page) [/underlined]
were daylight attacks) with varying degrees of success. Notable among these attacks were the operations in daylight against WATTEN and SIRACOURT on the 19th and 25th respectively. In both cases direct hits are claimed on the launching ramps involving damage which, it is hoped, will put them out of -commission at least temporarily.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 4
[Page break]
NAVIGATION
No long range sorties have been carried out during the month; in fact almost all the targets have been in Gee range. No Navigational difficulties therefore have been experienced. Broadcast winds have not been attempted during the month because of shallow penetration.
One major navigational “boob” was, however made during the month by a Navigator of No. 106 Squadron. The aircraft was detailed to attack a Ruhr target, and reached the enemy coast on track and on time. The Navigator then gave the next course to the pilot who in error steered 100° different from that given him. The Navigator was at fault in not checking the course with the pilot. The aircraft continued on the wrong course for six minutes until a Gee fix was obtained. The sortie was eventually abandoned because of the time element. This is another example of what can happen if you do not carry out the correct drills. Immediately the pilot says “on course” make it your first duty to check the true course steered.
[Underlined] ANALYSIS OF WIND FINDING. [/underlined]
During the month an analysis of errors which may arise in windfinding has produced the following probable error:-
Probable Error
(i) Inability to read A.P.I. to nearest half minute of Lat. and Long. 1 mile
(ii) Inability to plot a position in Lat. and Long. accurately (e.g. Air Position and Gee fix) 1/2 mile (at least)
(iii) Inherent error in H2S fixes of at least half a mile. 1/2 mile
(iv) Inability to plot an H2S fix to within 1/2 mile because of mile scale limitations on chart 1/2 mile
(v) Probable error in synchronising of D.R. compass repeaters when airborne. 1 mile
(vi) Error in Compass swing of at least 1°. 1 mile
(vii) Probable error in measuring off length of wind vector, because of mile scale limitations, on chart. 1/2 mile
[Underlined] Total [/underlined] 5
Therefore if a wind was found over a period of 15 minutes it would be possible to obtain an error of 20 m.p.h!! Fortunately, of course, some of the errors will cancel out, but even then there will always be a residue which, multiplied by four, may still give a large error.
It will be noticed that careless errors in taking of Gee and H2S fixes, reading off A.P.I. co-ordinates, incorrect plotting etc. have not been mentioned.
The problem now is, how can we eliminate the above errors. Action has already been taken to eliminate points (iv) and (vii). Station and Squadron Navigation Officers are urged to discuss the above list with all Navigators on the Squadron, and submit any suggestions to Group Headquarters immediately.
Don’t be afraid to give us all your suggestions. Remember, the more accurate w/v’s we obtain, the more accurate the bombing, concentration and timing.
Referring back to careless errors, by far the largest of these are plotting and computing errors. A list of exercises to improve plotting and computation was forwarded to each S.N.O. some weeks ago. It is the responsibility of each S.N.O. to see that these exercises are completed at regular intervals. Short computation tests, lasting 15 – 20 minutes should be completed every morning if this is possible. There is always a spare half hour between assembly at the flights and commencing N.F.T’s. The plotting tests should be carried out at least once every fortnight, particular stress being laid on wind finding. Make it a point always that the tests are analysed immediately after completion, and the results made known as soon as possible.
Many Squadrons have adopted the above procedure, and are being well repaid. There are still one or two Squadron Navigation Officers, however, who say they are too busy to do such things. Don’t let this be your excuse – try it conscientiously and well for the next fortnight, and note the improvement in the work of your Navigator.
[Underlined] AIR POSITION INDICATOR [/underlined]
All Navigators will now be conversant with the resetting modification fitted during the past months. It is hoped that maximum use is being made of this device, which should considerably simplify resetting.
Yet another modification to simplify resetting has been suggested by the Navigation Staff at Syerston. It is the fitting of a “winder handle” to the resetting knob. Only one handle need be used when resetting and, much more important, the time taken to reset will be reduced by at least 2/3rds. The above modification has been submitted to Bomber Command for approval, and as soon as this is obtained, all aircraft will be modified.
Several Squadrons have been persevering with the graphical resetting procedure, but this has not proved very successful. When the modification suggested by Syerston has been fitted to all aircraft, all objections against resetting regularly will have been overcome, and it will be possible to adopt the standard procedure of resetting the A.P.I. regularly.
[Underlined] NAVIGATION TECHNIQUE [/underlined]
During the summer months it is hoped we may further the Navigation technique to such an extent that Navigation will be considerably simplified during the winter period. We must aim for simplification and standardisation in use of A.P.I., H2S and log and chart keeping. This will be of considerable benefit to the Conversion Units. At the present time a Navigator is taught one method at the Conversion Unit and another on the Squadron – consequently he is proficient at neither. Ideas are being collected from Squadrons and it is hoped to present to Squadrons and Conversion Units the ideal Navigation technique. Let us have your suggestions.
[Underlined] PRACTICE BOMBING WINDS [/underlined]
The results of the drive on practice bombing and wind finding have, on the whole, been satisfactory – but in certain cases they have been disappointing. The Conversion Unit Navigators have surpassed many operational Navigators. A vector error of less than 5 m.p.h. should be your aim.
Improvements have been made during the last 7 or 8 weeks, and the average vector error produced this month is 7 3/4 m.p.h. – a commendable effort on the whole but there is still room for improvement.
It was stated in last month’s News that a monthly Bombing Wind Finding Competition would be held. It was the intention to publish the best eight vector errors for the month, but so far there have been 14 instances where NIL vector error was obtained and a further 14 instances of vector errors of 2 m.p.h. and below! It has therefore been decided to issue the AVERAGE vector error obtained by each Squadron and Conversion Unit for the month. The order is as follows:-
[Table of Average Vector Error by Squadron]
[Underlined] Average Error: [/underlined] Squadrons – 7 m.p.h.
Con. Units – 8 m.p.h.
It will be noted that only one Squadron has achieved the ideal, i.e. a mean vector error of 5 m.p.h.
[Underlined] UNION NEWS [/underlined]
S/Ldr Day, D.F.C. Base Nav. Officer, Scampton to Ops.II H.Q. 5 Group.
S/Ldr Mould, D.F.C. S.N.O. Dunholme to Base Nav. Officer, Scampton.
F/Lt. Bray, D.F.C. 207 Sqdn. to S.N.O. Dunholme.
F/Lt. Woodhouse, D.F.M. 44 Squadron Nav. Officer reported missing.
F/Lt. Craven 50 Squadron Nav. Officer reported missing.
F/Lt. R. Adams, D.F.C. 630 Squadron Nav. Officer reported missing.
F/Lt. Lascelles, D.F.C. 1654 C.U. Navigation Leader to be Squadron Nav. Officer No. 50 Squadron.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 5
[Page break]
ARMAMENT
[Underlined] A RECORD MONTH [/underlined]
The month of June produced two new records when a total of 3000 sorties was flown, resulting in 11,708 tons of bombs dropped on enemy territory, an increase of 3,000 tons over our previous record in May. All armament personnel can be justifiably proud of their contribution, particularly as this phenomenal tonnage represents only a fraction of the tonnage actually handled during the month.
[Underlined] ELECTRICAL BOMBING GEAR [/underlined]
One drop of water in the wrong place may result in several thousands of pounds of high explosive failing to reach the target – a startling yet true statement. Bad weather has necessitated leaving aircraft bombed up for several consecutive days, and as no aircraft can be guaranteed waterproof, it is quite possible that some of our recent “summer weather” has seeped into the bombing circuit.
All Armament Officers are reminded if the correct procedure to be carried out when aircraft are left bombed up after the cancellation of operations, and a quick reference to Air Staff Instructions would not be amiss at this stage. Are your electrical circuits tested each day, and do you always remove pyrotechnics from the aircraft immediately after the cancellation? Check up on these and all other relevant points, and ensure that the [underlined] full [/underlined] load reaches its destination, and not just a small fraction of it.
[Underlined] ARMAMENT BULLETIN [/underlined]
The Bomber Command Armament Bulletin for June has now arrived and contains some very interesting and useful information, particularly the suggestions made for improving the condition of bomb dumps in general. Page 9 of the Bulletin refers to the difficulties encountered in the storage of cluster projectiles and introduces a new type of tracking which is intended form a temporary hard standing in bomb dumps which have no suitable storage space for this particular weapon. Supplies of this Summerville tracking have already arrived at some stations in the Group and although it is, as yet, too early to express an opinion as to the efficiency of this equipment, it is considered that it will prove to be a very great asset.
FAILURES TABLE
[Table of Armament Failures by Types and Squadron]
A= MANIPULATION B = MAINTENANCE C = ICING
D = TECHNICAL E = ELECTRICAL F = OBSCURE
[Underlined] GUN FREEZING [/underlined]
Although the immediate danger of gun failures due to freezing has now passed, the problem of preventing such failures is still being very carefully investigated, and to assist in this investigation samples of hydraulic fluids have been taken from gun turret systems of operational aircraft for analysis by the Ministry of Aircraft Production.
A [indecipherable] of water in suspension in hydraulic fluid is sufficient to cause the oil to freeze at a considerably higher temperature, and consequently the importance of ensuring that oil containers used to fill gun turret systems are free from water, cannot be too strongly stressed. Results of this analysis will be forwarded to all Bases and Stations when received. We hope that they will be negative.
[Underlined] AMMUNITION [/underlined]
The repeated changing of ammunition from night to daylight sequence results in all ammunition bolts being handled several times a week. If ammunition is transported in suitable containers and handled carefully when being loaded into the aircraft, no misalignment should occur.
The necessity for ensuring that only correctly aligned ammunition is loaded into gun turrets should be brought to the attention of all armourers and air gunners.
NAVIGATION TRAINING
The emphasis during the past month has been on wind finding for practice bombing, and we are pleased to say that Navigators on the Training Base have risen to the occasion and produced excellent results. The most notable performances have come from Winthorpe, where seven Navigators obtained a Nil vector error. This drive on wind finding has created a desire to find equally correct winds during Navigational exercises. The result has been a big improvement in track keeping and timing.
From time to time improvements on the A.P.I. are suggested. The latest suggestion comes from F/O Richardson of No.5 L.F.S., who has suggested a modification to facilitate re-setting. This modification, if adopted, will reduce the time taken to reset the A.P.I. by at least 2/3rds. Good work Syerston!
H2S training is getting into its stride at Wigsley, and 1/3rd of each course is now being trained. Only one trainer is available at Wigsley at the moment, but as soon as the second trainer arrives it is the intention to train 50% of all crews. Winthorpe and Swinderby Conversion Units are already training half their inputs. Pupils are receiving approximately 14 hours air training, and at least 20 hours ground training. When more aircraft are available it will be the policy to train more crews rather than increase the number of flying hours per pupil.
Bullseye exercises have been seriously interrupted by bad weather, but 10 and 12 Groups have co-operated to the maximum extent on every possible occasion, and several good exercises have been completed.
[Underlined] THIS MONTH’S “OVER KEENNESS” [/underlined]
A Navigator on a cross country flight who was endeavouring to work the Swinderby system of obtaining six minute fixes and winds, experienced Gee failure. He immediately instructed his W/Operator to obtain a M/F fix every six minutes. The W/Op. found the ether rather congested, so he attempted priority fixes – much to the concern of the M/F Section, R.O.C, 5 Group and No. 51 Base!
Public Relations
Public Relations work during June has been rather confused owing to the altered nature of the Command’s operations, and the uncertainty of many circumstances. Only a few reports were issued to the press at any length by the Air Ministry News Service.
Three war correspondents have flown in Group aircraft on operations: Mr. Ronald Walker, of the “News Chronicle” who went over Caen with S/Ldr. Fairburn of 57 Squadron on June 12/13; Mr. R.J. Kiek, of the Netherlands Press Agency, who flew over a French target with his countryman, F/O Overgaadu of No. 207 Squadron, on June 16/17; and Mr. Kent Stephenson, B.B.C. War Reporter, who unfortunately failed to return with W/Cdr. Crocker of No. 49 Squadron on June 21/22.
(Continued in Column 2)
(Continued from Column 3)
Three parties came to our stations: June 1st, Dunholme, Mrs. Billingham (Reuters), Miss Tredgold (South African Argus) and Mr. Fletcher (Sport and General Press Agency Photographer) for the visit of the Prime Minister of Southern Rhodesia: June 17th, Waddington, Mr. W. Farmer, of the “Melbourne Herald”; and June 22nd, Waddington, Mr. Wilkins and Miss Elizabeth Riddell (journalists) and Mr. J. Warburton (Sport and General photographer), for the visit of the Duke of Gloucester.
A party of employees of the Firma Chrome Plating Co., of Sheffield, visited the Sheffield Squadron (No.49) on June 3rd.
5 GROUP NEWS. NO.23. JUNE, 1944.
[Page break]
SIGNALS
[Underlined] WIRELESS OPERATORS (AIR) [/underlined]
June was quite a fair month from the aircraft signals point of view, but improvement can and must be made. It is hoped every endeavour will be made by Signals Leaders to raise the standard of Aircrew Signals operating to a high state of efficiency.
Have all Signals Leaders read and digested 5 Group Signals Instruction No. 13, and acquainted all their operators with its contents?
This instruction lays down the requirements for W/T Control Operators. Endeavour should be made to bring every Operator up to the standard required. Two Squadrons have already carried out air tests with quite satisfactory results. One important point – once an operator reaches the standard required, he must, by constant practice maintain that standard, and to ensure that he does, he may be required to do an air test with Group at any time, without previous warning.
[Underlined] DAILY INSPECTIONS. [/underlined]
Signals Leaders, do you ever take a quick run out to your aircraft and check over the “Daily” done by your W/Ops?
An aircraft of this Group took off on Ops one night, was only airborne a short time when the intercom. failed. Cause – faulty 2v 20 Acc! The W/Op did not carry out the correct drill for the use of emergency intercom. as laid down in 5 Group Aircraft Drill No.11, Appendix “A”. Result – one early return and one load of bombs the Hun did not receive. Was this the only dud 2v 20 Acc. airborne that night? Or was he the unfortunate W/Op. who, through his lack of knowledge or carelessness in carrying out his emergency drill, was found out? We wonder!! It would be worthwhile checking up on these accs. in the aircraft. Yes, there was a lot of truth in the film “BOOMERANG” !
The new Wireless Operators (Air) log has now gone to the printing press and should be available for issue very soon. We hope to see some very neat and fully detailed logs returned, just to show your appreciation.
[Underlined] GOOD SHOWS [/underlined]
This month’s Good Show comes from 57 Squadron, by an operator who showed coolness and initiative in fixing up his broken dinghy aerial (fixed) and operating his dinghy radio, thus enabling the rescue aircraft to “home” on his signal.
The aerial mast was broken while erecting, and the operator fixed his aerial lead into the aerial part while other members of the crew took turns at holding the aerial aloft, by the insulated part which separates the aerial from mast.
This is an excellent example of cool and intelligent thinking under very difficult circumstances.
[Underlined] EARLY WARNING DEVICES [/underlined]
The co-operation of W/Op. and Gunner reporting on unserviceability of Early Warning Devices is improving, but there are still the few cases of discrepancy appearing in these E.W.D. reports and Combat reports. Just a little more drive in this direction will eradicate this, so Signals Leaders and Radar Interrogators, do your stuff.
Manipulation failures are still occurring, mostly due to lack of experience, and every effort must be made to eliminate them. Efforts are being made for every Squadron to have one Early Warning Device Instructor, and quite a few Squadrons have them already. Signals Leaders, get your W/Ops over to them for that little extra instruction which means all the difference between failure and serviceability of your E.W.D. and sends your Squadron percentage of serviceability soaring.
The cards, depicting combats on Monica, sent from this Group to Headquarters Bomber Command, are now in the process of being reproduced and will soon be available for issue to Squadrons and Conversion Units.
[Underlined] GROUP W/T EXERCISE [/underlined]
The alteration to the time of the Group W/T exercise has met with universal approval from all Squadrons, and there has been some good operating. The reallocation of Squadrons to Sections 1 and 2 should also help to make the exercise more interesting by eliminating the possibility of any two transmitters “blotting out” each other due to their close proximity.
[Underlined] VALETE ET SALVETE [/underlined]
Our heartiest congratulations to W/Cdr. Skinner on his promotion and his appointment as Officer Commanding No. 14 Radio School. We wish him every success in his new sphere.
Our congratulations also go to S/Ldr. Andrews on his appointment as Signals Leader, 92 Group.
Five Group are poorer by two very popular officers.
44 Squadron will welcome F/O Hughes (a former 44 Sqdn. W/Op) as Signals Leader.
[Underlined] W/T FAILURES [/underlined]
The W/T failures percentage against total operational sorties has shown a great decrease during the month. There were 27 failures reported out of 3,000 sorties – the percentage being 0.9, the lowest figure for many months. The maintenance personnel are to be commended for repeating last month’s record of zero maintenance failures. Out of this enormous number of sorties, only two aircraft returned early as a result of signals defects. The number of component failures (equipment) was 14. Surprisingly enough, not one condenser or resistor defect was reported; R. 1155 output valves again proved troublesome.
[Underlined] V.H.F. FITTING [/underlined]
At the time of going to press, 200 aircraft are fitted with V.H.F. equipment. The speed of fitting has placed us well ahead of schedule. Units are reporting that they are receiving a considerable number of crystals which on test have been found inactive. R.A.E., Farnborough, have evolved a modification (R.T.I.M. No.629) employing a choke unit type 45, which, in A. D. G. B. aircraft has proved quite successful. When the choke units become available, units will be notified.
[Underlined] MANDREL [/underlined]
There are two main reasons why the total number of Mandrel fitted aircraft in this Group has fallen. They are (a) supplies of Col.9 not forthcoming, and (b) large scale V.H.F. fitting drive, which has absorbed all available Signals manpower in the squadrons. It is emphasised, however, that squadrons must ensure that all their complete Mandrels are fitted as soon as possible. The Countermeasure Party is still available at Group Headquarters in readiness to offer assistance.
[Underlined] CARPET II [/underlined]
Contrary to many beliefs, Carpet II is in no way connected with Persian Markets. It is, however, a new radio countermeasure device fitted to the Illuminating Force aircraft of this Group. It is quite popular with the C.S.O!
[Underlined] RADAR [/underlined]
Base Signals and Radar Officers attended a conference at Group Headquarters on 16th June, to discuss the Bomber Command proposed establishment of Radar personnel. After considerable discussion and divergence of opinion the proposals were accepted. Some alterations were suggested in connection with accommodation and holdings of spare equipment, and these were forwarded to Bomber Command. It is understood that the proposals are now being considered by the Establishment Branch at Bomber Command.
[Underlined] BOOZER [/underlined]
Sufficient Boozer equipment became available during the month to enable fitting to proceed in our two Boozer squadrons. As this equipment is in very short supply, every effort must be made to make immediate use of all that is available. Test equipment is at the moment, difficult to obtain, but a proposed re-distribution of the total Command holdings should ease this situation.
[Underlined] REPEATER INDICATORS [/underlined]
It has become increasingly obvious from scrutiny of combat reports that Tail Warning Devices are not being watched continuously by the Wireless Operator. Originally it had been hoped that with training and experience a W/Op would be able to carry out his W/T work whilst, at the same time keeping one eye on the Tail Warning Device, but this has been found to be very difficult. The possibility of repositioning the Tail Warning Indicator so that two of the crew can watch it, has been thoroughly investigated, and found impracticable. Experiments have been made to ascertain the possibility of using a second indicator. This repeater indicator is located adjacent to the Gee indicator. An indicator standard for both Monica IIIA and V, has been designed and tested by the Group Trouble Shooting Party. It has proved quite satisfactory and Bomber Command have been asked to arrange for its early introduction. The design of a simple Fishpond repeater indicator proved too great a problem, and it is now expected that a second standard Fishpond indicator will be the only answer.
[Underlined] GEE [/underlined]
Gee was once again the leader in serviceability, showing a new high percentage of 97.77 out of 2,639 sorties. This was obtained in spite of the decrease in new equipment available, and a consequent reduction in the spare sets which squadrons were able to hold.
(Continued on Page 8 Column 1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 7
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SIGNALS (CONT.)
[Underlined] H 2 S [/underlined]
A total of 1249 sorties was completed by aircraft equipped with H 2 S Mark II, and of these 103 experienced difficulty; the remaining 91.76% were serviceable throughout the sorties. The fitting of this equipment to 619 Squadron has not yet been completed, but it is proceeding as fast as circumstances will allow. The movement of the Bomber Command Fitting Party to Dunholme will ease considerably the strain of fitting now being carried out by squadron personnel. The supply of fitted aircraft is keeping pace with the number of trained crews.
Mark III H 2 S has shown a decided improvement and the 76 sorties completed resulted in a serviceability of 92.11%. Supply of this equipment is still very grim, but does show signs of improving.
[Underlined] FISHPOND [/underlined]
As is to be expected, this equipment followed in step with H2 S, 92.72% of the 1236 sorties being free of difficulty. Training has shown very decided improvement and the operational reports indicate that W/Ops. are having increased success with this equipment.
[Underlined] MONICA [/underlined]
Monica IIIA remained at almost the same level as May. 830 sorties were completed, and there were 39 difficulties reported. The remaining 95.31% gave completely satisfactory results. Monica V came closer than ever to overtaking its predecessor with a percentage serviceability of 93.91. The more prevalent causes of unserviceability have been almost eliminated, and the lesser difficulties will no doubt diminish as further experience is gained by Radar personnel. The supply position of both types of Monica becomes increasingly difficult, so squadrons must do their utmost to conserve their existing equipment, and to keep all sets serviceable. The delivery of a Monica Trainer to the Aircrew School at Scampton should help squadrons considerably in their training programme.
The serviceability figures for the month are very gratifying. They indicate a decided increase in the standard of training and workmanship of Radar personnel. In these days of intensive operations, it requires hard work to keep all our equipment serviceable, but the bombing results are more than worth the effort. With the introduction of the proposed establishment, and an adequate number of Radar vans, we should be able to meet the rain and altitude trials of winter on better than equal terms.
[Underlined] TELEPHONE EXCHANGES [/underlined]
Last month’s issue of the News contained a cartoon for which we, in Signals, accept no responsibility. We are delighted, however, to be given the opportunity to refute the allegation of inefficiency which was inferred by publishing the following bouquet.
Skellingthorpe has produced some surprising figures showing the number of calls handled by the Admin PBK during a 24-hour non-operational period. A total of 3,725 calls was handled during this period, and of these 3,143 were extensions – to – extension calls. The Station Commander comments – “My opinion of our operators, always high, has gone up still further”, and – “at Skellingthorpe we have an exchange staff second to none”. We hope that this latter remark will be accepted as a challenge by other exchanges within the Group.
[Underlined] TELEPRINTER TRAFFIC [/underlined]
In April of this year, this Headquarters Signals Office was handling about 9,000 teleprinter messages per week. A drive was then inaugurated to divert traffic to less congested channels, such as D.R.L.S., and our weekly total fell in five weeks by 4,000 messages!
Now that “D” Day has passed, however, the total is commencing to rise. This must be checked, since as the Western Front develops, our commitments increase – It’s often quicker by postagram – at any rate for Admin messages.
EQUIPMENT
[Underlined] LANCASTER SPARES [/underlined]
This month sees a changeover in our method of demanding spares for Lancasters. Instead of demanding straight on to the M.P.O. demands are now placed on No.207 M.U. who are in a position to supply.
Equipment Officers will help No. 207 M.U. provisioning to a great extent by keeping a close watch upon demands for Lancaster spares, and ensuring that demands are going to No.207 M.U. and not to the M.F.O.
[Underlined] MECHANICAL SWEEPERS [/underlined]
A point to watch is the serviceability of mechanical sweepers. If these machines go u/s it means that runways cannot be kept clear of flints and stones, which means a rise in consumption of tyres. The aircraft tyre situation is still acute, and every care must be taken to get the maximum amount of life out of every tyre.
Equipment officers should therefore look into the holdings of spares for mechanical sweepers, and in conjunction with the M.T. Officers provision wisely on those parts which have a habit of going u/s. This will keep the sweepers serviceable and the consumption of tyres down.
[Underlined] WINTER CLOTHING [/underlined]
Now the English summer is upon us it would be wise to overhaul items of winter clothing such as overcoats, waterproof overalls, leather jerkins etc., and get them into good trim for the forthcoming winter.
It would be better to do it now instead of waiting for the winter when these items will be in great demand.
[Underlined] BLANKETS [/underlined]
Instances have occurred where it has been found that Stations have been holding blankets far in excess of their entitlement as laid down in A.M.O. A. 700/43. A quick check of stocks may mean the release of many blankets with a subsequent saving of man-hours at the factory which manufactures them.
[Underlined] EQUIPMENT (Continued from column 2) [/underlined]
[Underlined] OXYGEN TRANSPORT CYLINDERS [/underlined]
Attention is drawn to Headquarters Bomber Command letter BC/S.21459/E.6, dated 30th June, 1944.
The scale of issue of these items is 32 per squadron. Equipment Officers should make every effort to reduce any surplus holdings and return these cylinders to the M.U.
GARDENING
5 Group’s gardening this month amounted to two small but useful operations by No.44 Squadron against two of the Biscay U-Boat lairs, on the nights of 6/7th and 8/9th. Planting was done in H 2 S from high altitude and some excellent P. P. I. photographs were obtained. A total of 30 vegetables was planted.
Although the record breaking figures of April and May were not reached, the Command planted the considerable total of 1772 vegetables, in some 20 gardens. Over 1,000 were directed against the U-Boats – off their bases and in their approach routes to the Western end of the English Channel. This, combined with vigorous and successful action by air and surface striking forces has brought almost to nothing the threat to our Invasion supply lines, in spite of the massing of the U-Boats to the West of the Channel in the first few days. Nearly 600 vegetables were laid in the Channel itself, to impede enemy surface craft – principally E-Boats – in their anti-invasion operations. (Here, we gratefully admit, we were helped more than a little by the wholesale slaughter of these vermin in their harbours by the bombers). Certain North Sea gardens received some 150 vegetables, and Mosquitos of 8 Group planted a small number in the Kettegat.
During the three months preceding “D” Day well over 7,000 vegetables were planted by the Command, 5 Group being responsible for 908. These figures show that in actual quantity we distributed about one eighth of the Command total. What they do not show is that nearly all our operations were special ones, involving either exceptionally long distances (DANZIG); exceptional accuracy from very low level (KONIGSBURG CANAL); exceptional weight of attack in one night (KEIL BAY) or gardening in daylight (KATTEGAT). We do little routine gardening, and so do not get regular practice, but our recent successes show the value of keeping up to date in slack periods.
Results are beginning to come through, but details of casualties still refer to at latest three months ago; in fact, in the latest list we discover that 5 Group sank a U-Boat in April [underlined] 1943! [/underlined] Fortunately some reports get through more quickly than that, and news of the tremendous indirect effects of the pre-invasion gardening is plentiful. We hear of the route from TRELLEBORG to KIEL (150 miles) being marked with a [underlined] WRECK [/underlined] buoy every 1 – 2 miles; of Swedes and Finns laying up their ships rather than risk out mines, and the Ministry of Economic Warfare states that the mining of the Kiel Canal, backed up by the mining which preceded and followed it in the Baltic and North Sea approaches to the Canal, caused an [underlined] IRRECOVERABLE [/underlined] loss of 3 million tons of overall imports/exports to the German War Machine.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 8
[Page break]
AIR SEA RESCUE
June brought a record number of operational sorties and, at the same time, an increase in the known number of incidents involving Safety Drills.
A squadron aircraft disappeared over the Irish Sea on a navigational exercise with the loss of the entire crew. Four crews had occasion to use the Parachute Drill, two were successful; in the third, four members who baled out were lost in the sea; in the fourth the rear gunner had a cannon shell through his parachute, and a gallant attempt by the Air Bomber to share his own parachute was un successful.
[Underlined] 9/10th June. [/underlined] S/44 Squadron returning from operations, got out of control in bad weather. Its position was uncertain, and the captain ordered the crew to abandon the aircraft. Four members had jumped when the pilot regained control. They fell into the Thames Estuary and were drowned. The aircraft landed at base. None of those lost attached their K-type dinghies before jumping. [Underlined] MORAL [/underlined] – If in doubt about your position always take your dinghy with you.
[Underlined] 21/22nd June. [/underlined] Z/44 Squadron was hit in the starboard elevator from extreme range by a night fighter over enemy territory. The aircraft dived sharply with the elevators jammed, and when over the vertical the pilot considered he had no hope of recovery and ordered the crew to abandon. The Air Bomber was jammed against the rear of his compartment. The Rear Gunner was caught in his turret and trapped by piles of ammunition on his lap, caused by a runaway servo feed. Four members baled out and their parachutes were seen to open. The captain eventually regained control and flew the aircraft back to base, navigated by the Air Bomber.
S/630 Squadron was badly shot up by a fighter. Wings and fuselage were riddled, and the rear turret so badly damaged it was a wonder the gunner escaped injury. The rear gunner had a cannon shell through his parachute.
With the assistance of two crew members, the pilot flew the aircraft back to this country where, due to damage, he found he could not turn and so was forced to bale out his crew.
At the risk of grave personal injury, the Air Bomber allowed the Rear Gunner to attach his parachute clips to the “K” Dinghy ”D” rings of his (the Air Bomber’s) harness, and the two went out together. Unfortunately, his “D” rings tore through the webbing when the parachute opened and the Gunner was lost.
[Underlined] SUCCESSFUL DITCHING [/underlined]
A/57 Squadron on the same night was returning across the North Sea at 7000 feet when all engines failed, apparently through shortage of fuel. The Captain immediately warned his crew, and ordered the Wireless Operator to transmit S.O.S. The Wireless Operator switched I.F.F. to “Distress” and transmitted “S.O.S.” and the aircraft callsign about ten times before being ordered to his ditching station.
The aircraft ditched ten minutes later. The pilot made use of his landing light which helped him to judge his height, but having no power the aircraft struck the water very severely breaking off the tail. The Captain’s harness had not been tightened sufficiently and he was flung upwards, making a large hole in the perspex and cutting his face deeply. The pilot left the aircraft by means of this self-made hole. The Flight Engineer was also flung upwards and cut his nose on the fuselage roof. The gunners were flung over the flapjack but were uninjured, falling on top of the Air Bomber who was also unhurt, and the Navigator cut the back of his head.
Exit was made from the aircraft “except-
(continued on page10, col.3)
[Underlined] SAFETY DRILL COMPETITION RESULTS [/underlined]
[Underlined] Place Dinghy Drill Parachute Drill [/underlined]
1 52 Base 52 Base
2 53 Base 55 Base
3 55 Base 53 Base
[Table of Drill Results by Squadron]
No crews in No. 54 Base were tested during the month.
[Underlined] Points arising from Safety Drill Tests. [/underlined]
(a) A number of crews have not thoroughly read “5 Group Aircraft Drills”.
(b) Insufficient use of made of the intercom in practicing “Safety Drills” – the more use that is made of the intercom the more informed and less worried the crew will be.
[Underlined] FOOTNOTE. [/underlined]
The monthly summary of Ditchings in Home Waters for May, 1944, shows that 508 airmen were concerned, of whom 242 (47.2%) were saved – a marked percentage increase in lives saved.
RECENT GOOD SHOWS
An aircraft of No. 207 Squadron, flown by F/O Smart, collided over the target with another Lancaster which broke cloud above on the port quarter. In spite of the fact that the entire port fin and rudder were torn away and the port tail plane, elevator and aileron badly damaged, F/O Smart completed the bombing run and showing great skill, flew the aircraft back to this country where he made a successful landing.
By his prompt action, F/O Sanders of No. 463 Squadron averted what could have been a serious accident. He was taking off with full bomb load when the starboard tyre burst at a speed of approximately 90 m.p.h. Displaying great skill, he controlled the swing and made a successful take off, and after completing the sortie landed his aircraft in such a way that only minor damage was sustained.
P/O. Meggeson of No. 83 Squadron showed a fine example of airmanship. The port inner of his aircraft caught fire. Though he was unable to operate the fire extinguisher or feather the propeller, by maintaining a very low airspeed, he succeeded in controlling the fire and few his aircraft back to base, where he made a successful landing.
As a result of combat with an enemy fighter, and aircraft of No. 61 Squadron, piloted by P/O Passant, was severely damaged. The starboard fin and rudder were shot away, the fuselage and starboard main plane badly damaged, and the starboard tyre burst. P/O Passant displayed great skill and determination in flying the aircraft back to this country where he made a successful landing.
- AND SHOWS NOT SO GOOD
Whilst making a night approach in 7 miles visibility, and aircraft struck a tree 1000 yards from the end of the runway. When the aircraft eventually landed the Pilot stated he had had a successful trip but that the aircraft felt very heavy to handle. This was not surprising as he was still carrying full bomb load when he landed.
Whilst flying at 8000 feet, all four engines of a Stirling cut. The aircraft lost height to 600 feet before the engines were re-started. The First Engineer was changing tanks when the engines cut. They started again when the Second Engineer turned the petrol on!
In broad daylight, after a clear straight run of 200 yards, a pilot taxied his aircraft into an M.T. vehicle standing on the perimeter track.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 9
[Page break]
ENGINEERING
The number of sorties carried out totalled exactly 3,000; this constitutes an excellent effort when it is considered that this number of sorties affected serviceability very little and a much larger number could have been laid on had the weather permitted and circumstances required them.
A large number of acceptance checks had to be carried out during the month and some excellent work was carried out by the Group Servicing Section, and the very fine spirit which exists within the Group was made evident by bases which had few acceptance checks to carry out volunteering to accept aircraft for check from other bases. This greatly decreased the period which would normally have elapsed to bring this large number of Lancasters to operational standard.
1.003% of aircraft which either failed to take off or returned early were due to technical faults for which the Engineering Branch is responsible. This 1.003% includes defects beyond our immediate control and remedial modification action is being taken in respect of many of the defects. It is good to know that not one of these aircraft failed due to a maintenance defect, and squadrons are to be congratulated on this aspect. The following squadrons had no early returns or cancellations due to Engineering defects during June, and are awarded a “big hand”:-
44, 83, 97, 467 and 619 Squadrons.
Failures are still occurring of the now famous oil pipe from relief valve to dual drive, and it is hoped that all promises made during June will reach fruition during July.
[Underlined] GROUND EQUIPMENT [/underlined]
The effort which is put in by maintenance personnel to maintain this high standard of aircraft serviceability has been increased on many stations to maintain a similar high standard of serviceability of ground equipment. It is pleasing to see the drive which is progressing to maintain these essential aids to serviceability. When a “set-up” looks efficient, it invariably is efficient. Nothing looks so inefficient as a dirty hangar with trestles, wheels, cowlings and any odd items lying around the floor in pools of oil, whilst engine platforms are oil saturated and the equipment generally filthy. This state of affairs does not exist at any station in this Group, but there is considerable room for improvement on certain stations. Once a high standard of efficiency has been achieved it can easily be maintained, but don’t sit back and maintain your present standard unless it is highly efficient.
Many grand jobs have been carried out during June to keep the serviceability high and it is very difficult to pick out any single base in this News.
[Underlined] ELECTRICAL AND INSTRUMENTS [/underlined]
During the past month a drive was made to improve the maintenance of the Mark XIV Bombsight. Results have shown a marked improvement, but we will not be satisfied until every sight in the Group can be guaranteed accurate. Much more care must be taken in the levelling and lining up, as it is in these operations that most of the errors occur. The Mark XIV Bombsight is one of those instruments which requires plenty of liaison between Electrical officers and the Air Bombers’ Union, and it has been noted that this is now very effective.
Electrical sections deserve a pat on the back for the very intensive efforts they have put in during the latter half of the month. The list of modifications does not get any shorter, yet initial checks are still being completed in 24 hours.
[Underlined] TRAINING UNIT SERVICEABILITY [/underlined]
[Table of Aircraft Serviceability for Stirlings and Lancasters]
Flight Engineers
[Underlined] ADMINISTRATIVE ADJUTANTS [/underlined]
Many more administrative adjutants to the Chief Technical Officer are required; these adjutants will be volunteers from tour expired commissioned Flight Engineers. They will be responsible to the C.T.O. for the efficient administration of the Servicing Wing, and for the discipline and welfare of all the technical personnel on its strength.
Apart from this new post for Flight Engineers, there are also vacancies for administrative duties in the M.T. Section on Base Stations, and the duties will generally be the same as Adjutant to the C.T.O.
It will be seen that these posts have created quite a new avenue for Flight Engineers, but every facility will be given them to improve their engineering knowledge while undertaking administrative duties as their primary roles.
Flight Engineer Leaders must bring those vacancies to the notice of the commissioned Flight Engineers who are about to finish their tour of operations.
[Underlined] NON-COMMISSIONED FLIGHT ENGINEERS [/underlined]
A course of instruction for newly screened N. C. O. ‘s commenced at St. Athan on 7th June 1944. The object of this course is to train screened Flight Engineers to take up their new duties as Instructors in Heavy Conversion Units and Lancaster Finishing Schools.
Revision and technical subjects are included in the syllabus, but the course is designed mainly to teach the technique of lecturing.
As this course is most important to new instructors, it is hoped that all Flight Engineers will be enthusiastic, for much will depend on their results if the standard of lecturing is to improve in our Conversion Units and Schools.
TRAINING
Despite the bad weather towards the end of the month, 51 Base flew a total of over 8,000 hours and produced 130 crews for Squadrons.
Twice during the month, 1654 Conversion Unit, taking a leaf from the book of 1661 for May, laid on “operational” take offs for aircraft on night exercises. They got 17 and 22 off on these occasions in almost as many minutes.
Re-organisation of the Heavy Conversion Units commenced in the last week of the month to ensure that training of crews under the summer output can be increased to the highest level. Under this new system intakes of 11 every six days will go into the Heavy Conversion Units and the Group target figure for the month is 160 crews.
Each Conversion Unit now consists of 3 large flights, each of which is sub-divided into two. The Stirling Academy has also been split up into three parts, each one becoming the nucleus of a small flight at each Conversion Unit.
The Base had a very much better month from the accident point of view, and tyre bursts are now the only chronic complaint left. Undercarriage pylon failures have been reduced and coring has slipped rapidly out of the Base vocabulary.
New appointments within Base include Wing Commander Derbyshire, D.F.C., as Chief Instructor, 1660 Conversion Unit, and Wing Commander Kingsford Smith as Chief Instructor 1654 Conversion Unit.
[Underlined] AIR SEA RESCUE (Continued from page 9) [/underlined]
ionally quickly” and all the crew members were in the dinghy almost before they knew it. The kite container was lost in transit, but all other equipment was transferred to the dinghy – a parachute found its way in, but was afterwards lost in the excitement of getting clear of the aircraft which was keeling over and threatening to come down on top of the dinghy.
This crew merely got their feet wet in boarding the dinghy but later got the seats of their pants wet because of a small hole in the dinghy which was subsequently plugged.
The pilot was weak from loss of blood, and shock, so the Air Bomber took charge and bullied the rest of the crew into activity. They say this did the world of good. The aircraft floated for about 10 minutes.
The dinghy mast was broken when being stepped, but the Wireless Operator managed to connect the aerial to the dinghy radio and almost continuous transmissions were made with other crew members holding the mast erect. Some hours later they were spotted by 91 Group Wellingtons which brought in an A.S.R. Hudson. A Lindholme dinghy was dropped, but failed to inflate though the crew managed to collect three of the ration containers. About 14 1/2 hours later a Naval Launch picked up the crew and took them into Yarmouth.
This crew had done a practice dinghy drill on the day before the incident, and attribute much of the success of this ditching to that fact.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 10
[Page break]
ENEMY AGENTS – CARELESS TALKERS
On the 30th January, 1942, there was published a document of some importance – to wit A.M.C.O. A.9 of that year.
It was important because it cleared the air of a good deal of confusion on the subject of security, and it achieved this by defining the functions of Security Organisation – thereby defining what is meant by the term ‘Security’ – and it laid down the organisation by which these functions were to be performed.
Security was by no means a new subject. Prior to the appearance of A.M.C.O. A.9/42, a vast number of thoughts on the subject had already made themselves felt, chiefly in the form of posters. They bore a slogan – “CARELESS TALK COSTS LIVES” – they sought to impress the truth of this slogan by representing pictorially such distressing events as ships being blown up, aircraft being shot down, and so on, all, by implication, the result of the wrong word being spoken at the wrong time in the wrong place. These were reinforced, in lighter vein, by coloured drawings, more or less amusing, of Hitler listening beneath a table at which, presumably, two people were discussing the future plans of the Allies; of Hitler repeated ad infinitum in the pattern of the wall paper; of Hitler looking out of the frames of otherwise harmless pictures: all of them indicative of the ubiquity of Hitler, and of the truth of that apalling [sic] statement “Walls have ears”.
And since the appearance of A.M.C.O. A.9/42, these pictorial exhortations to verbal discretion have been emphasised to us, in the R.A.F., by a quantity of printed matter in the form of lectures, bulletins, reports, instructions which, if expressed in terms of tonnage of paper they consumed, or if placed end to end, or on top of each other in one column, would, one feels sure, provide much indigestible food for thought in the shape of one of those totals which impress more by number of their digits than by any meaning they are able to convey to the ordinary mind. Add to this the number of words which must have been spoken in lectures on this subject since the 30th January, 1942, the countless man-hours devoted to the study and promulgation of this gospel of silence, and our total will become more astronomical and, therefore, more meaningless than ever.
Staggering as this total would be, however, it would never reach the dimensions of those our enemies could provide in the same field of endeavour, for the very good reason that they had been at it long before we commenced piling ours up. Japan, for instance, had been preaching the gospel of silence to her people for something like twenty years before Pearl Harbour. She taught it not only to her soldiers, sailors and airmen, but to the man in the factory, the woman in her home, the pedestrian on the street; with the result, as the writings of any of the foreign newspaper correspondents, some of whom had been in the country for years, will tell you, it was next to impossible to find out anything worth knowing about the country’s strength, or her intentions.
And what of Germany? Those Germans who were not born silent, or had not achieved silence by the time Hitler took them over, had silence so thoroughly thrust upon them that they really came to understand how and to know that even the walls of their own homes could grow ears. They were left in no doubt whatever upon the value of silence when it came to discussing either the affairs of the Party or of the Fatherland.
All of which surely points to the conclusion that silence in war-time, or, in other words, Security of Information, must be a matter of very great importance. Of course it is. You know that already. The meanest intelligence, you will point out, can grasp quite easily the simple truth that, if you prevent the enemy from knowing what you are up to, you place him at a serious disadvantage; you render him, so to speak, both deaf and blind, and, therefore, easier to deal with. Any fool knows that.
They [sic] why do people talk? Why do they write home letters full of chatty information about their stations? Why does one feel so certain that, were it possible to tap, at once all the telephone lines in the vicinity of our stations all over the country, one would become possessed of a mass of service information about all sorts of things and people – whither, why and when such a squadron is moving, who have finished their tours, where people are posted to, who didn’t come back last night, who the new C.O. is, and where he comes from, what the weather is like, what are the chances of a scrub tonight, how the R.A.F. is fed, clothed, housed, organised – and so on and so on? Not to be too depressing about it, let it be stated at once that one would probably, even certainly, gain much less information than would have been the case say two years ago; but who would like to bet that there still wouldn’t be plenty to be picked up?
So, why, after all the effort that has been made, all the money that has been spent, the paper that has been used, the words that have been spoken, should this be so? Now here, it is suggested, lies the root of the matter, and if this root can be dug up and examined, the apparently indestructible weed of Service Gossip, a weed which, while harmless, perhaps, nine times out of ten, can, on that tenth time, produce enough poison to be fatal to precious lives and expensive material, can be understood, and to understand any problem is the first step towards solving it.
Let us examine it then. People talk because that is the easiest and most natural way for them to express their thoughts. They talk their thoughts, they think about their daily lives; therefore, they talk about their daily lives. Now apply that formula to the R.A.F. and what do you find? You discover a service filled, for the most part, with very young people, a number of them still in their formative years. They talk their thoughts, they think their lives, their lives are, at the moment, the R.A.F; therefore they talk about the R.A.F. To go on from here; they are young people who have been brought up in countries in which free speech, outside the debateable limits of the law of scandal, is as instinctive as breathing. They have never had occasion to practice this habit of silence - a most difficult habit to acquire – and finally, they serve in a force which has been publicised, photographed and if one may use such a word, glamourised, more than any other organisation ever has before. Flying, as the R.A.F. flies, is a continual source of wonder to the lay mind. This business of lifting tons of explosive material off the earth at one spot, transporting it at phenomenal heights to another spot hundreds of miles away, and there dropping it in spite of such discouragements as flak, fighters, the weather, and so on, is something of a miracle to the civilian, and, naturally enough, he wants to know about it. The youngsters of the R.A.F. are, of course, the horse’s mouth, which is given every encouragement to open itself, and to remain open. And when a W.A.A.F. goes home on leave Mother wants to know what it’s all like – the food, the quarters, the station, what they do there and that gives her mother something to talk about to somebody who will pass it on to somebody else who will…..why go on?
It is, you see, a personal problem. There is no mass-produced solution to it. It is every man and woman for himself, and only he and she can deal with it. How? Well, try this recipe. Try writing home letters in which you never even refer to the Station upon which you work, beyond, of course, the address in the top left hand corner. Apply the same rule when you leave your Station, even when you meet another R.A.F. type. Regard every telephone you use as a menace because it is you who are using it, and finally, when you have finished your work for the day, don’t make conversation out of it in the mess or the canteen. Try these four riles as an act of self-discipline, and never relax, and you will solve all your problem and, what is far more important, you will solve one of the great problems which confront your country. Difficult? Yes, very. Impossible? No. It has been done. There is a station which once had the privilege of guarding part of a great and important secret. It wrote its letters by the thousand, it went to the nearest town, it went on leave. But never a word got out. No less than 12,500 letters from that Station were opened over a period of three weeks, and only two minor indiscretions were discovered in them, both after the great event. If you were a stranger, you couldn’t get very far on that station without being questioned; every rumour heard on or off it was faithfully reported – just in case. The result is history, not only because the event referred to was one of the best kept secrets and, therefore, one of the most successful undertakings of the war, but because it provided proof that, with the problem fully explained to them, the A.C.2. and A.C.W.2. can keep a secret, can keep their mouths shut and their pens discreet, and can do so as a matter of conscience, and as an act of self discipline.
Now if only the civilian could be persuaded not to make the R.A.F. talk……
(Continued from Col. 3 page 12)
(c) I.A.S. within 2 m.p.h. and height within 50 feet.
It’s practice which, makes perfect.
Gunnery is the order of the day for you and your crew again. Keep a banking search going. See that your guns and gunners are in first class condition. Check up on your corkscrew and patter.
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 11
[Page break]
[Cartoon] SPORTS [Cartoon
[Underlined] CRICKET [/underlined]
June was not a cricketers’ month; the weather was “flaming [sic] but not in the sense of the old adage. Fielders and batsmen alike quailed before wind and rain. As a cricketers’ month it was grand for Rugger. In spite of the weather, however, several stations got in a full programme.
[Underlined] SCAMPTON [/underlined] – This station managed to complete the amazing total of 25 games. In addition, W.A.A.F. personnel played four games. Any challengers for an inter-station W.A.A.F. game? The Aircrew School represented the Station in five of the games, and themselves played 10 inter-course matches.
[Underlined] FISKERTON [/underlined] – had five station matches, one of which, with Woodhall, was abandoned after Fiskerton had knocked up 87 for 8. Their other games were as follows:-
V Dunholme at Dunholme – Fiskerton 72 for 7 Dunholme 68 all out
V Fiskerton Village at the Camp – Fiskerton 108 for 6 Village 29 all out
V Bardney at Fiskerton – Fiskerton 62 all out Bardney 22 all out
V Scampton at Scampton – Scampton 120 for 9 Fiskerton 71 all out
In addition to this successful record several inter-section games were played.
[Underlined] BARDNEY [/underlined] managed five station games, and are now getting into their stride under the captaincy of F/Lt Wardle.
[Underlined] DUNHOLME LODGE [/underlined] had three wins, one draw, and one loss from five games. They beat 5 Group H.Q., Welton Home Guard and Scampton, drew away with 5 Group H.Q. and suffered their only defeat at home with Fiskerton. An inter-section knock out is in full swing, with 12 teams competing.
[Underlined] METHERINGHAM [/underlined] had an unlucky month, with four postponed matches out of the six arranged. Against Coningsby, Metheringham scored 37 for 1 (Coningsby 179 for 7) before rain stopped play. The only completed game was with R.C.A.F. Digby, who hit 60 for 6 against Metheringham 56 all out.
Inter-section games produced some close results, viz:
Flying Control 55 for 7 V R.A.F.Regt. 50 all out
“B” Flight 60 all out V “A” Flight 36 all out
Servicing Wing Fitters 60 all out V Servicing Wing Riggers 65 all out
“B” Flight 43 for 5 V “A” Flight 39 for 9
In the Base Commander’s Trophy, 106 Sqdn dismissed 617 for 70 runs, but they could not bat and the game was abandoned.
[Underlined] 5 Group H.Q. [/underlined] played five games, four of them being away, since the 5 Group pitch has not yet “settled down”. They produced the following results:
V Dunholme, at Morton. 5 Group 148 for 8 Dunholme 89 for 8 (Draw)
V Dunholme at Dunholme. Dunholme 129 for 6 5 Group 64 all out (Lost)
V Swinderby at Swinderby. Swinderby 88 for 7 5 Group 83 all out (Lost)
V 93 M.U. at Collingham M.U. 77 all out 5 Group 84 for 6 (Won)
V Newark Town at Newark Newark 77 for 8 5 Group 72 for 5 (Lost)
There were two intersection games, in one of which the “Hall” beat the rest by 136 for 8 against 99 for 8.
[Underlined] GROUP CRICKET COMPETITION [/underlined]
Woodhall beat Coningsby in the final of “A” Section, so now Syerston (winners of “B” Section) meet Woodhall in the deciding game for the Trophy. The game will probably be decided on Saturday or Sunday (July 15th or 16th) at Woodhall Spa. Woodhall have taken over the town’s local ground, and with the addition of a score board and sight screens now have one of the finest grounds in the Group. The game will be one of the features of Woodhall’s “Wings for Victory” Week, and given good weather will be a highly successful event between two of the strongest Group teams. It is hoped that the A.O.C. will be able to present the handsome silver bowl to the winning side.
[Underlined] ATHLETIC MEETINGS [/underlined]
[Underlined] METHERINGHAM [/underlined] ran a highly successful Athletic Meeting on Saturday, 3rd June, when favourable weather for once coincided with a stand-down. Fourteen events were contested on an inter-section basis, the trophy being a shield presented by Corporal Ward, Instrument Section. The final placings of the teams were as follows:-
Winners: Navigators – 137 points
Second Pilots – 93 points
Third W/Ops. – 83 points
Fourth Rear Gnrs. – 82 points
Fifth Air Bombers – 78 points
Sixth Engineers – 63 points
Seventh M.U.Gunners – 43 points
Mrs. McKechnie presented the shield to F/Sgt. Croft, who assisted the Navigators by winning the 440, 880 and mile. Another outstanding performance was by F/O Gantschi (Air Bomber) who won the 100, 200, 220 and Long Jump.
[Underlined] 54 BASE INTER-SQUADRON SPORTS MEETING [/underlined] was on Saturday 17th June. 83 Squadron won the Base Commander’s Trophy, scoring 35 points, but 106 Squadron, with 33 points and 617 with 32 points, were good losers. 106 Squadron, feeling fit, provided winners for the 440, 880, mile, 3 miles and Long Jump. F/Sgt. Croft again had a field day, winning the 440, mile, 3 miles, and running second in the 880 yards. There was a big crowd at the games, and enthusiasm ran high. Lord Brownlow, Lord Lieutenant of the County, presented the prizes.
[Underlined] 93 M.U. SPORTS [/underlined] 93 M.U., whose work is so completely bound up with 5 Group, ran a highly successful Field Day on June 24th. Besides the usual athletic events, side shows, boxing and dancing made up an excellent programme. They plan another Gala Day, in aid of the P.O.W. Fund on August Bank Holiday Monday, and any personnel who can reach Swinderby will be sure of an enjoyable day.
SECOND THOUGHTS FOR PILOTS
[Underlined] FRESHMEN [/underlined]
Get down to crew Gunnery problems in July. Check your knowledge of the corkscrew, polish up your patter and do all the fighter affiliation you can.
Careful trimming of your aircraft ensures accurate flying. The correct sequence of action is:-
Fly the aircraft straight and level, trim the elevators, trim all load off the rudder and finally trim out any aileron load.
2.5° of skid at 10,000 ft. means an error of 250 yards on the ground. This common bombing error is often unconsciously caused by pilots sitting tense and rigid on the bombing run. Ensure the aircraft is properly trimmed and the [underlined] relax [/underlined] and fly the aircraft naturally and carefully.
If you find it difficult to read the instruments when coned by searchlights, get your navigator to call the airspeed. Make it a standing arrangement with him.
Here are the common faults in night circuits, don’t allow these errors to “creep” in.
(i) Edging in towards the flare path on the down wind leg.
(ii) Not allowing for drift on approach.
(iii) Failing to close the throttles when touching down.
(iv) Going too far across wind before the final turn in.
Should you have to land without flaps, remember to lengthen your downwind leg as the approach will be flatter and therefore longer. Start the final turn in earlier since the turn without flap will be wider, and approach at 125 m.p.h. Touch down as soon as possible and expect a longer landing run, and be prepared to use brake progressively.
[Underlined] VETERANS [/underlined]
Are you brake conscious? Brake efficiency falls off with rise in temperature of – brake shoes and drums. Avoid continual use of brakes, control direction by engine and release brakes as soon as possible to allow heat to go into the air and not up into the tyres. Never apply full brake at once. This induces tyre creep.
If you have to land in a very strong, gusty wind, use only 40° of flap and aim to do a wheel landing. Make a normal approach and when the wheels touch, ease the stick [underlined] slightly [/underlined] forward and keep it steady till the tail sinks on to the ground.
A word on Met; remember that forecast height of cloud base id always height above sea level. Bear this in mind if you are forced to break cloud at a diversion aerodrome, and allow for height of ground.
Have you and your crew an “A” category for bombing? You can have if you accept nothing less than these limitations;
(a) Course within 1° (b) Bank within 2°
(Continued on page 11 Col.3)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 12
[Page break]
ACCIDENTS
The award of the Silver Model Lancaster to the Unit having the best accident rate for the six months ended June goes to No. 106 Squadron. This squadron had one accident for a total of 6,848 flying hours. Nos. 49 and 57 Squadrons also had one avoidable accident, for a total of 6,743 and 6,294 hours respectively. These squadrons are to be congratulated on a splendid achievement, It’s up to the other Squadrons to dethrone the champions during the next three months. GO TO IT!!
Altogether there was a decided improvement in the number of avoidable accidents during June.
36 aircraft were damaged in the Group by causes other than enemy action. This is a reduction of 15 compared with May, and the improvement is also reflected in the avoidable accident total which stands at 16 for June as opposed to 20 in May.
Of the aircraft damaged, 12 were CAT A, 5 CAT AC, 5 CAT B, and 14 CAT E.
[Underlined] AVOIDABLE ACCIDENTS – 51 BASE RECORD [/underlined]
51 Base are to be congratulated for the lowest number of avoidable accidents for a long time; 4 aircraft were damaged under this category. The squadron total of 12 for the month was an increase of 2 over May’s total. Details are as follows:-
Squadron – Ground collisions (taxying) 3; overshoots landing 2; undershooting 1; Swings landing 1; Flying into high ground 1; Collision in air 1; errors of judgement 3; TOTAL 12.
51 Base – Swings taking off 1; Swings landing 2; Taxying 1; TOTAL 4
[Underlined] ACCIDENT CAUSES [/underlined]
[Underlined] Taxying. [/underlined] 3 of the 4 taxying accidents in the Group follow the usual pattern. One struck a trestle outside dispersal at night, and no taxying light was being used. Another hit an M/T van left unattended just off the perimeter track, while a third (a Stirling) broke its tail wheel when it ran off the perimeter track. The 4th taxying accident was caused by a Flight Engineer starting up the engines of a Lancaster without permission. Brake pressure was low and the aircraft moved forward and struck another parked alongside.
[Underlined] Swings [/underlined] Three of these occurred on landing. One was a Mosquito in which the pilot, flying a Mosquito for the first time, was not quick enough in correcting. The other two landing swings were by pupil pilots on Stirlings, and were due to inexperience more than anything else. They both knew the correct drill, however, but were slow to react. The swing on take off occurred in a Stirling, when a pupil pilot opened the throttles too quickly and failed to control the violent starboard swing which followed. The undercarriage collapsed.
[Underlined] Other Accidents. [/underlined] A Lancaster returning in poor weather descended through cloud and hit a hill 500 feet above sea level. This accident has not yet been fully investigated, but preliminary evidence indicates that the pilot lost height contrary to orders at briefing.
Another Lancaster on return from Ops. in good weather hit a tree 1000 yards from the runway on his approach. The wing tip was torn off but the pilot went round again and made a good landing on his second attempt. In this instance the bombs were still on board unknown to the pilot. His Air Bomber had told him that all bombs had gone. Air Bombers please note!!
Two Lancasters overshot on landing at strange airfields on return from operations. The bomb load exploded after one of them crashed.
A formation flying collision resulted in the destruction of two aircraft this month. Number 3 of a “Vic” formation knocked the tail off the Leader.
The two remaining avoidable accidents cocurred [sic] on operational flights. One pilot lost control in cloud on return and ordered his crew to bale out. Four of them left before control was regained. They had not been told to take their ‘K’ type dinghy packs with them and landed in the sea. The aircraft made a safe landing at base.
A Mid-Upper Gunner firing at searchlights on the ground damaged the port fin of his aircraft with a burst. The solenoid had jumped from its bracket. The gunner was at fault.
RADAR/NAV
[Underlined] GEE [/underlined]
Most operations were within normal Gee range and no exceptional results have been recorded. There has, however, been a substantial decrease in jamming which may be due to the increase in the number of frequencies now in use.
Non-H 2 S squadrons are now equipped with the new R.F. Unit 27 and have had several chances of using it during the month. As yet there has been no opportunity to test its efficiency at long range, but reports indicate the signal strength to be good with little or no interference. It is hoped that the supply position in regard to these new units will improve shortly and H 2 S Squadrons can then be equipped.
Several changes in Gee transmissions have taken place recently, and it would be advisable for all navigators and wireless operators to check upon these and make sure they are using the right frequencies and aerial loading stud at the right time.
One word regarding Gee homing. It is apparent from recent operations that navigators are not checking up with Gee on the position of the markers. There is little excuse for this, as most operations at the present time are within normal Gee range and subject to little or no interference. Navigators would be well advised to check up on their homing procedure now – because sooner or later the time will come when owing to weather conditions bombs may have to be released on Gee.
With regard to Gee training, a modification is being issued shortly which will enable navigators to carry out dry swims and Gee homing procedure with the trainer. The first will be issued to Scampton Aircrew School and should prove an interesting and invaluable “toy”.
[Underlined] H 2 S [/underlined]
The targets this month have been rather disappointing for the H 2 S operator, and H 2 S has been little used. Whilst Gee may seem much simpler to use it is essential for all operators to use H 2 S as much as possible on these short range operations to augment training. We may switch to the longer range targets with little or no notice, and if operators have been relying to a very great extent on Gee, some difficulty with H 2 S may be experienced.
Just a word to Captains; your navigator depends to a very great extent upon the bomb aimer and his efficient manipulation of the equipment. If you are keeping him in the nose the whole of the time on these short operations he is getting little or no H 2 S training. A.S.I. BL/17 dated 26th April, 1944, details the duties of Air Bombers in H 2 S aircraft and however short the operation, Captains must see that this instruction is complied with.
One word with regard to H 2 S training on operational squadrons. With the present commitments there is very little opportunity for air training, but this does not prevent operators from obtaining as much ground training as possible. Ground trainers are available at all Units and they are yours to use at will. Squadron Navigation Officers and H 2 S Instructors should ensure that all operators get at
(Continued in Col. 2)
[Underlined] RADAR/NAV (Continued from col.3) [/underlined]
least 30 minutes practice every day and should make periodic tests to see that operators are remaining efficient.
H 2 S operators will be interested to hear that 54 Base have been carrying out some experiments in the assessment of a Paramatta attack, and conclusions reached show that assessments can be made to within approximately 1/2 mile of the correct position. If this assessing can be carried out on operations it may prevent many attacks from developing around T.I’s a considerable distance from the aiming point. Preliminary trials are now being attempted with regard to Wanganui attacks and it is hoped that something useful may be produced for next winter’s operations.
Training at Conversion Units is progressing satisfactorily and Wigsley is now producing H 2 S trained crews.
There are still a few people in the Group who are sceptical about the amount of H 2 S. training carried out at No. 51 Base and in fairness to the effort being made by the Conversion Units, it would be advisable to outline the training being carried out by them.
Up to June 1st this year, 111 H 2 S trained crews have been produced by the Conversion Units, of which only 6 were sent to non-H 2 S squadrons (of these crews, 3 were Flight Commanders and 3 Australians).
With the increase in the number of H 2 S squadrons it became increasingly apparent that more crews would have to be trained by the Conversion Units and instructions were issued to that effect.
Despite the fact that [underlined] extra time or aircraft [/underlined] are allowed for this training, the Conversion Units are now taking 50% of the
(Continued on page 14 col.1)
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 13
[Page break]
HONOURS & AWARDS [Cartoon]
The following IMMEDIATE awards have been approved during the month:-
[Underlined] 44 SQUADRON [/underlined]
F/L P.A. DOREHILL, D.F.C. D.S.O.
F/O McKENZIE D.F.C.
[Underlined] 50 SQUADRON [/underlined]
F/O B.H. BOTHA D.F.C.
[Underlined] 57 SQUADRON [/underlined]
P/O R.E. WALKER D.F.C.
[Underlined] 106 SQUADRON [/underlined]
W/O J.A. CUNNINGHAM D.F.C.
[Underlined] 207 SQUADRON [/underlined]
F/O T.T. SMART D.F.C.
F/O W. McINTOSH, D.F.M. D.F.C.
P/O C.B. SUTHERLAND D.F.C.
[Underlined] 617 SQUADRON [/underlined]
F/O G.S. STOUT D.F.C.
[Underlined] 627 SQUADRON [/underlined]
F/L H. STEERE, D.F.M. D.F.C.
F/L R.F. DAVIES, D.F.C. Bar to D.F.C.
[Underlined] 630 SQUADRON [/underlined]
A/F/L/ G.H. PROBERT D.F.C.
The following NON-IMMEDIATE awards were approved during the month:-
[Underlined] 9 SQUADRON [/underlined]
F/L L.C.A. HADLAND D.F.C.
F/O W.W.W. TURNBULL D.F.C.
A/F/L E.M. ARMSTRON D.F.C.
F/O M.J. MAY D.F.C.
F/O F.B. HALL D.F.C.
F/SGT J.W. GREENWOOD D.F.M.
SGT J. WATERHOUSE D.F.M.
P/O A.E. GILES D.F.C.
P/O B.G.L. ROGERS D.F.C.
[Underlined] 9 SQUADRON (Contd.) [/underlined]
P/O W.A. GALL D.F.C.
F/O J.A. PRIOR D.F.C.
P/O W.F. POSSEE D.F.C.
P/O F.G. HAYLER D.F.C.
F/SGT J. LEVER D.F.M.
F/SGT W.I. WILKINSON D.F.M.
F/SGT J.C. DICKINSON D.F.M.
SGT D.E. LAYSHON D.F.M.
F/SGT R.H. McFERRAN D.F.M.
F/SGT F. LOMAX D.F.M.
F/SGT J. RYAN D.F.M.
SGT J.H. TURNER D.F.M.
F/SGT LOMAS D.F.M.
F/O D.H. PEARCE D.F.C.
F/O McMASTER D.F.C.
P/O J.D. DUNCAN D.F.C.
P/O S.W.A. HURRELL D.F.C.
P/O H. BLOW D.F.C.
F/SGT H.F. SMITH D.F.M.
[Underlined] 44 SQUADRON [/underlined]
SGT L.J. HUMMELL D.F.M.
SGT F. GARRETT D.F.M.
P/O F.B. SOAPER D.F.M.
F/SGT K.R. BLUNDELL D.F.M.
SGT R.H. BATEMAN D.F.M.
A/F/L R. McCURDY, D.F.C. Bar to D.F.C.
P/O T.W. BLACK D.F.C.
F/SGT E. BARTON D.F.M.
F/SGT P.A. DEACON D.F.M.
F/SGT M.C. WRIGHT D.F.M.
F/SGT E.D. PRATT D.F.M.
P/O A.C. BAKER D.F.C.
F/O R.H. MAURY D.F.C.
F/O A. RIMMER D.F.C.
SGT D. CHARLES D.F.M.
F/SGT A.J. GURR D.F.M.
F/SGT W.H. BARKER D.F.M.
SGT WILLETT D.F.M.
SGT R.H. TURRELL D.F.M.
P/O J.A.W. McCALLUM D.F.C.
SGT H.G. CAPPS D.F.M.
F/SGT H.S. TILLER D.F.M.
SGT J.C. THOMPSON D.F.M.
F/SGT F.H. BARNES D.F.M.
SGT E. HEDLEY D.F.M.
F/SGT M.M. SCOTT D.F.M.
[Underlined] 49 SQUADRON [/underlined]
F/SGT J.H. PRYOR D.F.M.
[Underlined] 49 SQUADRON (Contd.) [/underlined]
P/O J.V. REDDISH D.F.C.
F/SGT S.E. STEVENSON D.F.M.
P/O C.R. ROANTREE D.F.C.
F/SGT D. ANDREW D.F.M.
P/O BLACKHAM D.F.C.
F/SGT M.R. PRICE D.F.M.
F/SGT V.F. PITCHER D.F.M.
P/O D. JONES D.F.C.
F/O W.J.V. HAMILTON D.F.C.
F/SGT J.J. PAGE D.F.M.
P/O G.M.E. WELLER D.F.C.
SGT J.A. KIRWAN D.F.M.
W/CDR A.A. ADAMS D.F.C.
[Underlined] 50 SQUADRON [/underlined]
P/O D.J. LUNDY D.F.C.
P/O L. DURHAM D.F.C.
F/O M.J. BEETHAM D.F.C.
P/O P.E. THOMPSON D.F.C.
F/O H.R. MOSSOP D.F.C.
F/O K.W. ODGERS D.F.C.
F/O P.A. CUNNINGHAM D.F.C.
F/O A.H. BIGNELL D.F.C.
F/SGT J.C.A. RODGERS D.F.M.
F/SGT N. HORSLEY D.F.M.
F/SGT A.D.F. SPRUCE D.F.M.
F/O L. HORNER D.F.C.
F/O H.S. SHORTT D.F.C.
F/O R.G.G. PAGETT D.F.C.
F/SGT D.E. WESTERMAN D.F.M.
F/SGT R.A. COLLINGWOOD D.F.M.
F/SGT C. TURNER D.F.M.
F/SGT R. STANWIX D.F.M.
F/SGT A.L. BARTLETT D.F.M.
F/O A.S. KEITH D.F.C.
P/O A. MORRISON D.F.C.
W/O J.A. WILDING D.F.C.
SGT W.M. RUNDLE D.F.M.
[Underlined] 57 SQUADRON [/underlined]
F/L D.H. REID D.F.C.
SGT J.C. EVANS D.F.M.
P/O E.A. DOWLAND D.F.C.
P/O C.J.M. MARTIN D.F.C.
SGT T. DAVIES D.F.M.
F/O J. SIMMS D.F.C.
P/O J.H. COLLINS D.F.C.
(Continued on page 15, Column 1)
[Underlined] RADAR/NAV (Contd. From page 13 Col.2) [/underlined]
crews passing through and giving them full H 2 S ground training with 10 – 15 hours air training. This output will be sufficient to satisfy the requirements of all H 2 S squadrons. These crews should reach the squadrons by the middle of August.
In the meantime H 2 S squadrons will have to put up with a quota of non H 2 S crews and continue to train them.
To further ease the training commitments of both the Conversion Units and squadrons, it is hoped that H2S training will be introduced into the Scampton Aircrew School by the middle of August. This training will consist of approximately 5 hours lectures with further time in manipulation of the H 2 S synthetic trainer. It is to be appreciated that this training will have to be in addition to the present essential navigational training carried out at the School, and navigators and air bombers must be prepared to undertake some of it in their spare time.
PHOTOGRAPHY
[Underlined] SUMMARY OF PHOTOGRAPHIC RESULTS [/underlined]
[Table of Photographic Results by Squadron]
5 GROUP NEWS. NO.23. JUNE, 1944. PAGE 14
[Page break]
Aircrew Volunteers
(a) New Volunteers
(b) Accepted by A.C.S.B.
(c) Posted for training
(d) Awaiting interview by A.C.S.B.
[Table of Aircrew Volunteers by Base and Station]
WAR SAVINGS
(a) Pence saved per head of strength
(b) %age of personnel contributing
(c) Total amount saved
[Table of War Savings by Station]
TOTAL £15,498 13 9
LINK TRAINER
The number of hours link practice carried out by pilots during the month shows an increase over last month’s total. There is, however, still room for improvement in the standard of instrument flying. This can only be achieved by close co-operation between Link Instructors and Pilots.
The new Link Syllabus was distributed to Stations in the middle of the month and should now be in use at all Units. It is again emphasised that this Syllabus is progressive and if full value is to be obtained from it, Pilots and Flight Engineers must ensure that they complete all exercises, and keep an accurate record of the exercises carried out.
[Table of Link Trainer by Squadron]
[Page break]
[Blank page]
[Page break]
HONOURS & AWARDS
(CONTINUED)
[Underlined] 57 SQUADRON (Contd.) [/underlined]
SGT J.T.WATTS D.F.M.
SGT F.A. SIMMONDS D.F.M.
F/O G.S. JOHNSON D.F.C.
SGT F. ROBERTS D.F.M.
F/O R. DAVIS D.F.C.
F/SGT R.W. CLEARY D.F.M.
F/O K.D. SMITH D.F.C.
[Underlined] 61 SQUADRON [/underlined]
P/O E.A. WILLIAMS D.F.C.
P/O J.E.R. WILLIAMS D.F.C.
SGT L.G. BOLTON D.F.M.
F/SGT C. BALDWIN D.F.M.
P/O E.H. WALKER D.F.C.
F/SGT L.W. CROMARTY D.F.M.
F/SGT R.A. BUNYAN D.F.M.
P/O W.C. MacDONALD D.F.C.
F/O N.F. TURNER D.F.C.
P/O D.E. TREVETHICK D.F.C.
P/O G.A. TURNBULL D.F.C.
SGT. W.A. LEE D.F.M.
P/O J. BARR D.F.C.
P/O C.A. HAIGH D.F.C.
F/SGT LYNCH D.F.M.
F/O S.J. BEARD, D.F.C. Bar to D.F.C.
F/SGT C.P. STEEDSMAN D.F.M.
SGT G.M. WARD D.F.M.
SGT McQUILLAN D.F.M.
F/SGT C. WILCE D.F.M.
[Underlined] 106 SQUADRON [/underlined]
P/O J.C. BELL D.F.C.
F/O A.F. POORE D.F.C.
F/O G.E.D. TOOGOOD D.F.C.
P/O A.E. BRISTOW D.F.C.
F/SGT J. GRAVES D.F.M.
F/O R.J. ELSEY D.F.C.
F/O R.A. ROBERTS D.F.C.
F/SGT V. LYNCH D.F.M.
P/O P.J. RICHARDS D.F.C.
F/O W.R. LEE D.F.C.
F/O J.H.S. LEE D.F.C.
SGT T.C. WALLER D.F.M.
F/SGT G.R. CARLILE D.F.M.
F/O F.M. MIFFLIN D.F.C.
F/SGT A.D.J. GROOMBRIDGE D.F.M.
F/O C.J. DUNN D.F.C.
P/O R.A. HINCKLEY D.F.C.
F/O D.L. CRAMP D.F.C.
F/O D.V. GIBBS D.F.C.
F/L C.J. GINDER D.F.C.
F/SGT D. PINCKARD D.F.M.
F/SGT F. MYCOE D.F.M.
F/LT W.A. WILLIAMSON D.F.C.
F/SGT F.L. HIGGINS D.F.M.
F/O D.A. PAGLIERO D.F.C.
F/O R.L. WAKE, D.F.C. Bar to D.F.C.
F/SGT R. APPLEYARD D.F.M.
SGT V.H. BLACKWELL D.F.M.
P/O J. O’LEARY D.F.C.
F/O A.V. WITHERS D.F.C.
F/O R.P. RAMSAY D.F.C.
F/SGT S.J. HALVORSEN D.F.M.
SGT J.G. LANCASTER D.F.M.
F/SGT E. CLODE D.F.M.
SGT R.F. LAWRENSON D.F.M.
[Underlined] 207 SQUADRON [/underlined]
F/SGT J.G. MYERSCOUGH D.F.M.
SGT D. FRISKEY D.F.M.
F/SGT E.C. THOMPSON D.F.M.
P/O C.W. BARNETT D.F.C.
SGT W.G. LAMONT D.F.M.
F/SGT J. SKELTON D.F.M.
P/O R.G. CAMPBELL D.F.C.
P/O D.R. DEARMAN D.F.C.
P/O K.L. WRIGHT D.F.C.
F/SGT E.H. BUNN D.F.M.
SGT D.C. MARK D.F.M.
SGT F.H. HAZEL D.F.M.
SGT F.C. DOWLING D.F.M.
SGT R.M. GALLOWAY D.F.M.
[Underlined] 207 SQUADRON (Contd.) [/underlined]
F/LT H.L. McCARTHY D.F.C.
F/O D.S.P. SMITH D.F.C.
F/O C.T. HARPER D.F.C.
F/O A. HOLLINGS D.F.C.
[Underlined] 463 SQUADRON [/underlined]
F/O R.A. CURTIS D.F.C.
F/O E.R. FREEMAN D.F.C.
F/O A.E. VOWELS D.F.C.
F/O W.H. BROOKER D.F.C.
P/O H.R. MAHON D.F.C.
F/O F.B.M. WILSON D.F.C.
F/O J.E.R. REES D.F.C.
F/SGT J.B. CHILDS D.F.M.
[Underlined] 467 SQUADRON [/underlined]
F/LT D.F.S. SMITH D.F.C.
F/O F. MORRIS D.F.C.
P/O A.R.T. BOYS D.F.C.
F/O W.H. GOLDSTRAW, D.F.C. Bar to D.F.C.
W/O H.C. CHANDLER D.F.C.
F/O D.T. CONWAY D.F.C.
F/O J.A. COLPUS D.F.C.
P/O M.F. SMITH D.F.C.
P/O N.D. MARSHALL D.F.C.
F/O F.J. NUGENT D.F.C.
F/O H.S.L. CROUCH D.F.C.
F/O G.G. ABBOTT D.F.C.
P/O A.A. TAYLOR D.F.C.
P/O A.P. SPERLING D.F.C.
F/SGT G. NOBLE D.F.M.
[Underlined] 617 SQUADRON [/underlined]
F/O P.N. BUTTLE D.F.C.
P/O P.E. PIGEON D.F.C.
P/O H.A. WEEKS D.F.C.
P/O J.H. CLAY D.F.C.
F/O E. WILLSHER D.F.C.
W/O J. DACEY D.F.C.
F/O J.S. WATSON D.F.C.
F/SGT McCLELLAN D.F.M.
F/SGT L. EATON D.F.M.
F/SGT R.J. HENDERSON D.F.M.
F/SGT APPLEBY D.F.M.
F/SGT W. HOWARTH D.F.M.
F/O R. ADAMS D.F.M.
F/O A. HILL D.F.C.
F/LT WILSON, D.F.C. Bar to D.F.C.
[Underlined] 619 SQUADRON [/underlined]
F/O J.G. THOMPSON D.F.C.
F/O H.L. VICKERSTAFFE D.F.C.
F/O W.E.D. BELL D.F.C.
P/O G.G. TAYLOR D.F.C.
F/SGT J.A. FEATHERSTONE D.F.M.
F/O N.B. MORRISON D.F.C.
W/O B.T.J. HUCKS D.F.C.
W/O C.G. TURNBULL D.F.C.
SGT M.H.G. KING D.F.M.
P/O J.P. HIND D.F.C.
P/O J.I. JOHNSON D.F.C.
P/O E.K. ALLEY D.F.C.
P/O R.T. BOULTBEE D.F.C.
F/O P.H. TAYLOR D.F.C.
W/O R.A. WESTAD D.F.C.
F/O T. WILKIE D.F.C.
F/O JOHNSON-BIGGS D.F.C.
F/LT R. AYTOUN, D.F.C. Bar to D.F.C.
F/SGT J.H. BRYANT D.F.M.
[Underlined] 630 SQUADRON [/underlined]
P/O A.C. BLOIS D.F.C.
P/O T. SMART D.F.C.
W/O L.H. TODD D.F.C.
P/O R.T. HUGHES D.F.C.
F/O G.W. BRAKE D.F.C.
W/O D. ROBERTS D.F.C.
F/O A.J. WRIGHT D.F.C.
F/O K.R. AMES, D.F.C. Bar to D.F.C.
P/O F.R.G.A. HIGGINS D.F.C.
W/O H. GLASBY D.F.C.
F/SGT T.H. SAVAGE D.F.M.
FLYING CONTROL
All stations are to be congratulated on the excellent landing times produced this month, in which the average for the Group is below the 2 minutes per aircraft mark. In particular, Waddington recorded consistently good times for each operation. One [sic] the night of the 24/25th June this Station landed 32 AIRCRAFT IN 31 MINUTES, the average being less than 1 minute per aircraft. This is a record for the Group, and probably for the Command.
One word of warning, however; recently aircraft from another Group were diverted and on arrival at the diversion airfield proceeded to use their own Group landing scheme, with which the diversion control staff were not familiar. It is sufficient to say that confusion followed, with extreme danger to the aircraft and crews concerned. A.S.I. FC/11 contains the standard diversionary control procedure and must be adhered to.
[Underlined] STONES, CONCRETE AND METAL [/underlined]
Every stone, every sharp edge of concrete, every spent cartridge or piece of metal, constitutes a menace to tyres.
During the last 3 month there has been a very high average of tyres changed on accounts of cuts – (25 per station per month). Recently, endeavours have been made on stations to overcome this menace, but the intensified clean-up of perimeters, runways and dispersals must be maintained.
FLYING CONTROL must ensure that not the smallest break in the perimeter track or runway is overlooked, that grading does level up with the perimeter track and runways, and that any looseness in the surface of the French drains is attended to at once. Station Admin and Clerks of Works must help to the utmost.
GROUND CREWS must assist by seeing that their dispersals are thoroughly clean, and AIRCREWS watch carefully that cartridges cease to be a menace to tyres.
TRANSPORT – keep the sweepers fully serviced and see that nothing is loose on vehicles employed on the airfield.
ARMAMENT, too, can assist by ensuring that the access roads to the bomb dump are clear of stones and that wooden chocks from bomb trolleys are recovered before aircraft move. A 4” x 3” block with nails in it is not healthy treatment for a tyre!
ONLY BY FULL CO-OPERATION CAN THE ULTIMATE AIM BE ACHIEVED-AN AIRFIELD 100% SERVICEABLE.
JUNE LANDING TIMES
[Table of Landing Times by Station]
5 GROUP NEWS. NO.23. JUNE, 1944 PAGE 15
[Page break]
OPERATIONS
At dawn on the 6th of this month, the first Allied troops landed on the Normandy coast. A contribution towards the success of this amphibious operation was no doubt made in the effective silencing of most of the shore batteries. During the last month and again on three nights prior to D – Day this was one of the Group’s tasks. The heavy railway gun battery at WIMERAUX was attacked on the 2/3rd and although the interpretation report embraces previous attacks, there is no doubt that severe damage was inflicted; a large number of new craters being seen around the target. Both the western turntables have received direct hits.
The coastal defence batteries at MAISY (4/5th), ST PIERRE DU MONT (5/6 th) and LA PERNELLE (5/6th) next received our attention. Little could be gleaned from photographic cover as to the precise damage to the targets, but their apparent failure to contest our landing bears testimony to the success of the raids.
Another pre-invasion target was the Radar Jamming Station at FERME D’URVILLE. This target was attacked on 3/4th and, to quote A.I.C.U. “The station is completely useless”.
Our beachhead having been secured, our bombing role turned to close support of the land forces. The 21st Panzer Division was moving into CAEN to threaten the British Beaches. Two road bridges in this town were accordingly scheduled for attack on the 6/7th; both bridges were hit, and the road approaches heavily cratered, presenting an embarrassing obstacle to the Hun. On the same night an attack was directed against the ARGENTAN Railway centre. This raid also was calculated to hamper the arrival of reinforcements, which object was achieved by the severing of almost all the tracks and the destruction of many essential buildings.
During the day of the 7th, elements of the 17th Panzer Division were concentration [sic] in the FORET DE CERISY, a number of ammunition dumps, fuelling points and tank harbours having been located in this area. This was our assignment for the night 7/8th, and although results were not spectacular, many bombs fell on the aiming point.
The battle of communications continued on 8/9th against targets south of the battle area, when the marshalling yard at RENNES and rail junction at PONTAUBAULT were attacked. Severe damage was sustained at the former target while at the latter, the tracks were cut at several points.
One of the outstanding operations of the month was against the SAUMUR tunnel on the 8/9th. Already the railway junction had been attacked on 1/2nd with excellent effect, but the later attack on the tunnel left no doubt that the line would be denied the enemy for some time to come. A direct hit on the roof of the tunnel at its southern entrance has probably caused a major collapse while the tracks and embankments are severely damaged.
Our attack on the railway junction at ETAMPES on 9/10th was rendered extremely difficult owing largely to adverse weather, although hits were scored on the electrified railway north east of the junction.
The possibility of the enemy using the PARIS/ORLEANS route to effect troop movements led to a request for the destruction of the marshalling yard at ORLEANS on 10/11th. The mission was successfully undertaken, all through lines being severed and further damage sustained to rolling stock railway depots etc.
The attack on POITERS on 12/13th in which very severe damage was inflicted on the railway facilities was designed to delay the 2nd S.S. Division, believed to be moving up from South France.
On the same night support was given to our troops advancing East and West of CAEN, by the further bombing of the town’s road bridges.
The Lehr Panzer Division is reported to have visited AUNAY SUR ODON on the same night as aircraft from this Group, namely, 14/15th. AUNAY is completely obliterated – speculation is rife as to the fate of the Panzers.
Photos taken the day following the attack on the LIMOGES marshalling yard (23/24th) indicate that fires were still burning in the area, and that all tracks in the sorting sidings have been blocked.
AT VITRY LE FRANCOIS on 27/28th damage was almost entirely confined to the west end of the marshalling yard where all the tracks have been cut. Other damage throughout the yard is apparent.
For 48 hours the spotlight of war turned from the battlefield to the sea, to the harbours of LE HAVRE and BOULOGNE where a powerful force of small craft had been assembled by the enemy with a view to menacing our supply lanes. It is now reported that as a direct result of the two raids on 14/15th and 15/16th no fewer than 80 vessels have been sunk or seriously damaged. Damage to port installations is also severe.
Oil targets have been attacked sporadically since the war began, but in the knowledge that the enemy is suffering from fuel shortage we returned on three occasions to attack his resources.
At CHATELLERAULT on 15/16th a fuel dump was raided, considerable damage resulting to storage units.
The attacks on WESSELING and SCHOLVEN Synthetic Oil Plants on 21/22nd were not, however, satisfactory and, influenced by bad weather conditions, were off the mark.
During the month two gardening operations were undertaken, on 6/7th and 8/9th.
In the concluding phases of June our attention was diverted from Normandy to the rather more immediate problem of combating the flying bombs which had commenced to operate over this country on 12/13th. On the whole, weather was exceedingly unco-operative, but, despite this, 10 missions were launched (three of which,
(Continued on page 4 Col. 2)
WAR EFFORT
[Table of Operations with Sorties, Accidents and Stars Awards, by Squadron]
Squadrons are placed in the above table in order of “successful sorties per average aircraft on charge”. In view of their special duties, Nos. 83, 97, 617 and 627 Squadrons are shown separately. In cases where a crew has flown aircraft of another squadron, the sortie is divided between the two squadrons.
5 GROUP NEWS. NO.23. JUNE, 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
V Group News, June 1944
5 Group News, June 1944
Description
An account of the resource
Five Group Newsletter, number 23, June 1944. Includes a foreword by the Air Officer Commanding, and features about gunnery, air bombing, navigation, armament, navigation training, public relations, signals, gardening, equipment, air sea rescue, recent good shows, and shows not so good, engineering, training, flight engineers, enemy agents - careless talkers, signals, second thoughts for pilots, accidents, radar / nav, honours & awards, photography, aircrew volunteers, war savings, link trainer, flying control, operations, and war effort.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
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
1944-06
Contributor
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Anne-Marie Watson
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.
Format
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18 printed sheets
Language
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eng
Type
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Text
Identifier
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MStephensonS1833673-160205-27
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1944-06
1944-06-05
1944-06-06
1944-06-08
1944-06-09
1944-06-14
1944-06-15
1944-06-16
1944-06-19
1944-06-20
1944-06-22
1944-06-24
1944-06-25
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Atlantic Ocean--English Channel
England--Lincolnshire
England--Nottinghamshire
France--Boulogne-sur-Mer
France--Caen
France--Étampes (Essonne)
France--La Pernelle
France--Le Havre
France--Limoges
France--Paris
France--Rennes
France--Saint-Pierre-du-Mont (Landes)
France--Saumur
France--Vitry-le-François
Germany--Wesseling
France--Villers-Bocage (Calvados)
Germany--Ruhr (Region)
5 Group
617 Squadron
627 Squadron
83 Squadron
97 Squadron
air gunner
air sea rescue
aircrew
bomb aimer
bomb dump
bombing
bombing of the Boulogne E-boats (15/16 June 1944)
bombing of the Le Havre E-boat pens (14/15 June 1944)
bombing of the Normandy coastal batteries (5/6 June 1944)
Bombing of the Saumur tunnel (8/9 June 1944)
bombing of the Siracourt V-weapon site (25 June 1944)
bombing of the Watten V-2 site (19 June 1944)
bombing of the Wizernes V-2 site (20, 22, 24 June 1944)
Distinguished Flying Cross
Distinguished Flying Medal
ditching
flight engineer
Gee
H2S
Heavy Conversion Unit
Lancaster
mine laying
navigator
Normandy campaign (6 June – 21 August 1944)
pilot
radar
RAF Dunholme Lodge
RAF Scampton
RAF Swinderby
RAF Syerston
rivalry
service vehicle
tactical support for Normandy troops
tractor
training
wireless operator
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16507/MCheshireGL72021-181210-010037.2.jpg
aef6399c7dedbcb37b6f37b7f8be1441
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1252/16507/MCheshireGL72021-181210-010038.2.jpg
4baeca1fb538853ec9e7aef13ac3d14b
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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Cheshire, Leonard
Cheshire, Geoffrey Leonard
Baron Cheshire
Description
An account of the resource
374 items concerning Group Captain Leonard Cheshire VC, OM, DSO & Two Bars, DFC. Collection consists of photographs of people, vehicles, places, aircraft, weapons and targets; documents including, private and service letters, signals, telegrams, intelligence reports, crew lists and official documents. Cheshire served on 102 and 35 Squadrons and commanded 76 and 617 Squadrons. The collection includes details of 617 Squadron's precision bombing operations. Also included are two sub-collections: one containing 21 photographs of Tinian and Saipan, the other consisting of 37 audio tapes of speeches given by Cheshire after the war.
The collection has been licenced to the IBCC Digital Archive by The Leonard Cheshire Archive and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Rights
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This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre.
Access Rights
Information about who can access the resource or an indication of its security status. Access Rights may include information regarding access or restrictions based on privacy, security, or other policies.
Permission granted for commercial projects
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Saumur rail bridge
Description
An account of the resource
Target photograph showing bridge over river in top left. Bomb explosion on lower bank to the right bridge. Caption '2377, Con, 8/9.6.44, NT 8", 7000, 260, 0220, Sp[ecial Rd, 5 x 1000, 9CP3.18 secs, W/O Erritt, Q, 88'. On the reverse '51@92/18, 1 1/2 miles 310 degrees from A/P'.
Date
A point or period of time associated with an event in the lifecycle of the resource
1944-06-09
Format
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One b/w photograph
Type
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Photograph
Identifier
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MCheshireGL72021-181210-010037, MCheshireGL72021-181210-010038
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
Temporal Coverage
Temporal characteristics of the resource.
1944-06-09
Is Part Of
A related resource in which the described resource is physically or logically included.
Cheshire, Leonard. Bombing of the Samur tunnel (8/9 June 1944)
Publisher
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IBCC Digital Archive
License
A legal document giving official permission to do something with the resource.
Royalty-free permission to publish
Rights
Information about rights held in and over the resource
This content is property of the Leonard Cheshire Archive which has kindly granted the International Bomber Command Centre Digital Archive a royalty-free permission to publish it. Please note that it was digitised by a third-party which used technical specifications that may differ from those used by International Bomber Command Centre Digital Archive. It has been published here ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre.
83 Squadron
aerial photograph
bombing
Bombing of the Saumur tunnel (8/9 June 1944)
Normandy campaign (6 June – 21 August 1944)
target photograph
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1089/11547/PRaymondRF1801.1.jpg
048e7d0a0894b6b7e990bc133a455d3e
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
Raymond, Dick
Richard Francis Raymond
R F Raymond
Description
An account of the resource
An oral history interview with Dick Rayond (1924). He flew operations as a flight engineer with 83 Squadron.
In accordance with the conditions stipulated by the donor, this item is available only at the International Bomber Command Centre / University of Lincoln.
The collection was 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
2018-04-06
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Raymond, RF
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Dick Raymond
Description
An account of the resource
Richard Raymond joined the RAF to see the world but considering the loss rates he is aware he very nearly saw the next world as well. He had applied to the RAF but been refused on medical grounds. He was offered a groundcrew role and was determined to do well. He then saw an advertisement for ground crew mechanics to become flight engineers and he volunteered. He was posted to 83 Squadron at RAF Wyton with the Pathfinders. Just before ops one night he was doing his pre-flight checks and thinking he had some time left he went to the hut of the ground crew for a cup of tea. He then heard a massive bang and was injured when the fully bombed up plane exploded killing fifteen people including three of his crew. Richard and his new crew were shot down over Holland and became Prisoners of War.
In accordance with the conditions stipulated by the donor, this item is available only at the University of Lincoln.
Creator
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Sally Byron-Johnson
Publisher
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IBCC Digital Archive
Date
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2018-04-06
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
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ARaymondRF180406, PRaymondRF1801
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Pending review
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00:49:48 audio recording
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
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Germany
Great Britain
England--Cambridgeshire
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Julie Williams
83 Squadron
aircrew
flight engineer
ground personnel
prisoner of war
RAF Benson
RAF Wyton
searchlight
shot down
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1071/11528/APerryJE160115.1.mp3
b6c636650aae4fb0f573af0c56f4d4b1
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Title
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Perry, Jack
John E Perry
J E Perry
Description
An account of the resource
An oral history interview with Jack Perry (b. 1920, 617795, Royal Air Force). He served as ground crew with 83 Squadron at RAF Scampton but also flew three operations as an air gunner.
The collection was catalogued by IBCC Digital Archive staff.
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IBCC Digital Archive
Date
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2016-01-15
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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Perry, JE
Transcribed audio recording
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Transcription
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NM: So this is, this is Nigel Moore. It’s the 15th of January 2016. I’m at the home of Mr John Perry in [deleted ] Welwyn Garden City. So, tell me a little bit about your childhood and growing up before you joined the air force.
JP: Very interesting. Yeah. Well, I was born in Wimbledon 1920 and never saw my father because he died before I was registered. My mother died when I was six years old and I went to live with one of her younger sisters in Poplar. All I remember about that was being dressed in a grey suit with a bag. Going to school at Queen’s Road, Wimbledon and passing the Royal Arsenal Co-op where they had all the carts garaged there. That apparently was where my father worked after he came out of the army. And I got, as I say one morning I went to say goodbye to my mother in bed. She was in bed. I just went back and saw my granny coming and I said, ‘Mummy won’t speak to me.’ I went on my way to school. And she’d died of consumption. Apparently my father had died with it before that. Put his down to a result of first war gas according to my cousin later on. She was a bit older than me. Now, I remember my mother’s funeral. We were, my brother and myself and my cousin Winnie. And my mother’s younger sister, Auntie Mabel had a pram. And we weren’t allowed to go to the burial or the funeral so we were on the kerb outside the house. As I say after that I just know I went to one Auntie, Jessie in Poplar. And my brother, who was three years older than me went to Auntie Ethel in Romford. And that’s Winnie’s mother. My cousin. I can’t remember much about it except that we lived in a bungalow on a newly erected square of bungalows. And my mother or my father were either caretakers there. That’s my auntie I should say. I remember the 1926 strike. All the marchers in their peaked caps and corduroy trousers tied at the knees marching. And then apparently my uncle he worked in the docks. East India Docks. Whatever he was. A caretaker or something or other. But anyway, I just remember doing one of two things with my auntie like giving me a bunch of wooden skewers to go and get some sausages from the butcher. And climbing up the iron railings in the tenement buildings that were there empty. The next thing I knew I was in a Church Home. And I remember the morning there I was standing in the room with all the rest of the children that were there and I know I wet myself and I had to go before the head man there. He was in his surplice and that. And I can’t remember much about it except that he had this board on the desk and he give me a hit with it. A Cribbage board it was as I know now. Now all I remember is that I used to be taken from there to school with a young school teacher. Used to take me on the bus every morning to school. Then after that I remember going to, in hospital for me adenoids and tonsillectomy. They were done and I got scarlet fever develop whilst in the hospital. And they took me across the bridge from the hospital to the workhouse and I was in the workhouse there for two weeks in bed, I remember with scarlet fever. And then a lovely old gentleman, I shall always remember him with his beard and that, came and took me away from there to a place at Fairlight, at Hampton Hill in Middlesex. All I can remember about that is that we used to sit around in the evening and he’d play this big phonograph. He’d got a big, with tubular discs. He used to play that in the evening. I remember then from there I was boarded out to a footballer in Hamptons. I don’t know where it was actually but, and all I know is that he and his wife they’d got two daughters and he used to take me with him to the football every, when he went training and playing. He used to sit me in the stands. I’m not sure now, I know they wore blue jerseys. Whether it was the original Wimbledon or whether it was Chelsea. But after a few times there I was taken back into care because, I don’t know the reason why but I was picked up with this social worker in a big browny red Talbot motor and taken to New Malden in Surrey. Children’s Home. There because I was born in Surrey so I was their responsibility. I remember that. When I apparently showed signs of bad temper or something or other they used to put me in the gas cupboard under the stairs and shut the door until I stamped it out and screamed at them. And then I remember I ran away from there, from this New Malden and I got as far as Teddington I think and I was picked up by the police and returned. I was about nine then, I think so [pause] Then I was boarded out again from there. Oh, when, I was labelled uncontrollable what they used to do, one of them, the masters of the house was as a punishment he used to take me down to the shed in the garden where they had a boxing ring rigged up. Put me in there with an older fella to knock me about a bit. To punish me it was. But as I say I loved it all because I loved fighting. And then I got boarded out again to other people. And I was going to New Malden Council School then. And it was somebody in New Malden. She’d already got two boy boarders. One of them was already working. And there again she used to put me in the cupboard under the stairs. And that was full of quart beer bottles. They were drinkers. Both of them. Her and her husband. I didn’t last long there. They took me back to this Children’s Home in New Malden. And then I remember I just started to go from council school to the newly built central, the first one, secondary modern school. West Malden Central School. I was put in to a 1b because I was only ten and the starting age was eleven. But this 1b was full of children that had qualified through exams. I was still only eleven. And when I passed the certificate for going to grammar school but at that time, going to grammar school everything you had had to be paid for so being a council boy nobody would do it so I, I didn’t go. I remember I picked up again then to go to, oh as I say when I first went to New Malden Children’s Homes and I was there, first day registered my, met my registrar there. When I was asked my name I said, ‘Jack.’ I was called Jackie. He said, ‘No such name. The name is John.’ So from then, that time on I became John all through until I was still in the air force. I was still as John. But I deviate. I was picked up at this Children’s Home in West Malden by a man and woman. They had, at that time a Vauxhall racing car. There was only fourteen of them built. And I was in the dickie seat at the back and I was taken in that car with them up to Shropshire in the West of England School of Handicrafts. I was eleven then. Because I was a little bit more intelligent or advanced then some of the other inmates there because most of them were cripples or parental rejects for fits and all that sort of thing. And they just started taking people from council homes too. And I was one of them there. Because I was a bit more intelligent I was asked or told to be companion to their only son, Tom Parker. And that’s how it stood. He was, had a governess. And I think I was just in there. I remember, as I grow older I did quite a lot of things. I know I was about fourteen I think, one of the masters who was a Territorial Army lieutenant he got me interested in the military. And I passed an exam to go to the Royal Ordnance Corps. Boy entrant. Gosport. And I was on my way there. Had to go to report to the King’s Shropshire Light Infantry Barracks. And I got to the barracks and he wasn’t there with me, this guy. He’d gone or something. But at the [pause] registrar or whatever they call them in there and they said, ‘We want your parent or your guardian to sign this,’ and I’d got nobody. So, they called up Petton Hall and they came and fetched me back again. And I carried on and I remember doing a lot of carpentry work and also helping rebuild a lorry with a, renewing the engine and that. And then, but they were pumping their own electricity there with a big Crossley gas engine. And I got I had to do that in the morning. It was fed by an anthracite boiler with a drip feed to supply the gas. I did that and then they had a, they started building the stables into another home for people and I got put on to help the electrician there. The electrician, plumber and brick layer from outside and each one had an apprentice if you can call them that. And I had to apprentice an electrician then. That’s where I learned my trade. There until I was eighteen. Another one of the masters got me thinking about going and I remember I went and I caught a train and went to Birmingham. To Snow Hill Station. Come out and there was the RAF recruiting office. I went in there and did the entrance exam. And then I joined the air force at the age of eighteen. I went down to West Drayton. At West Drayton I was kitted out and had my hair cut and the king’s shilling and then I went to Uxbridge for the initial training. Three months. That was drills and things like that. I remember I was good at football. We were playing a match between the squadrons. Flights or what there. And then a Fulham scout was there watching me and I think about half time he left because I finished up on the ground most of the time, being small. Then one of the PTI instructors was a RAF boxing guy and he used to take me down to the boxing ring and have, showed us about because I loved it. The boxing. Until one time I was boxing against a Halton apprentice. Seventeen year old apprentice. And he gave me two pokes and I was on the floor. I thought that’s me finished. I went from there to Henlow camp for electrical training and, and that I was there about eight to ten months. I remember seeing on the flying field there the monoplane and I thought that’s new. And it was a Hurricane that was under test. And that’s the first of the Hurricanes then before they started going. Anyway, I, come the July 1939 all my entry were posted. We hadn’t finished the course or anything but to various sections then. As I say, in this entry that apart from people and an AMIE chappy and another one that’s national, national certificate. Another one who had been an electrician in the theatres. So we were all posted to different places. I went up to Scampton. And I remember going there and joining 83 bomber squadron. That [pause] and initially I was put into a bell tent because accommodation wasn’t ready for months. Apparently they were just starting to receive the Hampden aircraft squadron. They already had one electrician there with the squadron and he’d probably been some time with them. They couldn’t find work for me so I was sent over to work in the battery charging room with a civilian operator there they had. And then I remember the day that war broke out then. September the 4th. They had this tannoy message over there. I was just walking in the, between meals and things and they said, ‘The next time you hear this you have to all go down in the shelters.’ I don’t know what happened after that. I know it was a sunny day. And I just remember that they had another electrician posted to them and he was sent to the battery room and I was taken out of the battery room to the maintenance hangar. And I was there for a bit. We had, I made friends with another Southern Irish chappy that had joined up for the war and then he was my friend then. And I remember he’d done a minor service on a, on a Hampden aircraft and he’d gone on leave and he hadn’t signed up for it. So I, I was told have a look and see or sign for it by the NCO in charge. I checked it over and signed it up. They took it out for engine runs and when they went to start it, it caught fire. And then I know one of them came from Farnborough to inspect it and check what may have happened. And the guy that came was an electrician, Jimmy Phillips that had been on the course with me at Henlow. As I say, he’d been a National Certificate holder so he got on all right. And what they found was that when they pressed the button to start the engine up with the ground plugged in that the relay, something like that, had arced between the things and they’d sparked and caught fire. Anyway, of course they had to, Handley Page sort all that out and put rubber sleeves on so that it couldn’t happen again. And I remember that both Paddy and I were sent out. That more aircraft had come and we were designated to flights. About ten or twelve aircraft in each flight. I was in B flight and then service them. Daily servicing, DIs and sign up for the 700s so that they could fly. I remember that on one occasion I, the, the bombsight selector was showing that a fault, amber light, a fault on something. An earth on the system. And I remember it took me about forty eight hours to trace that right back to where it was, and it was a tail wheel microswitch had frozen solid and causing the short. So Handley Page had to send a work crew out to sort that out and they had a gel mixture in all microswitches exposed to the weather. And then I remember being on duty crew which we used to do. And in the first instance the first duty crew I think I had to go out with the flashing beacon to some distant part of Lincoln. And that was an all night job. Brought it back in the day time. Another time, duty crew, we had just had all the runway lit up with glim lamps that were battery operated lamps for the flare path and goose necks with paraffin and the chance lights, one at each end of the flare path. And we’d just got them all lit up for the aircraft returning from a bombing raid when a Junkers 88 joined the circuit and strafed the runway. It was a pretty sight with green and yellow and tracer bullets. A couple of our returning aircraft gave chase. I don’t know what happened to them or him. And then, oh and so one night when we were, Paddy and I were out and we came, we were on the way back to camp and we came back the top of the airfield way with a mini cab. I can’t remember why. But we were just off the aircraft, airfield and this aeroplane, one of ours, crash landed. Out of, out of the aerodrome precincts in the field. I remember Paddy and I stopped the car and ran over to help them out. And we were the first people there. The ambulance came and everybody was alright. I think that there was a burning thing. Then the ambulance brought us back to camp and took us right back to the Red Cross. Their place because they’d take the passengers to be checked over. I don’t remember much else there [unclear]
NM: You, you mentioned you had three, three flights as a —
JP: Oh yeah. I’ll come to that.
NM: As an unofficial gunner. How, how did that —
JP: I’m coming to that. That was at Scampton with the squadron. Just after the war broke out a DRO was posted up for tradesmen to volunteer for air gunners. To sit in. And three of us from the squadron or flight, or anyway in the billet, volunteered and as I say I was very pleased to. We had a week’s training with the armoury sergeant who was the first air force person I’d seen in khaki. He was a sergeant obviously and he showed us how to strip the guns down, rebuild them, oil them. The Vickers K gun. And then took us out for target practice. And I remember it was stupid it was nothing to do with guns, K-guns or anything like that was a Hispano Suiza, a big gun. And firing at a Messerschmitt 109 target board. And then when we’d done that we were, I personally was given a crew place. And we were designated to go to Kiel and it was a paper, just paper delivery. We were told not to fire the guns unless fired upon or the pilot told us to. Otherwise we were just there to make weight. We did one trip there and another trip with the same purpose to Wilhelmshaven. And then a third trip was a camera study of the pens. The submarine pens at Wilhelmshaven. We were, we were told that we’d got to be registered and, but we were going to have a medical test before we went to do the air to air firing at North Coates. And then when I was having the medical, I remember it was in the barrack room then, the guy just said no and, ‘You’ve failed your medical for eyesight.’ Never did tell me what it was. It was just an eyesight test. So I never qualified. I know one of the other people, he did. I was very proud of the squadron because the 83 Squadron was commanded by Wing Commander Snaith of the Schneider Trophy. Renowned I think. And I used to follow that when I was a kid. And the aircraft. That was, that was alright until I got posted away and found myself up at Turnhouse in Scotland and there I was put on the, into an office. K4 area. I was, I had to be interviewed by the group captain of the Turnhouse. And then we, he had us go to him and swear to secrecy. It was the Duke of Hamilton was the group captain I remember. Anyway, I found myself out in the civilian lodgings on the decoy sites just being built up in Edinburgh area. I was there on this decoy site. The first one at east of Kinleith, which was at the foot of the Braids Hill. The decoy site was on Braids Hills just outside Edinburgh. And all I’d do there was check the circuitry of the fires and the diesel machines and everything there. And then I had to train ACHs and I was posted to a site at Millerhill and made area electrician. So I had a dispatch driver with a sidecar to go around the other sites checking the batteries and the, checking out the circuitry. The, the flight lieutenant in charge of the unit K4, all said, everything we had a code word — Starfish. If you were ever approached by anybody, Secret Service police or anything like that you just had to say, ‘Starfish,’ and you’d go on your way. It was a secret code. Anyway, he said that, ‘You’re doing the area electrician. I’m going to get you promoted.’ I said, ‘Well, I’m a Group 2 tradesman. I’m as far as I can go.’ And he, he got in touch with Colonel Butcher, MOD and he applied to the Air Ministry to get me in. The Air Ministry apparently turned back and said, ‘Unfit for NCO material.’ And I could only ever assume that that was because I’d passed my eye test to be aircrew. Because they’d already made then aircrew all had to be NCOs when I was there. In my flights I was just given a sergeant’s stripes during the flight as protection in case you were taken prisoner. And that applied to all the wireless operators. They were only Group 2 tradesmen as well. And then, as I say, but I was so proud of 83 Squadron. I was very disappointed when I left them because already they’d had John Hannah a VC. And to my knowledge they had done the first two bombing raids to Italy which was a two way and they lost a lot of aircraft on that. And then part of the hundred bomber attack on Berlin, I think it was. And of course Handley Page were adapting these aircraft for all sorts of things. 83 Squadron and 49 which was the other squadron at Scampton they had Barry Learoyd as a VC for his antics on a raid on the dams which was unsuccessful but he stayed there and watched everybody drop off their bombs apparently. And he was the leader. But then they had adapted for mine laying and everything what they did. Anyway, I digress again there. When I, when I had this promotion turned down the, my senior officer there said, ‘Well, we’ll send you for Group 1 training,’ which had just started up in electrics. Group 1. And I was sent back to Turnhouse waiting for permission there and he said, ‘We’ll get you there and ask to have you back again.’ Anyway, something happened at Turnhouse. I was in the cubbyhole. I was working on a microswitch again there. That was the first place I saw WAAFs working on Spitfires. Laying on the tail planes while they revved them up. Wonderful. Anyway, a posting came for somebody else there and they were posted and they they didn’t take the posting because they were compassionate posting to Turnhouse for reasons of family or something like that. So I was put on there and I was promised that the posting would follow me through. But that’s how I got on to the glider units. First and foremost I had to go to a place called Lasham to start up a Heavy Glider Maintenance Unit. And I remember I had to pick up some of my belongings from the civilian billet and I missed the 10 o’clock train out of Edinburgh to London in the morning. I had to wait until 10 o’clock at night to get another one and of course consequently I’d missed all my connections. I got down to Hook and I had to go from there to RAF Odiham. I used public transport to get there and the transport arranged to pick me up there had gone back. And I was three days at Odiham. They said, in the cook’s hut, of course it could be anytime and they were people that were early risers and that, the cooks. So, anyway I did get to Lasham and I was there, I think two weeks. I know Christmas time was on there. The aerodrome wasn’t ready. Nowhere near for reception. And all we had were Nissen huts. I remember me and another of my colleagues we took up an option of going to Polk’s Photographic Works Christmas party. And I remember coming out of that to get my transport back from that and being set upon by two Royal Marines. And then a Royal Canadian military policeman come and banged them up and carted me off to their billets. And I was there overnight. And they took me back to Tarrant Rushton in the morning and, not Tarrant Rushton. Lasham. And they immediately sent me to the Red Cross place to be checked over for any broken bones or severe bruising. That’s how I spent my Christmas. Then we were taken by bus to Hurn Airport where we started forming this Heavy Glider Maintenance Unit. We didn’t have much to do with the gliders at the time. All we were doing were wiring up the tow ropes for the intercom with don 8 wires. And then we were, I think it was the [pause] mostly to do with the Army Airborne Div. Training their pilots and that. Anyway, we, we were all bundled off up to West Kirby in Liverpool and kitted out with khaki wear and given a sten gun and ammunition. Put on a boat. And that was in Liverpool and we went from Liverpool up to the Clyde to join a convoy and we were, we were on the Duchess of York, the liner. And I remember my accommodation there was on a table. They did have hammocks but I couldn’t get in them. And we went there. This convoy sailed to North Africa. I remember going there. A two man submarine came up there. It was a Russian two man submarine waving their arms to us. Anyway, we were docked at Algiers. And you’ve never seen a most unruly rabble. Everybody just straggling one after the other. We finished up with all our gear and arms and ammunition at a transit camp there and just asked who you were and they sent you to a portion of the transit camp. And we were there overnight and then we were put on a train. Three day journey to go over to Morocco. Or the borders of Morocco. To a French Foreign Legion base. And we were there. And then we were, five of us were taken in the group captain’s Wellington bomber, it was an unarmed Wellington bomber. And flown from there over to Tunisia. I remember you could see the, going over the Atlas Mountains and the shepherds and that. On top of the hills and that. That low. Anyway, we got to this Kairouan in there. That’s where we formed the unit prior to the invasion of Sicily I think. But that, that was, I don’t know how the gliders got there or anything. Or the Halifaxes that towed them. They must have, they were all unarmed and they must have flown out but anyway there was quite a number of them and a few Wacos. And the Americans had Wacos and Dakotas. And then, then they did the invasion and talk as if some of the Americans even dropped their gliders at Malta. Anyway, and then there was a question there of retrieving a Halifax that was down. We went over with another Halifax. I wasn’t even with the Halifax squadron. I was a glider person. But I think I was senior electrician or something like that. Anyway, we got there. The mafia were guarding it and said give us forty eight hours and then we’d have to burn it. Anyway, but they got it back. Then of course we came back again on the Samaria back after there. And we were finished up at Netheravon in Wiltshire. And from there we went on disembarkation leave. I’d still got my sten gun and bullets. I thought, well I don’t want to take these home so I dumped them outside the armoury door. Everybody else had got rid of theirs somehow or other. Anyway, when we came back to Netheravon we were flown in the gliders there to Tarrant Rushton. That’s [pause] I didn’t like that trip at all. It was horrible. I was boiling hot and sick. I was glad to get out of it. I thought of the poor devils that had to go and fight in this afterwards. Anyway, there we did a lot at Tarrant Rushton training the airborne pilots and we took delivery of the heavier glider, Hamilcars and they took tanks and tank crews. Minor small tanks. And then, and then the night before the invasion of, on D-Day we were all lined up with these gliders and the Hamilcars again. And then they were, didn’t know what they were going to do but I remember seeing the Ox and Bucks Regiment marching on to the parade grounds. And then they all queued up ready and the Halifaxes lined up to take off. And then at [pause] I remember sitting on a Horsa glider. I was doing the intercom connection lot into the glider. Had a bit of trouble with it and I went over to talk to the pilot and asked him to check it out. I looked around and a load of kids with a rifle stuck between their legs. Only seventeen and eighteen. It made me feel absolutely sick. They must be sending these somewhere. Only kids. Anyway, about 11 o’clock at night there was this armada of lit up aircraft flying over and our lot just had to join them. They were apparently going to establish a bridgehead subject to the seaborne landings. Very nice. And then of course later on we had the airborne there. They did Arnhem. That was after but I wasn’t involved in the crossing of the Rhine at all. I was in hospital then. Anyway, that’s where I finished my time. At Tarrant Rushton. All I got as a thank you was thirty six pound I think for pay. Reserve payment and thirty six pound gratuity. And I just recently had a Legion of Honour from the French nation saying thank you for deliverance. Lovely. I’ve got a written notice. Somebody said thank you. Made me so proud. That’s about it. Except that I got married and that and had a family. And then of course —
NM: That’s quite some story. That’s quite some story. So, you stayed at Tarrant Rushton after D-Day.
JP: Yeah. Yeah.
NM: Right through to —
JP: Right through to —
NM: The end of the war.
JP: VE. VE yeah.
NM: And then you were demobbed.
JP: I were demobbed in March 1946. We’ve got it all down here somewhere [unclear] [pause] my service record is a bit haphazard. And that’s 83 Squadron. 1941.
NM: Ok. I’ll look at those in a minute can I?
JP: Yeah.
NM: So, so after the war what happened? Tell me after the war.
JP: Well —
NM: After your demob.
JP: I was very lucky. I, I got [pause] we were in, my wife and I and the eldest son were in digs in Wimborne. I looked for work. I got a job with Asian company in Bournemouth. Electrician. But on an air force recommendation that they wouldn’t take me on as a skilled man. They took me on as a man mate. I got four pound ten a week I think. That was six months. But I was put with a sixty year old man and I became his hands and that. I was with them, I can’t remember, a few years but then I got a local job at [pause] one of the foreman that I was working with. Asian company on a building in Bournemouth. We did renovation of all the hotels that the Canadians and Americans had, ravaged I think it’s called [laughs] The word. And this time we were doing another job repairing a restaurant. And this guy started up a business with a friend in Wimborne. He asked me to go there with him. That’s where I worked for a bit doing council house erections and odd jobs around. I became a washing machine, Bendix engineer. Did all sorts of things. And then I went to an engineering firm. This was after we’d got our house. Council house in Wimborne. My neighbour, an engineering firm wanted an electrician and he said, ‘Come and do it with us.’ So I did. I went there and used to do the servicing of the machines. And then we had a little section where they started up doing cards. Soldering and that. Anyway, they went bust, and I started looking for jobs. I went to Tarrant Rushton where flight refuelling were starting up. Well they were still in operation. And I couldn’t get a job there. [unclear] around the bend. I finished up at de Havillands in Christchurch. I went there and they took me on straight away. And also I met friends of a, worked for Mace and Co were there in an experimental department. As I say we were the experimental. We were doing the 110 Sea Vixen eventually. And they were also doing the production of Venoms. Sea Venoms and that. So, now I did that. As I say I went to Hurn Airport and was working night shift on servicing aircraft. Flight testing. As I say I went from there on loan up to Hatfield when the Sea Vixen’s were transferred from Christchurch up to Hatfield. I was doing experimental there. I’ve got here [pause] We were doing the Nimrod. Servicing the Comet into a Nimrod. That was all on the secret as well. And then of course I went over to the flight test for the [pause] they were still doing the Comet 4s in the flight test there. [pause] I don’t know, I’ve forgotten the name of it now [pause] Before the 146 anyway.
NM: Trident.
JP: Trident. Yeah. I went to China on delivery. Aircraft to China. Couple of times which was very good. And we had a Christmas at the Chinese expense up in Peking. That was quite an experience. We went to see Mao Tse Tung laying in state. And believe it or not we marched right up to the front of the queue. Then of course I was, I transferred under pressure to go into the inspection department. And then I did very well there. As I say I finished up doing the final inspection for flight electrical. I don’t think, there’s nothing else to say.
NM: And that took you to retirement did it?
JP: Well, I took my pass, my retirement pay about a month I think. But I was stuck here at home mowing the lawns and that.
[recording paused]
JP: Alright?
NM: Yeah.
JP: Down south. I went and got a job down at Swallowfield Service Station serving the public with fuel and that. Did that for five years. And then they, actually they closed down because the tanks got, had to be filled up with concrete because they were serving up dirty fuel. But I was seventy then so I had to settle down in retirement. That’s my life.
NM: So when you look back at your time, your service during the Second World War what, what are your reflections?
JP: Well, the biggest and most is the neglect of what 83 Squadron and subsequently 49 and the other people did before the public noted. I mean of the Dambusters they seemed to have taken over and the others are forgotten. They hurt me. I know that Guy Gibson, the big man. He was a pilot officer at Scampton in 83 Squadron in the beginning of the war. I remember him coming back visiting when he was the big Pathfinder. I don’t know why he came back to visit. Whether he came back to visit Barry Learoyd who was then ADC of 83 Squadron, he transferred from 49 or he was just sussing out the place because he was taking it over. I wasn’t there long enough to find out. I did know that while I was there Waddington started taking delivery of the Manchester. And the thing was it was an utter failure. The wheels were too big or something. That was the forerunner of the Lancaster.
NM: So did you volunteer for going to Edinburgh and then the gliders or or were you posted?
JP: No. I was posted there. No. Actually, when I got posted to Edinburgh I was living with my wife in Lincoln. And she went home to give birth to my eldest son and I, I wasn’t able to go. I only had a forty eight hour pass to get married. And when she was giving birth to my son I wasn’t allowed any leave at all. Then I was posted up there. As I say, to the glider squadron. It was because the person that had been delegated to do the transfer, that was a compassionate posting to Turnhouse and as I was there waiting for a posting I was the one that got put on the [pause] I didn’t mind. Because they did say that the, going to Group 1 training, ‘And when you finished we’ll have you back again.’ There was a promise. Once I got to the glider unit I was no longer an electrician. I was a Terry of all means. I used to do the picketing. All we did with gliders was hump batteries backwards and forwards to the charging unit. And then we’d do all the picketing down at the aircraft. And latterly with the Hamilcar gliders I used to drive the track, tractor to tow the Hamilcars off, off the grass into the hardstand. That’s what my job was really. Just preparing them for the runway.
NM: Tell me a little bit more about the three unregistered operations you did to Kiel and Wilhelmshaven.
JP: Oh that.
NM: How did you feel about those raids?
JP: Well, I thought I was at last going to fly. And all the, at the time the, as I say the radio operators were the only air gunners that were there. And the, when the Hampdens, they’d got a seat for air gunners at the back they hadn’t got any trained air gunners. And they asked for volunteers and we had the course there but each time at the briefing we were told not to fire unless fired upon or attacked. Or unless the pilot told you to for any reason or other. We were just make weight. I know that the bomb aimer was the one that dropped the packages of leaflets. And also, I think on the last trip for the photography, I think he did the photographing from his position in the nose. But the only thing about it was that I remember we got caught in a searchlight. I thought when they said my eyesight was defective that it might be because the searchlight had affected it. But subsequently, years later I found out I’d got a lazy eye. So I’ve still got that.
NM: So, apart from the searchlights did the three trips pass without incident or were there —?
JP: No. No incident at all. Just a cold flight because we only had the helmet and the jacket. They would do, they of course used to start off in daylight to do their raids.
NM: So, these were daylight raids were they?
JP: Yeah.
NM: So what did you feel looking down across occupied France and Germany itself?
JP: Well, France wasn’t occupied then of course. I mean we’d only just declared war on them. Apparently the French Ministry had asked the British Ministry not to bomb Germany for fear of reprisals. So I believe. They were, all initially we were doing were bombing marshalling yards and shipping. I think that the biggest was, although I wasn’t involved with it at the time was Dresden. When that chief air vice marshall decided to throw caution to the wind and kill civilians as well. There’s others, that was a thousand bomber raid. But I was very sad to leave 83 Squadron. I was very proud to be a member of it. I do think that they, like the Dambusters were the super squadron.
NM: Have you kept in touch with 83 Squadron at all?
JP: No.
NM: Joining reunions or associations at all?
JP: No. No. Not at all. No. I [pause] my, when I was, I wasn’t even offered an extension because I only signed on for six years and no reserve in the first place. But then I did nearly eight years. As I say when I saw all those kids although they might have been trained I was just disgusted with the air force.
NM: Why?
JP: I just felt that we’d be sending them to die. Took me a long time to get over that. And then of course we heard the next day about the, the seaborne invasion.
NM: So your feelings about D-Day were mixed were they?
JP: Yeah. Very. I was proud to be part of the armada on that. Whatever it was for. We didn’t know. But as I say subsequently it come out it was to establish a bridgehead.
NM: So, how have you recently got involved with the Bomber Command Centre then? How did you hear about that again?
JP: I think my son Paul picked up on it on the computer.
NM: So tell me about your Legion d’Honneur from France. How did that come about?
JP: Oh my daughter. She lives in Sandy in Bedfordshire. She said the, the mayor, the mayor in the local paper put a notice. The French authorities, War Office wanted to contact all those that had taken part in D-Day. Apart from the official landers those that had helped in the behind to notify them because they were offering to reward them. And I, she told me, I wrote to the mayor there they put my name forward to the War Office and they sent it over to France and I thought they’d forgotten all about it because I wasn’t actually part of D-Day. Pre D-Day we were. There’s a lovely letter there. And believe it or not there was eight hundred of us applied. They said they, they would do the awards if we wanted it. That they would arrange it but they’d got so many to do that they couldn’t possibly do. They were very good.
NM: So how do you feel Bomber Command has been treated since the war?
JP: Well, I don’t know much about it really. Obviously they’re doing their stuff all over the place with the Vulcan and things like that and the involvement in the Falklands War.
NM: Do you think the veterans of World War Two have been fully recognised?
JP: Well, now they’re beginning to be. But not before. I mean, I myself, but I feel apart from me it’s a memory, they’re forgotten. [unclear] All those aircrew lost. No recognition. It’s only that somebody wanted to revive D-Day. Not D-Day but Dambusters. Brought them to light. Then after that then people started thinking about Bomber Command as a whole. Because there weren’t only Hampdens. There were Wellingtons, Whitleys. They were the heavy bomber of the day and of course when the initial landings in in France they were still, fighter planes were all mono, all biplanes. The only monoplane they had was the Fairey. Fairey Battle. Light bomber. All they had over in Dunkirk and that. Then of course the Hurricane was a major fighter plane in the Battle of Britain. And then Spitfires of course were the master aeroplane.
NM: Ok. Shall we, shall we leave it there? Or —
JP: Well, I, yeah. As I say the decoy. Always assumed that the Germans were never going to bomb Edinburgh anyway because Hitler decided that was where he was going to be his seat. But some of them down south. They really got wiped out. The decoy sites. It’s all hearsay.
NM: So, so during the interview you said your real name was Jack. Which of the two names do you prefer? Jack or John.
JP: Jack. That’s how I’m known now mostly. Except in official circles. As I say, my wife, how she did it she found my relatives. My brother and my Auntie Ethel and Uncle Edgar who I remembered when I was a boy with mother. I always used to go to the greenhouse with him. And still, when I saw him he’d still got at Aunt Ethel’s a greenhouse with tomatoes.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Interview with Jack (John) Perry
Creator
An entity primarily responsible for making the resource
Nigel Moore
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-01-15
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
APerryJE160115
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Format
The file format, physical medium, or dimensions of the resource
01:26:55 audio recording
Language
A language of the resource
eng
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Contributor
An entity responsible for making contributions to the resource
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
Germany
Great Britain
Atlantic Ocean--North Sea
England--Dorset
England--Lincolnshire
Germany--Kiel
Germany--Wilhelmshaven
Description
An account of the resource
Jack (John) Perry was orphaned at the age of six. He lived with family, a Children’s Home and various foster homes. Named Jack by his parents he was forced to be known as John when in children's homes, a name he continued to use during his RAF service. He has since reverted to Jack. He volunteered for the RAF as soon as he was old enough just before the outbreak of war. He trained as an electrician and was posted to RAF Scampton. He flew three operations as a stand in air gunner but failed the medical to become air crew. He was present when a Ju 88 had intruded with the returning squadron and strafed the airfield. He was posted to RAF Turnhouse and then Tarrant Rushton with the glider squadron. After the war he went to work for de Havillands in their experimental section.
Temporal Coverage
Temporal characteristics of the resource.
1939
1941
49 Squadron
83 Squadron
air gunner
aircrew
bombing
decoy site
ground personnel
Halifax
Hamilcar
Hampden
Horsa
Ju 88
Manchester
Normandy campaign (6 June – 21 August 1944)
propaganda
RAF Scampton
RAF Tarrant Rushton
RAF Waddington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/407/11176/MAnsellHT1893553-180601-03.2.pdf
58c477a27d8f759026e79c29a8b1786d
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
Ansell, Henry
Henry Ansell
H T Ansell
Description
An account of the resource
28 items. The collection concerns Sergeant Henry Thomas Ansell, DFM (b. 1925, 1893553 Royal Air Force) and contains his logbook, his release book, a school report, two German language documents and several photographs, his medals and other items. Henry Ansell served as a flight engineer with 61 Squadron and 83 Squadron Pathfinders.
The collection has been loaned to the IBCC Digital Archive for digitisation by Vicki Ansell and catalogued by Barry Hunter.
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-07-30
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. 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
Ansell, HT
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Flight Engineer's Log
RAF Form 2722
Description
An account of the resource
Pre-flight checks for Lancaster ME-527 and engineer's log
Creator
An entity primarily responsible for making the resource
Henry Ansell
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
1945-04-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
MAnsellHT1893553-180601-03
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
Temporal Coverage
Temporal characteristics of the resource.
1945-04-10
83 Squadron
aircrew
flight engineer
Lancaster