2
25
112
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1465/38906/MSawKC55612-151102-02.1.jpg
89af86f5c2310f9e878cec857c94ea91
Dublin Core
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Title
A name given to the resource
Saw, Kenneth
K C Saw
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-11-02
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
Saw, KC
Description
An account of the resource
Seven items. The collection concerns Kenneth Charles Saw DFM, (632221, 55612 Royal Air Force). He flew as an air gunner with 97 Squadron before retraining as a pilot and gaining a commission. Collection contains official documents, record of his operation, citation for award of DFM, a squadron crest and a notebook cover for information on German ordnance.
The collection has been loaned to the IBCC Digital Archive for digitisation by Tony Saw 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
Details of sorties carried out with 97 Squadron
Description
An account of the resource
Lists 35 successful operational sorties between 7 November 1941 and 15 November 1942.
Temporal Coverage
Temporal characteristics of the resource.
1941-11-07
1941-12-07
1941-12-18
1942-01-10
1942-05-08
1942-05-19
1942-05-22
1942-05-29
1942-06-01
1942-06-25
1942-07-11
1942-07-23
1942-07-25
1942-07-26
1942-07-29
1942-08-11
1942-08-12
1942-08-15
1942-08-17
1942-08-24
1942-08-27
1942-09-01
1942-09-04
1942-09-06
1942-09-08
1942-09-10
1942-09-14
1942-10-02
1942-10-06
1942-10-12
1942-10-15
1942-10-17
1942-11-10
1942-11-15
Spatial Coverage
Spatial characteristics of the resource.
France
Italy
Belgium
Poland
France--Boulogne-sur-Mer
Germany--Aachen
France--Brest
Atlantic Ocean--Bay of Biscay
Germany--Emden (Lower Saxony)
Belgium--Ostend
France--Gennevilliers
Atlantic Ocean--English Channel
Germany--Essen
Germany--Bremen
Poland--Gdańsk
Germany--Duisburg
Germany--Hamburg
Germany--Saarbrücken
Germany--Frankfurt am Main
Germany--Düsseldorf
Germany--Wilhelmshaven
Germany--Krefeld
Germany--Osnabrück
Germany--Wismar
Germany--Cologne
France--Le Creusot
Italy--Milan
Italy--Genoa
Germany--Rostock
Germany--Ruhr (Region)
Germany
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
One page typewritten document
Identifier
An unambiguous reference to the resource within a given context
MSawKC55612-151102-02
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
97 Squadron
bombing
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/787/47001/OMaltbyDJH919002-230902-020001.1.jpg
3b29e2a7ec2657ac9cea8cc444e991aa
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/787/47001/OMaltbyDJH919002-230902-020002.1.jpg
1254e8e4ad6f26e50adab46232075c97
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/787/47001/OMaltbyDJH919002-230902-020003.1.jpg
2ac0066c4421bcc650629ecd0d000e2c
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/787/47001/OMaltbyDJH919002-230902-020004.1.jpg
6668a45e97f47698fbe1bbe6cd6fb57b
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
Maltby, David John Hatfeild
D J H Maltby
Description
An account of the resource
Seven items. The collection concerns Squadron Leader David John Hatfeild Maltby DSO, DFC (1920 - 1943, 60335 Royal Air Force) and consists of his pilot's flying log book and documents. David Maltby completed a tour operations as a pilot in Hampdens, Manchester and Lancasters with 106 and 97 Squadrons at RAF Coningsby before being posted to 617 Squadron at RAF Scampton. He successfully attacked the Möhne Dam in May 1943. <br /><br />The collection has been loaned to the IBCC Digital Archive for digitisation by the Maltby Family and catalogued by Barry Hunter.<br /><br />Additional information on David John Hatfeild Maltby is available via the <a href="https://internationalbcc.co.uk/losses/114788/">IBCC Losses Database</a>.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-09-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Maltby, DJH
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
DJH Maltby Officer's service record
Description
An account of the resource
His service record after receiving his commission.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
Four b/w photocopied sheets
Identifier
An unambiguous reference to the resource within a given context
OMaltbyDJH919002-230902-020001, OMaltbyDJH919002-230902-020002, OMaltbyDJH919002-230902-020003, OMaltbyDJH919002-230902-020004
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
106 Squadron
16 OTU
1654 HCU
617 Squadron
97 Squadron
aircrew
Anson
Distinguished Flying Cross
Distinguished Service Order
Heavy Conversion Unit
killed in action
Operational Training Unit
pilot
RAF Woodhall Spa
Tiger Moth
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2363/42420/MGosneyG568331-180418-030001.1.jpg
c848ae440ef8ae2d110289e1de8a69b3
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2363/42420/MGosneyG568331-180418-030002.1.jpg
410e3b6d6eca06ec2ef57d97291a6db9
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
Gosney, Geoffrey
Description
An account of the resource
20 items. The collection concerns Flight Lieutenant Geoffrey Gosney (b. 1919, 568331, 54247 Royal Air Force) and contains his log books, service documents, and photographs. He flew operations as a flight engineer with 426, 462 and 428 Squadrons.
The collection was loaned to the IBCC Digital Archive for digitisation by Susan Hassell and catalogued by Lynn Corrigan.
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-04-18
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.
Identifier
An unambiguous reference to the resource within a given context
Gosney, G
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Examination results
Description
An account of the resource
Congratulations note confirming passing the promotion examination "C".
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Date
A point or period of time associated with an event in the lifecycle of the resource
1951-06-06
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Correspondence
Format
The file format, physical medium, or dimensions of the resource
One typed letter
Identifier
An unambiguous reference to the resource within a given context
MGosneyG568331-180418-030001, MGosneyG568331-180418-030002
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1951-06-06
83 Squadron
97 Squadron
promotion
RAF Hemswell
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/2444/35683/BSpencerJSpencerFDv1.2.pdf
299ab6c9736dbc86fb2854e8155cfee9
Dublin Core
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Title
A name given to the resource
Spencer, F D
Freddie Spencer
Spencer, Frederick David
Description
An account of the resource
Three items. The collection concerns Flight Lieutenant F D "Freddie" Spencer DFC (1920 - 2002, 143793 Royal Air Force) and contains a photograph and a biography. He flew operations as a a flight engineer with 106 and 630 Squadron.
The collection was loaned to the IBCC Digital Archive for digitisation by Jane Spencer and catalogued by IBCC Digital Archive staff.
Date
A point or period of time associated with an event in the lifecycle of the resource
2022-10-01
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Spencer, FD
Transcribed document
A resource consisting primarily of words for reading.
Transcription
Text transcribed from audio recording or document
Flight Lieutenant Freddie Spencer D.F.C. Distinguished Wartime Service
[photograph]
Freddie Spencer joined the RAF Volunteer Reserve aged only eighteen on 27 September 1939 at a time when thousands of other young chaps who wanted to “do their bit” were joining up. He signed papers agreeing to serve for the “Duration of the Present Emergency” which effectively was an open ended agreement to serve until either the war was won or until he was killed or disabled and no longer able to serve, whichever the sooner.
He was immediately posted to No. 3 Depot at RAF Padgate as No. 968957, Aircraftman 2nd Class, Spencer FD. There would follow a period of six weeks of “basic training”, his induction to uniformed life, shouting, square bashing, military discipline and all that goes with it. It was a huge sprawling camp organized in quadrants comprising regular rows of barracks interspersed with drill squares and training huts.
[photograph]
Given his civil occupation as a Fitter & Motor Mechanic Freddie was immediately mustered (allocated to a specific trade grouping) as an “under training Flight Mechanic/Flight Rigger” but he still had to do six weeks Initial Training. The RAF had however decided that Freddie had useful skills and that he would receive RAF training to enable him to maintain aircraft. This was an important stage for him because if he had been assessed as less skilled he would have been allocated to a lesser trade grouping where he might be maintaining motor transport or generators, lawn mowers or similar. The alternative was “General Duties”, a category where an Aircraftman 2nd Class would spend his day pushing a broom, painting diverse things or on domestic cleaning duties or maybe peeling potatoes until he managed to escape to a higher grouping hoping to look after several lines of shelves in a stores, run errands, drive a vehicle or work as an admin clerk or officers valet.
[photograph]
Here Freddie is pictured in his RAF issue greatcoat almost certainly in the early winter of 1939.
[photograph]
On 11 November 1939 having successfully completed his “basic” Freddie was posted to No.1 Wing stationed at RAF Hednesford (above and below) to attend the No. 6 School of Technical Training. Here he would begin a course of intensive training on aircraft engines specialising in the Rolls Royce Merlin engine which was destined to power a wide range of RAF aircraft.
[photograph]
Freddie obviously became quite ill within 3 weeks because on 2 December he was admitted to Wolverhampton Isolation Hospital. The duration of his treatment is not recorded but only 2 days later (4 Dec 1939) in his absence he was re-mustered as “Aircrafthand under training Flight
Mechanic” indicating that his progress in training at No. 6 S of TT had been positive and he had been accepted as a tradesman and was now separated from the Rigger trade group (the group who maintained the fuselage and wings, etc) he was to take the path of the more technical aero engine mechanic. Training included both classroom work and hands-on in workshops and was high pressure and intensive, lads who failed to make the grade might be re-mustered to a less demanding trade or even end up as “General Duties”. His annual appraisal on 31 Dec 1939 rated him as having Very Good character and in terms of trade ability he was categorised, under training.
Operational duties
Freddie was posted to RAF Kinloss on 4 April 1940 to join No. 19 Operational Training Unit. At this stage the OTU’s trained men who had recently qualified as aircrew to operate the specific types of aircraft which they would fly when they joined squadrons. Experienced aircrew who had recently completed operational tours were the Instructors and they would pass along the knowledge which they had gained the hard way in combat. Aircrew arrived at OTU from specialist training schools (Pilot, Observer, Air Gunner, etc), and would circulate informally within a large briefing room to form crews. A pilot might recognise an Observer he’d played cricket with and ask if he would like to fly with him, they might hear a Wireless Operator with an accent from back home and ask him to join them, then they would find themselves a rear gunner, etc
No. 19 OTU was a feeder for No. 6 Group, Bomber Command and aircrew attending were trained to fly the already obsolete Armstrong Whitworth Whitley twin engine medium bombers. Freddie would be maintaining and servicing their Rolls Royce Merlin engines.
[photograph]
The Whitley above is the memorial to 19 OUT at Kinloss.
On 6 June 1940 he was promoted Aircraftman 1st Class and re-mustered Flight Mechanic, the promotion was in recognition of his trade skills, now being fully qualified to work on aero engines. On 1 August he was again promoted, this time Leading Aircraftman, recognition of a superior level of technical ability, also indicating that he had the ability to lead and mentor colleagues.
[photograph]
Freddie after his promotion to LAC (see insignia on his sleeve)
[photograph
Freddie’s work on the Rolls Royce Merlins of the Whitley’s flown from Kinloss continued and on 21 November 1940 his mustering was upgraded to “Flight Mechanic Engines” recognising his fully trained status, his ability and the experience he had gained and then on 31 December 1940 in his annual appraisal he was recorded as Leading Aircraftman, Very Good character and his ability was satisfactory (that is a good rating because the RAF demanded the very best performance as a minimum because even slight failings could result in a Whitley crashing or having to be ditched at sea with an uncertain fate for its crew).
[photograph]
The picture above shows RAF flight mechanics working on engines in the normal manner, outside in all weathers. The man sitting upright has the rank insignia of Leading Aircraftman on his arm.
His performance at his duties was recognised and on 22 May he was posted for further training to gain the status of Fitter II Engines, a step which inevitably led to promotion to Corporal rank as an NCO skilled tradesman. Freddie arrived at RAF Hednesford, No. 7 School of Technical Training on the following day and commenced his course.
At the end of his course on 23 July 1941 Freddie qualified as Fitter II E and signalled his intent to leave the Fitter trade group having applied for and received approval to train for the brand new role of Flight Engineer which the RAF had recognised would be essential with the new generation of four engine bombers.
His service record was clearly marked “Recommended for training as Flight Engineer” and on the same day he reverted to the rank of Aircraftman 1st Class. It may have been an Admin ruling in connection with his forthcoming change to aircrew status, it certainly was not a disciplinary, ability or performance related demotion. Quite possibly it happened at his own request for a personal reason, nothing is given in his records to explain. I suspect a brief period of home leave followed.
At this point in the war the RAF had recently started to operate the four engine Handley Page Halifax heavy bomber (photo below) and an understanding was being gained of the very different operational requirements of a four engine aircraft over the traditional twin engine type. A flight engineer was an enormous asset and as the result a 2nd Pilot was no longer required. That freed up a pilot who could then “skipper” his own crew and as the result made available a number of pilots to help replace those being lost on Ops. That RAF had the new four engine Avro Lancaster heavy bombers scheduled to enter service in 1942 and they would each need a Flight Engineer.
[photograph]
Freddie was posted to RAF Baginton near Coventry on 8 August 1941, it was a Hawker Hurricane fighter station and the Hurricanes based there had Rolls Royce Merlin engines. He would be serving with Fighter Command working on Hurricanes until the RAF was ready to start training him as a Flight Engineer, he was not needed in that role immediately.
[photograph
On 4 September he was posted to nearby RAF Honiley to join No. 135 (Fighter) Squadron who flew Hurricanes in defence of the industrial Midlands and on 1 November 1941 he was promoted back to the rank of Leading Aircraftman.
On 4 December Freddie was posted to RAF Angle near Pembroke to join No. 615 (County of Surrey) Squadron, Auxiliary Air Force a very glamorous squadron with pre-war connections to some of the wealthiest families in the country. No. 615 flew Hurricane fighters. Their CO was Squadron Leader Denys Gillam DSO DFC & Bar a Battle of Britain fighter ace.
The year of 1941 ended very well for Freddie with an appraisal confirming his rank as LAC, his character as Very Good and his abilities as Superior (a rating not commonly seen and suggestive of exceptional ability). The squadron moved to RAF Fairwood Common on 23 January 1942 but almost two months later they moved lock-stock and barrel to Liverpool Docks and embarked aboard merchant vessels bound for India. Freddie was posted at this point, the RAF wanted to make use of his skills as a Flight Engineer.
Aircrew Status
[photograph]
At this point the lack of detail in his service record is most unhelpful. One week after No. 615 departed for India Freddie joined No. 10 Air Gunnery School at RAF Walney Island (photo above) for reasons unstated, however he is depicted in a portrait photograph wearing an Air Gunner brevet.
[photograph]
No. 10 AGS flew Boulton Paul Defiant turret fighters which were obsolete in their intended role as day fighter/bomber destroyers however they mounted a turret with four .303 Browning machine guns exactly like gun turrets on bombers.
It was an excellent gun platform for training air gunners bound for Bomber Command. So it seems that the only conclusion to be drawn is that Freddie trained here as an Air Gunner and was inevitably then classified by the RAF as Aircrew. His service record does not state the fact but I believe it almost certain that he must have been awarded his Air Gunner brevet in the third week of April 1942 before he left No. 10 AGS.
Photo below of a Boulton Paul Defiant painted black for night fighting.
[photograph]
It has to be suspected that Freddie’s training as an Air Gunner at RAF Walney Island was simply a means to an end and that he was never intended by the RAF to fly operationally as a gunner but had gained an Air Gunner brevet and official status of a qualified member of aircrew – perhaps therefore avoiding the requirement to attend a longer aircrew course at a time when Bomber Command had urgent requirement for skilled Flight Engineers.
The twin engine medium bombers operated by Bomber Command up to this point in the war, the Armstrong Whitworth Whitley and Vickers Wellington had been flown by a five man crew including Pilot, Observer (Navigator), Bomb Aimer, Wireless Operator/Air Gunner and Rear gunner.
The new four engine bombers required the addition of a Flight Engineer to assist the pilot on take off and landing, deal with the added complexity of the four engines, manage fuel consumption, etc, and also required an additional air gunner to man the new Mid Upper turret. The new 7 man crew configuration became standard in Bomber Command, a Pilot, Flight Engineer, Navigator, Bomb Aimer, Wireless Operator, Mid Upper Gunner and Rear Gunner.
Freddie was next posted to No. 97 Squadron at RAF Waddington on 24 April 1942. No. 97 was at that moment very much the centre of attention of the nation, having just carried out a seemingly near suicidal daylight raid on the M.A.N. engine factories at Augsburg flying their new Lancaster bombers. Wing Commander John Nettleton of No. 44 Squadron had led the two squadron Op which achieved its aims despite heavy losses. He was awarded a V.C. The attack was viewed on a similar footing to the later Dam Buster raid.
No. 97 Squadron was working very closely with No. 106 Squadron converting from the unsuccessful Avro Manchester twin engine medium bomber (below) to the new Avro Lancaster four engine bombers.
[photograph]
Records of No.97 Squadron do not show Freddie amongst the members of aircrew “posted in” during April 1942 so it seems that he joined purely to gain experience of the new Lancaster, probably working alongside No. 97’s Fitter II E’s and spending time at the factory of A V Roe Ltd alongside the Lancaster production process, this being documented in his service records. Operational records for No. 97 Squadron who were gaining experience of the Lancaster in combat do not show any occasions when he flew Ops in May or June 1942. At this time the squadrons converting from Manchesters to Lancasters were flying with a 2nd Pilot assisting the Pilot due to the shortage of Flight Engineers. Bomber Command did not want two pilots tied up in each aircraft.
On 17 May 1942 Freddie was posted to No. 4 School of Technical Training (RAF St Athan) where he received two weeks intensive training on the duties of a Lancaster Flight Engineer and probably attended lectures by aircrew who had flown aboard Lancasters operationally. He graduated on 1 June 1942 with a Flight Engineer brevet to replace his Air Gunner wing, a re-muster to Flight Engineer on his records and a promotion to Temporary Sergeant as all aircrew received automatic promotion to Sergeant.
Operations – Freddie’s first tour
Freddie was posted to RAF Coningsby to join No. 106 Squadron at a time when they still had some of the troubled twin engine Manchester bombers on their operational strength and the squadron had actually had to operate their newly arriving four engine Lancasters with a 2nd Pilot in each crew because of the shortage of Flight Engineers to help the pilot take off, fly and land the aircraft.
[photograph]
Since March 1942 No. 106 Squadron had been commanded by Wing Commander Guy Gibson DSO DFC (later to be awarded a VC in recognition of the attack by No. 617 Squadron on the Ruhr dams). Gibson had been appointed by No. 5 Group to take the squadron through the difficult conversion to Lancasters at an awkward time. After Bomber Command’s two “Maximum Effort” raids at the end of May/start of June 1942 when every squadron and operational training unit was required to make available crews for all serviceable aircraft in order to get 1,000 aircraft into the air to attack Cologne and then Essen, Gibson was granted a three week time window during which he could put his squadron into a non-operational state. This was to be his single opportunity to get all of his crews trained and familiar with the operation of the new Lancasters which were arriving from the factory of A V Roe Ltd before the next “Maximum Effort” attack was due.
No.106 Squadron at RAF Coningsby
Freddie was one of the Flight Engineers who arrived to join No. 106 during this period of frantic activity of continual day and night time flight tests and training. Later in the war Flight Engineers would have been a part of the crew formation process at Operational Training Unit (mentioned previously), they would have trained within their own crew in preparation for Ops, lived together in accommodation huts, eaten together in the mess and become a very close team prior to being posted to a squadron.
The early Flight Engineers however were completely “dropped in at the deep end”. Crews who had already been flying Ops in Manchesters and the new Lancasters with 2nd Pilot’s were to lose this team member with whom they had been sharing the risks over Germany and instead were allocated a “sprog” (a new member who had little or no combat experience). Surviving veterans reported that in the main the “new bods”, who were regarded as “Gen Kiddies” (technically minded clever chaps) were welcomed into their crews and soon fit in.
Flight Engineers assisted with the Lancaster training process from the moment of their arrival at Coningsby and would be selectively added to crews who were ready to “have a bash” the new way with a “new bod” instead of their tried and tested 2nd Pilot. The 2nd Pilots were obviously needed to “step up” and take on their own crews as Skipper. As a consequence some crews continued to fly with a second pilot, including W/Cdr Gibson who had Pilot Officer Dave Shannon (later DSO DFC, a Dam buster) as his second pilot, while others gradually began to fly with the new Flight Engineers sitting in the “second seat” beside the pilot.
Freddie and the other lads joining the squadron would be serving alongside men who were destined to accompany Gibson on the Dams Raid (ie: David Shannon, “Hoppy” Hopgood, Joe McCarthy, Bob Hutchison, Lewis Burpee, Tony Burcher, Bill Long, Ted Johnson, Guy Pegler) and men who would later lead the Pathfinder and Mosquito marking units, John Searby DSO DFC and John Wooldridge DSO DFC DFM.
[photograph]
An early Lancaster (above)
Squadron records next show Freddie’s first Op.
In the early morning of 25 June 1942 Bomber Command HQ ordered that the night of 25/26 June 1942 was to be a “Maximum Effort” attack on Bremen, a massive port and u-boat building dockyard, it was expected that 1,000 aircraft would bomb the target. Gibson’s window of opportunity to train his crews was over and in common with all other units, No. 106 Squadron was expected to provide every serviceable aircraft on their strength with crews to fly them.
Pilot Officer John Coates RAAF a 30 year old from Queensland, Australia, who had flown previously as 2nd Pilot with Flight Lieut. JV “Hoppy” Hopgood, was allocated Lancaster R5678 and a “scratch
crew” (a crew comprising members of aircrew serving with the squadron but not already assigned to
fly that night as a part of an existing crew). His flight engineer would be Sergeant Freddie Spencer.
During the day they would have followed a standard routine which would be followed before every single Op they flew. The crew would have flown briefly to air-test their allocated Lancaster ensuring that it was serviceable in all aspects and the skipper would have signed acceptance of that fact on the clip board of the NCO who headed the ground crew maintaining that particular bomber.
There would have been an afternoon briefing in which the routes to and from the target were unveiled, usually in the form of ribbons stretching from base across a huge wall mounted map, out across the North Sea towards the target, passing over the target area and indicating the route home. Survivors recalled that very distant targets or targets known to be “hairy” often generated sharp intakes of breath or muttered profanities. Potential searchlight and flak belts along with known Luftwaffe night fighter airfields were pointed out for the Observers (Navigators) to mark on their charts and try to avoid. The wireless op’s were given the call signs and frequencies allocated for the night. Met officers forecast expected weather conditions particularly warning of potential icing on wings which might bring an aircraft down. They also reported any forecast head or cross-winds which might push a crew way off course consuming fuel which may not be spare. Flight engineers worked to calculate and re-calculate the fuel loads based on the required routes, distances to be covered and bomb loads carried. Bomb aimers would pay particular attention to the large scale maps and photographs of the target they could expect to see through their bomb sights, noting landmarks which might be seen on the run up to the target and during the bombing run.
They took off from Coningsby at 23:45 hours and had an uneventful outward flight arriving over Bremen on time with the Main Force, their observer (navigator) Pilot Officer Andy Maxwell, a 28 year old Scot had proven himself proficient. At the post-op debrief John Coates reported that his crew experienced some cloud cover in the TA (Target Area) but Sergeant CJ McGlinn the bomb aimer noted their bombs bursting amongst fires which were believed to be in the town centre. They landed back at base at 04:05 hours. Freddie was doubtless exhausted and would have eaten breakfast in the mess with 24 year old wireless operator Flight Sergeant John Williams from Brentford, 20 year old Sergeant John Dickie their rear gunner, a Scot from Milngavie and 21 year old Stan Topham from Bradford, mid upper gunner before they headed for their beds.
During the day of 27 June 1942 a “Battle Order” would have been posted at RAF Coningsby
indicating that “Ops are on” for the men listed to crew each aircraft specified. Freddie would have
found out that he was again listed to fly with Australian “Skipper” John Coates aboard Lancaster
R5678 as flight engineer for the same lads he had been “crewed up” with to attack Bremen. Bomber crew survivors speaking post-war usually recalled a feeling of relief if (allocated as “spare bods”) they were flying with a crew they had previously flown with and returned safely.
Lancaster R5678 lifted off the runway at Coningsby at 22:45 hours scheduled for a long flight to
parachute sea mines into a minefield known as “Deodars” located in the Gironde Estuary. The RAF regularly planted and re-laid minefields in sea lanes identified as being used by U-boats heading from their bases out to sea, it was a task known by the coded term “Gardening”. A large u-boat flotilla was based at Bordeaux and its concrete pens could not service the u-boats unless they could pass through the Gironde Estuary to and from the Bay of Biscay. Andy Maxwell navigated them precisely to their assigned “Garden” and John Coates report stated that they found “bright moonlight, no cloud and excellent visibility. Five mines were dropped. Slight opposition was experienced near Lorient” (anti-aircraft fire). A safe flight home saw them touch down at 05:05 hours on 28 June and after the routine de-brief it would have been breakfast and bed.
That was the last time Freddie flew with John Coates and crew who were joined by flight engineer Sergeant Tom Reid a 22 year old from Larkhall, Lanarkshire on a permanent basis. Having flown Op after Op they were probably looking forward to the end of their tour but they were caught above
the Ruhr Valley’s Dusseldorf searchlight and flak belt and shot down on 16 August. The entire crew “bought it” - were killed.
Scheduled for Ops again on 2 July Freddie was to fly in another attack on the north German port of Bremen. He would be flight engineer in the crew of 25 year old Pilot Officer Steve Cockbain which consisted of lads like himself who do not appear to have had a fixed crew. They took off in Lancaster R5638 at 23:59 hours and arrived over Bremen to find no cloud and excellent visibility. Their bomb load was released from 13,500 feet and bomb bursts were observed in the docks area causing fire and considerable smoke. Cockbain reported “heavy opposition in the target area” meaning searchlights and substantial flak. They landed back at Coningsby at 04:15 hours.
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Above – Lancasters attacking a dockyard/port, searchlights attempting to catch an aircraft while
yellow flak shells burst all around leaving black “smudges”.
After several days rest Freddie was listed on the “Battle Order” of 11 July 1942 to fly with Steve Cockbain and another “scratch crew” in Lancaster R5680. Their target was the u-boat construction yards at Danzig on the North German/Polish Baltic coastline. The squadron took off as usual, each
aircraft a minute or two after the previous with R5680 clearing the ground at 17:05 hours ready for a very long flight. They experienced generator problems over the North Sea and in the vicinity of Denmark (position 56.30 North x 12.00 East) the crew decided to abandon the Op due to aircraft unserviceability and their navigator 36 year old Toronto man Flight Sergeant Fred Spanner RCAF, plotted a course for home. Cockbain landed their Lancaster at base at 23:30 hours.
The “Battle Order” on 31 July listed Freddie to fly again with Steve Cockbain and a scratch crew. They were allocated Lancaster R5742 to participate in an attack on industrial Dusseldorf in the Ruhr Valley (known to cynically to bomber crews as Happy Valley due to its deservedly fearsome reputation for experienced searchlight and flak crews and the hive of night fighters which flew over it). Their navigator would be Fred Spanner again and their wireless operator would be Pilot Officer WJ Buzza
RCAF who had also flown with them on their “Early Return” two weeks earlier. They took off at 01:00 on the morning of 1 August and arrived over the Target Area in cloudless conditions but noting some ground haze. In these conditions the target was located easily and they bombed from 11,000 feet. Cockbain reported that his crew believed they hit a factory in the target area. They were then attacked by a night fighter but managed to evade it. The crew landed back at base at 05:30.
Freddie was not allocated to fly with Dorset man Steve Cockbain again, sadly he would be killed on 14 January 1945 as a Squadron Leader after being awarded a DFC, he is buried at Botley in Oxford. Fred Spanner (later Flying Officer, DFC) was lost on his second tour on 3 September 1943 when his 207 Squadron Lancaster simply disappeared during an attack on Berlin, it was presumed lost without trace over the North Sea.
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A squadron of Lancasters preparing to taxi-out ready for take off. (late 1942) Below – Freddie and crew with a 106 Squadron Lancaster
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Lancaster crew approach their aircraft (above)
On the night of 8/9 August 1942 Freddie flew his sixth Op, it was to be an important one for him because it would be his last as a “spare bod”, this time allocated to the crew being formed around former 2nd Pilot Sergeant Jim Cassels to fly Lancaster R5680. Cassels had previously flown with Steve Cockbain as 2nd Pilot. They were assigned “Gardening”, to parachute sea mines into a Garden known as “Silverthorn”. It was at a point in the Kattegat off Aarhus used routinely by u-boats. Taking off at 23:45 they flew across the North Sea to find that conditions in the target area were very poor with 9/10ths cloud, poor visability and sea mist. Their navigator located Anholt Island and calculating a precise course and speed placed the Lancaster over its Garden on a “timed run”. Five mines were laid and they returned without incident, landing at 05:45 hours for breakfast.
Regular crew
Following his sixth Op Freddie joined the crew of 33 year Pilot Officer James Leslie (Jim) Cooper a pre-war RAF Regular serviceman (and himself a former Aircrafthand Engineer), who had previously flown as 2nd Pilot with Squadron Leader Harold Robertson (aged 27 from Southern Rhodesia) their Flight Commander. Cooper was assigned to form his own crew after Robertson and his old crew had been shot down and killed two weeks earlier while flying with a novice 2nd Pilot).
Surviving Bomber Command aircrew all say that having a regular crew gave them a sense of belonging, the opportunity to bond, to get used to the habits and nuances of crew mates and to work closely as a team. All said that team work greatly improved the odds for survival.
Jim Cooper and Freddie Spencer flew together for the remainder of their tour. Their regular crew were observer (navigator) Pilot Officer Frank Drew, wireless operator/air gunner Pilot Officer John Buzza RCAF, their regular bomb aimer was Sergeant David Gregory but occasionally they had to fly with various stand-in bomb aimers for reasons not recorded, Sergeants Fred Tucker and H R Bailey made up the crew as mid-upper and rear gunner.
The “Battle Order” for 11 August 1942 assigned Lancaster W4118 to Pilot Officer Jim Cooper and
crew, it’s squadron codes were “ZN – Z” displayed on the fuselage. It would not become their regular aircraft which was R5750, however they had a crew photo taken with it (below) possibly to mark the formation of their own crew.
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Freddie Spencer standing 2nd from left, Jim Cooper probably kneeling at left and Frank Drew probably kneeling at right.
The crew’s navigator was Francis Elliott (Frank) Drew a 22 year old Devonport man. Their WOp/AG (wireless operator/air gunner) was WJ (John) Buzza RCAF a 21 year old Canadian, David Bryan Gregory a 28 year old married man from Wallasey was their regular bomb aimer, mid upper gunner was Sergeant Frederick John (Fred) Tucker a 21 year old from Wadebridge, Cornwall and Sergeant H R Bailey was the “tail end Charlie” Rear Gunner.
Seventh Op - first Op together as a crew
Jim Cooper assisted by Freddie lifted Lancaster W4118 off the runway at RAF Coningsby at 23:15 hours on 11 August 1942 and they set course for Mainz. The outward trip was uneventful with their Lancaster arriving over the Target Area to find 5/10ths cloud cover at 3,000 feet, it was a dark night but clear. They bombed from 15,000 feet and reported that bombs could be seen bursting in the built up part of town. Fires were started. Opposition was slight. Bomber Command War Diaries (p.294) notes that considerable damage was caused to the centre of Mainz. After a safe return trip they landed at base at 03:50 hours.
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The crew were soon allocated Lancaster R5750, previously flown by the CO, Wing Commander Guy Gibson, the record states that it is pictured in the photo above taken on an attack in late July 1942 by David Shannon.
It was following the attack on Mainz that Jim Cooper’s crew appear to have been assigned their own Lancaster (R5750), this tended to happen in order for an established crew to become familiar with a particular aircraft and its own idiosyncracies. This was a practice enormously beneficial to a crew with a highly competent flight engineer such as Freddie as it gave him the opportunity to know how each engine would perform under operational conditions, to find any ways to eke out fuel if they were low, to look for solutions to high altitude icing and learn any other peculiarities of “his” Lancaster to be able to seek out corrective actions before problems occurred which might kill them.
The “Battle Order” for 27 August named Jim Cooper and crew to fly R5750. No. 106 Squadron were to despatch nine Lancasters to Gdynia a Baltic port 950 miles distant led by Gibson to attack a major warship, the remainder of the squadron were to join the “Main Force” and attack Kassel. The crew took off at 20:50 hours in the force heading to Kassel. The conditions over the target were hazy with no cloud and they attacked from 8,000 feet. Bombs were observed bursting in the town where there were many large fires. Some anti-aircraft fire was noted by Freddie’s crew as were night fighters but they were not attacked. That night 10% of the “Main Force” were lost to fighters and anti-aircraft fire including 5 of the 15 Wellington’s despatched by No. 142 Squadron. All three Henschel aircraft factories were badly damaged (Bomber Command War Diaries, p.303). At Gdynia the warship could not be identified through the haze. R5750 landed at Coningsby at 02:20 hours.
On the following day, 28 August Freddie’s crew were assigned R5750 to participate in an attack on Nuremburg the ideological home of Hitler’s Nazi Party. They took off from Coningsby at 21:10 hours and arrived over the Target Area after the Pathfinder Force had dropped marker flares to assist target acquisition by the Main Force. Jim Cooper’s report stated that conditions were very clear, visibility was good and the target was visually identified. They bombed from 13,000 feet over the centre of the town where too many bombs were bursting for them to be able to identify their own. There was little flak opposition. There was damage recorded in the town centre and to the south the Nazi Party Kongresshalle and parts of the Nuremburg Rally colony was destroyed, (BCWD, page 304). They were fortunate to arrive safely back at base and landed at 04:00 hours, sadly 14% of the British bombers “Failed to Return”.
The pressure on aircrew was maintained with another Op on 1 September 1942. Again flying R5750 Jim Cooper and crew were to participate in an attack on industrial Saarbrucken. David Gregory did not fly on this night and Pilot Officer Don Margach a 30 year old from Edinburgh took his place (Margach was killed on 29 July 1944 flying with 582 Squadron on his second tour). They took off at 23:59 hours and arrived punctually in the Target Area where conditions were clear with no cloud and the Pathfinder Force marker flares were heavily bombed by the Main Force. On this night the flares had been dropped out of place and the nearby town of Saarlouis was battered. Cooper and crew landed back at base at 05:00 hours on 2 September. Opposition had been light as were losses.
After a few hours sleep the tired airmen found that they were again on “Battle Orders” with R5750 to participate in an attack on industrial Karlsruhe that same night, 2 September 1942. Taking off at 23:35 hours they arrived to attack exceptionally well placed Pathfinder flares. David Gregory had been unable to fly with them again and Sergeant J Eastwood flew as bomb aimer. The visibility in the target area was reported as good without cloud. Using the river to identify the target they bombed from 10,000 feet and saw their bombs burst amongst fires in the town which was already burning fiercely. Their successful attack was confirmed by a “bombing photo” (a huge flash assisted camera triggered to capture the fall of the bombs from a particular aircraft and document the point to be hit). Jim Cooper landed at Coningsby at 05:25 hours.
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Lancasters over a burning Target Area.
With little opportunity for rest Freddie’s crew were listed on “Battle Orders” again for the night of 4/5 September, they were to participate in an attack on Bremen where the Focke Wulf factory produced aircraft and the Atlas shipyard worked for the German Navy. The recently introduced Pathfinders developed a new tactic and for the first time their initial aircraft dropped “illuminators”
which lit the target area with white flares, their second wave “visual markers” dropped Target
Indicator flares on a positively identified target and their “backers-up” dropped all incendiary bomb loads on the coloured flares. This practice continued for the remainder of the war and allowed the Main Force to bomb more accurately. (Bomber Command War Diaries, p.306).
Jim Cooper, Freddie and crew aboard Lancaster R5750 took off at 00:30 hours on the morning of 5 September and arrived over the Target Area to find the weather very good and identified the target easily but due to the heavy smoke from many fires already burning they couldn’t see details. Bomb aimer Sergeant Eastwood was flying with them again and he bombed from 11,000 feet and was able to note the bursts of their bombs through the smoke. Flak was very heavy and accurate and their aircraft received hits and battle damage. They made it home safely landing at 05:30. Both the aircraft works and the Atlas shipyard were seriously damaged.
On the night 6/7 September Freddie’s crew were assigned Lancaster R5900 for the attack on Duisburg, their own aircraft was still under repair. They took off at 01:25 hours, again Sergeant Eastwood flew as their bomb aimer, and finding ground haze across the target they struggled to pinpoint the target. Locating the River Rhine Jim Cooper followed it and aided by Pathfinder flares they bombed from 11,000 feet seeing bombs bursting in a built up area 1 mile east of the river. As might be expected of a centre of heavy industry the flak opposition was intense. The crew noted fires burning well before they turned for home. Theytouched down at 05:15 hours.
Battle Orders for 8 September included Freddie’s crew – the target was industrial Frankfurt. Jim Cooper had been assigned the repaired R5750 and their own bomb aimer David Gregory was to rejoin them. They lifted off the runway at Coningsby at 21:00 hours. Haze over the target area made locating the aiming point difficult but finding an identifiable bend in the River Main Gregory made a bombing run and they attacked from 11,000 feet. Bombs were seen bursting in the estimated centre of the town. Little opposition was experienced, although searchlights were active the flak was light. They returned to base at 03:10 hours on 9 September.
It was the same story for the night of 10/11 September, allocated their own Lancaster R5750 Freddie and crew took off at 20:55 to take part in an attack on the factories of Dusseldorf. There was no cloud in the target area but visibility was not good due to haze. They bombed from 12,000 feet based on a timed run from a fix point. No bomb bursts could be seen however their “bombing
photo” was very good and showed that they had hit a cluster of factory buildings. Bomber Command War Diaries p.308, records that substantial damage was caused to 39 factories in Dusseldorf and Neuss sufficient to halt all production for several days. Sadly 33 of the bombers were shot down, 7% of the force. The crew landed safely at Coningsby at 01:30 hours.
The next raid of any size into the Ruhr Valley was on the night of 16/17 September when 369 bombers were ordered to bomb the Krupp tank production factories at Essen. Freddie was likely unhappy that R5750 was not serviceable and their crew were assigned a spare, Lancaster W4195. The complete crew were flying again and Jim Cooper lifted the Lancaster off at 20:25 hours. Over the target they experienced 5/10ths cloud, poor visibility and were unable to locate the ground detail which were preferred for good accuracy. Their bombs burst in a built up district as was
confirmed by their “bombing photo”. In the traget area they were buffetted by fierce and very intense flak and noted a series of bombers being shot down. The Krupp factories were damaged by bombs and by a fully loaded bomber which had been shot down and crashed directly into the target.
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The Krupp Panzer factory following RAF bombing (above)
Although successful the attack on Krupp cost 39 bombers, over 10% of the force despatched. Landing at 01:35 hours Freddie and his crew were to discover that 3 of the 11 aircraft of No. 106 Squadron which had flown that night had “Failed to Return”, their flight commander 25 year old Devon man Squadron Leader Cecil Howell and his crew and those of Pilot Officers Downer and Williams. The latter crew disappeared without trace and included Flying Officer Bob Chase (Gunnery Leader) who had flown with Freddie aboard Steve Cockbain’s Lancaster on the night of 31 July. The loss to No. 106 was very heavy but in the eyes of its crews probably not unexpected, the flak
gunners in “Happy Valley” caused heavy losses and it was regarded as a “heavy chop” target.
No. 106 Squadron were tasked to contribute aircraft to a small force to bomb Munich, the headquarters of the Nazi Party, on 19 September. Lancaster R5750 was serviceable again and the entire crew were listed for Ops. Taking off at 20:10 hours they began the long range trip and arrived over target to find no cloud and good visibility. David Gregory located the aiming point without difficulty and they bombed at 8,500 feet noting bombs bursting across the town. Flak was slight and the trip marked as very successful when they landed at 04:10 hours on 20 September. Only six of the 68 bombers attacking were lost.
“Battle Orders” for 23 September called Freddie’s crew to fly their trusty Lancaster R5750 and attack the Dornier aircraft works at Wismar as a part of a small force of 83 bombers. Jim Cooper took off at 22:40 hours and over Wismar on the Baltic coast they found 10/10ths cloud cover and were unable to identify the target despite low passes over the vicinity. David Gregory was not flying that night and another bomb aimer, Warrant Officer N Manton, made his bomb run based on calculations and timing. Attacking from 1,500 feet they did not see the results although other aircraft noted large fires including a massive fire in the aircraft works. All crews experienced intense flak and searchlights and balloons were present over the target. Many aircraft were damaged and 4 shot down. The crew landed back at Coningsby at 06:30 hours.
Given a week to rest Jim Cooper, Freddie and crew were again scheduled to fly R5750 on 1 October to return to Wismar. With the full crew together again they took off at 18:20 hours but out over the North Sea experienced serious engine problems and had to return to base at 19:30 hours.
The next night, 2 October 1942, Freddie’s crew were on “Battle Orders” again, they were assigned R5750 to attack industrial Krefeld. Jim Cooper took off at 19:00 hours and after an uneventful outward flight they encountered dense haze in the target area, the Pathfinder Force were late to mark the target and David Gregory bombed from 14,000 feet through considerable ground haze but reported that the incendiaries seemed to start a fire in a built up area, he was almost certain that they had hit their target. They landed at base at 00:25 hours.
The attack on Aachen of 5/6 October 1942 started badly as bomber squadrons took off from their bases in heavy thunder storms, six aircraft crashed in England before they had reached the Channel. Lancaster R5750 was manned by Freddie’s complete crew and they fought the weather all the way to Aachen which was located in 10/10ths cloud at 12,000 feet. Visibility was fair lower down and they attacked from 11,000 feet and observed explosions in a built up area. There was some flak but they were not close to it. 4% of the attacking bombers were lost that night.
No. 106 Squadron moved its base in October 1942 transferring from RAF Coningsby to RAF Syerston in Leicestershire. At about this time Frank Drew their navigator was promoted to Flying Officer, this was doubtless celebrated in true RAF fashion.
After a break and possibly a period of leave Jim Cooper, Freddie and their complete crew were back on the “Battle Order” of 22/23 October 1942 for a No. 5 Group special operation. The crew were to participate in a very long range Op to bomb Genoa in Italy, an attack timed to coincide with the Eighth Army (Desert Rats) attack at El Alamein. Freddie must have been annoyed to find that R5750 was unserviceable when they did their afternoon flight test. They took off in an unfamiliar Lancaster W4763 at 18:05 hours for the very long flight to the target. Conditions over Genoa were clear with no cloud and bright moonlight. Several pinpoints were identified and then Pathfinder flares were seen. The 112 Lancasters bombed, David Gregory attacked from 10,000 feet directly onto the target and bomb bursts were seen in the town centre. Bomber Command War Diaries, p.18 reports that the small force carrying only 180 tons of bombs lost none of its aircraft and caused very heavy damage in the city centre which proved seriously demoralising to the Italian people. At least one Lancaster roared across the city just above the roof tops machine-gunning targets of opportunity.
The crew landed back at RAF Syerston at 02:45 hours.
At this point crews of No. 106 Squadron had started to receive certificates for attacks on more risky targets, this is believed to have been a No. 5 Group practice. Freddie and his crew received one.
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To keep up the pressure on the Italian Homefront No. 5 Group were tasked with a risky daylight attack on Milan. The order called for 88 Lancasters to proceed independently by a direct route across France using some cloud cover to rendezvous above Lake Annecy before crossing the Alps and bomb Milan in broad daylight. Back in their Lancaster R5750 Freddie’s crew lifted off at 12:40 and arrived over the target to find good visibility and cloudbase at 5,000 feet. They bombed at 4,500 feet after easily locating the target and saw their bombs bursting in town near the electric works. Soon after the air raid sirens started. There was considerable light flak but it was not accurate. Only 4 Lancasters failed to return.
The photo below shows airmen of No. 106 Squadron who had attacked Genoa on 22/23 Oct 1942.
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A night raid took place on Genoa on 6/7 November 1942 when Jim Cooper and crew flew without Freddie, the reason for his absence is not given.
The “Battle Order” for 9 November called for Freddie and the crew to fly Lancaster R5750 to bomb Hamburg. The complete crew took off at 17:40 and had a difficult outward flight in very poor weather fighting strong winds. They encountered severe icing throughout. Locating the target was difficult due to 10/10ths cloud and they bombed a secondary target Roclinghausen from 14,000 feet. It was believed that their incendiaries caused fires to break out. They landed back at Syerston at 00:35 on 10 November.
At this point No. 5 Group HQ were requested to put pressure back on the Italians and although that inevitably involved arduous long range operations they scheduled the aircraft and crews to accomplish this.
On the night 13/14 November accompanying several Pathfinder markers 67 Lancasters attacked Genoa again. Jim Cooper, Freddie and crew took off in Lancaster R5750 at 18:00 hours following their new flight commander Squadron Leader John Searby (later one of the greatest of the Pathfinder leaders). Conditions in the target area were clear with good visibility and David Gregory had the target in his bomb sight when he bombed at 9,500 feet. Their bombs burst across the target area starting fires. Flak was reportedly minimal. They landed back at base at 03:05 hours.
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Another attack on an Italian target followed on 18/19 November this time led by Wing Commander Guy Gibson and Squadron Leader John Searby. Aboard their faithful R5750 Jim Cooper, Freddie and crew took off from Syerston at 18:00 hours to attack the Fiat motor works at Turin. Excellent conditions for bombing were found above the target with the factories clearly identified they bombed from 9,500 feet with at least two of their stick of bombs hitting the target factory. Flak was encountered but nothing like that of the Ruhr Valley. The crew were assisted by favourable winds on their homeward trip and landed at 01:15 hours just as Gibson and Searby were preparing to land.
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The night of 20/21 November called for the crew and their reliable Lancaster R5750 to undertake another long range Op to attack the Fiat works at Turin again, they were part of the biggest raiding force to Italy at that time, 232 bombers. Jim Cooper took off at 18:40 hours and on the route out one engine inexplicably failed. Freddie was unable to effect repairs in flight and despite the huge challenge the crew decided to continue, they made the rendezvous and crossed the Alps fully laden with bombs on just 3 engines. There was no cloud over Turin on arrival but the target was masked by a thick ground haze and smoke from the town. Frank Drew and David Gregory managed to pinpoint a road and river junction which enabled a timed bombing run. No results of the attack were visible but later intelligence reported heavy fires. Freddie managed to coax enough power from their three remaining engines to get them back over the Alps and they returned on three to land at 03:10 hours.
After a week of rest to recover from the long flights Freddie’s crew must have pondered their luck to be on the “Battle Order” of 28 November, another long range attack on Turin. Wing Commander Guy Gibson and Flight Lieutenant Bill Whammond led the No. 106 Squadron element and these two officers dropped the first two 8,000 lb bombs on Italy. This time Freddies crew took Lancaster W4770, taking off at 19:00 hours, they crossed the Alps without trouble and found the conditions clear over Turin, visibility was good and there was already some smoke over the target as several crews had attacked immediately on arrival instead of awaiting the Pathfinders. David Gregory bombed at 7,000 feet with the target in his sights. Their bombs were observed to burst and start fires, many large fires were seen and the bombing regarded as accurate. The crew landed back at RAF Syerston at 03:00 hours. In the course of this attack the Australian skipper of a No. 149 Squadron crew (F/Sgt R H Middleton) earned a posthumous V.C.
Following several days rest Jim Cooper, Freddie and crew were listed on “Battle Orders” again, for 6/7 December 1942 to participate in an attack on Mannheim in Germany in R5750. Taking off at 17:30 they arrived to discover Mannheim masked by 10/10ths cloud, their target was unidentifiable. Working on navigational reckonnings they bombed from 10,000 feet and although unable to see their bombs burst, fires could be seen burning beneath the cloud cover. They landed at 00:30 hours.
Last Op of the tour
At this stage the crew were near to the end of their tour and due to be “screened from Ops”, (removed from the roster of crews liable to be placed on “Battle Orders”) and due to be posted away. If they were able to complete their last Op they would have survived their tour.
On the night 8/9 December 1942 Jim Cooper, Freddie and crew were assigned Lancaster W4256 for yet another long range Op to Turin. They took off from RAF Syerston at 17:35 shortly before their flight commander Squadron Leader John Searby and headed directly for the Alps. Arriving over Turin they discovered clear conditions, and good visibility despite a smoky haze. The target could be clearly identified and it was bombed from 6,000 feet. The crew noted their bombs bursting near a bridge 1000 yards south east of the primary aiming point and after circling the target for 18 minutes to recconoitre they headed home and landed at 02:20 hours.
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Jim Cooper, Freddie and crew had survived their tour of Ops with No. 106 Squadron.
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As was quite normal, the Skipper, Pilot Officer James Leslie Cooper (111552) RAFVR was recommended for a Distinguished Flying Cross in recognition of the success of his crew in their tour of Ops. Navigator - Flying Officer Francis Elliott Drew (104411) RAFVR was recommended for a DFC shortly afterwards and finally received it in March 1943.
The remainder of the crew were not decorated at that stage as was entirely normal: (Flight Engineer) 968957 Sergeant Frederick David Spencer RAFVR.
(Bomb Aimer) 1310664 Flight Sergeant David Bryan Gregory RAFVR. (Wireless Op/Air Gunner) Pilot Officer W. John Buzza, RCAF.
(Mid Upper Gunner) 1313519 Sergeant Frederick John Tucker, RAFVR (Rear Gunner) Sergeant H R Bailey (as yet not positively identified)
Most of the crew were posted-away to instruct at training units where they would prepare airmen about to embark on their own first tour of Ops. Freddie left No. 106 Squadron in late December 1942 posted to Instruct.
Jim Cooper, Frank Drew and Fred Tucker met up again to fly their second tour at No. 619 Squadron later transferring to No. 617 Squadron together. They were flying in a Lancaster attacking Munich on the night of 24/25 April 1944 when it was shot down by a night fighter, fortunately these three men managed to bale out and survived the war as Prisoners of War.
Freddie’s crew:
James Leslie Cooper DFC died in January 1982 in Scunthorpe.
Francis Elliott (Frank) Drew DFC died on 25 Jul 1957 in Paignton, he had married in June 1943 and had a son.
WJ (John) Buzza RCAF rendered distinguished service to Canada in the RCAF post-war (he was promoted to Wing Commander and after the reorganization of the Canadian Military he retired as a Brigadier General with the Canadian Decoration (C.D.)
David Bryan Gregory died in Queensland/Australia in 2008 having emigrated with his wife and five children in 1958.
Frederick John (Fred) Tucker married in June 1944 later having 3 sons and a daughter, he died in October 2003 in Wadebridge.
H R Bailey may have been a Canadian who was killed later on Ops in mid 1944 flying with 57 Squadron, I have struggled to positively identify him.
A period of “Rest” - instructing and still flying Ops
Theoretically Instructing was “resting” as it was not expected to involve operational flying. However instructing “sprog crews” (inexperienced) was seen by the tour-expired operational airmen as a pretty dangerous occupation given the number of crashes which occurred.
Freddie joined No. 1654 (Heavy) Conversion Unit at RAF Wigsley on 22 December 1942. The unit existed to accept aircrews from Operational Training Units (OTU’s) where they had learned to fly aircraft such as the Short Stirling and Vickers Wellington and sometimes Avro Manchesters and re- train them to fly Manchesters and Lancasters.
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A Lancaster of No. 1654 CU (1943/44)
During January 1943 Bomber Command HQ expected every RAF unit to make available aircraft and crews to bomb Berlin and No. 1654 HCU provided a number of crews which were most likely centred on tour expired aircrew serving at the unit as instructions but each likely including some of the men who were there to learn.
It is certain that this happened on the night of 17/18 January 1943 because No. 1654 CU operating from RAF Swinderby lost two of those it assigned (Lancasters R5843 and W4772) flown by Pilot Officer F A Reid DFC and Pilot Officer L Jenkinson) and sister unit No. 1656 HCU lost Lancaster ED316 flown by Flight Lieut. S D L Hood RNZAF. It is likely that many more flew and returned safely, possibly in other nights in Jan 1943 as well. It would be surprising if Freddie had not flown one or two Ops during this period, supervising a novice crew.
Instructing would have continued and the crashes began. Freddie witnessed many. On 24 Jan 1943 one of the units Manchesters force land just outside Lincoln with an engine in flames, on 25 Feb a practice bomb exploded beneath a Manchester and destroyed it, on 2 March a Manchester crewed by one of the experienced pilots F/Lt P J Stone DFC flying with a novice crew hit a tree, one man was killed and all others injured.
On 4 April one of the unit’s Manchesters was reported destroyed by fire.
Based on his performance Freddie had been recommended for a commission and on 4 April 1943 he was formally discharged from service in the RAFVR as an airman and commissioned into the RAFVR as a Pilot Officer (issued an officer’s service number 143793). He remained at his Instructing duties with the Heavy Conversion Unit.
Just days afterwards on 8 April one of their Lancasters (L7545) with a novice crew under instruction from one of Freddie’s peers (Pilot Officer J H Wolton DFM a fellow Flight Engineer Instructor) was in collision with an Oxford training aircraft at 18:15 hours. Both aircraft crashed at Burton Lazars in Leicestershire. All eight crew aboard the Lancaster were killed.
The toll continued for No. 1654 HCU on 15 April when a Manchester crashed and burned near the airfield, fortunately the crew of seven survived but all were injured, on 7 May the undercarriage of another Manchester collapsed during take off causing a belly landing and on the night of 23/24 May one of their Lancasters (W4303) on a night training flight broke up in the air east of Hull killing the crew of eight (including an instructor). On 11 June their Lancaster ED833 crashed after its wingtip clipped a telegraph pole, the rear gunner survived injured but his six crewmates were killed.
On 27 July Lancaster ED591 crashed while taking off when a tyre exploded and the inexperienced pilot was unable to take corrective action. The crew walked away on this occasion. August 1943 was almost an entire month without No. 1654 CU suffering a serious accident until 31 Aug when on a late evening flying exercise Lancaster W4260 crashed after a mid-air collision, the crew fate is not recorded. Later that night another of their aircraft, Lancaster R5698 collided with another training aircraft and crashed killing its crew of seven.
On 17 Sep Lancaster W4921 crashed as its novice crew took off, they were fortunate to walk away.
At this point Freddie’s work as an Instructor was recognised and he was promoted to Flying Officer (8 Oct 1943).
On 22 Oct Lancaster L7575 with a full crew crashed due to turbulence and icing and all seven airmen were killed and on 11/12 November the novice pilot of Lancaster W4902 on a night exercise crashed while taking evasive action to avoid another aircraft. The HCU crew suffered 3 killed and 3 injured.
It is suspected that Freddie might even have been relieved to be posted from No. 1654 Heavy Conversion Unit on 20 Nov 1943, he was to re-join an operational squadron as Instructor. No. 630 Squadron was a brand new squadron in the process of forming at RAF East Kirkby.
Freddie’s second tour of Ops
Freddie was posted to RAF East Kirkby on 20 November 1943 with the rank of Flying Officer to serve as a Flight Engineer Instructor however his orders were quickly changed to meet operational requirements and he was promoted again on 1 December 1943 to Acting Flight Lieutenant.
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On Freddie’s arrival at East Kirkby No. 630 Squadron was 5 days old, Squadron Leader Malcolm
Crocker DFC a 26 year old American from Massachusetts was forming it from “B Flight” of Wing Commander Fisher’s No. 57 Squadron based on the same airfield. Bomber Command were following a similar practice on many local air bases, they needed more squadron’s formed around experienced cadres to keep up the pressure of German war industry and strike hard particularly against Berlin.
Crews were posted in from other No. 5 Group squadrons such as No. 9, No. 44, No. 61, No. 106, No. 207 and No. 619 and were supplemented by new crews from HCU’s until the squadron reached strength. Conditions were tough, accommodation was not completed and much of what was needed to make a squadron operational was not available.
Freddie had been appointed Flight Engineer Leader by Malcolm Crocker, he was to head up all of the Flight Engineers assigned to the squadron. His responsibility was to ensure the operational and technical competency of every Flight Engineer. His duties would also extend to their personal well being, health and discipline. In the air each flight engineer reported to his Skipper who shared responsibility with Freddie, but on the ground, on and off duty, on leave or in hospital they were
Freddie’s engineers. He held lectures and shared his experience with his engineers.
The ”Departmental Leaders” such as Flight Engineer Leader, Gunnery Leader, Bombing Leader, Signals Leader, etc, were all experienced men, all led by example and all of them flew on a regular basis sharing the operational risks with their men. Malcolm Crocker the officer forming the unit and interim CO did likewise until the permanent CO was due to arrive mid December, Wing Commander John Rollinson DFC.
The squadron was almost immediately expected to provide operational aircraft and crews and somehow managed to achieve that. They participated in attacks on Berlin on 18/19 November, 22/23 November and 24/24 November. On the latter night No. 630 Squadron suffered its first losses when two Lancasters “Failed To Return”, twelve of the fourteen aircrew were killed including two of Freddie’s flight engineers, 20 year old Sergeant Norman Goulding and 21 year old Sergeant Charlie Pell. Ops continued at a rapid rate, bombing Berlin and Leipzig, another two crews were lost in early December with one single survivor. Within those crews Freddie lost two more flight engineers 19 year old Sergeant George Crowe and 22 year old Sergeant George Leggott. And the attacks on German cities continued throughout December.
The new CO arrived during the month, he was a highly experienced officer who had led bombing attacks on Italy and enemy shipping from besieged Malta. A potential replacement for Squadron Leader Malcolm Crocker also arrived as he was due to transfer away to command his own squadron with promotion to Wing Commander (Crocker died in June 1944 leading No. 49 Squadron), the new officer was Squadron Leader Ken Vare AFC. To familiarise himself with the current operational practices Wing Commander Rollinson flew two Ops as 2nd Pilot to Malcolm Crocker and on the night of 1-2 January 1944 Squadron leader Vare did likewise, flying with the experienced crew of Flight Lieut Doug MacDonald DFC.
The night bombing war against Germany was even more dangerous than it had been in 1942 when Freddie was last on Ops. Colonel Josef Kammhuber who headed the German night air defence system had almost perfected the cooperation between German ground radar installations, searchlight and flak belts and both radar equipped night fighters and single engine night fighters some
directed from the ground and some free to roam in “busy” areas. The “chop rate” experienced by
bomber crews was climbing.
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A flight engineer at work, sitting beside the pilot in the cockpit of a Lancaster bomber.
Operations again
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Lancaster at night, engines running up, preparing to go.
The night of 1 -2 January 1944 was to be another major attack on Berlin and No. 630 Squadron was to provide 15 Lancasters. The experienced crew of Flying Officer Ken Ames DFC, formerly with 61 Squadron, had just lost its flight engineer through medical problems and were probably highly
cautious of commencing Ops quite late in their tour with a newly assigned “sprog” flight engineer, it is understood that they were delighted to find that the Squadron Flight Engineer Leader, Freddie Spencer, was going to fly some Ops with them.
Ken Ames, Freddie and crew lifted off from RAF East Kirkby at 23:50 hours in Lancaster JB654 “C for Charlie” and began the long outward leg of their Op to Berlin. In the target area they encountered 10/10ths cloud cover. The Pathfinders marker flares were unsuccessful and bombing would have been highly inaccurate if it were not for the ground scanning radar H2S which enabled a fix. They bombed Berlin and returned safely to land at 07:39 hours.
One of their crews failed to return, it included the new Squadron Leader Ken Vare and another of
Freddie’s flight engineers, Sergeant Bob Smale aged 21.
Freddie was to fly as Flight Engineer in Ken Ames crew on a regular basis.
Ken Ames was a 22 year old from Wandsworth in London who had learned to fly as part of the Air Training Scheme in the USA. The navigator was 22 year old Jim Wright , 35 year old Sergeant Tom Savage was bomb aimer, Australian Flight Sergeant Harvey “Tex” Glasby was their 23 year old wireless operator/air gunner, Irishman Sergeant Bill Leary flew as mid upper gunner and 25 year old Dubliner Sergeant Richard (Paddy) Parle DFM as rear gunner.
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In the picture above (standing left to right) Tex Glasby, Ken Ames, Paddy Parle, Freddie Spencer, 2 ground crewmen. (squatting left to right) 2 ground crew, Jim Wright, Bill Leary, a member of ground crew, Tom Savage.
At this point in his wartime career Freddie had the option to only fly once or twice every month but he chose to put himself on the “Battle Order” almost every single time Ken Ames crew was assigned and flew through the thick of a period of terrible losses setting an extremely high standard of courage.
The following night 2/3 January he took off in Lancaster ND338 “Q for Queenie” flown by Ken Ames at 23:39 hours, again bound for Berlin. Over the target area there was blanket cloud cover but they observed the flash of the exploding 4000lb “cookies” beneath the cloud as they bombed. Intense flak was experienced and the most active night fighter defences noted to date. Freddie’s Lancaster was targeted by three different night fighters and during the ensuing battles and evasive actions the gunners used up virtually all of their ammunition. A single engine Messerschmitt Bf109 Wilde Sau night fighter was reported hit and damaged, a Junkers JU 88 twin engine radar equipped night fighter was also hit and damaged and a twin engine Bf 110 night fighter was badly hit and possibly destroyed. The crew landed back at East Kirkby at 07:54 hours.
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Although Freddie’s Lanc wasn’t hit itself on the above occasion this illustration shows a Lancaster under attack, its gunners returning fire at a nightfighter while the pilot is taking evasive action.
On the night 5/6 January 1944 Freddie again flew with Ken Ames crew this time aboard Lancaster JB672 “F for Freddie” to bomb Stettin on the Baltic coast. They took off at 23:43 hours and arrived over Stettin to find 2/20ths cloud at 18,000 feet and reasonable visibility. Attacking they noted a large explosion at 03:50 with the docks area and town both being hit. A trouble free trip home saw them land at 08:56 hours.
“Stood down” from Ops for several days due to weather and moon conditions the squadron began training, Wing Commander Rollinson took some leave and Squadron leader Edward Butler DFC & Bar the “A-Flight” commander took temporary command.
On 21/22 January Berlin was the target again, Freddie put himself on “Battle Orders” to fly with Ken Ames and crew, they were allocated Lancaster ED335 “L for Love” and took off at 20:14 hours.
Struggling with engine troubles they were unable to gain height or get up speed properly so they attacked Magdeburg which was the target of another part of the force that night, bombing on a series of red and green pathfinder markers. They were the last to land when they arrived home at 03:14 hours and yet again one of their crews was missing. Six of the seven men aboard had been
killed including one of Freddie’s stalwarts, 33 year old Sergeant Bill Yorke.
Berlin was the target on the night of 27/28 January and Freddie again opted to fly with Ken Ames and crew, they took off in Lancaster JB290 “D for Dog” at 17:36 led by Squadron leader Roy Calvert DFC the new flight commander. They arrived in the target area early and noted that the Germans had lit dummy flares to the south west in an attempt to confuse the RAF bombers but the Pathfinder flares of the correct type and colours soon landed on target and they bombed from 19,500 feet. Ken Ames landed back at East Kirkby at 01:51 hours.
Allowing himself no rest Freddie put himself on “Battle Orders” again the following night to accompany the crew to Berlin again. The night attach of 28/29 January 1944 led by Wing Commander John Rollinson was to have heavy consequences for No. 630 Squadron. Aboard
Lancaster ND335 “L for Love” which was serviceable again, Ken Ames, Freddie and crew took off at 23:45 to head for “the Big City”. At 03:29 hours at 22,000 feet “L for Love” was attacked by a Junkers JU88 twin engine radar equipped night fighter. Paddy Parle in the rear turret noted his approach and instructed skipper Ken Ames to corkscrew (roll over diving steeply and continue turning) as he returned fire. The enemy fighter broke off its attack and was not seen again. Nearing the target area they could see concentrated fires burning in Berlin which they attacked, bombing in the target area and returned without further difficulty landing at 08:01 hours.
It was soon realised that two of their Lancasters had “Failed To Return”, Wing Commander Rollinson
and his entire crew had been killed as had the crew of Pilot Officer Bill Story RAAF. Two more of
Freddie’s flight engineers were not there to eat their “post Op” breakfast, 19 year old Sergeant Percy Kempen and 23 year old Sergeant Doug James.
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Lancaster attacked over the burning target area by a radar equipped twin engine Junkers JU 88 night
fighter armed with “Jazz music” vertically firing heavy cannons.
On 2 February Freddie was confirmed in his appointment as Flight Lieutenant and sent on the Engineer Leader Course at No.4 School of Technical Training (RAF St Athan). Three months late Bomber Command had recognised that Engineer Leaders could not just been dropped in at the deep end and belatedly set up a course to give their Flight Engineer leaders, at that time the senior ranking operational Flight Engineers in the RAF, the tools that they would need to continue doing their jobs.
Freddie would have left his flight engineers in the care of his deputies Flying Officer Bill Mooney DFM lead flight engineer in “A-Flight” and Flying Officer Joe Taylor DFC, lead flight engineer in “B- Flight”.
A few days after Freddie commenced his course at St Athan the new CO of No. 630 Squadron Wing Commander Bill Deas DSO DFC & Bar a 28 year old South African arrived at East Kirkby to take command. He would have met Freddie on his return from St Athan on 1 March 1944. Five crews had been posted missing during the time he was on the course and of the 35 aircrew, only five had survived, only one of them was a flight engineer.
The first time that No. 630 Squadron was flying Ops again after his return, Freddie put himself on “Battle Orders” to fly with recently promoted Flight Lieutenant Ken Ames and their crew. Aboard ND335 “L for Love” they took off at 20:01 on 10 March 1944 led by Wing Commander Bill Deas to bomb Clermont Ferrand. Attempting to reduce civilian casualties near the target in France the Lancasters bombed from below 10,000 feet and the crew reported attacking at 9,300 feet on red spot flares to see concentrated fires burning. They landed home safely at 02:41 hours.
He listed himself to fly with Ken Ames and their crew again for the attack on Stuttgart on the night of
15/16 March 1944, when they flew ND335 “L for Love” again, taking off at 19:24 from East Kirkby. On the outward trip the crew noted two ships burning at sea before they flew with the bomber stream directly across France almost to the Swiss border before turning south to Stuttgart. Gaining a visual fix on the River Neckar they attacked from 21,000 feet bombing the Pathfinder laid red and green target indicators. A Messerschmitt Bf 109 single engine night fighter closed in to attack but Paddy Parle in the rear turret of Freddie’s Lancaster opened fire first and it was last seen diving out of control and in flames. The crew landed at 03:31 hours. Two more of the squadron’s crews were missing in action.
Wing Commander Deas led the next Op, an attack on Frankfurt on the night 18/19 March. Doubtless noting that Ken Ames was assigned to fly ND335 “L for Love” Freddie put himself on “Battle Orders” to fly with their crew and they took off at 19:08 hours. Over the target area there was no cloud but considerable haze and they bombed from 20,500 feet into the target area where sticks of incendiaries were afire. In a night notable for intense night fighter activity in and around Stuttgart they were again attacked by a Messerschmitt Bf 109 single engine night fighter and their trusty rear gunner Paddy Parle shot it down (recommended for the Distinguished Flying Medal). The crew
landed safely at base at 00:43. One of their crews “Failed To Return” and Freddie lost another of his lads, 19 year old Sergeant Winston Clough.
Several nights followed when the crew were rested, some of the squadron still flew and another four Lancasters and crews were shot down, before the terrible raid on the night 30/31 March, possibly the worst experience of the war for Bomber Command.
“Battle Orders” of 30 March 1944 listed Ken Ames, Freddie and crew to operate in Lancaster ND335 “L for Love” carrying a “sprog” pilot to gain operational experience in the massive attack on Nuremburg, a long range target which was sure to be heavily defended. They took off at 22:02 hours. Struggling against heavy winds bomber crews flying on this attack reported seeing bombers being shot down all around them during the latter part of the outward trip, more shot down around them during their time in the target area and even more as the bombers struggled back across Germany and France on their way home. 95 bombers out of the 795 which attacked Nuremburg were shot down. Freddie’s crew noted 10/10 cloud in the target area which they bombed from 19,250 feet. The crew returned safely at 06:17 hours. No. 630 Squadron lost 3 crews on that night, 21 men.
Illustrated below is a No. 630 Squadron Lancaster, bomb bays gaping wide and payload about to drop, viewed from a sister aircraft during the attack on Nuremburg.
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During late April 1944 a No, 630 Squadron photo was taken at RAF East Kirkby.
The squadron leadership pictured in the front row (below) are left to right – Squadron Ldr Roy Calvert DFC & 2 Bars (B-Flight Commander), Wing Cdr Bill Deas DSO DFC & Bar, Squadron Ldr Edward Butler DFC & 2 Bars (A-Flight commander), Flight Lieut. “Sam” Weller DFC (Senior pilot A-Flight), Flight Lieut. Charles Martin MM (Adjutant), Flight Lieut Freddie Spencer DFC (Flight Engr Leader),
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An enlarged section is below (below).
Beneath the Flight Engineers brevet he is wearing the ribbon of the 1939-43 (later 1939-45) Star.
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On 5 April 1944 Ken Ames, Freddie and the crew were again listed on “Battle Orders”, they took off at the head of the squadron at 19:48 hours aboard Lancaster ME650 “B – Baker”. The target was a factory complex at Toulouse in France and Pathfinder marker flares were dropped from a Mosquito flown by Wing Commander Leonard Cheshire VC DSO DFC. Zero cloud was experienced in the target area with excellent visibility enabling accurate bombing from about 8,000 feet, the factory was a mass of flames following the attack. Many crews reported German radio counter measures being active. They landed safely at Barford St John on return at 04:11 due to mist at East Kirkby.
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Freddie usually flew with Ken Ames (above).
The night of 9/10 April 1944 was to be No. 630 Squadron’s first operation to plant anti-submarine mines in the Baltic. The Garden assigned to the crew was known as “Tangerine” and its position was in Danzig Bay off the u-boat base. Ken Ames was designated Deputy Leader for the entire attack which was planned to utilise the H2S, Fishpond, API and Mandrel electronic devices to ensure success.
Aboard Lancaster ND335 “L for Love” the crew took off at 21:25 hours and on arrival in the target area found conditions particularly clear. Jim Wright (navigator) located the Datum Point with ease enabling a steady run and accurate placement of their mines. Throughout the run they were under heavy attack from heavy flak guns between Pilau and Palmickan and also fast firing cannons aboard ships. They returned safely and landed at 06:40 hours.
On the very next night the crew were again operational, taking off in ND335 “L for Love” at 22:20 hours on 10 April to bomb an industrial area in Tours/France. The arrived in good visibility to make a highly successful attack after pinpoint marking by Wing Commander Deas. The attack was carried out at low level to avoid French casualties and they bombed from between 5,500 and 7,500 feet.
ND335’s bomb load this night included some 6 hour delay bombs. They landed back at East Kirkby at 04:08 hours.
A week rest followed before Ken Ames, Freddie and crew were to operate again, they took ND335 “L for Love” to bomb the railway marshalling yards at Juvissy. Taking off from East Kirkby at 20:42 hours they made an uneventful outward flight, found the target area cloud free and bombed without incident. There was little anti aircraft fire and they returned to land at 01:21 hours. BBC war correspondents were waiting at East Kirkby as they landed and interviewed a number of crews.
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The above photo shows a No. 630 Squadron crew being interviewed after that attack.
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Juvissy marshalling yards before and after the attack.
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With Ken Ames and some of the crew on leave Freddie evidently noted that as Sergeant Alex Frame, flight engineer in the highly experienced crew of Flight Lieut. JCW “Sam” Weller DFC, was unable to fly, there was a seat to be filled. He put himself on the “Battle Order” of 23 April for another night mining operation in the Baltic. With Same Weller he took off in Lancaster ME650 “B – Baker” at 21:30 that evening and headed out across the North Sea. They noted night fighters over Denmark but were not attacked themselves and arriving in a Gardening area code named “Geraniums” they parachuted mines into an area off the German port of Swinemunde. Little flak was experienced and they landed back at base at 04:10 hours.
The following night 24 April in exactly the same situation Freddie flew with Sam Weller’s crew. They took Lancaster ME650 on a long range bombing attack on Munich in Southern Germany. Taking off at 20:46 they were led by flight commander Squadron Leader Roy Calvert away from East Kirkby, one of their aircraft (flown by Pilot Officer Ron Bailey) crashed on take off after suffering engine failure. Arriving over the target area they encountered searchlights, heavy flak and night fighters.
Several of No. 630 Squadron’s aircraft were attacked but Freddie’s Lancaster was not. A highly accurate bombing attack was made and they headed for home. The Lancaster of their friend “Blue” Rackley RAAF was badly shot up by a night fighter and unable to make it home Blue flew it to Corsica where they belly landed, one crew member was dead. Meanwhile ME650 landed safely back at base at 06:35.
On 1 May 1944 the rebuilt crew of Ron Bailey who had recently crashed on take off (paragraph above) needed a flight engineer on being listed on “Battle Orders” for a night attack on an aircraft factory at Paris-Tours which was working for the Luftwaffe. Freddie put himself on the list and took off in Lancaster ND749 with Ron Bailey and crew at 20:08 hours. Weather conditions in the target area were good, little cloud, good visibility and only slight ground haze. The target was promptly and efficiently marked, and then attacked between 00:38 hours and 01:08 hours from 6,350 to 9,100 feet. Crews de-briefing stated that the “bombing appears to have been well concentrated around the red spot flares particularly in the early stages of the attack”. Ground defences were light and only one fighter was seen. The target was completely destroyed by bombing. Freddie landed at base at 03:39 hours. Sadly Ron Bailey and his crew were all killed when they were shot down over Denmark later that month.
On 7 May when “Battle Orders” were being prepared the veteran crew of Pilot Officer HC “Cliff” Rogers (later OBE DFC, Chief Test Pilot for Rolls Royce Aero Engines) required a flight engineer, their regular crewmember Sergeant Bill Cox DFM was unable to fly and Freddie typically put himself down on the list. They were assigned Lancaster ND531 and would participate in an attack on Paris-Tours air base. Cliff Rogers, Freddie and crew took off at 00:30 and bombed the target area from about 7,000 feet. The raid caused devastating damage to the main buildings, administration building and aircraft hangars and despite a heavy night fighter force being present No. 630 suffered no losses.
ND531 landed at 05:25.
Freddie’s usual crew piloted by Ken Ames were back on “Battle Orders” for the night of 11/12 May 1944 for the last Op of their tour. Bomber Command had ordered an attack on the massive German Military Depot at Bourg Leopold/Belgium hoping to confuse the Wehrmacht High Command about the likely point of attack for D-Day. Freddie, Ken and crew in their faithful ND335 “L for Love” led the take off from East Kirkby at 22:16 hours. In windy hazy conditions they attacked from about 13,000 feet but the raid was halted soon afterwards for fear of hitting civilian homes. The force were attacked by night fighters continually and two of No. 630 Squadron’s aircraft shot down, one of
Freddie’s lads Sergeant Harold Owen, aged 25, was killed and Sergeant Roy Witham aged 21 taken Prisoner of War. The crew landed at 01:55 hours and were later to complete a second tour with No. 97 Squadron Pathfinders which they survived, except “Tex” Glasby their Wireless Op who was shot down and killed while flying as a “spare bod” with another crew.
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“Tex” Glasby
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Battle Order for 11 May 1944 (Freddie listed half-way down the Flight Engineers).
I suspect that Freddie had a brief period of leave in late May 1944 and on his return participated in the D-Day operations flying with the recently arrived Squadron Leader Arthur Foster DFC who had just taken commander of “A-Flight” from Edward Butler. They took off from East Kirkby at 00:23hours aboard Lancaster ND531 “K for Kitty” in the wake of Wing Commander Bill Deas, to bomb the positions of the 12th SS “Hitler Youth” Division at Caen. The cloudbase over the target area was unexpectedly high and the bombers had to orbit whilst accurate marking was achieved and then attacked about 02:45 hours from very low level. Considerable light flak from both 37mm and 20mm cannons was experienced throughout. They landed back at base at 05:21 on the morning of 7 June 1944. The No. 5 Group attack lost 6 Lancasters including one from No. 630 Squadron, another of Freddie’s lads was taken prisoner, 33 year old George Bellman.
Freddie wouldn’t fly with Arthur Foster and crew again they were all killed when their aircraft was shot down on the night of 22 June 1944 when No, 5 Group attacked the synthetic oil plant at Wesseling. On this night No. 630 Squadron lost five of their 19 crews shot down by night fighters. Freddie lost four engineers killed - 22 year old Flight Sergeant Len Lawrence DFM, 26 year old Sergeant Ron Jordan, 24 year old Sergeant Tom Fraser and 19 year old Sergeant Ian Place. One of the aircraft had flown back crippled and crashed in England, its flight engineer Sergeant Stan Jones survived. Fortunately Freddie was not flying that night.
The workload for a leader such as Freddie in his role as Flight Engineer leader would have been enormous following so many losses, there would be “sprog crews” arriving on the squadron and needing to be trained to bring them up to standard ready for their own first Op, replacement Lancasters arriving and being checked over and a mountain of paperwork.
Meanwhile Ops in support of the D-Day ground forces continued and so did the losses. 34 year old Sergeant Bill Goodyear, another of Freddie’s engineers was lost when Pilot Officer Taft’s crew were shot down in the first week of July then on the night of 7/8 July Wing Commander Bill Deas DSO DFC & Bar and his crew were shot down by a night fighter over France. Flying with the CO were Freddie’s deputy, Flying Officer Joe Taylor DFC, the squadron’s Bombing Leader (senior bomb aimer) Flight Lieut. George Farara DFC DFM and Signals Leader Flying Officer Wally Upton DFM. In one single blow most of the leadership of No, 630 Squadron were killed, the sole survivor of that Lancaster was Wally Upton who baled out and was taken prisoner. He was beaten and denied treatment for his injuries after capture by the Gestapo.
Wing Commander Blome-Jones arrived within a day or so to assume command of the squadron and Ops continued whilst the senior leadership worked night and day to keep things running.
In the last two weeks of July further devastating losses hit not No. 630 Squadron as crew after crew were shot down. Freddie’s team lost Sergeant Ron Gannon taken Prisoner of War and 31 year old Sergeant Jim Howie, 35 year old Sergeant George Alexander, 23 year old Sergeant David Moffatt, Sergeant Frank Helliwell, 20 year old Sergeant Bill Wallace, Sergeant Fred Arnold and Flight Sergt.
WA “Ken” Butcher, all killed when their Lancasters were shot down.
On 11 August 1944 Freddie joined the veteran crew of Thomas “Paddy” Fenning to fly aboard
Lancaster ND949 “Z” in a daylight attack on Bordeaux which was still in German hands. They took off at 12:06 hours. Over the target the weather was clear and visibility excellent. The aiming point and entire dock system was clearly seen from miles away and aircraft were able to make steady bombing runs. 630 Squadron attacked between 16:32 and 16:33 hours from 17,050 to 17,900 feet. Entire sticks of bombs could be clearly seen landing across the submarine pens. Although there was no enemy fighter activity approximately 12 heavy anti aircraft guns engaged the bombers and 6 aircraft sustained minor damage. When the bunkers were captured by ground forces a few weeks later it was discovered that even the 2,000lb Armour Piercing bombs had been unable to smash their way
through the depth of steel reinforced concrete which the Germans had used for the roof of the complex. They landed at 19:44 hours.
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A daylight attack by a formation of Lancasters.
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On 15 August 1944 the London Gazette carried the announcement of the award of a Distinguished Flying Cross to Flight Lieut. Frederick David Spencer, No. 630 Squadron. The paperwork would have been fed into the Air Ministry bureaucracy by Wing Commander Deas (since killed) and approved by the new CO Wing Commander Leslie Blome-Jones DFC. It’s three lines gave simple bald facts such as rank, name number, squadron, his role as Flight Engineer and added that he had flown 54 sorties (Ops) at that time, that being 359 operational flying hours. The completion of 54 Ops in heavy bombers spoke for itself, an incredible achievement. The Air Ministry list of awards for the month totalled approaching 300, the particular page detailed award cases No. 186 to No. 200 and of those only one man had flown more Ops than Freddie.
During August Freddie’s team lost 22 year old Sergeant Ray White, 20 year old Sergeant Phil Secretan, Sergeant Reg Larritt, Sergeant Chaz Goodman (who survived), Sergeant Guy Stott and 31 year old Charles Garner.
At this point of the air war the Allies were rapidly gaining air supremacy and the rate of losses began to reduce, Freddie had flown through a period of terrible losses and his luck had held.
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An illustration of No. 630 Squadron’s “P for Popsie”
On 3 September 675 bombers were despatched to attack the biggest Luftwaffe nightfighter base in the Netherlands, Deelen, a real case of shaking the hornets nest. Freddie listed himself to fly with Edward “Pete” Docherty in Lancaster LL966 “P for Popsie”, they took off at about 15:15 hours. The weather conditions on the outward flight made formation flying difficult and to the north of the planned track. The proximity marker was however well placed and crews had no difficulty in identifying their aiming points although some had to make a second bombing run to catch a break in the clouds. 630 Squadron crews attacked between 17:30 and 17:33 hours from 14,000 to 16,500 feet. Accurate and heavy flak was encountered over Utrecht and over the target area with 9 aircraft reporting flak damage although only 1 of the 675 raiders was lost. By 20:38 all of No. 630 Squadron’s Lancasters had returned. Fliegerhorst Deelen was badly torn up and it’s runways seriously damaged. The Luftwaffe obviously decided that enough was enough and beginning on the following day transferred all of its units and aircraft further back into the Fatherland, effectively pulling out of Deelen by 11 September.
With the loss of Flying Officer Charles Faulkner’s crew on 11 September Freddie’s engineers lost
another of their number, Sergeant Bob Cranefield aged 20.
At this stage Freddie would have been notified that his tour as Flight Engineer Leader was coming to an end. He was doubtless preparing for the arrival of Flying Officer John Nelson (later DFC) who was to take over from him.
Freddie listed himself to fly on Ops again on 17 September, the relatively novice crew of Eric Britton needed a flight engineer as their own, Sergeant Ernie Matthews was unable to fly. Eric Britton,
Freddie and crew took off aboard Lancaster NG125 “N for Nan” at 06:52 for a daylight attack on German fortifications around Boulogne to soften it up ready for a ground assault. Low cloud was encountered in the Target Area with thin low stratus over the target. Green and Red Target indicator flares were seen and considered well placed but as the attack progressed bombing obscured the TI’s and they had to be renewed. The squadron’s crews attacked between 08:30 and 08:32 hours from 8,000 to 8,900 feet. No opposition was encountered. On return to East Kirkby the Lancasters found poor conditions and low visibility which gave for some hairy landings, NG125 set down safely at 10:26 hours. 630 Squadron were particularly pleased to hear later that the German forces surrendered just hours after their attack. It was Freddie’s last Op with Bomber Command.
At about this time it appears that Wing Commander Blome-Jones barred Freddie from further operational flying from East Kirkby considering that he had more than “done his bit”. Blome Jones was about to transfer away in early October 1944 and Freddie would have handed over to Flying Officer John Nelson and met the incoming new CO of No. 630 Squadron Wing Commander John Grindon DSO before he was transferred to Training Duties himself after a period of leave.
Freddie had flown throughout one of the periods of greatest danger for the aircrews of Bomber Command and survived two tours of Ops, an incredible achievement.
A Lancaster returns to safety (below)
[photograph]
After Bomber Command
Retaining the rank of Acting Flight Lieutenant Freddie received his next posting and returned to RAF Wigsley to re-join No. 1654 Conversion Unit as Senior Flight Engineer instructor on 22 October 1944. It was probably expected at this stage that he would be preparing more novice Lancaster crews for the Ops which they would inevitably fly on joining squadrons within weeks, however the RAF had other plans for him.
Freddie was posted to RAF Nutts Corner on 7 November 1944 shortly after the formation there of No. 1332 Heavy Conversion Unit.
[photograph]
RAF Nutts Corner just 9 miles north-west of Belfast had been in use as a Coastal Command station for some time, they operated the Very Long Range (VLR) Consolidated Liberators of No. 120 Squadron in the battle against the u-boats and the airfield also served as a staging post for aircraft completing the transatlantic flight from Canada and the USA.
No. 1332 HCU was formed in order to train aircrew to fly the brand new Avro York a sister aircraft of the spectacularly successful Lancaster from the same manufacturer. Naturally many of the aircrew available were “tour expired” chaps who had been operating in Lancasters for Bomber Command.
The RAF now required smaller crews of highly competent aircrew capable of carrying out Very Long Range endurance flights in its new V.I.P., trooping and transport aircraft, the Avro York.
[photograph]
[photograph]
The four engine Avro York (above)
As a Merlin engines specialist with very considerable operational experience with Lancasters the RAF had short listed Freddie for a 10 week training course on their latest aircraft.
Very Long Range Ops aboard the Avro York with No. 511 Squadron
The first squadron in the RAF to receive the new Avro Yorks had been No. 511 Squadron based at RAF Lyneham and after his training to learn all about the York, Freddie was posted to the squadron as Flight Engineer Leader on 25 January 1945.
Under Wing Command Edward Whitaker DFC AFC the squadron had an excellent reputation for extremely long range flights from the UK to India via Gibraltar and Malta, some flights heading further from India to the Far East.
Almost as Freddie arrived, an aircraft accident on 1 Feb 1945 left one of the squadron’s Yorks (MW116) at the bottom of the Mediterranean off Lampedusa/Italy. They were flying personnel connected with the Yalta Conference out to Russia when problems occurred during the flight and the aircraft had to ditch. Of the 19 personnel aboard 15 died, including senior military officers, two First Secretaries and one Second Secretary from the Foreign Office, their stenographer and Special Branch bodyguard, and a Military King’s Messenger.
During Freddie’s period there were numerous very long range flights from RAF Lyneham to Cairo, Colombo/Ratmalana and Calcutta. It is likely that he flew on 40 -50 of these during his time with the squadron (Transport Command records are not available to me).
The photo below shows Yorks of No. 511 Squadron at RAF Luqa (Malta) in 1945.
[photograph]
Freddie’s position aboard the aircraft was similar to that aboard a Lancaster, beside the pilot. His
role was identical, to assist the pilot at take off, with engine management during the flight and to land. Based on the experiences of former Avro York aircrew I cannot believe that Freddie did not actually fly the aircraft once airborne - as he may have flown Lancasters previously. On a long flight it has been reported that senior flight engineers took the opportunity to take the controls.
Frequently No. 511 Squadron flew heads of state and VIP’s such as Winston Churchill, General de
Gaulle, Lord Mountbatten (Governor of India), South African leader General Smuts and others.
On 5 April 1945 Freddie’s “Acting” rank of Flight Lieutenant was finally confirmed.
[photograph]
Freddie speaking with a pilot in the cockpit of an Avro York.
[photograph]
Movie Making
His final posting in the RAF was on 23 October 1945 to No. 64 SP (Staging Point) at RAF Luqa/Malta a station which by now he knew extremely well. The Air Ministry were making a series of Instructional Films and Freddie was assigned a role in this process prior to demobilization.
Demobilization
Demobilization following War Service came on 9 May 1946 when Freddie was released from the RAFVR back to civilian life. He was granted pay until 4 July 1946.
Note: The portrait photo on the front was taken 1945-46 and shows Freddie wearing the medals ribbons for the DFC, 1939-45 Star, Aircrew Europe Star with rosette for “France & Germany” and Defence Medal. The ribbon for the War Medal 1939-45 was issued later.
Dublin Core
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Title
A name given to the resource
Flight Lieutenant Freddie Spencer DFC
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Description
An account of the resource
A biography of Freddie Spencer. Details his training and operations with 106 Squadron and 630 Squadron.
Creator
An entity primarily responsible for making the resource
Jane Spencer
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Air Force. Fighter Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Personal research
Photograph
Format
The file format, physical medium, or dimensions of the resource
57 printed sheets
Conforms To
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Pending text-based transcription. Allocated
Identifier
An unambiguous reference to the resource within a given context
BSpencerJSpencerFDv1
Temporal Coverage
Temporal characteristics of the resource.
1939
1940
1941
1942
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
England--Lincolnshire
Germany--Bremen
Germany--Mainz (Rhineland-Palatinate)
Germany--Nuremberg
Germany--Duisburg
Germany--Hamburg
Germany--Berlin
Germany--Frankfurt am Main
Scotland--Moray
Wales--Glamorgan
106 Squadron
120 Squadron
1654 HCU
19 OTU
630 Squadron
97 Squadron
Air Gunnery School
aircrew
bombing
Defiant
Distinguished Flying Cross
flight engineer
ground crew
ground personnel
Heavy Conversion Unit
Hurricane
Lancaster
mine laying
Operational Training Unit
RAF Coningsby
RAF East Kirkby
RAF Kinloss
RAF St Athan
RAF Waddington
RAF Walney Island
searchlight
training
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1495/30510/MColsonWA141402-160415-01.1.pdf
484a955a103d1cb9c014598f4544c2cc
Dublin Core
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Title
A name given to the resource
Colson, William Alfred
W A Colson
Publisher
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IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-15
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
An unambiguous reference to the resource within a given context
Colson, WA
Description
An account of the resource
5 items. The collection concerns Flight Lieutenant William Alfred Colson DFM (1915 - 1943, <span>141402 </span>Royal Air Force) and contains a biography and photographs. He flew as a bomb aimer on 9 and 97 Squadron and was killed when his Lancaster crashed on return to base from an operation to Berlin in December 1943. <br /><br />The collection has been donated to the IBCC Digital Archive by Mr Harrison and catalogued by Nigel Huckins. <br /><br />Additional information on William Alfred Colson is available via the <a href="https://losses.internationalbcc.co.uk/loss/205562/">IBCC Losses Database</a>.
Transcribed document
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Transcription
Text transcribed from audio recording or document
Flight Lieutenant William Alfred Colson DFM (141402)
William Alfred Colson was born on 8th January 1915 at his grandmother’s boarding house in Paddington, London. His mother was Gladys Colson, nee Jeffery. She was born in 1898 also in Paddington, and his father was Alfred Colson, a Car attendant on the Great Western Railway, born in 1890 in Ilford Essex. They were married in 1914.
Billy was mainly brought up by his grandmother, Maud, in Paddington where my mother, his second cousin, spent a lot of her childhood with him.
He married Florence Amelia Burden (known as Millie) on 4th April 1936 in Paddington. He was 21 years old and she was 22. His marriage certificate states that he was an electrician, but another source said that he was a bricklayer.
We do not yet know when he first went into the RAF but he was in the Royal Air Force Volunteer Reserve. He was in 9 squadron and served full tours in Whitley Bombers, Halifax Bombers and Wellingtons. He flew with rear gunner Harry Irons DFC and pilot Flt Lt Dick Stubbs.
He was promoted to Flight Sergeant in January 1943 and received the Distinguished Flying Medal in May 1943. This was with 9 Squadron. These achievements are published in the London Gazette, 13th April 1943 and 18th May 1943.
At some point in 1943 he transferred to 97 Squadron (Pathfinders) which was an elite Squadron. He was stationed at RAF Bourn, a few miles from Cambridge.
Billy was an observer, navigator and also a bomb aimer. Bomb aimers sometimes took over the front gun turret.
He had two children, Billy Junior and Beryl.
On the night of 16th/17th December 1943 the Lancaster’s from Bourn set out for a raid on Berlin. The fog was already very bad and the crews thought that the mission would be called off. Bomber Command had not made a raid on Berlin for two weeks and the orders were that they should go.
Billy should not have been flying that night but the bomb aimer of F-Freddy was unable to go, so Billy took his place as the bomb aimer with F-Freddy. The man who should have gone was Ivor Glynn Stevens who, we found, survived the war.
On the homeward journey, after the raid, the Lancaster’s began to return to base at Bourn, just after midnight on 17th December, but there was dense fog and the crews could not find
[page break]
the airfield and those that did could not see the runways. There was no flare path and they were running out of fuel.
Some of the Lancaster’s with enough fuel made it to nearby airfields, but 5 Lancaster’s crashed at Bourn with terrible loss of life, men burned and injured. Billy’s plane, almost safely home, made two approaches and then overshot the runway crashing on the edge of a road where it burst into flames. The pilot, Squadron Leader Donald McKenzie, the flight engineer, Pilot Officer John Towler- Pratt , and Flight Lieutenant Billy Colson were killed. The other four members of the crew were badly injured but survived. This night was called Black Thursday.
Billy was buried in Willesden New Cemetery, London in the civilian section but with a military headstone. Section E, Grave 2342. He was 28 years old.
Wyn Harrison
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Title
A name given to the resource
Flight Lieutenant William Alfred Colson DFM (141402) - Biography
Description
An account of the resource
Includes early life and marriage. Joined the RAFVR and served on 9 Squadron and served full tours on Whitley, Halifax and Wellington. Mentions his pilot and award of DFM and promotion. Went to 97 Squadron in 1943. Was navigator/bomb aimer. Gives account of operation to Berlin when his aircraft was one of five Lancaster that crashed at RAF Bourn on their return. Four crew survived but three including Billy Colson were killed.
Creator
An entity primarily responsible for making the resource
W Harrison
Format
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Two page printed document
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
MColsonWA141402-160415-01
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
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Cambridgeshire
England--London
Germany
Germany--Berlin
Temporal Coverage
Temporal characteristics of the resource.
1943-01
1943-05
1943-04-13
1943-05-18
1943-12-16
1943-12-17
Contributor
An entity responsible for making contributions to the resource
David Bloomfield
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.
9 Squadron
97 Squadron
aircrew
bomb aimer
crash
Distinguished Flying Medal
final resting place
Halifax
killed in action
Lancaster
Pathfinders
RAF Bourn
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/99/965/PArcherSW16010003.2.jpg
70394eafd40cc66fbb8e4f2b543bc1dd
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/99/965/PArcherSW16010004.2.jpg
cb4094725087a32d2edf13dec83cf736
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
Archer, Stanley
S Archer
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. Some items have not been published in order to protect the privacy of third parties, to comply with intellectual property regulations, or have been assessed as medium or low priority according to the IBCC Digital Archive collection policy and will therefore be published at a later stage. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal, https://ibccdigitalarchive.lincoln.ac.uk/omeka/collection-policy.
Description
An account of the resource
18 items. The collection concerns the career of Flight Sergeant Stanley Archer. He originally trained as a fitter and served in Fighter Command before re-mustering as a flight engineer and flying operations with 97 Squadron from RAF Woodhall Spa. The collection includes a memoir, a joke medal, an engine test report, a diagram of constant speed units, three operation honours cards and 11 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemarie Da Costa and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
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Archer, S
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-29
Access Rights
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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
Flight Sergeant Stanley Archer
Description
An account of the resource
Stanley Archer standing with hands in pockets in front of the nose of a Lancaster on dispersal. He is in uniform with side cap. In the background near the starboard chock is a dog and a bicycle. On reverse ‘F/S SW Archer 97 sqdn’
Format
The file format, physical medium, or dimensions of the resource
One b/w photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
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.
Type
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Photograph
Identifier
An unambiguous reference to the resource within a given context
PArcherSW16010003,
PArcherSW16010004
97 Squadron
aircrew
animal
dispersal
Lancaster
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/99/969/PArcherSW16010010.2.jpg
adbe3ea1009b5c5cfa8361f679a250a0
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/99/969/PArcherSW16010011.2.jpg
1b81cba0787bd080167f7038ac47babf
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
Archer, Stanley
S Archer
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.
Description
An account of the resource
18 items. The collection concerns the career of Flight Sergeant Stanley Archer. He originally trained as a fitter and served in Fighter Command before re-mustering as a flight engineer and flying operations with 97 Squadron from RAF Woodhall Spa. The collection includes a memoir, a joke medal, an engine test report, a diagram of constant speed units, three operation honours cards and 11 photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Rosemarie Da Costa and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Archer, S
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-04-29
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
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Title
A name given to the resource
Flight Sergeant Stanley Archer and three other airmen
Description
An account of the resource
Four airmen, various ranks, standing in uniform in front of Lancaster tail turret armed with two .50 machine guns. On reverse ‘My Flt/Commander (next to me) and a couple of the boys. F/Sgt ‘Stan’ Archer Air Engineer 3rd from left 97 sqdn’.
Format
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One b/w photograph
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Publisher
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IBCC Digital Archive
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Photograph
Identifier
An unambiguous reference to the resource within a given context
PArcherSW16010010, PArcherSW16010011
97 Squadron
aircrew
flight engineer
Lancaster
pilot
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1165/34341/MTownsleyH994575-180615-010001.1.jpg
be8f8994465ecd8978131a87a5d1e873
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1165/34341/MTownsleyH994575-180615-010002.1.jpg
cb0b0a8b7a6b365148914632cb1fdeb3
Dublin Core
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Title
A name given to the resource
Townsley, Henry
H Townsley
Description
An account of the resource
Four items. An oral history interview with Warrant Officer Henry Townsley DFM (b. 1920, 994575 Royal Air Force), a memoir, list of operations and artwork. He flew operations as a flight engineer with 97 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Henry Townsley and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-03-14
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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Townsley, H
Transcribed document
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Transcription
Text transcribed from audio recording or document
EPISODE 1
Operations HAMBURG 30-1-43
On reaching the target area we had no response from the bomb aimer. I went down and found him with [underlined] no oxygen [/underlined] mask on. I revived him and he eventually released the bombs.
EPISODE 2
Operations FRIEDRICHSHAVEN 20-6-43
SPEZIA ITALY 23-6-43
The first Shuttle raid of the war planned to take place from Scampton
Four PFF aircraft flown from 97 Sqn to mark the target
On our way there we hit an electric storm for some 15 minutes
The heavily defended target was [underlined] marked [/underlined] from [underlined] 10,000 [/underlined] feet. I received flack in my left arm. We then flew over the Alps and Italy to Maison Blanche, Algeria.
On landing 3 A/C were damaged; two badly damaged and unfit to fly.
I checked the [underlined] magnetoes [/underlined] on the engine and had a dead cut on one which we reported to the Engineering officer. No repair was effected, however the A/C was bombed up for the flight to Spezia
I decided to do the repair myself.
I removed the cowl and mag points and they were welded solid. A little thought and I removed the points from damaged A/C and fitted them.
Without my endeavour [sic] only one A/C would have been left to mark the target.
[page break]
Episode 3
1661 CON UNIT
6/11/43 Circuits and bumps with pupil Sgt Phipps Staff pilot and self on board
Pupil pilot crash landed the A/C How?
13/11/43 Circuits and bumps with pupil Phipps Staff pilot and self on board
A/C lands and staff pilot leaves me in for a further flight & Phipps crash lands again. How?
I should not have been left in that A/C
Ep[missing letters]de 4
97 Squadron Coningsby
8/9/44 PILOT F/LT Baber[?] DFC, ENG W/O Townsley DFM
Collided in mid-air with master A/C ? Impact [indecipherable word]
Port wing and fuselage damaged A/C [indecipherable word] A/C
Master A/C crashed with 2 killed.
I warned Baber he was getting too close.
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
Four episodes
Description
An account of the resource
Episode 1: story of bomb aimer with hypoxia on operation to Hamburg on 30 January 1943. Episode 2: account of operations to Friedrichshafen on 20 June 1943 and Spezia on 23 June 1943. On first operation, Pathfinders from 97 Squadron suffered in electrical storm and author was wounded by anti aircraft fire in arm. Three aircraft found damaged on landing. The author fixed his himself as otherwise is would not have been available for the next operation to Spezia. Episode 3: while on 1661 conversion units, relates two episodes of pupil pilot crash landing. Episode 4: account of mid air collision with another aircraft, in subsequent crash two killed. He warned pilot he was too close.
Creator
An entity primarily responsible for making the resource
H Townsley
Temporal Coverage
Temporal characteristics of the resource.
1943-01-30
1943-06-20
1943-06-20
1943-11-06
1943-11-13
Spatial Coverage
Spatial characteristics of the resource.
Germany
Germany--Hamburg
Germany--Friedrichshafen
Great Britain
England--Lincolnshire
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
Two page handwritten document
Identifier
An unambiguous reference to the resource within a given context
MTownsleyH994575-180615-01
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Sue Smith
1661 HCU
97 Squadron
aircrew
anti-aircraft fire
bombing
crash
flight engineer
Heavy Conversion Unit
mid-air collision
Pathfinders
pilot
RAF Coningsby
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1963/41315/BLazenbyHJLazenbyHJv1.2.pdf
35022f62bb4527b9a7da34bd424ec42f
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
Lazenby, Harold Jack
H J Lazenby
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-10-10
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Lazenby, HJ
Description
An account of the resource
11 items. The collection concerns Warrant Officer Harold Jack Lazenby DFC (b. 1917, 652033 Royal Air Force) and contains his memoir, documents and photographs. He flew operations as a flight engineer with 57, 97 and 7 Squadrons.
The collection has been loaned to the IBCC Digital Archive for digitisation by Daniel, H Jack Lazenby 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
H Jack Lazenby DFC
Description
An account of the resource
Harold Jack Lazenby's autobiography.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
England--Warrington
England--Wolverhampton
England--Shifnal (Shropshire)
England--London
England--Bampton (Oxfordshire)
England--Witney
England--Oxford
England--Cambridge
France--Paris
England--Portsmouth
England--Oxfordshire
England--Southrop (Oxfordshire)
England--Cirencester
England--Skegness
England--Worcestershire
England--Birmingham
England--Kidderminster
England--Gosport
England--Fareham
England--Southsea
Wales--Margam
Wales--Port Talbot
Wales--Bridgend
Wales--Porthcawl
England--Urmston
England--Stockport
Wales--Cardiff
Wales--Barry
United States
New York (State)--Long Island
Illinois--Chicago
England--Gloucester
Scotland--Kilmarnock
England--Surrey
England--Liverpool
England--Lincolnshire
England--Lincoln
Denmark--Anholt
Poland--Gdańsk
Germany--Berlin
Germany--Essen
Germany--Kiel
Europe--Mont Blanc
Denmark
England--Hull
Czech Republic--Plzeň
Germany--Ruhr (Region)
England--Mablethorpe
Germany--Cologne
Italy--Turin
France--Bordeaux (Nouvelle-Aquitaine)
England--Land's End Peninsula
Italy--San Polo d'Enza
Italy--Genoa
Italy--Milan
Algeria
Algeria--Blida
Algeria--Atlas de Blida Mountains
England--Cambridge
England--Surrey
England--Ramsey (Cambridgeshire)
Germany--Mannheim
Germany--Munich
France--Montluçon
Germany--Darmstadt
Scotland--Elgin
England--York
Scotland--Aberdeen
England--Grimsby
Germany--Saarbrücken
Germany--Zeitz
Germany--Ludwigshafen am Rhein
Germany--Wanne-Eickel
Germany--Gelsenkirchen
Germany--Kleve (North Rhine-Westphalia)
Germany--Chemnitz
Germany--Heide (Schleswig-Holstein)
Germany--Wuppertal
Germany--Homberg (Kassel)
Netherlands--Westerschelde
Germany--Rheine
Germany--Hamburg
Germany--Helgoland
Germany--Bremen
Netherlands--Rotterdam
Belgium
England--Southend-on-Sea
England--Morecambe
England--Kineton
England--Worcester
Germany--Duisburg
Germany--Düsseldorf
Germany--Mülheim an der Ruhr
England--London
Italy--La Spezia
France--Dunkerque
Poland--Szczecin
Poland
Germany--Hannover
Germany--Recklinghausen (Münster)
Netherlands
England--Sheringham
England--Redbridge
France--Saint-Nazaire
Atlantic Ocean--Kattegat (Baltic Sea)
Germany
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Royal Canadian Air Force
United States Army Air Force
Royal Air Force. Transport Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Memoir
Format
The file format, physical medium, or dimensions of the resource
99 printed sheets
Identifier
An unambiguous reference to the resource within a given context
BLazenbyHJLazenbyHJv1
Creator
An entity primarily responsible for making the resource
Lazenby, Harold Jack
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Conforms To
An established standard to which the described resource conforms.
Pending text-based transcription
1654 HCU
20 OTU
207 Squadron
4 Group
5 Group
57 Squadron
617 Squadron
7 Squadron
97 Squadron
air gunner
Air Gunnery School
aircrew
anti-aircraft fire
B-17
B-24
Bennett, Donald Clifford Tyndall (1910-1986)
bomb aimer
bombing
bombing of Helgoland (18 April 1945)
briefing
Catalina
Chamberlain, Neville (1869-1940)
crewing up
debriefing
demobilisation
Distinguished Flying Cross
Distinguished Flying Medal
Distinguished Service Order
Eder Möhne and Sorpe operation (16–17 May 1943)
entertainment
flight engineer
flight mechanic
Flying Training School
George VI, King of Great Britain (1895-1952)
Gibson, Guy Penrose (1918-1944)
ground crew
ground personnel
H2S
Halifax
Hampden
hangar
Harris, Arthur Travers (1892-1984)
Harvard
Heavy Conversion Unit
Hudson
Hurricane
Ju 88
killed in action
Lancaster
love and romance
Manchester
Master Bomber
Me 110
Me 262
mechanics engine
mess
military living conditions
military service conditions
mine laying
Mosquito
navigator
Navy, Army and Air Force Institute
Nissen hut
Oboe
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
Operational Training Unit
Oxford
Pathfinders
pilot
radar
RAF Barkstone Heath
RAF Bassingbourn
RAF Benson
RAF Bourn
RAF Brize Norton
RAF Colerne
RAF Cosford
RAF Cranwell
RAF Dunkeswell
RAF East Kirkby
RAF Elvington
RAF Fairford
RAF Halton
RAF Lossiemouth
RAF Melton Mowbray
RAF Mepal
RAF Oakington
RAF Padgate
RAF Pershore
RAF Scampton
RAF Silverstone
RAF St Athan
RAF Stormy Down
RAF Swinderby
RAF Talbenny
RAF Tangmere
RAF Upper Heyford
RAF Upwood
RAF Uxbridge
RAF Valley
RAF Warboys
RAF Wigsley
RAF Wing
recruitment
Resistance
Spitfire
sport
Stirling
target indicator
training
V-1
V-2
V-weapon
Victoria Cross
Wellington
Whitley
Window
wireless operator
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1246/16339/LCannonHO1802390v1.2.pdf
02d1cc01bf3ac2be0e21622c8fc94ce7
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
Neale, Ted
E T H Neale
Description
An account of the resource
123 items. The collection concerns Edward Thomas Henry Neale (b. 1922, 1395951 Royal Air Force) who served as a navigator with 37 Squadron in North Africa, the Middle East and Italy. The collection contains his training notebooks from South Africa as well as propaganda leaflets dropped by the allies in the Mediterranean theatre.
The collection also contains a photograph album, navigation logs and target photographs.
The collection has been loaned to the IBCC Digital Archive for digitisation by Alison Neale 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
2015-07-31
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
Neale, ETH
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
H O Cannon’s observer’s and air gunner’s flying log book
Description
An account of the resource
Observer’s and air gunner’s flying log book for H O Cannon (1802390) air gunner, covering the period from 29 December 1943 to 3 November 1944 and from 16 October 1952 to 8 October 1953. He was stationed at RAF Moffatt, RAF Qastina, RAF Tortorella, RAF Upwood and RAF Hemswell. Aircraft flown in were, Anson, Wellington, Defiant and Lincoln. He flew a total of 28 operations with 37 Squadron 3 daylight and 25 night and 2 supply drops. Targets were, Brod Basanki, Smederavo, Romsa, Pardubice, Bucharest, Ploesti, Pesaro, Portes les Valences, Szombathely, Kraljevo, Genoa, Marseilles, St. Valentin, Miskolc, Bologna, Ravenna, Rimini, Hegyeashalom, San Benedetto, Borovnica, Tuzla, Ficarolo, Uzice, Klopot. His pilots on operations were Sergeant Reynolds, Major Bayford, Sergeant Merrick and Flight Sergeant Taylor.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
The file format, physical medium, or dimensions of the resource
One booklet
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Identifier
An unambiguous reference to the resource within a given context
LCannonHO1802390v1
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.
Austria
Bosnia and Herzegovina
Croatia
Czech Republic
France
Great Britain
Hungary
Italy
Middle East
Romania
Serbia
Slovenia
Zimbabwe
Austria--Sankt Valentin
Bosnia and Herzegovina--Tuzla
Croatia--Rijeka
Croatia--Slavonski Brod
Czech Republic--Pardubice
England--Cambridgeshire
England--Lincolnshire
France--Marseille
France--Valence (Drôme)
Hungary--Hegyeshalom
Hungary--Miskolc
Hungary--Szombathely
Italy--Bologna
Italy--Foggia
Italy--Ficarolo
Italy--Genoa
Italy--Pesaro
Italy--Ravenna
Italy--Rimini
Italy--San Benedetto del Tronto
Middle East--Palestine
Romania--Bucharest
Serbia--Kraljevo (Kraljevo)
Serbia--Smederevo
Serbia--Užice
Slovenia--Borovnica
Romania--Ploiești
Zimbabwe--Gweru
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1952
1953
1944-07-14
1944-07-15
1944-07-16
1944-07-17
1944-07-19
1944-07-20
1944-07-21
1944-07-22
1944-07-23
1944-07-24
1944-07-26
1944-07-27
1944-07-28
1944-07-30
1944-07-31
1944-08-03
1944-08-04
1944-08-07
1944-08-08
1944-08-09
1944-08-10
1944-08-13
1944-08-14
1944-08-15
1944-08-20
1944-08-21
1944-08-22
1944-08-23
1944-08-24
1944-08-25
1944-08-27
1944-09-12
1944-09-18
1944-09-20
1944-09-21
1944-09-22
1944-09-26
1944-09-30
1944-10-31
1944-11-04
1944-11-05
1944-11-06
1944-11-16
1944-11-23
1944-12-03
148 Squadron
37 Squadron
97 Squadron
air gunner
aircrew
Anson
bombing
Bombing and Gunnery School
Defiant
Lincoln
RAF Hemswell
RAF Upwood
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1877/37560/LBennettHW561480v1.2.pdf
a7714f75d3683d270584b511231d20df
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bennett, H W
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Bennett, HW
Description
An account of the resource
19 items. The collection concerns Squadron Leader H W Bennett (Royal Air Force) and contains his log books, photographs and letters. He flew operations with 88 squadron, as part of the Advanced Air Striking Force in France, and as a navigator with 97 Squadron.
The collection has been donated to the IBCC Digital Archive by Roy Bennett 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
H W Bennett’s RAF Observer’s and Air Gunner’s Flying Log Book. One
Description
An account of the resource
H. W. Bennett’s RAF Observer’s and Air Gunner’s Flying Log Book, from 23 April 1937 to 14 June 1943, detailing training, operations and instructional duties as an Air Observer, Air Gunner, Bomb Aimer and Navigator. Includes bombing and photographic reconnaissance operations with 88 Squadron as part of the RAF Advanced Air Striking Force (AASF) in France 1939-1940, and later Bomber Command operations with 97 Squadron. Based at RAF North Coates Fitties (No. 10 Air Observers Course), RAF Feltwell (214(B) Squadron), RAF Boscombe Down (88(B) Squadron), RAF Acklington (No. 7 Armament Training School), RAF Evanton (No.8 Armament Training School). With 88 Squadron, as part of the Advanced Air Striking Force in France, he was based at: Auberive, Mourmelon-le-Grand, Moisy, Les Grandes Chappelles and Houssay. Following evacuation from France, bases are: RAF Sydenham (Belfast) (88 Squadron), RAF Swanton Morley (88 Squadron), RAF Coningsby (97 Squadron), RAF Lichfield (27 OTU) and RAF Whitchurch Heath (also known as RAF Tilstock) (81 OTU). Aircraft flown: Hawker Hart, Westland Wallace, Saro Cloud, Short Scion, HP Harrow, Hawker Hind, Fairey Battle, Douglas Boston, Blenheim, Manchester, Lancaster, Wellington, Whitley, and Anson. Various 88 Squadron targets with the AASF are recorded, such as gun posts, bridges, road/rail junctions, enemy troop column, convoy and concentrations. Records a total of 30 completed night operations with 97 Squadron. His pilots on operations were Flying Officer Riddell, Flying Officer Maclachlan, Warrant Officer Rowlands, Squadron Leader Dugdale, Flying Officer Rodley, Flight Sergeant Croppi, Flight Sergeant Crouch, and Sergeant Stephens. Targets in France, Germany, Italy, Norway and Poland are: Bordeaux, Bremen, Brest, Cologne, minelaying Danzig Bay, Duisburg, Dusseldorf, Essen, Frankfurt, Gdynia, Gironde, Hamburg, Kassel, Mannheim, Neustadt, Osnabruck, San Jean de Luis, Trondheim, Turin, Wilhelmshaven and Wismar.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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
David Leitch
Cara Walmsley
Identifier
An unambiguous reference to the resource within a given context
LBennettHW561480v1
Temporal Coverage
Temporal characteristics of the resource.
1937
1938
1939-11-30
1940-01-09
1940-06-06
1940-06-08
1940-06-10
1940-06-11
1940-06-14
1941
1942-01-09
1942-01-10
1942-04-11
1942-04-27
1942-04-28
1942-04-29
1942-05-02
1942-05-03
1942-05-30
1942-05-31
1942-06-23
1942-06-24
1942-06-25
1942-06-26
1942-06-27
1942-06-28
1942-06-29
1942-06-30
1942-07-02
1942-07-03
1942-07-13
1942-07-14
1942-07-26
1942-07-27
1942-07-30
1942-07-31
1942-08-24
1942-08-25
1942-08-27
1942-08-28
1942-09-10
1942-09-11
1942-09-13
1942-09-14
1942-09-15
1942-09-16
1942-09-17
1942-09-18
1942-09-19
1942-10-01
1942-10-02
1942-10-06
1942-12-04
1942-09-05
1942-12-06
1942-12-07
1942-12-08
1942-12-09
1942-12-10
1942-12-17
1942-12-20
1942-12-31
1943-01-01
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
Norway
Poland
Atlantic Ocean--Baltic Sea
Atlantic Ocean--Bay of Biscay
Italy--Po River Valley
England--Lincolnshire
England--Norfolk
England--Northumberland
England--Shropshire
England--Staffordshire
England--Wiltshire
France--Abbeville
France--Aube
France--Auberive
France--Bordeaux (Nouvelle-Aquitaine)
France--Brest
France--Condé-sur-Noireau
France--Eure
France--Evreux
France--Gironde Estuary
France--Loir-et-Cher
France--Mourmelon-le-Grand
France--Saint-Jean-de-Luz
France--Vernon (Eure)
Germany--Bremen
Germany--Cologne
Germany--Duisburg
Germany--Düsseldorf
Germany--Essen
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Kassel
Germany--Mannheim
Germany--Neustadt an der Weinstrasse
Germany--Oberhausen (Düsseldorf)
Germany--Osnabrück
Germany--Wilhelmshaven
Germany--Wismar
Italy--Turin
Northern Ireland--Belfast
Norway--Trondheim
Poland--Gdynia
Scotland--Ross and Cromarty
Germany--Ruhr (Region)
Poland--Gdańsk
214 Squadron
27 OTU
81 OTU
88 Squadron
97 Squadron
air gunner
Air Observers School
aircrew
Anson
Battle
Blenheim
bomb aimer
bombing
bombing of Cologne (30/31 May 1942)
Boston
Lancaster
Manchester
mine laying
navigator
observer
Operational Training Unit
RAF Boscombe Down
RAF Coningsby
RAF Evanton
RAF Feltwell
RAF Lichfield
RAF North Coates
RAF Swanton Morley
RAF Tilstock
training
Wellington
Whitley
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1877/34340/LBennettHW561480v2.1.pdf
00d97eef8c330fc535b1b0e430d68a96
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Bennett, H W
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-06-20
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Bennett, HW
Description
An account of the resource
19 items. The collection concerns Squadron Leader H W Bennett (Royal Air Force) and contains his log books, photographs and letters. He flew operations with 88 squadron, as part of the Advanced Air Striking Force in France, and as a navigator with 97 Squadron.
The collection has been donated to the IBCC Digital Archive by Roy Bennett 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
H W Bennett’s RCAF Pilot’s Flying Log Book. Two
Description
An account of the resource
H. W. Bennett’s RCAF Pilot’s Flying Log Book, from 7/8/43 to 14/10/48, detailing training and instructional duties as a pilot.
Based at RAF Brough (No. 4 Elementary Flying Training School), RCAF Station Neepawa (No. 35 Elementary Flying Training School), RCAF Station Penhold (Alberta) (No. 36 Service Flying Training School), RAF Church Lawford (No. 18 (Pilots) Advanced Flying Unit), RAF Shawbury (EANS), RAF Halfpenny Green (No. 3 (Observer) Advanced Flying Unit), RAF Cranwell (No. 19 Flying Training School) and RAF Aqir (Palestine).
Aircraft flown: DH82, Oxford, Wellington, Anson, Harvard and Proctor.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
1946
1947
1948
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Canada
Middle East--Palestine
England--Lincolnshire
England--Shropshire
England--Staffordshire
England--Warwickshire
England--Yorkshire
Manitoba--Neepawa
Manitoba
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Contributor
An entity responsible for making contributions to the resource
David Leitch
Identifier
An unambiguous reference to the resource within a given context
LBennettHW561480v2
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
27 OTU
81 OTU
88 Squadron
97 Squadron
Advanced Flying Unit
Air Observers School
aircrew
Anson
Flying Training School
Harvard
Operational Training Unit
Oxford
pilot
Proctor
RAF Aqir
RAF Brough
RAF Church Lawford
RAF Cranwell
RAF Halfpenny Green
RAF Shawbury
Tiger Moth
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1746/35753/LRouseHC911641v1.2.pdf
b8a5f2a879f413a257063866e9f621b2
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
Rouse, Harold C
H C Rouse
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
2020-10-17
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Rouse, HC
Description
An account of the resource
One item. The collection concerns Harold Rouse (b. 1921, 911641, 172888 Royal Air Force) and contains his log book. He flew operations with 97 Squadron as a wireless operator / air gunner.
The collection has been donated to the IBCC Digital Archive by Matthew Williams and catalogued by IBCC Digital Archive staff.
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
Harold C Rouse’s flying log book for observer’s and air gunner’s
Description
An account of the resource
Wireless Operator/Air Gunner’s log book for H C Rouse covering the period from 11 October, 1940 to 16 December, 1945. Detailing his flying training and operations flown, also includes Gunnery Course results, mine laying operations, bomb loads, a crash landing. He was stationed at RAF Yatesbury (2 E&WS), RAF Jurby (5 AOS), RAF Wellesbourne Mountford (22 OTU), RAF Coningsby, RAF Tattershall Thorpe/RAF Woodhall Spa (97 Squadron), RAF Scampton (GTF). Aircraft flown in were Dominie, Proctor, Blenheim, Anson, Wellington, Manchester, Lancaster. He flew 26 night time operations with 97 Squadron. Targets were Hamburg, Heligoland, Trondheim, Stuttgart, Kiel, Warnemunde, Copenhagen, Mannheim, Kassel, Nurnberg, Frankfurt, Dusseldorf, Wismar, Krefeld, Genoa, Bordeaux, Turin, Danzig. This item was sent to the IBCC Digital Archive already in digital form. No better quality copies are available. His pilots on operations were Pilot Officer Maltby and Pilot Officer Lancey.
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One booklet
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
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
Mike French
Terry Hancock
Identifier
An unambiguous reference to the resource within a given context
LRouseHC911641v1
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942-01-15
1942-01-16
1942-04-08
1942-04-09
1942-04-27
1942-04-28
1942-04-29
1942-05-04
1942-05-05
1942-05-07
1942-05-08
1942-05-09
1942-05-16
1942-05-17
1942-05-19
1942-05-20
1942-05-22
1942-05-23
1942-05-27
1942-05-28
1942-08-27
1942-08-28
1942-08-29
1942-09-08
1942-09-09
1942-09-10
1942-09-11
1942-09-23
1942-09-24
1942-10-02
1942-10-03
1942-10-12
1942-10-13
1942-10-14
1942-10-22
1942-10-23
1942-11-07
1942-11-08
1942-11-10
1942-11-11
1942-11-22
1942-11-23
1942-11-28
1942-11-29
1942-12-04
1942-12-05
1942-12-08
1942-12-09
1943
1944
1945
Spatial Coverage
Spatial characteristics of the resource.
Denmark
France
Germany
Great Britain
Italy
Norway
Poland
Atlantic Ocean--Baltic Sea
Denmark--Copenhagen
Great Britain Miscellaneous Island Dependencies--Isle of Man
England--Lincolnshire
England--Warwickshire
England--Wiltshire
France--Bordeaux (Nouvelle-Aquitaine)
Germany--Düsseldorf
Germany--Frankfurt am Main
Germany--Hamburg
Germany--Helgoland
Germany--Kassel
Germany--Kiel
Germany--Krefeld
Germany--Mannheim
Germany--Rostock
Germany--Stuttgart
Germany--Wismar
Italy--Genoa
Italy--Turin
Poland--Gdańsk
Germany--Nuremberg
Germany--Ruhr (Region)
22 OTU
97 Squadron
air gunner
Air Observers School
aircrew
Anson
Blenheim
bombing
crash
Dominie
Lancaster
Manchester
mine laying
Operational Training Unit
Proctor
RAF Coningsby
RAF Jurby
RAF Scampton
RAF Wellesbourne Mountford
RAF Woodhall Spa
RAF Yatesbury
Tirpitz
training
Wellington
wireless operator
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/286/17755/LKirbyH1637087v1.1.pdf
f5d1d4f26477231c35ba4d430b6f4fd0
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Kirby, Harold
Harold V A Kirby
H V A Kirby
Harold Kirby
H Kirby
Description
An account of the resource
Nine items. Two oral history interviews with Warrant Officer Harold Kirby (1923 - 2022, 1637087 Royal Air Force), his log book, photographs and documents. He flew operations as a flight engineer with 467, 97 and 156 Squadrons.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-10
2015-09-21
2016-06-11
Rights
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
Kirby, H
Requires
A related resource that is required by the described resource to support its function, delivery, or coherence.
Warrant Officer Harold Kirby 1637087 was born in Kilbourne, Loncon in 1923, his job after leaving school was in the accounting department at London Electric Supplies. He initially tried to volunteer for the RAF but failed the medical, at that time. He was subsequently drafted in 1942. Skill training started with training as a Flight Mechanic, but during this was asked to volunteer to rain as a Flight Engineer. His first posting was as an Aircraft Fitter at No.460 Squadron, RAF Binbrook, although only for 6 months.
After Flight Engineer training at St Athan and then training on the Short Stirling and then the Lancaster with 1661 Heavy Conversion Unit at RAF Winthorpe, the first solo flight for the crew, the port landing gear would not lock, during the landing the gear collapsed, although there were no injuries.
First operational unit was No.467 Squadron at RAF Waddington a mainly Australian Squadron, the crew were here for July and August 1944, One operation 3/4th August 1944, to the V1 storage site at Trossy Saint Maximin had another bomber flying above their aircraft and dropping their bombs, one going through the wing, narrowly missing vital structures, this resulted in a gear up landing, due to hydraulic loss, but again there were no injuries resulting.
He was then posted along with the crew to No 97 Squadron, based at RAF Coningsby a pathfinder squadron, tasked to mark the targets for other aircraft,
In total two tours were completed before the end of the European war, after finishing as a Flight Engineer, Harold trained as a RADAR mechanic, before leaving the RAF.
Andy St.Denis
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/.
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Title
A name given to the resource
Harold Kirby’s flight engineers log book
Creator
An entity primarily responsible for making the resource
Great Britain. Royal Air Force
Format
The file format, physical medium, or dimensions of the resource
One colour photocopy of a booklet
Language
A language of the resource
eng
Identifier
An unambiguous reference to the resource within a given context
LKirbyH1637087v1
Coverage
The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant
Royal Air Force
Royal Air Force. Bomber Command
Temporal Coverage
Temporal characteristics of the resource.
1944
1944-07
1944-08
1945
1944-07-12
1944-07-13
1944-07-17
1944-07-20
1944-07-21
1944-07-22
1944-07-23
1944-07-24
1944-07-25
1944-07-26
1944-07-27
1944-07-28
1944-07-29
1944-07-30
1944-08-01
1944-08-02
1944-08-03
1944-08-19
1944-08-24
1944-08-25
1944-08-26
1944-08-27
1944-08-29
1944-08-30
1944-08-31
1944-09-18
1944-09-19
1944-09-23
1944-09-24
1944-10-14
1944-10-15
1944-10-28
1944-10-29
1944-11-06
1944-11-07
1944-11-21
1944-11-22
1944-11-23
1944-11-26
1944-11-27
1944-12-04
1944-12-05
1944-12-06
1944-12-07
1944-12-09
1944-12-17
1944-12-18
1944-12-19
1945-01-07
1945-01-08
1945-01-13
1945-01-14
1945-02-07
1945-02-08
1945-02-09
1945-02-13
1945-02-14
1945-02-20
1945-02-21
1945-02-22
1945-03-03
1945-03-04
1945-03-05
1945-03-06
1945-03-07
1945-03-20
1945-03-21
1945-03-22
1945-04-08
1945-04-09
1945-04-16
1945-04-17
1945-04-18
1945-04-19
1945-04-25
1945-04-26
Contributor
An entity responsible for making contributions to the resource
Mike Connock
Type
The nature or genre of the resource
Text
Text. Log book and record book
Spatial Coverage
Spatial characteristics of the resource.
Belgium
Czech Republic
France
Germany
Great Britain
Norway
Poland
Russia (Federation)
Belgium--Kortrijk
Atlantic Ocean--Baltic Sea
Czech Republic--Chomutov
Czech Republic--Plzeň
England--Lincolnshire
England--Nottinghamshire
France--Caen
France--Calmont
France--Creil Region
France--Givors
France--Hesdin
France--La Pallice
France--Lens
France--L'Isle-Adam
France--Villers-Bocage (Calvados)
Germany--Braunschweig
Germany--Darmstadt
Germany--Dortmund-Ems Canal
Germany--Dresden
Germany--Giessen (Hesse)
Germany--Hamburg
Germany--Heilbronn
Germany--Kiel
Germany--Leipzig Region
Germany--Mittelland Canal
Germany--Mönchengladbach
Germany--Munich
Germany--Sassnitz
Germany--Stuttgart
Norway--Bergen
Norway--Tønsberg
Norway--Trondheim
Poland--Gdynia
Poland--Police (Województwo Zachodniopomorskie)
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Münster in Westfalen
Germany--Ruhr (Region)
Description
An account of the resource
Flight engineers log book (Copy) for H Kirby covering the period from 26 April 1944 to 24 May 1945. Detailing his flying training and operations flown. He was stationed at RAF Winthorpe, RAF Syerston, RAF Waddington and RAF Coningsby. Aircraft flown in were Stirling and Lancaster. He flew a total of 44 operations. 6 daylight and 10 night operations with 467 squadron and 28 night operations with 97 squadron pathfinder force. Targets were Culmont Chalindrey, Caen, Courtrai, Kiel, Stuttgart, Givors, Cahagny, Siracourt, Cassan, Trossy St Maxim, La Pallice, Darmstadt, Konigsberg, Rollencourt, Mönchengladbach, Munster, Brunswick, Bergen, Dortmund-Ems Canal, Trondheim, Munich, Heilbronn, Giessen, Gdynia, Politz, Ladbergen, Dresden, Gravenhorst, Bohlen, Sassnitz, Hamburg, Lutzkendorf, Pilsen, Komatau and Tonsberg. His pilot on operations was Flying Officer Ryan.
1661 HCU
467 Squadron
8 Group
97 Squadron
aircrew
bombing
bombing of Dresden (13 - 15 February 1945)
Bombing of Trossy St Maximin (3 August 1944)
crash
flight engineer
forced landing
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
Lancaster Mk 3
Normandy campaign (6 June – 21 August 1944)
Pathfinders
pilot
RAF Coningsby
RAF Syerston
RAF Waddington
RAF Winthorpe
Stirling
tactical support for Normandy troops
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1792/45129/LWilsonH1342819v1.2.pdf
52ffc531f0d4bd6890a709034f5ca53f
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
Wilson, Harold
H Wilson
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-01-09
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Wilson, H
Description
An account of the resource
24 items. The collection concerns Flight Sergeant Harold Wilson DFM (Royal Air Force) who flew two tours completing 45 operations as a bomb aimer on 9 and 97 squadrons. Collection contains an identity document, a letter, his flying log book, a memoir and photographs (including some while he was a member of a missing research and enquiry unit in Germany after the war).
The collection has been donated to the IBCC Digital Archive by Barbara Armstrong 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
Harold Wilson's flying log book
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
Conforms To
An established standard to which the described resource conforms.
Pending review
Identifier
An unambiguous reference to the resource within a given context
LWilsonH1342819v1
Description
An account of the resource
Harold Wilson’s Flying Log Book from 28/11/42 to 2/4/54, detailing training, operations and instructional duties as an Air Bomber (and later Navigator). Also contains various memorabilia including a photograph, reunion invitation and newspaper clipping about the award of the DFM. Based at: Port Elizabeth (42 Air School), Jurby (No. 5 Air Observer School), RAF Cottesmore, RAF Saltby, RAF Market Harborough (all No. 14 Operational Training Unit), RAF Wigsley (No. 1654 Conversion Unit), RAF Bardney (No. 9 Squadron), RAF Warboys (PFF Navigation Training Unit), RAF Coningsby (No. 97 Squadron), RAF Manby (Empire Air Armament School), RAF Swinderby (No. 1660 Heavy Conversion Unit and 201 Advanced Flying School), RAF Middleton St George (No. 2 Air Navigation School), RAF Scampton (No. 230 Operational Training Unit), RAF North Luffenham (No. 240 Operational Training Unit), RAF Oakington (No. 30 Squadron), RAF Perth (No. 11 Reserve Flying School). Aircraft flown: Anson, Oxford, Blenheim, Wellington, Halifax, Lancaster, Dakota.
Records a total of 45 operations (42 night, 3 day) with 9 and 97 Squadron. Targets in Germany, France, Belgium and the Netherlands are: Berlin, Leipzig, Frankfurt, Stettin, Brunswick, Magdeburg, Stuttgart, Schweinfurt, Augsburg, Marignane, Munich, Clermont Ferrand, Toulouse, Louailles, Annecy, Amiens, Maisy, St. Pierre du Mont, Argentan, Rennes, Poitiers, Greil (Saint-Leu-d'Esserent), Culmont Chalindrey, Nevers, Courtrai, Donges, Givors, Brest, Deelen Airfield, Bordeaux, Darmstadt and Konigsberg.
His pilot on all operations was F/O Lasham.
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
Language
A language of the resource
eng
Type
The nature or genre of the resource
Text
Text. Log book and record book
Format
The file format, physical medium, or dimensions of the resource
One colour photocopy
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
David Leitch
Spatial Coverage
Spatial characteristics of the resource.
Belgium
France
Germany
Great Britain
Netherlands
South Africa
Atlantic Ocean--Bay of Biscay
Belgium--Kortrijk
England--Cambridgeshire
England--Durham (County)
England--Huntingdonshire
England--Leicestershire
England--Lincolnshire
England--Nottinghamshire
England--Rutland
France--Amiens
France--Annecy
France--Argentan
France--Bordeaux (Nouvelle-Aquitaine)
France--Brest
France--Calvados
France--Clermont-Ferrand
France--Donges
France--Givors
France--Haute-Marne
France--Marignane
France--Nevers
France--Oise
France--Poitiers
France--Rennes
France--Sablé-sur-Sarthe
France--Toulouse
Germany--Augsburg
Germany--Berlin
Germany--Braunschweig
Germany--Darmstadt
Germany--Frankfurt am Main
Russia (Federation)--Kaliningrad (Kaliningradskai︠a︡ oblastʹ)
Germany--Leipzig
Germany--Magdeburg
Germany--Munich
Germany--Schweinfurt
Poland--Szczecin
Germany--Stuttgart
Great Britain Miscellaneous Island Dependencies--Isle of Man
Netherlands--Gelderland
Scotland--Perth
South Africa--Port Elizabeth
Temporal Coverage
Temporal characteristics of the resource.
1942
1943-12-02
1943-12-03
1943-12-16
1943-12-17
1943-12-20
1943-12-23
1944-01-05
1944-01-14
1944-01-21
1944-01-22
1944-01-27
1944-01-28
1944-02-15
1944-02-16
1944-02-19
1944-02-20
1944-02-24
1944-02-25
1944-02-26
1944-03-01
1944-03-02
1944-03-09
1944-03-10
1944-03-15
1944-03-16
1944-04-22
1944-04-23
1944-04-24
1944-04-25
1944-04-26
1944-04-27
1944-04-29
1944-04-30
1944-05-01
1944-05-02
1944-05-06
1944-05-07
1944-05-09
1944-05-10
1944-05-19
1944-05-20
1944-05-31
1944-06-01
1944-06-06
1944-06-07
1944-06-08
1944-06-09
1944-06-12
1944-06-13
1944-07-04
1944-07-05
1944-07-12
1944-07-13
1944-07-15
1944-07-16
1944-07-20
1944-07-21
1944-07-24
1944-07-25
1944-07-26
1944-08-11
1944-08-12
1944-08-13
1944-08-14
1944-08-15
1944-08-16
1944-08-17
1944-08-18
1944-08-25
1944-08-26
1944-08-27
1945
1946
1949
1950
1951
1952
1953
1954
14 OTU
1654 HCU
1660 HCU
9 Squadron
97 Squadron
Advanced Flying Unit
aircrew
Anson
Blenheim
bomb aimer
bombing of Luftwaffe night-fighter airfields (15 August 1944)
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)
C-47
Cook’s tour
Distinguished Service Medal
Halifax
Halifax Mk 2
Heavy Conversion Unit
Initial Training Wing
Lancaster
Lancaster Mk 1
Lancaster Mk 3
memorial
Normandy campaign (6 June – 21 August 1944)
Operational Training Unit
Oxford
Pathfinders
RAF Bardney
RAF Bourn
RAF Coningsby
RAF Cottesmore
RAF Jurby
RAF Manby
RAF Market Harborough
RAF Middleton St George
RAF North Luffenham
RAF Oakington
RAF Saltby
RAF Scampton
RAF Swinderby
RAF Warboys
RAF Wigsley
training
Wellington
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/231/3604/PSpencerAHG1701.1.jpg
65cd99eb9fc28251abf8fb8fadf3114d
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/231/3604/ASpencerAHG170227.1.mp3
6b18db56623f80f8bd93869166ae985a
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
Spencer, Arthur
Arthur Humphrey George Spencer
Arthur H G Spencer
A H G Spencer
A Spencer
Description
An account of the resource
Three items. An oral history with Flight Lieutenant Arthur Humphrey George Spencer (b. 1921, 1311996 and 145359 Royal Air Force), a memoir and an essay. Arthur Spencer trained in the United States and flew two tours of operations as a navigator with 97 Squadron at RAF Woodhall spa and RAF Bourn. He later became 205 Group's Navigation Officer. He flew with British Overseas Airways Corporation (BOAC) after the war.
The collection has been loaned to the IBCC Digital Archive for digitisation by Arthur Spencer and catalogued by Nigel Huckins.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-10-02
2017-02-27
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
Spencer, AHG
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
PL: My name’s Pam Locker and I’m in the home of Mr Arthur Humphrey George Spencer *********** on the 27th of February 2017 at 10 o’clock. And if I could just start off by saying a very enormous thank-you on behalf of the Bomber Command Digital Archive for agreeing to talk to us and to share your memories. So if I could start by — Perhaps you could tell me a little bit about your family and how you first became involved with Bomber Command.
AS: Ok, well, I was born in Salisbury, Wilts, but my parents must have moved to Southampton before my memory begins and I was brought up in Southampton. I enjoyed school. I went to a very large Boys’ Grammar School and I was in my first year in the Sixth Form at the time of the Munich crisis and there was obviously going to be a war and as I finished school, the war broke out. In fact the first year of the war was during my last year at school. Obviously the Air Force were recruiting madly at the time of the Battle of Britain and I had grown up on the literature of the First World War. Siegfried Sassoon, Wilfred Owen and that sort of thing and realised that warfare in the trenches was pretty horrible. Richard Aldington wrote a very good novel called “Death of a Hero” which I still think is one of the best novels ever written and, so I volunteered for the Air Force and after the usual waiting around period, I found myself in the Air Force. Initially as a, an under training pilot but I didn’t make the grade as a pilot, although I got more than half way through the course. I was very late washing out as the Americans called it. I was in Florida. And so I re-mustered as a navigator and was sent back to Florida, to the United States Naval Air Station Pensacola, to undergo a navigation course. I never failed to be horrified at the inadequacy of the practical training on that course. If I’d had been at an RAF or RCAF Navigation School, I’d have had about a hundred and fifty hours in the air, undertaking navigation exercises. At Pensacola, I had less than thirty hours of flying. All of it over the Gulf of Mexico and never once experienced navigating an aircraft. The American naval way of doing things was to send up about eight people together and two of them would practice taking sun shots with a sextant, two of them would practice using the drift meter, two of them would be firing guns and two of them doing something else which I’ve forgotten, but completely inadequate. However, the theoretical side of the course, the classroom side, was excellent. It was run by an American naval officer, navigator, assisted occasionally by the RAF liaison officer and I did have a very, very good theoretical background. We were told, towards the end of the course, that the top six to, in the final examination, would ferry an aircraft home, so my first flight as a navigator was ferrying a Ventura across the Atlantic. We went to — the top six went to Dorval and then flew, after crewing up with a very experienced American civil pilot and an equally experienced wireless operator and a second pilot, who was, like ourselves, had just finished his course. We were allocated a Ventura. Little two-engined aircraft which we had to deliver to Prestwick. We, all the aircraft being ferried across at that time flew to Gander in Newfoundland and then these little aircraft had to wait for a tail wing component to get across the Atlantic. Now I was stuck there with another navigator who’d been an acquaintance at Pensacola, but not a particular friend, but because we were stuck there for a fortnight together waiting for a tail wing, we became very good friends and by co-incidence, he was sent to the same squadron as myself and when he retired from a very senior position in industry, he came to live in Somerset and so we remained lifelong friends. And, he died a couple of years ago. His family were good enough to ask me to make the eulogy at his funeral and his wife is now in a nursing home near Taunton. We try and see her every third week because her son lives in Australia and her daughter lives in Germany so we are the local contact. His name is George Brantingham and I mention this because he plays a fairly important part in a later stage of the story. Anyway, we got across the Atlantic successfully and after further training, I got to Bomber Command Operational Training Unit at Upper Heyford. Number 16 OTU. And one of the most important things you do at Operational Training Unit is to crew up into a crew. And in the literature, you find horrific stories of people being put into a hanger, twenty pilots, twenty navigators, twenty wireless operators and so on and being told, ‘Sort yourselves out.’ And I read this sort of thing time and time again. It was much more civilised fortunately at Upper Heyford. We were told that the course would be four weeks ground school and then the pilots would go off to a satellite airfield to learn to fly Wellingtons and then they’d come back and we would spend the last six weeks of the course flying cross-countrys and so on together. And we’d only been there two or three days when George, my friend, George Brantingham said to me, ‘I’ve got myself a pilot.’ Well I hadn’t really thought about it at that stage but I said, ‘You were quick off the mark, George. Who is it?’ And he told me it was a Sergeant Tracy, a larger than life American who’d gone north over the border to join the RCAF. And so at the next opportunity, I contacted George and said, ‘I hear you’ve got yourself a navigator. Can you recommend a pilot to me?’ And he thought for a minute and he said, ‘Well I reckon young Jimmy Munro is about the best pilot on our course.’ At the earliest opportunity, I found Jimmy. A very fresh-faced eighteen year old Canadian and I said, ‘Have you got a navigator yet?’ ‘No.’ ‘What about taking me on?’ ‘Ok that’s fine.’ And that conversation is probably why I’m here today. If I’d had a different pilot I might well not have been. But he was, as Bill Tracy had said, an incredibly good pilot. He’d grown up on the Ottawa River in a little hamlet called Fitzroy Harbour and part of his boyhood was canoeing on the Ottawa River and he handled a Lancaster just as well as he handled a canoe. And so we got through our OTU successfully. Went to Swinderby, just outside of Lincoln, to convert to Lancasters and so to 97 Squadron, fairly late in December, before Christmas, but fairly late in December 1942. Can I stop there a minute?
AS: Talk about —
PL: Re-starting, re-starting recording with Mr Spencer.
AS: Right, well, 97 Squadron in fact didn’t unleash us against the enemy right away. They gave us quite a bit more training before they decided to let us fly Lancasters, one of their precious Lancasters, on Operations. 97 by the way, was one of the very first squadrons to be equipped with Lancasters and part of their history was the daylight Augsburg raid of 1942. And some of the crew who took part in that raid were still at Woodhall Spa when we joined the squadron. Our first Operation, like all first Operations was mine-laying down on the Gironde estuary, near Bordeaux, and then we set about operating mainly to the Ruhr, Hamburg, Nuremberg, Munich, Wilhelmshaven. All in my Log Book. And the incident I want to talk about a little bit, is on the 19th of March 1943, when I flew with one of the Dambusters. Co-incidentally, he was also Munro but whereas my pilot was Sergeant Munro, this was Flight Lieutenant Les Munro, which is a name you may possibly have come across before now. Well, the three crews went from our squadron to join 617, but they started intensive low-level flying training before they left, before they left Woodhall Spa. And on one of these occasions, Flight Lieutenant Munro’s navigator was quite badly gashed across the forehead in what we would now call, nowadays call a bird strike. Now these three crews weren’t screened, was the word which we used for Operations, they were still taking part in Operations, and he was scheduled to go on Operations, but he didn’t have a navigator. Jock Rumbles, his navigator was too badly injured to go, so I was allocated to him. And that morning I flew an air test with him. You nearly always did an air test before you flew Operations at night. Twenty-five minutes. But Operations were cancelled before we even got to briefing. So although I flew with him, I didn’t operate with him. At the time I was very glad not to, because it was regarded as a bit dicey operating away from your own crew. You were very much a Unit as a crew but in retrospect it would be nice to be able to say I’d flown an Operation with one of the Dambusters. But I didn’t think that at the time, I was glad not to go. Well we continued flying, building up Operations ‘till we moved down to Bourn in April 1943 to join Pathfinder Force. We had another intensive period of training. Normally when crews joined the Pathfinder Force they went to Upwood, the Pathfinder Training School, but because we moved as a squadron, the Unit’s instructors came to us and we did a lot of intensive training. I remember Bennett. He was frequently with the squadron. He was the AOC at Pathfinder Force, of course. And one of the things he said was, ‘Of course the really important people in the crew are the navigators and bomb aimers. The pilots are only the chauffeurs to get them there.’ Which was very good for our morale, of course, as navigators. And by the time we’d finished our Pathfinder Training, it was May. Nights were very, very short indeed. And so virtually all our early Pathfinder Operations were to the Ruhr and the Ruhr took about three hours, three and half, four hours. Anywhere else in Germany took much longer. You couldn’t get there and back under cover of darkness. So we went to the Ruhr. Can we stop a second again there?
PL: Of course.
PL: Re-starting the tape.
AS: Pathfinder Force had been formed sometime fairly early in 1942. It happened after all Bomber Command had been equipped with cameras which took automatic photos when bombs were released. And when these early pictures were analysed, it was found that something like five percent of the aircraft dropped their bombs within three miles of the target, or something like that. Some infinitely small number of bombs were getting anywhere near the target and one of the measures adopted was to form Pathfinder Force which was then equipped with the, what was then the state of the art radar operation and all the other new instruments that were coming in and our job was to go in and either light up a target or more frequently mark it with bombs which were called target indicators which would burst barometrically at three thousand feet over the target because frequently the target couldn’t be seen once bombs started going down with so much smoke and dust coming up. But these target indicators hung on a parachute at about three thousand feet but they only lasted six minutes so they had to be backed-up fairly frequently. And the main Force coming along behind would bomb on the target indicator, not worry about finding an actual building or railway yard or docks or something like that to — Anyway, as I say, our early Operations in Pathfinder Force were all the Ruhr because the nights were so short. And we expected to be going to the Ruhr on the 16th of June. We’d done an air test in the morning and a bit naughtily we’d been shooting up a train just outside of Cambridge, diving at it, flying alongside it and the passengers were obviously enjoying it, they were waving back to us enthusiastically and the engine-driver was obviously enjoying it too, because he leaned out of his cabin and gave us a sign. [laughs] And er, but when it got a bit close into Cambridge, we decided we’d better go home, so we flew back to base. And when we got back to base, there was the Flight Commander’s van waiting in dispersal and we thought, ‘Oh dear. We’re in trouble,’ because we were flying quite low enough for people to see our identification letters, ‘OF-J Johnny’, and there must have been some senior officer on board, we thought, who’d got on the phone, the blower we would have called it then, as soon as he got into Cambridge and complained about these young idiots who were risking their lives in an expensive aircraft. However the Flight Commander was not there for that reason. The Flight — Jimmy opened the window and the Flight Commander called up, ‘Jimmy. You’re to take a week’s kit and fly up to Scampton after lunch.’ ‘Ok. What for?’ ‘I don’t know. You’ll get all the gen when you get there.’ So we weren’t in trouble. We found, when we got back to the mess, that four crews were going to Scampton. Now Scampton of course was the home of the Dambusters. So our attitude was, a little bit ambivalent. On the one hand, what a compliment to be one of only four crews in Pathfinder Force to be selected to take part in some special Operation. On the other hand, were we really awfully keen to be, take part in some Operation with a squadron which had only done one Operation, but on it, had lost about forty-five percent of it’s aircraft. [laughs] So, as I say, our thoughts were a bit ambivalent but there was nothing we could do about it. So we packed our kit after lunch and flew up to Scampton and when we got there, we were eventually four aircraft as I say. I’ll name the four captains. Jimmy, now a Pilot Officer, Pilot Officer Jones, Pilot Officer Munro, Pilot Officer Jones, who’d been one of the other crews that joined 97 from Swinderby in, at Christmas and two older pilots who were just coming back to 97 for a second tour. Because 97, a two-flight squadron at Bourn, at Woodhall Spa, had grown to a three-flight squadron at Bourn, so a lot of new crews coming in. So four crews were taken along to a briefing room and there, an elderly captain, a Group Captain, told us why we were there. When I say elderly, he was about thirty-five. But, er. [laughs] You know, we were all in our teens and young twenties so he seemed elderly. I’ve researched him since, and actually and I’ve found he was thirty-four at the time. [laughs] Anyway, he told us that we would be assisting Five Group, they were, of course based all round Lincoln, on a special Operation which would take place in the near future and we would be lighting the target and marking it for the aircraft of Five Group who would provide the main Force. Ok. Where? Well he either couldn’t or wouldn’t tell us when. ‘It’ll be in the next few nights, because you need a full moon to reach a pin-point target.’ And he also told us that for the next couple of nights, we would be practising over Wainfleet Sands which was a bombing range on the Wash. And that we weren’t allowed to go into Lincoln, which seemed a pity, but, still, we were confined to camp. Well after a couple of nights practising over Wainfleet Sands, we — going back a little bit, we were told as the Pathfinder crews, we had to decide the plan of attack. And what we decided was that two aircraft, ours and Pilot Officer Jones would go in first and lay a line of flares either side of the target and the other two would come along and mark it behind us. Aft er a couple of days practice, we went to briefing, and I think it was the only time I ever went for a morning briefing, and we were told where the target was, and it was the old airship shed at Friedrichshafen on Lake Constance. And they were manufacturing there some new radar devices which would no doubt improve the defences of the Ruhr and it would be in our own interest to make sure that this attack was well-carried out. But that if it didn’t occur in the next few nights, it wouldn’t take place at all because it needed good weather and a full moon. And then at the end of the briefing, almost off-handedly, we were told, ‘Well. Friedrichshafen is much too far into Germany for you to get there and back under cover of darkness so you’ll fly straight on over the Mediterranean to Algiers. Algiers and Tunisia of course having recently, having been taken by Operation Torch, the attack on the west side of Africa. Mainly French and American but it had given us airfields in North Africa which we could use. And after briefing, we could go to stores and draw some tropical kit. Which we did. None of us of course had badges of rank on this basic tropical kit which caused one or two problems when we were in Algiers, but I’ll come to that later. Well the afternoon was a lovely afternoon and we thought, ‘Ok.’ But we kept in touch with the Met Office and they got increasingly pessimistic as the afternoon went on and very close they said, ‘No. It’s not going to happen tonight.’ So we wasted our time the next day and the Met Office were becoming more optimistic and it looked as though we would go and apparently a Met Flight, Meteorological Flight, a Spitfire, went out over southern Germany and reported that the weather was good, so Operations were on. So we loaded up our kit and we took off that night at twenty to ten. That was Double British Summer Time of course and as we took off from Scampton, which incidentally was an all grass airfield. There were no runways there which surprised us that the Dambusters had been operating from an air— and of course we had a terrifically heavy load, over two thousand two hundred gallons of petrol in order to do the long flight to Algiers, so it was quite a struggle getting the thing into the air but we all got into the air and as we looked round, there were aircraft coming up from all the other Lincolnshire airfields and we set off and flew to Reading which was the first turning point. And from Reading to Selsey Bill, down on the south coast and we got there too early to cross over to France. We would have arrived in daylight and fighters patrolling the south coast came up and flew around us and waggled their wings at us which we took to mean they were wishing us good luck. And as darkness began to fall, one or two more adventurous spirits certainly set course earlier than I intended to let my pilot go but I’d done my calculations very carefully and we would get to the French coast at darkness, not into daylight. I had no wish to be over the French coast in daylight. We crossed the French coast at a little seaside town called Cabourg and I thought perhaps I’m the only person of the, what, five hundred airmen above Cabourg who’s been there before because at one stage of my education, about the third year of Grammar School, the Headmaster had said to my parents, ‘He’s doing very well in most subjects but his French is not very wonderful.’ And that was an understatement. And he recommended an exchange with a French boy and the school being right on the French coast, along the south coast, many exchanges took place every year, of course, and I was lucky enough to go three times to the same little town in Normandy, and the nearest seaside town was Cabourg, so I was taken to Cabourg quite a lot as a fourteen, fifteen, sixteen year old. Anyway we crossed at Cabourg and the Germans fired off light flak at us but light flak burns out at about twelve or thirteen thousand feet and we were up at about twenty thousand so we sneered at it a little bit and put our noses down to, as we’d been ordered to do, to go quickly through the fighter battle on the French coast and the next turning point was Orléans. Very badly blacked-out and then we turned east towards Switzerland and the weather deteriorated a bit but I’d got a drift on and an occasional light and I was pretty certain that whatever the weather, we’d see the Rhine, because even at that far from the mouth of the Rhine, it’s still a very big river. And just about as, on the ETA, Estimated Time of Arrival I’d given the pilot, he and the bomb aimer shouted, simultaneously, ‘Rhine coming up.’ And there was Basle. Basle of course is part of Switzerland. We shouldn’t have been over Switzerland but we briefed to go over Switzerland, so there we were. And we flew along the, roughly along the border between Switzerland and Germany to a point on the south side of the lake. The south side of the lake being in Switzerland and we were to orbit a little headland on the south side of the lake and then we had worked out it would take three minutes to cross the lake and three minutes before Zed, the time at which the Operation was due to begin, we set out and made our way across the lake. As we crossed the lake, the bomb aimer looking down vertically, was able to say, ‘Crossing the coast now.’ And I then counted down twelve seconds and after twelve seconds, start releasing our flares. Well, I couldn’t do any more then and I stood up in the astrodome and looked out and watched the flares bursting underneath us and when the fourth flare went, and there was no sign of other flares, they were on our left-hand side, I thought, ‘Oh goodness, have I committed some dreadful boob?’ Because there was terrific responsibility, of course, upon me and the navigator of the other aircraft. But as our fourth flare went down, a line of steerers [?] started appearing about half a mile away on the left-hand side, on our port side, and there was this enormous aircraft hangar clearly illuminated between the two lines of flares. And we were going to drop twelve flares initially and we continued and as we dropped our last flare, and I still couldn’t tell you which happened first, but two things happened, a green target indicator had burst right over the roof of the factory and we were coned in searchlights. Now, coned in searchlights is not a very nice experience I can assure you. We had been coned three or four times before and it seems to take an eternity to get out of this cone, if you’re lucky enough to get out of it. So, eventually we, Jimmy twisted and turned and twisted and turned but we couldn’t seem to shake it off and he turned about and put the nose right down and we dived out over the lake and shook them off. And we were supposed to go back to the lake after we’d finished our first, but we didn’t expect to go back to it like — that method, but there we were circling over the lake and after a few minutes, the Master of Ceremonies as he was called, master bomber, the Group Captain, had called for us to go in and lay a second line of flares and again we were coned but we got out of the cone fairly quickly that time and we had a couple of bombs, the small bombs we were carrying, we dropped those and back out over the lake and after about twenty minutes, the Master of Ceremonies declared that the raid was over and we should make our way to Algiers. He reminded us that we were very close to the Alps so that we should climb hard through the Alps and, ‘See you in Algiers.’ So we climbed hard through the Alps and, which was a lovely experience, I mean, you may well have crossed the Alps in a modern airliner at thirty thousand feet with the lights on, as I have, and looked down and thought, ‘Well. There are the Alps.’ But when you’re only just above the top and there’s no light in the aircraft and the full moon is shining, absolutely lovely. Wonderful experience. I shall remember all my life. We crossed the Italian coast somewhere close to Genoa and then we got down low, down to the sea, to keep beneath the Italian radar in Sardinia or Corsica and made for Algiers. When we got to Algiers, there was a terrific fog and we thought, ‘Well, the sixty aircraft are going to be directed out to sea and the crews are all going to be baled out,’ because you couldn’t see a thing and people were calling up, ‘I’ve only ten minutes petrol left.’ And there were no modern aids there of course. But there was an American flying control officer with enormous initiative and he got on the end of the runway in a jeep and fired Very cartridges up through the mist. And I shall always remember what he shouted, ‘The first man to make home base wins.’ [laughs] A baseball expression I assume. And the sixty aircraft landed with — one of them, there was a dead bomb aimer on board, who’d been hit by flak over the target, one from Woodhall Spa actually with the squadron that had been formed there when we left. And so we had a couple of days in Algiers. A lot of sunshine. Eating some of the fruit that we hadn’t seen for years in England and then on the way back we bombed Spetzia which was a bit of an anti-climax really because the, only two of the Pathfinder aircraft were serviceable. Two of them had to stay and come home more slowly. Ten of the main Force aircraft had been damaged over the target so we dropped our bombs fairly quickly on Spetzia and back to Scampton. It was an anti-climax really after the — and there we are. We flew back to Bourn that evening after sleeping for the day and Bennett was there to meet us, the AOC, and he was absolutely livid. Relations between him and Cochran were notoriously bad. Cochran was the AOC of the Group, Five Group. And he said, ‘It’s nonsense using four aircraft. If one had been shot down or — you should have used twenty.’ And he felt that the Pathfinders had only been used so that they could be blamed if something went wrong. He was not a happy man. And there we are. That was Operation Bellicose. The raid on — The first shuttle service operation. It was thought at the time that it might be followed by quite a few more but it wasn’t because of the difficulty of serving Lancasters in Algiers. You would have needed a whole force of ground crew out there to — So it wasn’t a one-off, it did happen, I think once more, with a very small group of aircraft but didn’t become a habit. Can we stop there again?
PL: Re-starting tape.
AS: The attack on Spezia, on return from Friedrichshafen, was in fact our thirtieth operation which is the end of a tour. And we expected to go off on our three weeks’ Leave. In Pathfinder Force the arrangements were for a tour of operations were a bit different from those in the rest of Bomber Command. In the main Force, you did thirty operations, then you were given a rest which was said to be at least six months. You were probably an instructor at an OTU and then you could go back for a second tour of twenty operations. But in Pathfinder Force, they didn’t see the point in dispersing a crew after thirty operations. Having got an experienced crew together, hopefully a successful crew together, why not keep them together. So after thirty operations, you got three weeks’ Leave and then you came back and did another fifteen. Not twenty. And to recompense you for going straight through, this was then reckoned to be two tours. Anyway we got back from Spetzia, our thirtieth operation, confidently expecting to go on Leave the next day but the pressure was on and the flight commander, Wing Commander Alabaster said, ‘You’ll have to do two more operations before you can go on Leave.’ So we did two more operations. Both to Cologne. And then we drew our railway warrants and ration cards and went off on three weeks’ glorious Leave and got back in time for the Battle of Hamburg. The first raid on, of the big raids on Hamburg had already taken place while we were still on Leave, on the last night of our Leave. And I’d have liked to have been on that one because as you may know, that was the first night that Window was used. These metallic strips that people dropped. Well they were still very effective when we went the next night and the next night. But I’d have liked to have been able to say I was on the first Windows Operation, but I wasn’t. I was on the second. So at the Battle of Hamburg, and a trip to the Ruhr as well, and then — I’ve lost my place in my Log Book but I shall find it in a moment. [a short pause as he turns pages] It was pretty obvious to us that after Hamburg, Butch Harris, the AOC of Bomber Command, would be looking at Berlin as his next main target. And we got to the middle of August, and you could usually get some idea of targets from the bomb load and the petrol load which was published first thing in the morning on the list of crew, the Order of Battle as it was called. And it looked, for all the world, as though it was a suitable bomb and petrol load for Berlin. And we were a bit astounded because it was full moon and at that time, flying far over Germany in the full moon was not very healthy. The German Fighter Force was becoming increasingly skilful and morale dropped a little bit in the squadron at the thought of going to Berlin in the night of the full moon. But there again, there was nothing we could do about it so we went to briefing and there was a red line — at the end of the briefing room there was a great map across the end wall of course, and there was a red tape attached to the map, going well on the way towards Berlin, but not to Berlin itself. And we were eventually told that the target was Peenemünde. No one had ever heard of Peenemünde of course. So briefing continued and we were told that this was a very important German radar research station. Not a word about rockets of course. And we went through all the usual briefing, the Met Officer, the navigation officer on the route, the bombing leader on the bomb load, the signals officer on the signals to be used, so on and — intelligent officer on defences. But there were a number of additional things. We were told that there would be an attack by seven or eight Mosquitoes on Berlin, which would hopefully keep the Fighter Force away from us. We were told that there would be a massive number of night fighters operating over Germany that night. We were told that we’d be dropping our bombs and target indicators not from twenty thousand feet as we usually did but from eight thousand feet and that there would be a master bomber. And this was the first time a master bomber was being used on a really big Operation. Obviously Guy Gibson kept in touch with his nineteen aircraft on the Dams raid and on that Friedrichshafen raid, we had a master bomber, but it was only sixty aircraft. And this was the first time that a really large force of nearly six hundred aircraft had a master bomber who circled the target and explained to the main force, which were the most accurately placed target indicators to aim for. And also, told when the aiming point was to be changed because the aiming point for the first wave, and we were in the first wave, was the dwelling quarters of the scientists and technicians working at Peenemünde and the second wave was the attack on the factory and the third wave was the attack on the experimental station. So we had our briefing and went and had an operational meal and drew parachutes and escape kit and got dressed and out to the aircraft and a chap with the ground crew as usual and we took off at twenty fifty. Ten to nine. Which was Double British Summer Time, so it was still light when we crossed the coast at Southwold. And out across the North Sea. Again, a lovely night. You know the navigator of course worked behind a black-out curtain over his maps and charts but I couldn’t resist popping out frequently to have a look at the sun and the moon as it came up, shimmering on the sea, silver, and there was hardly any wind and it was absolutely beautiful. And there we were going off to deliver bombs to people. It took about an hour and ten minutes to cross the North Sea and as we approached the Danish coast, there was some activity over on our starboard side and searchlights and flak and the searchlights coned an aircraft and eventually the flak got very close and the aircraft burst into flame and flaming bits started dropping into the sea. And I sometimes give lectures on this to groups like Probus and so on and I always say that I ought really to have felt enormous sympathy for that crew and I probably did but foremost in my mind was the thought, ‘What a rotten bit of navigation.’ Because if they were ahead of us, there must have been another Pathfinder crew. In fact there were other Pathfinder crews and yet their navigator had allowed them to wander over Flensburg, the northern-most town in Germany which was very heavily defended. And they’d paid the price for it. However there was nothing we could do about it so we continued on our way. It took about twelve minutes to cross Denmark and then down over the Baltic Sea. Masses of islands of course. Hundreds of islands, so navigation was a very simple matter. As we got close to Peenemünde, I’d given the bomb aimer and the pilot the ETA and there was a shout from the bomb aimer, ‘There’s a smoke screen ahead.’ And so there was. I’d popped out and had a look and there was a smoke screen over, as we thought, right over the target. And so it was. But a smoke screen blows in line and when you’re like my four fingers, and when you’re looking at it from a distance you can’t see, but as you get increasingly over the top, you can see down, so as we got nearer to the target, we could in fact see the target.
PL: So there were gaps in the smoke screen where you could see down.
AS: Yes, yes. Oh yes, yes. They weren’t — The smoke containers which sent the smoke up were spaced across. They couldn’t have them absolutely close together so there were gaps between these lines of smoke, the wind blew the smoke across, but — So there were some TIs already down. The —
PL: TIs?
AS: The master bomber informed us which were the most accurately placed, so we place our TIs and our bomb, one four thousand pounder there. Hopefully over the living quarters of the scientists and technicians. And there was no defences whatsoever. It was probably the easiest trip we did. And on over the target to take our photo. You had to stay straight and level for twenty-five seconds once your bombs had gone so that the photo could be taken. And then we turned away. We didn’t fly exactly back on the same route because of course we’d have been flying on to the incoming aircraft but just south and once again, out over Denmark I made sure that my pilot stayed well clear of Flensburg. Back across the North Sea, dropped down to — we’d climbed after bombing at eight thousand feet. Back down to where we could take off our oxygen masks and have a cup of coffee and the radio officer had got some light music on the wireless and we had our sandwiches and so back to Bourn. And 97 Squadron had sent eighteen aircraft. One of them had returned early with engine trouble, the other seventeen got back. Not a scratch on them. And so, went to the parachute section first thing to — after a word with the ground crew while we were waiting for transport. Get rid of parachute, back to de-briefing and we were all fairly delighted it looked as if it had been a successful Operation. But one of the things we’d been told at briefing, which I should have said before, the very last thing was that it was essential that this Operation should be successful and if it were not successful, we should have to go again the next night and the next night irrespective of casualties. Now, the first night, you can rely on surprise but if you had to go a second or third time, you couldn’t. So that did concentrate the mind a little bit. So, and so to bed. Operational meal, traditional eggs and bacon and so to bed. Now I’ve always been an early waker-up. Quarter past six this morning. Quarter past six virtually every morning. And I was an early waker-up during the war and even if we were not back ‘till three or four o’clock in the morning. Most of the squadron would sleep through ‘till lunchtime. I never once missed my breakfast. I wouldn’t say I was first up in the morning but I was always in the Mess by nine o’clock. I’d get up about eight and have a shower, because you always felt dirty after a night out in a bomber. They were pretty dirty smelly things, these big bombers. And I would go to breakfast and then I would normally sort of spend the morning hanging around waiting for the crew, the rest of the crew to come round. I’d write up my Log Book, I’d catch up with my correspondence, I’d try the crossword in one of the posh papers and I might practice my snooker skills ‘cause there was no one else in the billiard room. And so on. But that morning, I didn’t do any of those things, I walked up to the Intelligence library to have a look at the photographs, to see how successful, with the thought of that threat still hanging over us. And when I got there, I knew of course from what I’d seen the night before, that it was likely to be successful. And so it proved to be but what absolutely astounded me was that we’d lost over forty aircraft. But I didn’t — Apart from the chap that we’d seen chopped out over Flensburg, we didn’t see any sign of any defences. But what had happened of course, that these German fighters had been circling over Berlin and then the attack was on Peenemünde. It’s only about twenty minutes flying from Berlin to Peenemünde, so those fighters which still had enough petrol and many didn’t, many had to land and refuel, but some of them were able to fly up to Peenemünde and they got in the third wave. And the third wave lost about twenty percent of their aircraft. One in five. The second wave was somewhere in between the two. I think they lost about eight or nine percent of their aircraft, but not as bad as the third wave. So Bomber Command did lose a lot of aircraft that night. And, but at least it was successful. We didn’t have to go again. And that was our fortieth Operation, so we had five more to do to finish our tour. It really was Berlin the next two but by that time, the full moon had gone and we did a couple over to Berlin and we went to, I think, to Nuremberg and once to the Ruhr. And then our last trip was coming up. We did our forty-fourth trip on the 31st of August. Our last trip was coming up and we were briefed to go on the 1st of September to Berlin but Operations were cancelled and the same happened on the 2nd we were briefed to go to Berlin and Operations were cancelled. Now the corporal in charge of our ground crew, a young married man, and the ground crew of course, used to work outside in appalling conditions, not in a warm hangar but out at dispersal. And, they, this corporal was due to go on Leave when we got back on the 2nd after our final Operation, but it was cancelled on the 1st, he wouldn’t go on Leave. When it happened again on the 2nd he wouldn’t go on Leave. He insisted on staying until we had completed our forty-fifth Operation. Well, on September the 3rd, that morning, the invasion of the mainland of Italy started. And we thought, ‘Oh. It would be a nice cushy trip to Milan or Turin for our final Operation,’ because they were really a long way but they were fairly cushy targets. The Italian defences weren’t very wonderful. And. But it wasn’t. We didn’t know of course, but apparently an agreement had already been made with the Italian government that the Italians would surrender and we would stop bombing their major cities. It was Berlin again, by a long route back over Sweden again. Over neutral territory. And we got back and that was our forty-fifth Operation. And most of us decided that, that was enough, but unfortunately Jimmy and two of the gunners stayed with him and it wasn’t. And so there we are. That’s the end of my life in Bomber Command.
PL: That is absolutely wonderful. Thank you very much indeed. Can I just ask you a couple of other things?
AS: Um hum.
PL: The first. So what did you do, so after the war, what did you go on to do then, after you left Bomber Command?
AS: Well, as I said, Bomber Command was equipped with the state of the art radar. And just after I finished Operations, and I mention the fact that Africa had now been cleared of the Germans, and if one listened to the news during ’42, ’43, you heard about a Bomber Force from the Middle East attacking Tobruk, and Benghazi, and it was pretty obvious that when airfields became available, these aircraft would move over to Italy. And, an advert, it wasn’t phrased as an advert, a notice appeared in Daily Routine Orders, asking for someone to instruct in this state of the art radar overseas. Now it didn’t state where overseas, but one didn’t need to be a genius to realise it was going to be the Mediterranean theatre and that these aircraft — so I thought, ‘Well that sounds interesting.’ And I’d only recently been Commissioned. I was a Pilot Officer and it was advertised as a Flight Lieutenant vacancy so I thought, ‘Well, have ago at this.’ And I applied and after the usual air force delay, I found I was accepted and I went home to Southampton on a week’s Embarkation Leave and when I got back, the squadron were kind enough to divert an aircraft, ‘cause I had to go to Blackpool which was the Embarkation Centre, they diverted across country to take me up to Blackpool, which would have saved a nasty train journey. And, I, eventually, we were kitted out for overseas there and had various inoculations and so on, after about a fortnight in Blackpool, up to Liverpool early one morning to get aboard a troop ship which went a long way out into the Atlantic to avoid the — ‘cause the Germans were still in France of course and they had aircraft operating from the south of France against convoys, but we didn’t see any sign of them and back into the Mediterranean and we docked in Algiers and I was in a transit camp there for two or three days and then down to Tunis which was Headquarters of the Mediterranean Allied Air Forces. And there, a Wing Commander looked after me and told me what I was going to do. And apart from the six Wellington squadrons they had, they had one Liberator squadron which was a South African squadron and a Halifax squadron and the Halifax squadron was going to be equipped with the same sort of apparatus that we had in Pathfinder Force and act as what they were going to call a Target Marking Force once they’d got across to Italy. Now that squadron was still in, in the desert, so after spending Christmas at, at Tunis, the Wing Commander and a mate of his, they found out that my French was pretty good so they took me down to Bône market, hoping to get some turkeys for Christmas, for the Mess. But, at the government’s expense, we flew this aircraft down to Bône but went to the market but there were no turkeys. We found a bag of fresh carrots. And I suppose fresh vegetables were something of a relief to people who were living on rations. And we took those back. They were gratefully accepted. And I remember on Christmas Day, I went for a swim in the Mediterranean with a WAAF officer. It was pretty cold, but we wanted to say we’d swum on Christmas Day and we also went and found the amphitheatre at Carthage which is very close to Tunis and I knew a little bit about the Punic wars and so on. So we went and explored Carthage, the amphitheatre at Carthage. And a few days after Christmas, before the New Year, I went down to join this Halifax squadron in the desert, at El Adem, just outside of Tobruk and they were merely sort of kicking their heels really because, waiting to go across to Italy. They would occasionally operate against Crete port installations where the Germans were still in Occupation of Crete. But they weren’t doing very much and I couldn’t do very much with them at that stage, ‘cause they didn’t have any equipment of course. I talked to them, but not very much. Eventually the ground crew all went off, back to the Delta, to go by ship across to Italy and we were left for a week. More or less living on our own devices with no ground crew and the CO, the Wing Commander didn’t have a crew so I was crewed up with him as a navigator and flew across to Italy and the night before we went, we even took the tents down and slept under the wing of the Halifax for the night and the Khamsin was blowing at the time so there was sand everywhere and during that week, a dirty old Arab who used to appear on a donkey which was much too small for him, and he’d have a bucket of eggs, tiny little eggs, but he would barter a half a dozen eggs for a cupful of sugar, so at least you could get a few eggs to fry. And. Anyway we flew over to Italy. All the airfields literally were around Foggia, that area which — [pause as he turns pages] This area around here, it’s, in fact, you’ve got the Apennines running up the middle and a few airfields there but there’s a lot of hills that side of Italy, of course but there were masses of airfields round there and we flew to one of those called Celone and eventually the squadron was equipped with the apparatus so that I got on with my work but eventually I was posted away from the squadron, back to the Group Headquarters because my responsibilities were to the whole Group, not to that squadron. And I decided that having read my Siegfried Sassoon about ‘scarlet Majors at the Base’ ‘And when the war was done, and the youth stone dead, he’d toddle safely home and die - in bed’ and you know, the Hotspur’s criticism of a staff officer assented popinjay in Henry 1V and I decided I ought to do a few Operations. Bennett had insisted on his Staff Operations operating occasionally. In fact on one night, two staff officers turned up and went with the same crew. Much to my surprise. And they went with a pilot with whom I’d done a training exercise once and frankly I wouldn’t have wanted to fly with him on Operations and neither of them came back. The whole crew went missing. Anyway, I felt as staff officer, I would set a good example by going occasionally. And a very interesting Op came up. I used to go to the meeting of the — air staff meeting every morning and there was a guard’s officer there who was responsible for liaison with the Resistance. And he came one morning and said that the Resistance in southern France were going to mount an attack on a German airfield and they would welcome a diversion by an attack on the airfield that night and I thought, ‘That sounds interesting. So. I’ll go along.’ And I went along with this Target Marking Force and dropped flares over this and there were obviously things happening on the ground and this was just before the invasion, so, as a result of that, the French gave me a Légion d’Honneur. [laughs] Which I’ll come back to in a moment. And I did two more with the Target Marking Force and two more in the Wellingtons because the Wellingtons increasingly were, as the Germans withdrew, were being used for supply-dropping over Yugoslavia and so I did a daylight with the Wellingtons over Yugoslavia, dropping supplies to what appeared to be a crowd of bandits in the hills above Sarajevo, who waved enthusiastically to us as the parachutes dropped down. And then a night one, dropped on a big cross, up in the hills behind Trieste and so that was quite interesting really. And eventually after about a year, the air force decided my, I’d done enough, that people were now fully trained and so they sent me home and I thought they’d forgotten about me. They sent me on Leave when I got home. I was on Leave for about five or six weeks. And of course the air force never really forget about you. I eventually got a telegraph to report to such and such a Wing Commander at Astral House, London and I went up and he said, ‘Well what do you want to do now?’ Which surprised me a bit because in the forces, they usually tell you what you’re going to do. [laughs] You know, I must have looked a bit perplexed, so he said, ‘How do you fancy going to Transport Command?’ And I said, ‘Alright. It’s a flying job?’ ‘Yes.’ So I went to Transport Command and flew Dakotas from Croydon to the continental capitals of liberated Europe. And during the Transport Command Training, one had been given the opportunity to get a Civil Air Navigator’s Licence. You had to get a certain percentage of the exams and you had to take an extra paper in Civil Aviation in the war but I did that and got mine. So just after Christmas ’46, there was an advert, again not really an advert, a notice in DRO saying that BOAC were again recruiting navigators. Anyone interested give their name to the Adjunct So I thought, ‘Well this is a good opportunity.’ And so I went off to BOAC. Everyone — there were an enormous number of people of course joining BOAC from the air force at the time and we all came to Whitchurch, just outside of Bristol to their Civil Training School and after a few weeks there, I was, a month, six weeks, I was posted to the flying boats at Poole Harbour. So I could live at home in Southampton and flying to Singapore and back. To Singapore and back took eighteen days for the crew in those days. Took five days for the passengers. No, three days to Singapore and five days to Australia. It was a different world. I sometimes, again, lecture to groups like Probus and Rotary about it because Civil Aviation was so different in those days. So there we are. End of story. Any questions? [laughs]
PL: Many, many questions. So, so then once, so that’s, that’s basically what you did then, you were in Civil, Civil Aviation for a few years.
AS: For eighteen months, yes.
PL: For eighteen months. And then — So how did you get into teaching?
AS: Well, I — in fact I had a place at Southampton University before the war and I didn’t take it up, but I went to a Training College because I wanted to get through fairly quickly. And the Training College in Winchester was giving a shortened course of eighteen months so I didn’t do what they called the Emergency Teacher’s Certificate of a year, but I did eighteen months and I was then qualified a teacher. And the school where I did my final Teaching Practice, the Head offered me a job. So. Which was just outside of Southampton and so I was with him for about seven years and then I came to a more senior post in Bristol. Bristol was one the earliest Authorities to go Comprehensive and then I got a Deputy Headship at the Thornbury. Which is ten miles north of Bristol. Quaint old town. And quite a long time as Deputy Head and I was, someone hinted to me that I ought to apply for this new school at Weston-Super-Mare and —
PL: Which is called —
AS: Priory School. You may have passed it.
PL: And that was a ground-breaking new school.
AS: Oh yeah. You may have passed it, if you came round the Bay, when you turned off the motorway, did you turn right by the Magistrates Court?
PL: I can’t remember.
AS: Almost immediately — or did you come right through — no, you didn’t come right through—
PL: I hugged the — I went on a windy road hugging the, the coast.
AS: Around the coast? Well, you almost certainly passed Priory School. Did you pass Sainsbury’s?
PL: Yes.
AS: Well it’s opposite Sainsbury’s. That’s Priory School, where they’ve just acquired two and a half million pounds to build a new science block and who have they invited to open it? [laughs] And what are they going to call it? The Spencer Science Centre. And the teachers who were trying to teach me science in the 1930s would turn in their graves at the thought of a science centre being named after me.
PL: Well, congratulations. What an accolade.
AS: Well, it’s rather nice isn’t it.
PL: It is. And your — ‘cause I think this is important as part of your story to include. So your school and your experience was used as a case study by the Open University.
AS: Yes. Shall I get the book and show you?
PL: I would love to see the book. Wait one minute though.
AS: Yes.
PL: I just want to, just to sort of wrap up the interview. There’s two questions I want to ask you. The first is, how your family fared during the war. I was interested to hear you say that they were based in Southampton.
AS: Yes.
PL: So did they — everybody stayed in Southampton did they, because —
AS: Yes. I think — The bombing raids on Southampton occurred just after I had left to join the Air Force. Well, there were several daylight raids but the night raids, the big night raids were just after. And after the first one, my father who was working there, continued there but he sent my mother up to Salisbury where we had — which is where I was born. Where we still had relatives. So she was there only during the first one. By the time I was coming home on Leave of course, they were both back in Southampton because the bombing raids were over. One of the things I noticed with my father, who was not a particularly demonstrative person, did come down to the station and see me off each time I went back from Leave and I’ve thought about that quite lot since then.
PL: Very touching.
AS: I didn’t have any brothers or sisters. I was a spoilt only child. [laughs]
PL: They must have been incredibly proud of you. So my last question, which is a question that we’re asked to ask all of our veterans and our volunteers who speak to us is, your feelings about how Bomber Command were treated after the war. Would you like to make any comments about it.
AS: I was a bit surprised that when most of the Great War leaders were made Peers, Harris was not made a Peer. It didn’t worry me a great deal that there wasn’t a memorial. After all, a memorial is only a piece of stone or something with a list of names on. Part of the past. You know that was my only surprise really, that Harris was, didn’t receive the accolade that the other war leaders, Montgomery and so on received. But, Dresden of course, was held against Bomber Command but there was a lot of industry going on in Dresden. There’s a book by an academic at Exeter University, about Dresden, I think it’s out on loan to someone at the moment, but there’s a lot in there about all the industries going on at Dresden at the time. There we are.
PL: Well is there anything else, before we finish, that you’d like to record? About any of your experiences.
AS: No. I probably forgot one or two things on the way through but — [laughs]
PL: I’m sure it doesn’t matter. Well, I’d just like to say again a huge thank-you. That was an absolutely fascinating interview. Thank you very much indeed.
AS: Tell my wife that when she comes. [laughs]
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Title
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Interview with Arthur Spencer
Type
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Sound
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Pending review
Identifier
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ASpencerAHG170227
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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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IBCC Digital Archive
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Pam Locker
Date
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2017-02-27
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01:11:54 audio recording
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eng
Description
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Arthur Spencer joined the Royal Air Force after leaving school. He began pilot training in Florida but then re-mustered as a navigator and trained in Pensacola. He completed two tours of operations as a navigator with 97 Squadron at RAF Woodhall Spa and RAF Bourn. He later became 205 Group's Navigation Officer. He describes dropping target indicators and Window. He was based in Algiers for some time and describes life there. He was awarded the Légion d’Honneur for providing air support for the Resistance in Italy. After the war, he worked for BOAC and then as a teacher.
Spatial Coverage
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Algeria
Germany
Great Britain
Italy
United States
Algeria--Algiers
England--Lincolnshire
Florida--Miami
Florida--Pensacola
Bosnia and Herzegovina
Bosnia and Herzegovina--Sarajevo
Italy--Trieste
North Africa
Florida
Germany--Ruhr (Region)
Contributor
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Cathy Brearley
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
16 OTU
97 Squadron
aircrew
Bennett, Donald Clifford Tyndall (1910-1986)
bombing of Hamburg (24-31 July 1943)
Bombing of Peenemünde (17/18 August 1943)
C-47
crewing up
ground crew
Master Bomber
military ethos
mine laying
navigator
Operational Training Unit
Pathfinders
RAF Bourn
RAF Scampton
RAF Swinderby
RAF Upper Heyford
RAF Wainfleet
RAF Woodhall Spa
Resistance
searchlight
target indicator
training
Ventura
Wellington
Window
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1067/11523/APearsonBM180312.1.mp3
f54de849aa13ddb751063f82b77dc740
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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Pearson, Betty May
B M Pearson
Description
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An oral history interview with Betty Pearson (b. 1928) She lived in Lincoln and discusses her brother-in-law William Mollison Walton
The collection was catalogued by IBCC Digital Archive staff.
Publisher
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IBCC Digital Archive
Date
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2018-03-12
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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Pearson, BM
Transcribed audio recording
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Transcription
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MC: This interview is being conducted on the behalf of the International Bomber Command Centre. The interviewer is Mike Connock and the interviewee is Betty Pearson. The interview is taking place at Betty Pearson’s home in Lincoln on Monday the 12th of March 2018. Also in attendance is son Stuart Pearson and —
GW: Gillian.
MC: And Gillian.
GW: Watkin.
MC: Watkin. Ok, Betty. Thank you for doing this interview. Just, just as a start just tell me a bit about where you were born and where —
BP: I was born in Bracebridge.
MC: Oh, so you are a local lass.
BP: Yeah.
MC: When was that?
BP: 1928.
MC: 1928.
BP: Yeah.
MC: So, tell me about who you want to talk about today.
BP: My brother in law.
MC: Your brother in law.
BP: Bill Walton as I knew him. William.
MC: William.
BP: William Walton.
MC: William Walton.
BP: Yeah.
MC: Yeah. And how did you come to meet him?
BP: Well, we used to go, my sister and I used to go to North Hykeham dance. A village dance every Saturday night and Bill was at the RAF Swinderby finishing his training I think and he used to come with his friends to the dance, to the Hykeham dance and that’s how they met. I was allowed to go. I was six years younger than my sister. I was allowed to go if I stayed in her company. But I knew they didn’t want me there so [laughs] I used to, I made my own friends unbeknown to my sister.
MC: So, what do you know about Bill?
BP: Well, I knew he was Scottish and he lived just outside Perth and they got on very well together.
MC: Where was he born? Do you know?
BP: I don’t know but it was in Scotland of course.
MC: Yes.
BP: I think probably in the Perth area, because his parents were farmers.
MC: How old was he when he joined the RAF? Do you know?
BP: Oh, I think he was about nineteen. He was a pilot when he was nineteen.
MC: Really? You don’t know where he did his training?
BP: At Swinderby.
MC: Oh, yeah he was at Swinderby.
BP: Yeah. Yeah.
MC: At the time, yeah.
BP: Yeah.
MC: Yeah. So when did, did you follow him through his career? Did, you know, were you aware where he went? What squadron he went to.
BP: No. I don’t know the, I think Stuart’s got all that business down, haven’t you? The squad, squadron number and everything.
MC: So, tell me your story about, about Bill. What do you know about him?
BP: Well, I know that they were courting for quite a while and he was often on duty flying his plane and she used to see him when he wasn’t flying of course. And then we moved from North Hykeham, my parents and my sister and I to an off licence in Bracebridge and I think I was fifteen. I knew I wasn’t allowed to serve beer so I couldn’t have been sixteen but I could eat sweets and chocolate, and I used to test the beer out of the pump. My dad used to say, ‘Have you been at this beer?’ ‘Well, I’ve got to see it’s alright, dad.’ [laughs] So, that was, that was the off licence. We were there quite a while before all this flying business happened. And of course sweets were on coupons in those days and the kiddies all used to come in with their ration books and I used to be able to cut the points out, and serve them the sweets and I enjoyed doing that. It was lovely. And then one day it was the beginning of the sweet coupons and the shop was absolutely packed out and there I was serving sweets. Didn’t look up. I hadn’t got time to look up until the shop was empty and when I did look up there was this airman in a mucky old battledress just inside the door. I didn’t recognise him he was so dirty. But then I realised who it was. Unfortunately, my sister wasn’t there. She was at the pictures with mum. So they had a bit of a shock when they came home. You can imagine.
MC: So was that when he came back from —
BP: Yes, after having been missing.
MC: So how did you, how did your sister find out about him going missing?
BP: Well, they were engaged to be married, and they were due to be married in about six weeks time. And I think they informed her. Well, they would do wouldn’t they? That he was gone missing.
MC: And he just turned up at the door.
BP: He just turned up. Yeah.
MC: So, I mean, do you know any of the, how he evaded or what happened, you know, to him?
BP: Stuart’s got all that information.
SP: The actual type written copy.
MC: You’ve got a copy of the —
SP: I had it from the War Office.
MC: From the, his escape report. Yeah.
SP: Yeah, but this is, this is the word equivalent of it.
MC: Yeah. Yeah. Yeah.
SP: This is exactly what he wrote. Do you want me to read it out?
MC: Yeah. You can do. Yeah.
SP: Right. “Flight Lieutenant William Mollison Walton DFC. 97 Squadron, Bomber Command, RAF.” And this is the gist of the message. “We took off from Coningsby at 20.50 hours on the 24th of June 1944 to bomb flying bomb bases in the Pas de Calais area. We were attacked by a fighter at a point south of Etaples. I baled out during the night 24th 25th of June and landed at Brimeux.” He gives a map reference then. “In a lake approximately one hundred yards square, in the middle of which there was a small island. I made my way to the island and was obliged to stay there in hiding for two days because of German activity in the area. I believe the Germans were searching for my crew and myself. During the morning of the 27th of June I left my hiding place after having disposed of my parachute and Mae West and made my way southwest around the village of Beaurainville where I hid in a wood for the remainder of the day. The wood was close to a farm which I kept under observation with a view to obtaining help when it became dark. I approached the house at night and was immediately taken inside. I remained here until the 25th of August. Ten days after my arrival I was visited by the chief of the Resistance organisation at Hesdin. On the 25th of August I was moved to an address in Hesdin and remained there until I contacted British troops on the 3rd of September. My flight engineer, Flight Sergeant Mayhew was killed when the parachute failed to open and was buried by the French at Marles Sur Canche.” And that, that’s his report basically. Three days after he was, he was found by the British troops, so I would presume when he got back to this country.
MC: So, Betty how, how long would from when he went missing to when he came back was it that, so your sister was unaware what happened to him.
BP: I think it was about six weeks.
MC: Yeah. Yeah.
BP: I can’t remember dead accurately but it was about six weeks.
MC: So, it must have been a worrying time then.
BP: It was. Yeah. Everything was ready for the wedding.
MC: Yeah. Yeah.
BP: The wedding dress on the back of the bedroom door. The cake was made already. So my sister and my mother and myself went up to Perth to spend a week with his parents. That’s when we met the fortune teller in Perth, Market Square and she was dead accurate. She really was.
MC: So did, did [pause] so when he came back so that they obviously, obviously got married.
BP: Oh yes.
MC: Was that fairly quickly?
BP: Then he was stationed at all sorts of different places, in the New Forest and Malvern.
MC: And she moved around with him.
BP: Of course. They got married and then —
MC: Yeah.
BP: The two went all over.
MC: Did he relate any of his other stories of his operations?
BP: No. No.
MC: No. No. No.
BP: No. Didn’t speak, well not to me anyway. Might have done to my sister. I forgot to mention that the fortune, the fortune teller said that he’d got a bandage around his head and he would come back. And she said to him, she said to my sister, ‘You were about to get married but you will do but not just yet.’ And the bandage was around his head when he, when he was found. Yeah. He had got injured around, just around there. As he came down I suppose.
MC: Was he in good spirits when he came back? Was he? I mean, obviously he must have been to get, to get back from evading.
BP: Yeah.
BP: I don’t know who brought him back. It’s not in your report is it?
HW: No.
BP: So, how he got back over the Channel, I assume somebody must have brought him over.
MC: What, what year was that? Can you remember? [pause] 1944, is that right?
BP: I would think about that time.
MC: Yeah. Yeah. Did you say that it said —
SP: Just after D-Day.
MC: Yeah. It’s alright. You can come in. You’re alright.
SP: Yeah. Just after D-Day.
MC: Yeah.
SP: So obviously he introduced himself to the British troops who were invading Normandy.
MC: Yeah. So what raid was he on? Do we see?
SP: It was a raid to a place called Prouville, which was a big —
MC: Oh, Prouville. Yeah. Yeah.
SP: V-1 flying base.
MC: Yeah. That would have been supporting the D-Day invasion.
SP: Yeah.
MC: I should think. Yeah. Yeah.
SP: Shot down by a night fighter.
MC: What else can you remember, Betty?
BP: Not a lot really except the wedding when we, if there’s anything on there that I haven’t told you about [pause] When he left the RAF he joined the civil aviation. Most of that was spent in Scotland somewhere.
MC: Do you know where he did his flying training?
BP: Yeah. Swinderby.
MC: Oh, I don’t think he would have. He was a pilot, wasn’t he?
BP: Oh yes.
MC: Yeah.
BP: And then he went to East Kirkby didn’t he Stuart?
MC: Yeah. So he —
BP: Yeah.
MC: He could well have done his flying training in Canada.
SP: Do you know, I —
BP: He did. He did. He did some in Canada, yeah. I remember now.
MC: He did. Yeah. Yeah.
SP: I remember you telling me that.
MC: Yeah.
BP: I’ve got here that he was training for his, to be a pilot at aged nineteen to twenty.
SP: He, he did get a —
[recording paused]
MC: He got the DFC. We do know.
SP: He did, yeah.
BP: Yeah. Yeah, he had to —
[recording paused]
MC: You have a read of it. Just read a bit out. Fill it in as you feel like —
BP: When I first met Bill it was North Hykeham village dance when he met my sister, Doreen. He was stationed at Swinderby, completing his training for a pilot and was aged only nineteen to twenty. He was a regular visitor to our home in North Hykeham, and they eventually became engaged. He moved stations. RAF, in brackets, and soon became a pilot and flew over Germany and later completed two tours and was promoted to flight lieutenant. My family and myself moved to an off licence in Lincoln, and their marriage was arranged. The wedding dress hung on the back of the bedroom door and the cake was made. Within six weeks of the wedding Bill was reported missing. My mother, myself and Doreen went up to Scotland to stay with his family for a week, and went one day to Perth to have a look around [cough] Excuse me. We saw a sign for a fortune teller. Doreen removed her RAF brooch and went inside. The information the lady gave her was very, was unbelievable, ‘You were going to get married weren’t you?’ She said, ‘Well, you still will. He will come back and has a bandage on his head because he landed in a tree.’ And I don’t know whether that was true, that bit. He was on an island. There may have been a tree. I don’t know. We went back to Lincoln and I helped in the shop. Doreen went back to work. I was serving sweets when the, in the shop when one Sunday, too busy to look up, the shop was full of people cashing in their sweet coupons. Sweets of course were rationed and it was the start of the month so the children all came in to spend their points. When the shop was empty, about fifteen minutes, I looked up, and there was a scruffy man in a scruffy RAF battle dress inside the door. Of course, it was Bill and I told him mum and Doreen were at the pictures. The reunion took place an hour later and the wedding a few weeks later, and that was it.
MC: But yourself you actually grew up during the war then.
BP: Oh yes.
MC: Yeah. So what do you remember about the area around Lincoln? There must have been a —
BP: Oh, well we lived at Hykeham and I used to cycle sixteen miles a day to work at the GPO, Guildhall Street when I was fourteen. Four miles there. Four back at lunchtime. Back again in the afternoon and four back. Sixteen miles a day. And I remember one day I cycled to work and there was a policeman on duty at the Stonebow as there was in those days and he stopped me. He said, ‘Sorry miss. You can’t go any further. There’s a bomb down there.’ I said, ‘Well, I’m sorry,’ I said, ‘But I’ve got to be at work at 8 o’clock.’ ‘Oh, alright then. Go on.’ They let me go down Mint Street. Where the bomb was I’ve no idea but I went to work. That was it.
MC: So there must have been a lot of airmen around in those days. There were a lot of —
BP: Oh, there was. All over the place. Yeah.
MC: Can you remember seeing the aircraft in the air?
BP: No. It wasn’t so much that, no. But I know one day when we were still at Hykeham, there was a bomber came over and we could recognise it by the sound of the engines. My dad had built a shelter in the garden and we all trooped down there when the siren went. One of the neighbours who was a gentleman of about seventy, he used to bring his knitting in. He used to do his knitting in the shelter. And the bomb dropped just over the road from where we lived funnily enough the [pause] there’s a crater in the field opposite and my sister thought it was her fault because she opened the door at the wrong time and the light came on. But that’s the main thing I can remember about the war really.
MC: So, what did your dad do during the war?
BP: My dad, he worked at Rustons. He was just in between those ages where he was too old to join up. He was too young in the First World War, too old in the Second. So he never went in the Forces but it was a good, you know it was a wartime job if you like he did at Rustons.
MC: And did you have any siblings? Any brothers and sisters?
BP: Only my sister, Doreen.
MC: Yeah.
BP: So —
MC: She’s the, she’s the one that married Bill.
BP: Yeah.
MC: Yeah, obviously. Yeah.
BP: Yeah.
MC: What did they do after the war? Did they stay in Lincoln? They got up to Scotland or what?
BP: Well —
MC: You said he joined the civil airlines.
BP: When he left the RAF he did. Yeah. He was in the RAF for quite a while after that and then he joined the civil aviation.
SP: Air traffic control.
BP: Yes. Yeah. Traffic. Yeah.
MC: Oh, he was air traffic control. Oh right.
BP: And then he went to, he was at Dyce, Aberdeenshire and —
GW: Prestwick.
BP: And Prestwick, yeah. They lived at Ayr when he was at Prestwick. And he was in the New Forest as well. That was nice.
MC: Certainly moved around from one end of the country to the other.
BP: They did. Malvern. He was at Malvern. Yeah.
MC: So were they good days in Lincoln in those, in that period when you —
BP: Oh we all enjoyed it, you know. They call it the good old days didn’t they? It wasn’t of course but remember I was only fifteen so I was allowed to do more than if it had been, you know, ordinary times I think.
MC: Let’s just. I mean I think we talked about his squadron. He was in ’97.
SP: 97 Strait Settlement Squadron.
MC: Strait Settlement, that was right.
SP: Yeah. Yeah.
MC: I thought they were Pathfinders.
SP: He ended, I think he ended up as a Pathfinder.
MC: Yeah.
SP: I believe so.
BP: He did, yeah. He did. Yeah.
MC: With, yeah do you know if he went to any other squadrons?
SP: I don’t to be honest.
MC: No.
SP: His daughter might be able to help on that one. She’s got some information.
MC: Does, does she still have his logbook and stuff like that?
BP: Yeah. They have got his flying logbook but there’s very little information in it strangely enough about the crash. About when the aircraft was shot down. I have got that. I can, I can dig that out.
[recording paused]
MC: You say she’s got an original letter from the French family.
SP: Yeah, from the French family and she’s had problems getting it translated. I don’t know whether that would be of any use to you.
MC: Absolutely, yeah.
BP: I mean the uni could translate that surely.
MC: Yeah. That’s right. Yeah. No. It’s, it’s very good because that’s the sort of thing that the archives need.
BP: Yeah.
[recording paused]
MC: So did, were you old enough to go to the dances in them days?
BP: My goodness me, yes. I was only allowed to go if I stayed with my sister.
MC: With your sister, you said. Yeah
BP: She was six years older than me you see.
MC: And how old were you?
BP: When I started to go to the dance, and put my lipstick on when I got outside.
SP: When you got outside.
BP: I’d be about fourteen I should think.
MC: Fourteen. Yeah.
BP: Yeah. And I probably looked a little bit older. I used to get plenty of dance partners.
SP: Yeah. I bet you did.
MC: Yeah.
BP: That’s where I learned to dance.
MC: Yeah.
BP: North Hykeham Parish Hall.
MC: Yeah, a lot, were there a lot of RAF boys at the —
BP: Oh, God. Yes.
MC: They were all RAF boys at the dances.
BP: Plenty of partners, and the local lads didn’t like that much at all.
MC: No.
SP: Yeah.
MC: Where did you have the dances did you say?
BP: North Hykeham.
MC: Oh, North Hykeham.
BP: There’s a church hall just near the church there.
MC: Oh, the church hall. Oh right. Yeah. So where did the lads, the RAF lads come from? Do you know which stations?
BP: Swinderby.
MC: Mainly Swinderby.
BP: Yeah.
MC: Yeah.
SP: Yeah. He did learn to fly in Canada because I remember you telling me that. I think he probably told me as well.
BP: Yeah.
SP: Learning to fly in Canada. But, yeah I can, I can well his son was the same age as me and I can’t remember my Uncle Bill talking about the war at all.
BP: No.
SP: Did he —
BP: No. No.
SP: He did, I think he did recall an incident where they were taking off and a Lancaster flying in front of his exploded, you know. Faulty bomb and the whole thing went up. I remember that.
BP: I can remember you telling me that. So he must have told you.
SP: Well, either me directly or dad.
BP: Yeah. Yeah.
SP: It might have been dad. I do remember that so —
[recording paused]
MC: Yeah. I mean you say about the, you know it being too late and yeah, and the politics, yeah.
SP: Yeah. It beggars belief it’s taken that long. The rate of attrition amongst bomber crew was, well as you know was huge wasn’t it?
MC: And you talked about Coventry.
SP: The apologists for Dresden I think had an influence on the decision not to commemorate Bomber Command’s exploits, but I think if we had a conversation with the relatives of the Mayor of Coventry at the time, he might have something to say about that. So whether politics has played the major part in this delay I don’t know but I think the Centre’s an amazing building. I love the way it’s so interactive, and I think that will help a lot of the younger people get a grasp of what they actually went through in the war because they live in the IT age and it’s very technically advanced isn’t it, the information?
[recording paused]
MC: So, I gather Bill is obviously no longer still alive.
BP: Oh, no. He died when he was about sixty two.
MC: Sixty two.
BP: Yeah.
MC: He wasn’t very old then.
BP: Cancer. No. And my sister as well. She was sixty two. They both died.
MC: Oh really. Both died at sixty two.
BP: Yeah.
MC: Oh, goodness me. Yeah.
BP: Well, Doreen was six months older than Bill and she died six months after Bill had died so they were the same age more or less.
SP: Are we —
[recording paused]
MC: So, when are you actually he was obviously brought back through the lines by the French.
SP: Yeah.
MC: And then he —
SP: I’ll just —
MC: And then he tied up with the British troops did he?
SP: Yeah. I’ll just re-read this. These are his exact words.
MC: Is that what you read before?
SP: Yeah. The document says, “Secret,” at the top of it but I don’t think that applies anymore, do you? For a while I did wonder about that because being an ex-copper, signing the Official Secrets Act I thought maybe I shouldn’t be doing this but God, it was 1944. “On the 25th of August I was moved to an address in Hesdin and remained there until I contacted British troops on the 3rd of September.
MC: Oh. So he contacted the British troops.
[recording paused]
MC: Right, it’s just to say thank you Betty. Anyway, thank you for the interview, and to you, Stuart.
SP: No problem.
MC: Much appreciated, and we’ll, we’ll get this on file. Thank you very much to both of you.
BP: You’re welcome.
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 Betty May Pearson
William Mollison Walton
Creator
An entity primarily responsible for making the resource
Mike Connock
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2018-03-12
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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APearsonBM180312
Format
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00:22:31 audio recording
Language
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eng
Spatial Coverage
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Great Britain
England--Lincolnshire
France
France--Hesdin
Description
An account of the resource
Her brother-in-law William Mollison Walton, after training to be a pilot in Canada, was based at RAF Swinderby with 97 Squadron. In 1944 his aircraft was attacked and he baled out. He spent two days on a small island where he buried his parachute, He was eventually being taken in by a French family. William was visited by the chief of the resistance organisation and was taken to Hesdin where he remained until British troops helped him back home. William ended up as a Pathfinder.
Contributor
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Sue Smith
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1944-06-24
1944-06-25
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Civilian
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
97 Squadron
bale out
bombing
bombing of the Pas de Calais V-1 sites (24/25 June 1944)
evading
home front
love and romance
Normandy campaign (6 June – 21 August 1944)
Pathfinders
RAF Swinderby
Resistance
superstition
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/595/8864/PLashamB1501.2.jpg
da6d480d6a799fe46724652cc35229e9
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/595/8864/ALashamB150716.1.mp3
8a9d33f42649006ef03208c246e5f74a
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
Lasham, Bob
R L C Lasham
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Identifier
An unambiguous reference to the resource within a given context
Lasham, RLC
Description
An account of the resource
Two items. An oral history interview with Flying Officer R L C Lasham DFC and bar (1921 - 2017, 161609 Royal Air Force)and a photograph. After training in the United States and Canada he flew 53 operations as a pilot on 9 and 97 Squadron.
The collection has been loaned to the IBCC Digital Archive for digitisation by Bob Lasham and catalogued by Nigel Huckins..
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AM: Okay, so this interview’s being conducted for the International Bomber Command Centre. The interviewer is Annie Moody and the interviewee is Bob Lasham, and the interview’s taking place at Bob’s home in Wilmslow on today, the 16th of July 2015. So, thanks for agreeing, Bob, and if perhaps if we can start off and just tell me a little bit about early life, schooldays, et cetera?
BL: I’ll start at the beginning. I’m a Cockney; I came to be a Cockney because they say a Cockney’s someone who is, was born within the sound of Bow Bells, and I was born within two hundred yards of the Whittington Stone, where Dick is supposed to have heard the Bow Bells. Well, we had the Underground running underneath, tram running outside, I might not have done. But Laura and I [?] were on holiday to the Isle of Wight and the [unclear] Centre’s there, and I submitted their claim to them, they came to me [?] and they said ‘You’re trying to cheat, aren’t you?’ [slight laugh] So that was that. Elementary school, passed what they called a trade scholarship, so I went to a junior technical school in Kentish Town, travelling to and from on the Underground, penny return, yeah. [clock chimes]And – got my hearing aid in and it sounds so loud!
AM: And, as you can hear, it’s now eleven o’clock and the bells are chiming.
BL: Looking around for an apprenticeship, my parents said, ‘Look for a company which has a pension scheme.’ Went to three companies: Smiths, who used to make motorcars and instruments; a tool-making company in the middle of London, I would have liked to have gone there but they only had employed just over a hundred people, no pension scheme, so I went to British Thomson-Houston, very well-known company making heavy switchgear, electrical engineering. I realised later on I should have gone for mechanical engineering, but I wanted a reserved occupation. And, of course, the air raids started, and I realised ‘There’s a lot of work in this’. Whenever it was –
AM: [whispers] Sorry, carry on.
BL: Air raid one night, we all overlooked some playing fields, it was, like, a girls’ high school there, I used to look out of a window and watch them playing hockey, you know, dirty old, dirty old man, I was a young lad! [slight laugh] And the house directly opposite was bombed, we suffered some damage. If the bomb was at least a couple of seconds later, if it were coming from the east, it would probably hit our house. My parents were there, were in the Anderson shelter, I was asleep in the back bedroom, and I woke up covered with the ceiling. I think about that time I thought maybe it was safe to get out of London, and I think it was in about January or February ’41, signs were going up: people in reserved occupations can volunteer for flying duties in the Royal Air Force, the Fleet Air Arm, as part of [unclear]. So, couple of weeks later, I went down and volunteered, at somewhere near Euston it was, had an interview, very quick medical, and that was that. And three weeks later, had a letter from somebody or other saying would I go and report there again to register? I went in and saw the same people, said ‘Haven’t we seen you before?’ I said ‘Yes, you saw me about three weeks ago.’ ‘Oh, we’ve got all your details, you’d better go home.’ And I went home and waited, and finally called up in July, just after my twentieth birthday.
AM: So July 1940?
BL: 1941.
AM: ’41, sorry.
BL: ’41. By that time, well, production of air crew was like a Ford production line, it was running so smoothly. And [unclear] an Air Crew Reception Centre, AR – ACRC, known to everybody as Arsy Tarsy. Still to this days, you meet people, ‘Oh, were you at Arsy Tarsy?’ Yes. And er, there for, we were there for about ten days where we were kitted out, inoculations, FFI - Free From Infection. Look at the curly bits, make sure you’re not carrying livestock around. That continued as long I was an airman or an NCO, but once you were commissioned, they didn’t do it anymore; yeah, officers wouldn’t have to take their time with people [?], I suppose. While we were there – I can remember our first corporal – oh, we reported to Lord’s cricket ground, and there must have been an intake of, every week, about, I would say, three or four hundred, divided into flights of fifty, and the person in charge of our flight was Corporal Schubert. Whenever I hear a piece of grotty music, I always say ‘That sounds like Schubert’, and someone said ‘How’s that?’ I said ‘You’ve never met Corporal Schubert!’ But he was a good-hearted soul. A lot of the corporals had a grudge on their shoulder; they’d been in the Air Force for ten or fifteen years just being corporal, they knew we would be sergeants, you know, within no time at all. [Pause] Catering: we used to queue up in flights of fifty, eat in the London Zoo, and before we had a catering shed [?], knives and forks, as you walked out, you swirled about in a bucket of water and put them to dry; [stage whisper] I think the bucket of water was used for soup later on! But I seem to remember, we seemed to live mainly on kippers and sausages. Not many animals left in the zoo, but those that were, I’m sure, were fed a lot better than us. Still trying to think of the people I know; amongst the people I did know, a fellow called Harry Wilson, I’ll tell you about him later on. And we finally got our uniforms, and we used to have a little white flash in our caps to say you were a training air crew, and we all trooped off to, I think it was the Odeon in Leicester Square, to see “Target for Tonight”. I think we saw that and, when we came out, having made a big mistake. Anyway, next stop, Babbacombe Initial Training Wing: basic navigation, lots of keep-fit exercises, we had our own section on the beach, we could go swimming, were there for, I think it was about six weeks. Now, night train, next stop, Wilmslow [comical sotto voce] in the wild, woolly north, you know, and I can remember getting out of the station and walking through what is now Wilmslow Park – probably Wilmslow Park then– to the RAF camp, with carrying a kit bag very heavily loaded, and we were there for, again, for about couple of weeks. The second week there, we were all issued with civilian clothing, so we knew we were probably going to America. Two days later, they took them back again. I can - the only thing I can remember about it – the little belts children used to use with a sort of snake buckle on it, that was to keep the trousers up, yeah! Anyway, the Americans were not in the war, but they changed their laws so we could go into America in uniform – more of that later. And, once again, we travelled by night up to Gruddock /Grenock[?], all got on board the Louis Pasteur-it was a French cruise liner, French cruise liner. Some of us were sleeping on the floor, some on – stretching out on the tables with their heads up. I was a lucky one, I managed to get a hammock. We were there for about twenty-four hours, the boat was – in Gruddock [?], the boat was rocking up and down, and got up the next morning, there was a north westerly gale blowing, and a very small convoy, only about six, six vessels, and I was sick, practically everybody was sick, I should think. And then, that night, we left the convoy and sailed straight for Halifax. It was a fast boat like the Queen Mary, and we were there in eight, was it eight days, I think. Greeted at Halifax, a sort of [unclear] WVS, and they arranged to send telegrams to our folks in England saying that we’d arrived safely in Canada. Was a place called Malton in [pause] I’m not quite sure what the state was, except that it was a dry state, no alcohol for sale, and we were there not very long and, again, got on the train – four days. I couldn’t realise, no country could be that big, no! We had one stop in [pause] we stopped in Washington on the way down, that’s right, and we had some hours to spare, so some of us got hired a taxi, went to see the Washington Memorial and – Lincoln, sorry, the Lincoln Memorial –
AM: Lincoln Memorial.
BL: And then we arrived at Jacksonville in northern part of Florida. Again, we got off and we were taken out for dinner by the people of Jacksonville, I suppose, fifty of us by then. Was another night train and we arrived in Clewiston. I don’t know the geography of Clewi- Florida; at the bottom, there’s a very big lake-
AM: Yeah, I’m just working my way down.
BL: Lake Okeechobee, and we were just on the edge of Lake Okeechobee, in the middle of nowhere. Clewiston was a one-street town; they had a cinema, the Dixie Crystal – it’s funny how you remember these things – a bowling arrow – a bowling alley with a black boy to put the, ah, the skittles up afterwards, we did that. And they were surprised to see us in uniform because they had not been using it, and on the way down, someone enquired if we were an American football team ‘cause we were in uniform! [laughs] That’s beside the point. And we arrived overnight – seemed to have lost clothing overnight [?] – into breakfast, and there was this jug of light brown liquid to drink, it was cold tea! I never drink cold tea, but it was a great thirst-quencher. And we started flying on – it was called a Stearman, Stearman PT-17, and instructor was a chap called Tom Carpenter, and I was having trouble going solo – talk about luck! Half the course had gone solo and he hadn’t really told me what I was supposed to do, but on our desk – we had a big desk we used to use for swotting [?] – there was a book on flying training, and looked up landing. You – as you level out, you let the speed decay and finally your paces [?] down on three points; he didn’t tell me that I had to do that! Following day, I did three landings, he got out of the aeroplane and said ‘You can go solo’. [Unclear] he said ‘Look, Lasham, I was a bit bothered about seeing you doing that, sending you solo, but I’ve seen you recover from so many bad landings, I knew you’d recover from that.’ [laughs] And training proceeded. They had what they called a basic aeroplane then, a BT-13. My instructor was a Mr Dirigibus [?] - I think he had [unclear] – and he sent me solo very quickly; he didn’t like flying himself, I didn’t do much instruction with him. And then on to the Harvard afterwards, which was a nice aeroplane, and – remember the name of the – Charlie Miller was my instructor, he was a very nice fellow. Finally passed out, got my – we got our wings, I think it was in May.
AM: So how long had that taken?
BL: It took us about six months and quite a lot of the course failed. At that time, we were going out to America never, never having sat in an aeroplane at all, and usually about a dozen of the fifty would fail because they had no depth perception. And suddenly, someone in the UK realised we wasted a lot of money doing this, so they started getting people to start going solo in Tiger Moths over here before the sending them abroad, and the people in Canada, people in America, people in South Africa, people in Rhodesia, all over the world. And I finished me training, back to Canada, came back in a slower convoy, arrived in Liverpool. Liverpool was packed! [pause] I think that was the post, another charity appeal, I expect [sound of mail coming through the letterbox]. I’m sure you could have walked from Liverpool to Birkenhead just jumping from boat to boat. What a relief it was to get back in the UK! And down to Bournemouth, just two or three days in Bournemouth, we were sent on disembarkation leave, so I went home and saw my parents, saw my grandparents – they can bring you down – saw me granny, you know, sergeant’s, wing sergeant’s stripes, walked in, first thing she said: ‘Have you been up in an aeroplane by yourself yet?’ [laughs] Had no idea what was going on. Anyway, there’d be [unclear] an Advanced Flying Use, AFU, at Shorebury – you try saying ‘Shorebury, Shrewsbury, Shropshire’, which was the address, when you’ve had a couple of beers, you’re spitting over everybody! – and converted to Oxfords. And by that time, they’d ask you what you wanted to do, and, having been bombed in London, I thought ‘Oh, I’d like to be a night fighter pilot!’ So, came from there to RA – what was RAF Usworth, now, I think that’s the North East Air Museum now, just outside Sunderland. [Telephone rings] Forget it.
AM: You ignore the telephone, Bob?
BL: I, I do, yes; I can always pick it up later, see if there’s been a message. Err…Sunderland, near Sunderland. The, what they called the [unclear] side, the one hangar, was north of the Sunderland-Newcastle road. The southern part, which was the airfield, is now buried under the Nissan car factory.
AM: Right.
BL: Yes, yes. Anyway, they always had a medical when you arrived there, medical [?] inspection. I was in this chair, there was this beautiful, blue-eyed, young assistant, Joyce Farleigh [?] [pause, sounds of someone moving around the room]. Anyway, I saw her a couple of days later, we started going out together, and we were flying Avro Ansons, training radio observers. It was the airborne radar, preparation for going on to night fighters and, ah, [pause] were there for three or four months, so I got in quite a few more hours, which was useful later on, and then to Cranfield, for night fighter OTU, and enjoyed that, because we flew Blenheim 1’s, Blenheim 4’s, Blenheim 5’s, and then went on to Beaufighters. And taxied in one night, I put one beer on my Beaufighter whilst I was taxied [?] away onto the mud, put off the course [?] They were picky choosy, as my, as my grandchildren would say, and over half the course were failed. So I then went down to Brighton for what they called reselection, and [unclear] selection mark [?] ‘What would you like to go? Would you like to go to Air Transport Auxilliary, ATA?’ I said ‘No, I’d like to go to Bomber Command.’ So, finished up on Lancasters. Went to [pause] I – did I? No, I had to do another AFU on Oxfords, another few hours, and then finally to a place called Brigsley in Lincolnshire (that was really out in the sticks) and did my Lancaster conversion. One hour – two hours on Halifaxes and the rest on Lancasters, I’m glad I didn’t fly Halifaxes, I can’t remember the name of my instructor. Station commander there was a Group Captain Bonham-Carter. But basic radio receiver in the air force before that was called a TI-9 transmitter reception set, and he had a microphone in his battledress pocket ‘cause he was hard of hearing, and – I’m going aside a bit now – there was a museum at Winthorpe, just outside Newark; he founded it after the war.
AM: Oh, right.
BL: Back to where we were. He always made a point of [unclear] all the navigators, bomb aimers and pilots before they left. And I mentioned a chap called Harry, met up at ITW, he went to South Africa for his training, failed his pilot’s course, moved to old [?] Rhodesia and did his bomb aimer course. And we met up at Cottesmore when we were growing up; he said the first word he said to me was ‘Aren’t [?] you looking for a good pilot?’ and I said, you could [slight laugh] I said ‘Yes.’ He went in for an interview, Bonham-Carter, and got around that he’d failed his flying test, and Bonham-Carter said ‘What were you flying?’ He said ‘I was flying a Hawker Hart’ and that was the end of the conversation: Bonham-Carter deaf and a bloke who can’t fly a Hart. Switched off and Harry walked out! [laughs] What else happened there? Had a flight engineer - again, no flying experience. Waltzed through [?] his flight engineer’s course, airborne, and he was airsick every time he went up, so he had to be taken off-line. Now, a chap on the course with me was Mike Beetham [?].
AM: Oh, yes, yeah.
BL: Now, he’d gone off on a short course, I pinched his flight engineer, chap called Bill Gates [?], and he flew with me the rest of my operations. And then, from there to 9 Squadron, got there just before the Battle of Berlin. Not much happened there, oh, yeah, well, I suppose things did happen. Second, second dicky flight with a second pilot to fly it with – we didn’t, see, you just stood behind the chap who was flying – and it was the opening of the Berlin, Berlin and back, then, two or three nights later, going with my own crew, Berlin again, not, not a good start. And coming back – mind you, I was away [?] and new my first operation – Rear Gunner Eddie Clarke, now, he was an old man, he was in his thirties.
AM: Very old.
BL: Oh, ancient, yes, he’d been a driving instructor, and his oxygen had failed, and heating, obviously [?] had failed, and the net result was, he lost all the toes on his right foot, was taken off-line and we never communicated again, I think he pa – later on, when I was more experienced, I’d have come down to a lower altitude, but then they said ‘Stay with the stream’ and stay with the stream I did! [laughs] Great shame. I imagine, then, he probably had a job in the air force, he’d have kept his gunner’s badge, kept his sergeant’s stripes, possibly as a driving instructor. Incidentally, my wife did her driving at Liverpool – no, I’m sorry, Blackpool, yes, and passed her test there. [Pause] Anyway, 9 Squadron, again, luck. We used to do what was called bagging searches, so that I could look out my side and the flight engineer could look out his side, and we’d just started to roll and we were fired at, I don’t know, a [unclear], probably, so went into a corkscrew, and as we came up, I got another couple of bursts. If I’d have started that hanging search one second later, we’d have been shot out of the sky. My voice is going, isn’t it? [laughs] Anyway, we survived that. Again, rear gunner – from then on, we were getting any spare rear gunners – chap called Jack Swindlehurst, known as Jack Singleburst because he was a gunner, and a cannon shell hit the fire extinguisher behind his head and it peppered his shoulder with what was like gunshot wounds, but wasn’t seriously hurt, he was back flying again within a week. So, we carried on, and don’t think there were any other major, major instances there, and then Pathfinders.
AM: So this was 97 Squadron?
BL: 97 Squadron, yes, it was 9 Squadron before at Bardney. I wanted to go to Pathfinders, wireless operator said he’d be quite happy, so was my bomb aimer. Well, by that time, I’d collected another gunner, and a chap called Casson [?] (more on him later), and so off we went to Pathfinders. Now, a story goes around – I’m not sure this was my crew, which I suspect it was – three of them went to see Bennett and said ‘We don’t want to come to Pathfinders, we want to go back to your own squadron.’ He said ‘Well, I could post you back, but I’ll post every one of you to a different squadron.’ So they just decided to stick together. I made a promise, because people fell by the wayside, they’d be off flying, that I would carry on until everyone had finished his forty-five, which, that’s what took me up to fifty-three. So, off we went to Pathfinders. [Pause] Ah, luck again! I’ll come back to 9 Squadron: we were going to Leipzig, and I had a black navigator (my [unclear] chap was off with an appendix), Jamaican, the only black aircrew I ever met, very new, and they didn’t know anything about jet streams and so everyone arrived at the target early, apart from us, ‘cause he took us so far off track, we arrived there just as the raid was starting and came home, said there’ll be [unclear] there tonight, found out they’d lost sixty or seventy bombers that night. People were arriving early and circling, waiting for the Pathfinders to mark on time. They couldn’t mark early even if they arrived early, so again, luck came into it, yeah. Anyway, off to [pause] Warboys, that’s where we did three weeks’ Pathfinder training, including cross countries with an instructor, using the ground-marking equipment, H2S, and then to 97 Squadron at Bourn, and we were only at Bourn for three weeks, less than that, two weeks, didn’t operate from there, and we were posted back to 5 Group to do the marking for 5 Group, and Cochrane was CO, was Air Officer Commanding; it became known as Cochrane’s Private Air Force. Going back to Casson, my rear gunner. Just before leaving 9, I was allocated Casson, I think his crew had been killed, and he was unfortunate individual; he’d been a corporal physical training instructor, and I think he was rather keen to get the money of becoming a sergeant air gunner, but the only chap I’ve ever had had to have put on a charge. I felt he was – the crew used to go out to the aircraft every day, and the wireless operator was – wireless operator, rear gunner, [unclear] my upper gunner, and he never arrived on time and they had to clean his guns for him, so he was put on a charge that was modest and told not to do it again. But when we got to [pause] Warboys, doing our Pathfinder training, I was called to see Bennett himself, and my rear gunner had said he wasn’t going to – he was refusing to fly anymore, so Bennett said to me, ‘Well, when you get to squadron, don’t mention it to CO, because I think I’ve talked him out of it,’ but he hadn’t; when he got to Coningsby, he refused to fly, but I think he had more psychological problems. I gathered from my crew, amongst other things, he was incontinent, you know, he used to wet the bed, things like that, and he was taken off-line, what happened to him, I don’t know. Anyone who went – used to call it lack of moral fibre, anyone who had that disappeared quickly, because, in case it was catchy! Anyway, I was called in to see my CO, Wing Commander Carter, think it was, yes, and he told me what had happened, I said ‘Yes, I know.’ He said ‘Why didn’t you tell me?’ I said ‘Well, Bennett told me not to,’ and I said ‘AOC tells you not to, you don’t,’ he understood that. And then I picked up a fellow called Edward Coke – Edward Cope, known as Joe to everybody, he was one of the fellows [?] before – he’d been on Sterlings, and he’d done with the [unclear] on Sterlings, and we flew together for the rest of the war. Not much happened at 97; we were very badly shot up over Bordeaux on one occasion in daylight, finished up diverting to Manston. Crew said they found over eighty holes in the aeroplane, mid upper gunner suffered some facial injuries; I think the Perspex surrounding us was shattered, bit went into his face, but even in later life, on certain days, you could just see the scars ‘round here, but he was very lucky, you know, all the rest of us got away with, without any problem at all. [Pause] Was that during the –
AM: How many operations did you do with –
BL: Fifty-three.
AM: Fifty-three.
BL: That was Bordeaux. [Pause] Collateral damage, we were bombing Munich, and I always used to make a point of going into the briefing room to find out where the latest searchlight belts were, used to do this at 9 Squadron. There was three of us used to be there: myself, Pilot Officer Blow and a chap called Bill Reid, we were the only three who ever did this and we all three survived our operations. So, we were over Munich, and we were coned by searchlights, you could see people weaving all over the sky to avoid it. I knew that it was clear to the near [?] south-east: full power, downhill as fast as we could go, and suddenly there was the most almighty clatter [coughs] we didn’t know what it was, and had to put one engine out of action, came back on three. We’d been hit by the small incendiary bombs, and they hadn’t burned; they made some holes in the wings, they knocked an engine out, and we came back –
AM: Came back on three engines.
BL: On three engines, they flew wonderfully well on three engines, and then [pause] I’m getting towards the end of my tour then. [Pause] D-Day; I remember D-Day very well. Wing Commander Carter, this target-if you can call it a target-we were over the French coast for about ten minutes, that was all, and we also had a Norwegian crew on board, chap called Jespersen. Lost two crews that night: Carter the CO and Jespersen. They were in the wrong place at the wrong time, there was a Ju 88 patrolling there, got both of them. Everyone else thought it was a bit of a doddle, but on the way back, Harry was calling the H2S, he was, he’d become [?] my bomb aimer, there’s a set operator. Actually, because crews haven’t as a good a H2S, they just kind of scanned the channels; of course, it was full of ships, when we got back, we found it was D-Day.
AM: So you didn’t know it was D-Day, going to be D-Day?
BL: No, we were not told, we were – obviously, it was very important, because we always used to test our engines before we went to mix the magnesium – mag – magnetos were working, but the first time, there was a problem with two of the plugs, and the whole squadron, the squadron commander stationed and engineer were there, but – ground crew again: when the engine skipper ran the engine, switched it off, they knew which plugs it was, and we were on our way within five minutes and caught them up, so that was Operation D-Day. Operated again D-Day that night, I was rather pleased about that, and I think it went all fairly smoothly from there. I was off sick for a time, can’t remember what it was, and going back to a chap, Bill Reid, who’d driven across country, I said ‘Bill, do you think you could go up to Millfield, RAF Millfield?” That was where Joyce was stationed as an MT driver. I should say – go back again, when we – Joyce and I got engaged in 1941, and by nineteen-forty [pause] nineteen-forty – 1942, 1942, and then, when I went to Bomber Command, we decided to put it on hold – I mean, chances of surviving – so it was on hold. And we could [?] going up to Millfield, ‘Could you fly me up to Millfield?’ He said, ‘We could do that,’ he got the details there, he said ‘Well, I can get it, get it in, I think I can get it out’ – it was the middle of the, middle of the Cotswolds – not the Cotswolds, the, ah –
AM: Chilterns?
BL: No, meant up on Northumberland, the – ah, the Cotswolds, that’ll do, is it near Northumberland? No, the Cotswolds are lower.
AM: No, the –
BL: It’s the, ah [pause]
AM: Can’t remember.
BL: Should do it.
AM: It’s up above the Pennine Way.
BL: Oh, yes!
AM: It’s the – anyway, near Northumberland.
BL: And we arrived there. It was a fighter leaders’ school and they were training fighter leaders, and there was this great big aeroplane came in, and they were looking around at the great big bomb bay, and, sheer luck, Joyce was going on leave, so I waited for her. Went down to Newcastle, I spent the night in the YMCA, met her next day, went back to see her parents, and got [unclear] re-engaged. I only had two more to do, did the two ops, and then I finished. From the day going up to Millfield to see her to getting married, about three weeks went by. People now, saving up to get married, five thousand pounds, ten thousand. It cost me two pounds, three shillings and sixpence. And way I remember that, we had to – I went up with Joyce’s mother to arrange the wedding, saw the vicar, and he says, ‘That will be two pounds, three shillings and sixpence’, and two-three-six was also the phone box number of RAF Millfield where I used to talk to Joyce occasionally, and we spent the night in the same house; I slept with her father and Joyce slept with her mother.
AM: [laughs] This is the night before the wedding?
BL: The night before the wedding. We didn’t have a best man, but there was a, a relative who had a shoe shop, he was called in as best man; Joyce had an aunt, Aunt [pause] oh, I’ve forgotten her name now, her husband was in the air force but he was motor transport driver, he was a North hatter [?], she was Matron of Noffon [?], Matron of, ah, Honour. So, we walked down to the church, no taxis available – well, it was only just down the road, RAF Wooler – is it Wooler, in – what are those hills called, what would they be?
AM: Cheviots, it’s not the Cheviots?
BL: It is the Cheviots.
AM: Cheviots.
BL: Cheviots, of course, those are the big ones called the Cheviots.
AM: We got there between us!
BL: Yes! [slight laugh] And we walked back again and – where did we stay? It was an old lady we stayed with: something old, something new, something borrowed, something blue, and she’d had Joyce a piece of lace done, and she wanted it back before we left, and we had our breakfast, caught the bus to Morpeth, stopped off and had tea, caught another bus to Newcastle, went to the cinema, the night train down to London packed like sardines. London – we, well, we were going to have our honeymoon in Exeter, the hotels were full, but Joyce’s parents knew someone who had a guest house down there, so booked us in there. So we had some – so I went up to see my mother, and she had met Joyce, and then down to Paddington Station, finally arrived in Torquay and met by somebody who took us to the house, absolutely shattered. Went to bed, we both fell fast asleep. [laughs] Anyway, I still remember the next day, I said to Joyce, ‘Well, what do you want to do now?’ She said ‘I’d like to buy a shopping basket, I won’t feel properly married ‘til I’ve got a shopping basket,’ and that was it, our honeymoon! Then back to the squadron, and they discovered I had a large spleen, so they were doing all sorts of investigations, I was at Coningsby for quite a long time; I thought I was on squadron strength and evidently I wasn’t, I was on station strength, so I finished [?] in October but I didn’t leave the squadron until beginning of January. They took me into Rawsby [?] Hospital. It had been what they used to call lunatic asylums, it was, yes, no privacy, all the doors opened both ways and the WCs, it was like the doors going into a Western saloon, know, they open both ways, so you – anyway, I had a, I still had a large spleen, so they gave me a temperate climate only better, ah, better category, which was just as well because it was about time they were thinking of going out to Japan and you would have had to go through tropical climates. Anyway, I was at Coningsby just doing nothing, you know, and eventually – oh, the commanding officer was a chap called Evans Evans, Tiny Evans, a Jimmy Edwards character - I’m going back, I’m going into reverse now. He decided he wanted to do some operations, so they said he could take my crew, and they did a couple of cross countries with him, so the first time, he put the aeroplane down and bounced over the [unclear] onto the aeroplane; the other time, he visited his brother, almost a twin, who was RAF commanding an American station, and he, he went down there with the crew and had a very liquid lunch, so he came back by taxi and the RAF took me down by transport to pick them up, and I met my crew outside the aeroplane, and the Americans were looking up at our bomb bay, their bomb bay was not as big as a sofa there, they could carry four thousand pounds, of course, we could carry eighteen thousand pounds, and to thrill them back [?]. One or two of them, they’d spent the night there, I think, had got these American woolly sheepskin hats on, one or two were smoking American cigars. Incidentally, people say that everybody smokes here, my crew didn’t smoke, I didn’t smoke.
AM: You didn’t smoke either?
BL: No, nope. And that was about the – oh [pause] Evans Evans, I got to know him quite well, very, very pleasant chap, and he wanted to sponsor me to go to Cranwell, he knew my background in engineering, to do an engineering course, and I said no, I wanted to carry on flying, so there was this vacancy going, Fighter [Unclear] Flight, flying Hurricanes. That was really good fun! Our CO was Les Munro –
AM: Oh, yes.
BL: Yes, he was New Zealander, wonderful character, and I remember when we were there, one night, we had a few drinks at the bar, and we knew we were operating, so we wouldn’t – the squadron was operating, we wouldn’t be working the next day, and I said ‘Would you mind if I took a Hurricane up to Millfield, to see my wife?’ and he said ‘Not at all.’ So, off, went off the next day, he’d forgotten: ‘Where have you been?’ ‘I’ve been to Millfield, you said I could go there!’ [disgruntled mutter-nonverbal]. One funny incident – well, funny for people who were watching it - at Metheringham was a FIDO station, you know, where they used to burn petrol and [pause] if you could imagine a triangle about so big with a metal pipe across, they used to pump petrol into it and that would clear the fog. I was waiting to take off in my little Hurricane, some other man [?] had a Spitfire: ‘Proceed to the end of the runway and use the taxiway.’ He started to turn off. ‘Proceed to the end of the runway and use the taxiway!’ Too late: there was the Spitfire standing on its tails [?]. Poor fellow, he spent the rest of his life trying to get, trying to explain why he did this, and everyone has heard that ‘cause he couldn’t say he couldn’t have heard the instruction. And then, about that time, maybe a bit earlier, an Air Ministry Order came out, an AMO: people who’d completed two operational tours and two non-operational tours could apply for secondment to BOAC or go to the Empire Test Pilots.
AM: So this is 1945.
BL: I’m in 1945 now, yes.
AM: Yeah.
BL: So, I applied for BOAC and got it and that was it, yeah. And I enjoyed it, I [pause] we did our training on Lanc – on Lancasters because we were going to fly Lancastrians, never came to anything-I had a Lancastrian on my pilot’s licence-and then we went down to Whitchurch, was a little aerodrome, it was the airport for Bristol in those days before they moved, and converted to Dakotas, and there was a couple of flights out as a second pilot to Cairo and back again and then they were, they were on a – just, what a lot of [unclear] – let’s say, anyway, I went to Northolt, where BEA – it was on land [?] BOAC, which was going to become-
AM: So they were just setting BOAC up at the time?
BL: Yes, but I was still in the air force on secondment and offered a contract with BOAC, and then BEA was formed, so I applied to fly for BEA and they offered me a contract, and they said, ‘You will never be worse off if you come to us instead of going to BOAC,’ flying out of Northolt. It was, it wasn’t no break going back to civvy life, it was like being on a squadron again, I knew half the people there, all second-tour people, and eventually, I got my command – Captain – and six hundred pounds a year. Six hundred pounds a year in 1946 was a lot of money; I remember when I was an apprentice, I was looking forward to the day when I’d be a rich man and earning five pounds a week! Six hundred pounds a year makes –
AM: In 1946!
BL: And, and then went into work one day and told I was going to Jersey. No choice in the matter, British Airways had nationalised Channel Island Airways and they wanted three Dakota crews out there, so myself, chap called Bill Hen, an ex-Battle of Britain pilot, and I can’t remember the third went out there with the three first officers, flying Dakotas and then flying de Havilland Rapid – de Havilland Rapide: [unclear] biplane, made of wood.
AM: Where were you flying to and who were the passengers? Were –
BL: Oh, this was civilians.
AM: So it’s a commercial airline by this time?
BL: Oh yeah, yeah, and became BEA, you see.
AM: But still on Dakotas, which had been flying in the war.
BL: Yes. Initially, BOAC would be carrying fifteen passengers and BEA were flying with eighteen passengers, and eventually they were modified, took the radio officer away, air officer away, and they called them Pioneers. We had thirty-two passengers, really squeezing them in in a Dakota.
AM: Thirty-two! So what was it like inside, then, for the passengers?
BL: Packed solid, yeah! The seats were about so wide –
AM: Bit like now, then, Ryanair.
BL: Yes, and flying Rapides, that was a – initially a seven-seater with a radio officer, and then a, and an eight-seater when you got rid of the radio officers. I must be one of the few people still living who flew Rapides into Croydon and into Gatwick, which was an, ah, a grass airfield.
AM: Oh, right! [laughs]
BL: A lot of grass airfields around at that time; Madrid, masses of runway, now, that used to be a grass airfield. And I carried on flying Dakotas in Jersey and –
AM: Did your - had your wife come over to live in Jersey?
BL: Oh, we’d all moved to Jersey.
AM: Okay.
BL: No NHS there; BEA paid my medical fees, I had to pay for Joyce and my son, quite expensive, ‘specially when you – antibiotics were a frightful price. We moved – we never bought anywhere in Jersey, we moved around in rented accommodation, and I quite enjoyed it there: come off a day’s flying, you know, and Joyce would meet me, have a swim before going home, and see so much more, know, you could swim from April through to September. I remember once, we come over on leave and up and gone to Druridge Bay in Northumberland, lovely summer’s day, I said ‘I’m gonna have a swim.’ I went off, I came back: ‘I thought you were gonna have a swim?’ I said ‘Yes, I got enough up to here, that was it!’
AM: So not cold up in Jersey?
BL: Well, yes. So, I think, in around Jersey, the tide doesn’t move in and out, it stays in the Gulf of Saint Malo, slowly, slowly warms up. My only accident occurred there; I stood a Rapide on its nose. No passengers on board, I put the brakes on too hard, it landed on its nose, bent propellers, and needless to say, there was a court of enquiry. But BEA was divided into two divisions then: British and Continental, and chief pilot of the British division was an old group captain I’d known in the air force, it was the old pals’ network.
AM: Old boys’ club.
BL: Yeah, he said ‘You can do’ – I spent the whole month doing [unclear], it was twelve flights a day, fifteen and twenty minutes, and nobody liked them because, it doesn’t sound very much, but twelve take-offs and landings, it was very tiring. [Pause] He was the chap – no, no, I was thinking of somebody else, at Northolt. There was one day, it had been snowing – this was nothing to do with me – and there was a Dakota took off and covered with snow and they’d had to clear the wings, and landed on top of a school and – sorry, landed on top of a house, just missed a school, and nobody was hurt, there was nobody in the house, all the crew got out. Needless to say, for the rest of his life, he was known as Rooftop Johnson, yeah, and he rose to great height and became a flight manager eventually. Viscounts, enjoyed flying those, and I – leaving Jersey, where did I want to go to? Well, my parents were living in London; Joyce’s mother, she was already by then in [unclear], so I chose Manchester, in the middle of nowhere, and –
AM: And that was Ringway Airport?
BL: Ringway Airport, yes, yes, little runways then, yes, passenger accommodation was in one of the hangars, and Smallman’s – was it Smallman’s – had the, had the restaurant there, the old RAF control tower, it was all very friendly. The crew hut was made of wood, you know.
AM: What year would – what year would that have been on now? Fifty -
BL: That would be 1953, yeah. And they booked me in at the Deanwater, Deanwater, just, just a room with a washbasin, no mod cons in those days, party on nearly every night, so getting to sleep was a bit difficult, and I was flying the next day, said to Joyce, ‘Go out and look for a house.’ Well, Joyce almost got lost, she picked me up, but we saw an advert, houses being built just the other side of Wilmslow, went to see one, saw the plot we liked and booked the house and [pause] by that time, I’d, was living in Baton [?] Road, Manchester, sharing a room with a wireless operator, he moved out and Joyce moved in with me, and we got the extra room, Michael was away at school, and we lived there ‘til we moved into the house, I quite enjoyed that. And then charge [?] came to convert to Tridents, which I did, yeah, lovely aeroplane, the Trident, and –
AM: How big is that, then? How big is the Trident?
BL: It was initially a ninety-seater with the –
AM: Ninety?
BL: Ninety.
AM: So much bigger.
BL: Much bigger, but the Viscount was about seventy or eighty, I think, I had the ninety-seater, and then there was the Trident 2 and the Trident 3, and the Trident 3 was – I think they’d gone up to about a hundred seats by then. They didn’t – it wasn’t really a commercial – they built a lot of them, though there’re many variants, I don’t think anybody made any money out of them, and [pause] back to Viscounts. Landing at Geneva, and, whilst I was with [unclear], and I was doing what we call a flapless landing ‘cause the [unclear] had been damaged, and landed, and as the nose wheel touched the runway, the whole back bit of the strut broke off, so we started to turn to the left and clear the runway, and there was a lot of smoke coming with the hot hydraulic oil. Passengers were evacuated, they didn’t use the chute, they got them out on the steps, and the fire was put out immediately. I’ve still got the headlines, was it ‘Bomber hero lands blazing aircraft [slight laugh] at Geneva’? And the reporters came ‘round to see Joyce, she knew nothing about it; well, she’d just had an airport – phone call from the airport saying ‘Bob, your husband, will be late coming home.’ The way they exaggerate these things!
AM: ‘Bomber Command hero’!
BL: Yeah, Bomber Command, oh, yes.
AM: Did they have air hostesses on the planes at this point? Did they have air hostesses and things like that on the planes at this point?
BL: No – oh yes, they did!
AM: Yeah.
BL: Yes, in Jersey, they were called flight clerks because they did all the paperwork as well.
AM: Okay.
BL: And all they did was hand out sick bags and barley, barley sugars, yes. [Pause] I’m trying to think of the funny incidents. When I was First Officer at Northolt, and I’d been flying – it was an unfurnished Dakota, the seats were there but nothing on the floor, and those days, the pilot had to brief the passengers, and chap called Panda Watson, he had a great big moustache, he was the skipper, and he went up to them all and said, ‘Ladies and gentlemen,’ and at that time, he slipped and fell on his –
AM: Oh, no!
BL: So, from then on, I – he kind of got me to do it. I remember doing briefing one day, just telling them where the escape exits were, where the life jackets were, I had one passenger say, ‘If I’d known it was so dangerous, I wouldn’t have, wouldn’t have flown!’ My parents used to come and see me in Jersey, but they wouldn’t fly; I would pay for their tickets, no, no, they came by boat, but Joyce’s mother came over several times and she was quite happy to fly. And, living in Jersey, we had a dear old neighbour, Mrs Brett, one of the old school, she lived next door, she was a widower for the second time, and she had some friends, and she used to go out, and going down to see her friends: hat on, folded umbrella or walking stick, upright, and she’d come back, hat on one side and a bit shaky on the stick. She liked – was it tonic red wine? I’ve forgotten what it was.
AM: Not, erm –
BL: It was – it wasn’t Sanatogen, it’s [pause] anyway, she was rather fond of it, and she was a dear old lady, she would knock on the door and say, ‘Are you at home?’ And we invited her in one day, we’d just got television in Jersey, and the Queen’s, Queen’s confrontation –
AM: Coronation, 1953.
BL: Queen’s coronation, not confrontation, she has many of those with her husband, I think! And she enjoyed that, and she used to talk about a wine she’d had in Italy called [stage whisper] Asti Spumante, a sparkling, sparkling, sweet, Italian wine, so we got a bottle of it and we had some sandwiches and she thoroughly enjoyed it. And when we moved from that house to another one, she gave Joyce a little silver napkin ring, and outside, this replica of sugar cane; her first husband was in trade, he was in sugar, yeah, and they lived in the Bahamas for many years, no children, but her second husband was a barrister, Mr Reginald Brett, so she always called herself Mrs Reginald Brett, never found out what her Christian name was, yeah. She died shortly before we left Jersey. Anyway, I wanted to get onto another type of aeroplane and we decided, like I tell you [?] to move to Manchester; people say ‘Why did you move?’ so I said ‘Well, we kept falling off the edge, so it was time to go.’ And that was almost the end, now: up to Manchester, converted to Tridents, and then on New Year’s Eve nineteen [pause] 1968, it must have been, Joyce had a – we were going out to a party, Joyce had a massive heart attack, went to Macclesfield. No – there was nothing there for heart attacks then, she was in a side room just receiving normal medical treatment, no, no resus units, no – what do they call them now?
AM: The – ah, the heart -
BL: Yes. Anyway, she survived, and that time, Manchester was converting to the Bac 1-11, the twin engine jet, and they were going to do a lot of, a lot of German internal flights, so I was going to be away for five or six days, or probably more than that, a month, five or six day tours in Germany, didn’t want to do that, so I stayed with the Trident and that did – I finished up going down to Heathrow for my last four years. [Pause] Nice little house in Windsor, it was a terraced house –
AM: In Windsor?
BL: In Windsor.
AM: Oh, very nice – oh well, so, sorry [?]
BL: Yes, it was, was nice, yes, we enjoyed it, Joy – but [unclear] Joyce never, apart from my working colleagues, she never got to know anybody there, they don’t speak to you there, we were living in Datchet initially, until we found somewhere to live. In Datchet, we were living in a 17th Century cottage, lovely old cottage, and it was run by two old dears next door, two ex-WAF who I think were both living together, if you know what I mean, yeah.
AM: I do.
BL: And then we got our own, own property, we saw a house in Datchet but decided against it; occasionally, the river would [?] slowly come into Datchet, then go out again, and we didn’t want a house that was going to be flooded.
AM: No.
BL: Whole thing, insurance premium would be very high, stayed in Windsor until I retired.
AM: So you flew all your working life?
BL: All my working life, yes, I retired in nineteen – retired from BEA in nineteen [pause] 1973, and moved back here, living in a very, very big house at Disley, almost a mansion, as someone called it, we were in, I think, four bedrooms, and, over the course of the year, made me bother [?] that they were used four, five times, so we cut our losses and moved here.
AM: And moved here. And it’s lovely, isn’t it?
BL: And got the Golden Wing [?], and then in nineteen-seventy – ’79 – through the old boy network, there was a job going, flying Viscounts up at Teesside, so I thought –
AM: So, after you’d retired –
BL: After I’d retired, the old boy network again, I knew the chap – it was a strange organisation, it was called Airbridge Carriers, so I was flying for Airbridge Carriers, being paid by Fields Aviation, and flying BenAir Viscounts, it was quite a mix-up. And so, we were flying out of Teesside, took the caravan up there, and that was it, we were quite enjoying that, ‘cause the people were friendly, Joyce wasn’t far from her mother, and then they decided we would have to go to Bristol. So, I decided I’d – I could have moved to Bristol, I couldn’t maintain my base where I was initially [?] at at Teesside, so I went down to Bristol, I was always accommodated in a hotel there, used to get [unclear] allowance, used to get so much an hour for being away from home, and flying the Viscount down to Bristol. Finally gave it all up and retired.
AM: And that’s it, you retired.
BL: I finally retired in nineteen – 1981, I finished flying, same year my father died, 1981, and that was it, end of flying career.
AM: Yeah. Blimey. The one thing I didn’t ask, go whizzing right back to the war years, was you’ve got the DFC?
BL: DFC and bar.
AM: And bar?
BL: Yes.
AM: So what did you get the DFC for?
BL: It was just end of, end of, end of tour.
AM: Okay, so doing a full tour.
BL: And the bar was end of second tour.
AM: And the bar was the second tour. Right.
BL: Yeah.
AM: Crikey.
BL: Yeah.
AM: There we are. I’m going to switch off now.
BL: Right, switch off now.
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 Bob Lasham
Creator
An entity primarily responsible for making the resource
Annie Moody
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-16
Type
The nature or genre of the resource
Sound
Identifier
An unambiguous reference to the resource within a given context
ALashamB150716
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Format
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00:57:50 audio recording
Contributor
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Richard Bracknall
Language
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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
Description
An account of the resource
Bob Lasham began an electrical engineering apprenticeship with British Thomson-Houston before volunteering for the RAF in 1941, aged 20. He trained at Babbacombe and Wilmslow before continuing to Clewiston, Florida, to complete his training as a pilot. On return to the United Kingdom, he underwent further training before being transferred to Bomber Command where he converted to flying Lancasters. He joined 9 Squadron at RAF Bardney and participated in operations to Berlin and Leipzig. His aircraft was heavily attacked and his rear gunner lost the toes on one foot because of oxygen and heating problems. He transferred to 97 Squadron Pathfinders; his aircraft was badly damaged over Bordeaux, returning from an operation to Munich. He flew on D-Day and later joined a Bomber Defence Training Flight. After two tours, he became a civil pilot and flew with BOAC and BEA. He also relates his engagement and marriage; the role of luck in his survival; and the support of a veterans’ network after the war.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
United States
England--Lincolnshire
Florida--Lake Okeechobee
Germany--Berlin
Germany--Leipzig
Germany--Munich
France--Bordeaux (Nouvelle-Aquitaine)
Florida
Temporal Coverage
Temporal characteristics of the resource.
1940
1941
1942
1944
5 BFTS
5 Group
9 Squadron
97 Squadron
Advanced Flying Unit
African heritage
aircrew
Beaufighter
Blenheim
bomb struck
bombing
British Flying Training School Program
C-47
Distinguished Flying Cross
Flying Training School
Harvard
Initial Training Wing
lack of moral fibre
Lancaster
love and romance
Normandy campaign (6 June – 21 August 1944)
pilot
RAF Bardney
RAF Cranfield
recruitment
searchlight
Stearman
training
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1085/11543/PPritchardA1701.2.jpg
665f37b1fc773d7c481a87e32db937c5
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1085/11543/APritchardC170823.1.mp3
3aaf3d7ce542de333a9bec8d84eec5cd
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
Pritchard, Arthur
A Pritchard
Description
An account of the resource
Six items. An oral history interview with Carolyn Pritchard about her father, Arthur Pritchard (2206806 Royal air Force) documents and photographs. He flew operations as a flight engineer with with 463, 467 and 97 Squadron until he was shot down. He was hidden by the French Resistance until the liberation of Paris.
The collection has been loaned to the IBCC Digital Archive for digitisation by Carolyn Pritchard and catalogued by Barry Hunter.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-23
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
Pritchard, A
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
SP: This is Susanne Pescott and I’m interviewing Carolyn Pritchard today for the International Bomber Command Centre’s Digital Archive. We’re at Carolyn’s home and it is the 23rd of August 2017. So, first of all thank you Carolyn for agreeing to be interviewed today. So, first of all do you just want to tell me about your father and what he did before the war?
CP: Yes. As he joined up on his, on his eighteenth birthday he didn’t have, after leaving school he worked for a baker’s delivering bread and that’s it really. And then he joined up.
SP: Yeah.
CP: On his eighteenth birthday.
SP: Did he ever say why he wanted to join the RAF?
CP: No. No. No. He didn’t. He didn’t mention why.
SP: Ok. So he went into the RAF and do you know what, where he went first of all? What he did?
CP: Yes. He was, he joined up on his eighteenth birthday and he was, he did his training at St Athans in South Wales. He passed out as flight sergeant and was posted to RAF Winthorpe in Lincoln where he was introduced to his Australian crew as flight engineer. And that was on the 29th of February 1944. He joined the 463 Squadron. That was the Australian squadron in RAF Waddington. They did seventeen sorties while they were in Waddington and they were Germany, over Germany, France. And on the 9th no, sorry it was the 7th of May 1944, the pilot officer Bryan Giddings and crew, that was dad’s crew, they posted, they were posted to 97 Squadron. That was the Pathfinders and that was at RAF Coningsby. They completed another three missions. Seeing action in D-Day. On their twenty first sortie, that was the 9th 10th of June 1944, on a night raid over a railway junction at Etampes, that’s south of Paris, Pilot Officer Giddings and crew failed to return. Right. I don’t know how much —
[recording pause]
CP: After releasing flares over the target the Lancaster ND764 was hit by flak and they were then attacked from below by a night fighter. Many many years later when he was able to relate his story to me he recollected the moment the aircraft was hit. The inner or outer port side engine was on fire. He wasn’t sure which one it was. The suicidal height at which they were flying, the noise, the smoke in the cabin and unable to communicate amongst each other, the cramped conditions in the cockpit, no place to wear your parachute. He always stored it on the floor. Frantically searching for it, the rush of cold air from the open back door. That was the navigator jumping out. Then he trying to prise, prise open the escape hatch at the front. Every second was wasted. Making survival impossible. The whole episode could not have lasted more than a few minutes and before he realised it was a doomed machine he, he had jumped out.
SP: So, how Carolyn, when he told you that, how did you feel when he was relaying the story?
CP: Well, a couple of years later we’d gone back to RAF Coningsby to see the Lancaster and we were able to go on board. And I could then visualise because the Lancaster wasn’t aircrew friendly at all. It was so small and cramped. And I felt so sorry for the mid-upper gunner. Where he was positioned would have been impossible for him to get out. And the tail end Charlie was, he was in this small little cockpit and again that would have been impossible for him to get out and the aeroplane was going down so fast. And eventually when they did find the bodies they were found in, in the aircraft. Yes. The three of them.
SP: So three —
CP: Were, yes it was the bomb aimer, the mid-upper gunner was, he couldn’t get out and the rear gunner which was the tail end Charlie. They are the three that couldn’t get out. The pilot had jumped out when the plane was very very low but his pilot, his parachute didn’t open. And also the wireless operator. No. I’m muddling up now. It was the navigator. The wireless operator had jumped out already and it was the navigator that had jumped out without a parachute and he was found with the whistle in his mouth. So he’d obviously survived the crash but I don’t know how long and was trying to attract attention. Yes.
SP: And how was your father when he was talking about the story?
CP: He was, he’d put the whole episode really at the back of his mind all the years we were growing up. Even though he used to talk about them. The crew.
[recording paused]
SP: So Carolyn, obviously it’s quite emotional talking about your father and the crew there so can you just talk me through what happened then after he’d got out of the plane.
CP: Yes. Because the aircraft was on fire and it was so low he’d baled out and he’d sprained his ankle. So he was hobbling around the French countryside with a damaged ankle and famously asking villagers for the way to the coast. He was trying to get back to the coast. Eventually he’d arrived at a small village, Egly and entered the local church. He’d seen a local man at the altar and [pause] and told him in broken English that he was Welsh. That he was an RAF airman. The French man couldn’t speak English and what he did he took, he gave dad a glass of water and then he took him to a café opposite the church. On entering the café dad waved a hundred franc note from his RAF kit and ordered champagne for everybody in the, in the café. There was panic as the Germans were in the village and he was hastily ushered to the back room. A young teenage boy from the village was brought in. He could speak a little English and he asked dad to explain what had happened. Dad said that his aircraft had been shot at and that he’d baled out and, but he was really uncertain with the rest of the crew and he kept asking and asking how they were. So that they could check his identity with London they hid dad in a small air raid shelter underground and if they, if he hadn’t checked out right I think they would have just left him there. Once the ok came from London the local leader of the French Resistance was summoned and put him in the care of Monsieur George Danton and his family. They risked being shot if caught hiding a British airman and he was given a new identity, well an identity and civilian clothing. His ID was a deaf and dumb Frenchman. And a bicycle. He was moved from safe house to safe house until eventually he ended up in Paris. In Antony in Paris. He was always instructed to follow a parcel tied to the back of Mr Danton’s cycle. Not Mr Danton himself. And once they had arrived at Mr Danton’s house in Paris Mr Danton went into the building without the parcel. The parcel was still left on the bicycle and a few minutes later came out, picked up the parcel, took it into the house and then dad followed. And that was the time that they could embrace each other because they knew then that they were in a safe house.
SP: So, Carolyn obviously dad’s now in the safe house. Did he talk about what life was like in the safe house?
CP: Yes. He did. He kept a diary while he was there. Life was very mundane. And there was little food. Jam and bread kind of thing. And now and again they used to try and get a cigarette for him because he was absolutely desperate for cigarettes. And then they tried to teach him. They tried to teach him a couple of French words to just to get about and whenever it was a bit safe for them to go out Mr Danton used to take him to the, some of the airfields where the German, the Germans had their weapons and aircraft and say to dad, ‘You make sure that you remember this. That when you get back to the UK and you’re debriefed that you can tell them where things are.’ That kind of thing. Yes. Yes.
SP: So, how did he actually get back to — obviously he was in a safe house.
CP: Yes.
SP: How did he get back in to the UK?
CP: He was, he was in the safe house for over two months. And then there was the liberation of Paris on the August the 24th. Right.
[recording paused]
CP: Yes. On or about the 23rd of June they tried to get dad back to the, to the UK. They were expecting a Lysander aircraft to land on, on a landing strip but they tried a couple of times but it was, they felt it was too dangerous because the Germans were still, still around. So they had to, it was just too risky so they had to abort. They tried to get him out there but eventually he hitched a lift with a war correspondent for the Sunday Pictorial. A Rex North. And they eventually got to Paris. On the way there they were, he was given a bottle of champagne which I’ve, we’ve still got today actually in the house. Undrinkable. Yes. And eventually on the 24th of August he flew back in a Dakota to the French, from the French coast to Hendon. And at that time, after that he was debriefed. He had to go down to London to be debriefed to what he’d seen. And, and that was it.
SP: Did he talk at all about the debriefing? Did he say that was like or —
CP: No. He didn’t. He remembered. He had a marvellous memory. He’d remembered everything he’d seen while he was in Paris trying to help. Trying to help while he was back. No. He didn’t actually. No, he didn’t.
SP: And what happened after the debrief? Did he, what happened to him after that?
CP: Well he, he’d, he was allowed home. One thing. One thing that struck me when I was, I had always been speaking to him over the years was how he didn’t get any counselling and everything. There were so many people killed and he kept asking, ‘What’s happened to the crew? What’s happened to the crew?’ And they didn’t know. Even the crew, years and years later after speaking to the crew’s families they hadn’t known for years, well months, what had happened to them. And he was allowed to go home. Which, he came back to our little village here and, and that was it. He had a couple of weeks here and then he was posted to Scotland as an air traffic controller. So that was the end of his war. Yes. And where he met my mother.
SP: Right.
CP: She was in the RAF as well. She was a WAAF. Yes.
SP: So, obviously they met up in Scotland and then —
CP: Yes. They did. Yes. Yes. They met up in Scotland.
SP: And came back to live in Wales.
CP: Eventually, they did. Yes. They, they got married and always lived in this little village. Yeah. My mother was from Liverpool. Yes. Yeah.
SP: And then what did your father do after the war?
CP: He worked in construction. Working for big machinery. He was offered a career in the RAF as [pause] I think in Canada. They wanted him to be trained in Canada but he wasn’t interested anymore after going through such harrowing experience during the war. He didn’t want anything to do with flying. Yes. So he took a different career.
SP: What about you? How did it affect you growing up with your father’s stories? Was it —
CP: Well, it did. He always, he always, he hid a lot. He always talked about the boys.
[recording paused]]
CP: Yes. Always talked about the boys to our families. And as we were growing up we knew about them even though we had never met them. And when my sister Shirley and her husband had got married they had gone to Europe on their honeymoon and thought they would try and trace first of all the French Resistance families to try and get back in touch again. Which they did. They managed to, to get in touch with the French Resistance. That was in 1977. I think it was 1977. And eventually my dad went over for the first time in 1977 to meet the families of the French Resistance. And ever since, all his life he kept in touch with them. They either came to our little village here to see him or he’d gone back to see them. All always visiting the boy’s graves. By that time he’d known that they perished and they knew exactly where they’d been buried and the stories. The harrowing stories that followed. Yeah. So we did know the boys. And he used to come up with some funny stories about them. Like if he had a date with a WAAF they’d all go to the pictures together [laughs] Yeah.
[recording paused]
CP: Yes. He used to talk, like I said about the boys. One was an avid reader. Always had a book. Even when they went on, on their ops at night and the pilot used to have to say, ‘Put that light off,’ because he had this tiny little light in his, he was a upper-gunner. Just in case he attracted the Germans. And I think the rear gunner used to write poetry. I’m sure dad said he did. They were well educated. Very very well educated men. I think they taught my father a lot because first of all they couldn’t understand him when he joined the crew because he was Welsh speaking all his life. Had a very big accent. Welsh accent. Could hardly speak English to be honest. Yes. And they taught him a lot of culture. Yes. Took him to London on their time off when they had time off. And a few of them used to come to our little village when they, because they couldn’t go back to Australia obviously when they had time off and they used to come to the village here. My dad’s family had met them. Yes. Lovely men.
SP: And you kept in touch you say, with the Resistance.
CP: Oh yes.
SP: Did you keep in touch with the Australian families as well?
CP: Families, as well. Yes. And that, well he hadn’t really because I’m one of eight so during, during his time while we were growing up he had a lot on his hands [laughs] So he, he didn’t have time but as we grew up and we knew about the boys I used to try and say, ‘Oh, do you remember where they came from, dad?’ And all that. Anyway, I think it was in 2004. I think it was 2004 there was a knock on the front door and a man handed my father a letter and left. So he read the letter and it was a member of the crew. It was the Webb family. And they had found out my father, where my father lived, managed to get somebody that was connected to the 97 Squadron website, Ron Evans, to deliver, who lived in Wales, to deliver a letter to dad introducing themselves. Saying that if he didn’t want to get in touch, you know, keep in touch or get in touch with them that was ok. But my father was absolutely thrilled he had their address. They lived in Sydney so, and then we, I was on the internet then so I was able to email them and say yes of course. I think it was 2006 they came over from Australia and spent six weeks in Wales with us here. And that was very nice. And then the McGill family, that was the upper gunner, they came over in, I think it was just over two years ago and we went to the Bomber Command Spire. The unveiling of the Spire. They came and we were in touch and we’re still in touch with them all. Yes. We’re still in touch with the Australians. Lovely people. Send Christmas cards every year. Have letters from them. Yes. Unfortunately, part of, well the Giddings family they’ve, they’ve died. We’ve lost touch there. The Clements family the same. But the Seales we still speak to. The Webbs and the McGills. Yes.
SP: And how important is that to you to keep that contact going?
CP: Oh, it’s very important. Yes. The boys. Memories are still, still there. And actually the, actually both families the McGills and the Webbs we actually went over to France on different occasions to stay with the Dantons and to visit the graves. Yeah. So that they could see where they were. Yeah.
SP: So, we were talking about your father earlier. You mentioned on the day of the final flight.
CP: Oh yes.
SP: For the whole crew.
CP: Yes.
SP: They had certain superstitions. It didn’t feel quite right that day. Do you just want to share that story?
CP: Yes. Yes. They used to, well they used to, you know just before they taxied off for the mission they used to wee on the front wheel. But that particular night three or four WAAFs had come down to the air, airfield to wave them off so they couldn’t carry out the weeing. So that was the night that the plane was shot down so my father felt that if only they’d wee’d. Yeah.
SP: Did you talk about that? Saying that was a superstition that they had.
CP: They all, yes. They always carried it, they did that every time they went on a mission. Yes. But not that particular night. Yes.
SP: Just chatting, is there anything else you feel you want to say about that you haven’t had the chance to say about your father or any, the impact on the family or anything like that?
CP: Well, I think, I think going back to when they used to come back from their missions and then they were always, they always were given a big breakfast. And they’d be sitting there with their cigarettes obviously. And they used to call, they used to have tablets, uppers and downers I think but he never used to touch them. But the coldness of when they used to go into the mess and the fact that their locker had been cleared and as if they had never existed. You know, the crews that had never returned. I just felt that that was very sad and he always used to feel that was very sad. Yes. And the fact that he didn’t know, while he was in France, he didn’t know what had happened to the rest of the crew and he’d asked and asked and nobody knew and it was months later that he did find out and that was so, so sad for him. Yeah. Because they were best of friends. Did everything together.
SP: That’s ok. Alright. Well, I just want to —
CP: Yeah.
SP: Thank you Carolyn very much for sharing those stories and obviously the impact on you as well.
CP: Yes.
SP: So, on behalf of the International Bomber Command Centre thank you very much.
CP: Oh, you’re welcome. Thank you.
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 Carolyn Pritchard
Creator
An entity primarily responsible for making the resource
Susanne Pescott
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2017-08-23
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
APritchardC170823, PPritchardA1701
Format
The file format, physical medium, or dimensions of the resource
00:26:53 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
Royal Australian Air Force
Second generation
Description
An account of the resource
Carolyns father, Arthur, joined the Royal Air Force on his 18th birthday. Following his training as a flight engineer, was posted to RAF Winthorpe. He was allocated to a crew consisting entirely of Australians. In February 1944 the crew were posted onto Lancaster aircraft of 463 Squadron at RAF Waddington. On the 7th May 1944, they were posted to 97 Squadron at RAF Coningsby. It was from RAF Coningsby on their 21st operation on board ND 764, they were shot down 30 miles south of Paris. Carolyn describes in detail the events, from the aircraft being damaged by anti-aircraft fire and then being attacked by a Luftwaffe fighter, to the escape from the aircraft and subsequent contact with French civilians who sheltered him up to his return to the UK after the liberation of Paris in August 1944. Following his return, Arthur was granted three weeks leave. He did not return to flying, instead he retrained and became an air traffic controller. He was posted to Scotland, and it was here he met his future wife. In the 1970’s, whilst on a holiday in Europe, her sister managed to establish contact with members of the French Resistance who had sheltered Arthur. In 1977 Arthur was able to visit them and the graves of his fellow crew who did not survive and remained in contact for the remainder of his life. Carolyn recalls her father describing a superstition the crew used to carry out before each opeion. Each crew member would urinate on the aircraft wheels before boarding. Several members of the Women's Auxiliary Air Force came to wave them off on their last opeion and discretion meant they were unable to carry out their routine.
Contributor
An entity responsible for making contributions to the resource
Ian Whapplington
Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
France
Great Britain
England--Nottinghamshire
England--Lincolnshire
France--Paris
Temporal Coverage
Temporal characteristics of the resource.
1944-02
1944-05-07
1944-08
Conforms To
An established standard to which the described resource conforms.
Pending revision of OH transcription
463 Squadron
97 Squadron
aircrew
anti-aircraft fire
bale out
bombing
evading
final resting place
flight engineer
ground personnel
Lancaster
Pathfinders
RAF Coningsby
RAF Waddington
RAF Winthorpe
Resistance
shot down
superstition
Women’s Auxiliary Air Force
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1288/17230/AHarrisDR190508.1.mp3
6a11b42596b674bae0164350fdeba8e7
Dublin Core
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Title
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Harris, Donald Raymond
D R Harris
Description
An account of the resource
Three items. An oral history interview with Flight Sergeant Donald Harris (B. 1925, 1877136 Royal Air Force) and two photographs. He served as an air gunner on 625 Squadron Lancaster at the end of the war when he flew on Operation Manna.
The collection has been loaned to the IBCC Digital Archive for digitisation by Donald Harris and catalogued by Nigel Huckins.
Publisher
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IBCC Digital Archive
Date
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2019-05-08
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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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Harris, DR
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
HB: Right. This is an interview for the International Bomber Command Centre Digital Archive on the 8th of May 2019 between Harry Bartlett, volunteer with the Digital Archive and Mr Donald Raymond Harris who served in Bomber Command during the Second World War. Well, thank you for agreeing to the interview Don. The interview is taking place at Earls Barton in Northamptonshire, where Mr Harris lives. Right. Don, well like all good stories we start at the beginning so where were you born?
DH: Acton, London.
HB: Right. Oh right, and did you, you went to school there did you? Yeah.
DH: Yeah.
HB: Yeah.
DH: A Common School. A Common School.
HB: A Common School. Oh right. So, you were at that school until what sort of age?
DH: Fourteen.
HB: Fourteen. Right. And so that would be, yeah we would be talking about the year war was breaking out.
DH: Yeah.
HB: Yeah. So, as you came to fourteen did you, did you leave school and go to work straightaway?
DH: Yeah. Yeah.
HB: At fourteen.
DH: Yeah.
HB: Yeah. And what sort of things did you do, Don?
DH: What? Work?
HB: Yeah.
DH: Teaboy.
HB: Right.
DH: Yeah.
HB: Yeah.
DH: Well. That’s, that’s what the official title was. I was the teaboy.
HB: Yeah.
DH: And I had to travel from Acton in London to Slough to go to work. I had to catch a lorry that took me down there with all the men.
HB: Right.
DH: Digging the road up, laying gas mains.
HB: Right.
DH: That’s what my Reserved Occupation was because gas mains were being bombed. Broken. All kinds of things. So we had to go out and repair them. And there had to be a teaboy because you could not allow the men to walk off to get cigarettes or tobacco or whatever else.
HB: Oh.
DH: I had to do it. I had to go and get the men’s, whatever they wanted. They weren’t allowed to leave the job.
HB: Right.
DH: So that was the original.
HB: Yeah.
DH: It was rather amusing in as much that being totally ignorant and fourteen years old I also had to tidy up round the office. There was an office for the ganger and I had to tidy up coke because it spread you know. That kind of thing. And I found a little package about that big. Didn’t know what it was so I took it in to the boss’s office and I opened it and it was all the men’s wages. The stupid agent had hidden it amongst the coke.
HB: Oh dear.
DH: So, I locked the office, went up to see the ganger. What was his name? Dave. No. No. Anyway, the ganger. I went up to him. I just took him to one side. I said, ‘I found a package.’ He said, ‘What?’ I said, ‘I found a package,’ I said, ‘And it’s got all the men’s wages.’ ‘Come with me.’
HB: Right. Yeah.
DH: So, he went there and he counted how many wages there were which was right. He said, ‘Ok.’ He wanted to make sure —
HB: Yeah.
DH: I hadn’t put one aside. But that was some of the interesting things as a very young boy.
HB: Yeah.
DH: At fourteen years old.
HB: Yeah. Who, who were you actually working for?
DH: At that time it was a company called O C Summers.
HB: Right. Right.
DH: That was the name of the company.
HB: Yeah.
DH: Eventually, I mean I got rather well known and when that job finished I came back to London, worked with another ganger in [pause] it was in Shepherd’s Bush. Which is near, well not near but reasonably near home. I could go there by bus. So that was the second one. Then [pause] when that work finished, you know we’d go to another job. And it was then that my brother was reported missing in Burma.
HB: Oh right.
DH: I did get a lot of information because a friend of mine daughter went up to London and got a lot more information about them. He was the 3rd Carabiniers, which was tanks and they did a silly thing. They drove their tank up and they saw a tank, a Japanese tank on its own. And as far as they can learn all the people, there were five, four members of that tank that were captured by the Japs. They don’t know what happened to them. Never found any remains or anything like that.
HB: So, what year would that be Don?
DH: Oh, fairly early in the war.
HB: Yeah.
DH: When they first got to Burma.
HB: Right. Right. Yeah.
DH: That’s when it was. But she got a lot of information. Although they couldn’t find the graves or anything like that they itemised the four people that were missing because that’s, they had to report them missing.
HB: Yeah. Yeah.
DH: They put up a memorial then. I think it was Calcutta. With their names on it.
HB: Right. Yeah.
DH: But that’s all.
HB: Right.
DH: I got to sixteen so it must have ‘39 or ‘40/41 time.
HB: Yeah. Yeah.
DH: Then I decided then that I would want to go in to the Service and the eldest brother was in the Royal Corps of Signals.
HB: Right. Yeah.
DH: He was the eldest.
HB: So, let me just stop you there, Don. So, there’s you, two brothers.
DH: Yeah.
HB: Mum. Dad. Any other family in there? There? Sisters?
DH: No. My sister died before the war.
HB: Oh right. Right.
DH: She was twenty five.
HB: Oh dear.
DH: Yeah.
HB: Yeah. So, yeah. Sorry. So, yeah. You decided that you were going to join.
DH: Yeah.
HB: The Services.
DH: I wanted to join it. Now, there was a unit in Acton, in the school there which, what the devil was the name of the people training for the Air Force?
HB: Air Training Corps.
DH: Yeah. It was. And that was in a big school. High school. Up in there. And I went there once a week. Only to once a week and it was quite interesting because we went through lots of things. Not guns. Not guns.
HB: No.
DH: But radio. Morse Code. All that lot. You know.
HB: Yeah.
DH: So that was interesting. Then I got a letter to report to a place up where the balloons flew from. I can’t get it yet because I do forget.
HB: Yeah.
DH: But anyway —
HB: Oh, well, that’s understandable. Yeah.
DH: Where the in the balloons. We went there and we went through several tests and it came out that I’d remembered some of the Morse Code [laughs]
HB: Oh right. Right.
DH: Anyway, it was a little while later on when I got a letter to report to St John’s Wood.
HB: Right. Yeah. Yeah.
DH: Yeah. Report there. And they entered me as a wireless operator air gunner.
HB: Oh, w/op. Yeah.
DH: And once I got used to being in London the next place I moved to was Bridlington.
HB: Yeah.
DH: Just to make sure I wasn’t near home like.
HB: Yeah.
DH: But I had a sergeant. Brilliant. Blakey. Sergeant Blakey. He was absolutely brilliant. And our particular unit we got the highest recommendations. He was brilliant. Absolutely. Only a small fella but a sergeant and he really was good.
HB: So, was it, was this your, like doing your basic training —
DH: Yeah.
HB: Don.
DH: Oh yeah.
HB: Right. So, so we’d be talking what now? We’d be talking, coming up 1943/44.
DH: Yeah.
HB: That sort of the time.
DH: Yeah.
HB: Yeah.
DH: And we had twelve bore guns shooting out to sea.
HB: Oh right. Yeah.
DH: It was great. And this was the first time in my life I’d ever run six miles. Run. And I had to run from the coast back to my camp. And I thought oh. I laid down on a bed when I got back and I was puffing and at my age I should have been fit. Anyway, that was that. Then I got sent to [pause] oh Christ. A wireless school was at [pause] isn’t it funny? I can’t remember. Big city. Big city and, you know Hartleys Jam and things.
HB: Yeah.
DH: They owned the land that we were on.
HB: Right.
DH: And they said if ever you want to work come and work in the fields with all the fruit —
HB: Lovely.
DH: Got paid.
HB: So that, so that would be [pause] was that north? Did you go north?
DH: No. Never.
HB: Or, I’m just trying to place because there were one or two wireless schools.
DH: Yeah.
HB: Knocking about.
DH: Yeah. No, that was [pause] Hereford.
HB: Hereford. Right. Yes. Yeah.
DH: Hereford.
HB: Yeah.
DH: And while I was there I got ill and of course the sick quarters was well, kind of a hospital. Kind of. But the girls who were nurses only went for the officers. And then they sent me to a hospital. Credenhill Hospital. I’ve remembered that right down to the last word. The nurses there were like lady so and so.
HB: Oh.
DH: Oh yeah. And they were really good. They were good. And I met another bloke named Don and we both could play darts.
HB: Oh, right. Yeah.
DH: And we used to go in to town, go in to a pub. That was our first shall we say attempt of them getting their beer for nothing but instead of that we both could play darts.
HB: Right.
DH: And so we didn’t buy a pint. They did. Yeah. No, this is all reacting because I was ill. I really was. How I got to the hospital I don’t know. I was out.
HB: What did you have? Did you have some sort of pleurisy? Or —
DH: Cold and chill and something else.
HB: Yeah. Yeah.
DH: It was all luck. And that, then I went back to the school. You know the —
HB: Yeah. The wireless school.
DH: Went to see the officer in charge and I said, ‘We’re not getting anywhere.’ I said, ‘Nobody is wanting wireless operators. There’s plenty of them.’ There was. I said, ‘I want to remuster. Air gunner.’ He said, ‘Yeah. If you wish to do that we could do it.’ So I remustered as an air gunner. And do you know what they stamped on my docs? Lack of moral fibre. Yeah. If you found my documents you’d find it’s got, “Lack of Moral Fibre,” on them because I remustered. I remustered to a more dangerous bloody job.
HB: Yeah.
DH: Anyway, I wanted that and they sent me to the island at the beginning of the Thames.
HB: Sheppey.
DH: Sheppey. Which was a Fighter Command. They sent me there. They were Typhoons, Tempests. That’s what they were and they used to start them with a long cartridge. They’d be turning it over with the battery and then he’d fire it which would kick the engine over and start.
HB: Yeah.
DH: Well, the engine was a Napier. Made by Napier’s anyway and oh they were powerful things. God, they were powerful. It only took a very short distance to take off.
HB: Yeah. Yeah.
DH: And it was really, talk about noisy. Christ. Totally different to the Spitfire.
HB: Yeah. Yeah.
DH: Totally different, but it was good. So, from there I was sent to Bridgnorth.
HB: Were you? Yeah.
DH: Bridgnorth was a Gunnery School and there we did all the necessary flashlights and bit of this and bits of that and stripped the gun down and put it back. But it was just right. I liked it. I really did. And anybody that didn’t read the Morse Code with the lamp didn’t get in.
HB: Right.
DH: I did. I could read it easy. It didn’t make any difference. So, I finished there and sent me home. Home.
HB: Right.
DH: Until I got a summons to go to Aylesbury.
HB: Yeah.
DH: There was a main aerodrome and a sub. A little one.
HB: Yeah. Little satellite. Yeah. Yeah.
DH: Yeah. And we were in Wellingtons. Lovely aircraft but a bugger to fly and even at one time the skipper, who was, who was New Zealand, he called me up from the turret, ‘Come up and help me.’ So of course, I went up there and said, ‘What’s the matter, skip?’ He says, ‘Help me push this bloody thing down.’ [laughs] Because Aylesbury is all hilly.
HB: Yeah. Yeah.
DH: And the draught coming up was coming up and lifting us instead of going down.
HB: Oh dear.
DH: So I got in to the co-pilot’s seat and shoved it and we got down.
HB: Was this, so this was an Operational Training Unit.
DH: Oh yeah.
HB: Yeah. Yeah. Yeah.
DH: Yeah. Well, we used to have to turn the engines over by hand.
HB: Yeah. Yeah. How did, how did you get in to a crew there? Did it —
DH: When we went to the main aerodrome.
HB: Yeah.
DH: There. We got all the crew sorted out. We didn’t do it.
HB: Oh right.
DH: They did it.
HB: Right.
DH: So, the pilot was New Zealander. The bomb aimer was New Zealander. The wireless operator was Irish. Irish. Not Northern Ireland. Irish. Our mid-upper gunner was Scotch. Bob. I even remember where he lived. Edinburgh. The main road. That’s where he lived. And me. So that’s six of us. We hadn’t got the engineer.
HB: Yeah.
DH: And we went oh several times. We went over, we had to fly over London to let the air people shoot at us. But they were told to shoot low [laughs] and also the searchlight.
HB: Oh right. Yeah.
DH: Because the searchlights taught them and us.
HB: Yeah. Yeah.
DH: And then we flew back to Aylesbury. That’s where we were going. So we landed at the auxiliary aircraft because the other place was busy. We landed and we, you know that type of aircraft the Wellington was kind of a big aircraft. But it’s also marvellous for keeping flying even if it had got a hole in the side, you know.
HB: Yeah.
DH: And all of a sudden we got a warning and all the lights went on. Americans landed because they couldn’t land at their aerodrome so they could land at ours and of course they’d got all these big fur coats and Christ knows what else on. Oh, and they were, got their big aircraft with four engines, you know. All this. A couple of the English blokes there said, ‘Yeah. You go underneath our wings, don’t you?’ Almost caused a fight but never mind. From there we went to just north of Stamford. There was an aerodrome on the farm land that done it and they had Stirlings. Bloody great things. Seventeen foot to the bottom of the aircraft. We weren’t interested in that. We transferred from there to Lancasters and we were trained on the Lancasters. Now —
HB: Can you can you remember what that airfield was? Was it Woolfox? No.
DH: It was about three miles outside Stamford.
HB: Right. Yeah.
DH: On the main road by the way. A1.
HB: Yeah.
DH: And the airfield was on the right, and we had interlopers follow our aircraft in and they bombed the bloody girl’s place. WAAFs. Killed a lot of them.
HB: Oh dear.
DH: But anyway, that’s good. We did further training and for the skipper’s point of view nobody else. Him and me. And we practiced corkscrewing.
HB: Yeah.
DH: Do you know what that is?
HB: Yeah. Well, you. You tell me what it is.
DH: Well —
HB: I presume you were a rear gunner.
DH: Oh yeah.
HB: Yeah.
DH: We took off. Got up to a height and then we were looking for fighter. And it was there was the fighter. The skipper said, ‘Can you see what it is?’ I said, ‘Yeah. A Spitfire.’ [laughs] So, he said, ‘Right,’ he said, ‘So, is he within range?’ I said, ‘No. Miles away.’ It was amazing I could recognise it. Anyway, all of a sudden I saw this Spitfire getting closer and closer and when it got to about six hundred feet I said, ‘Corkscrew port go.’ And of course, where does the tail go? Voom.
HB: Straight up in the air.
DH: Straight up [laughs]. And I had a camera.
HB: Yeah.
DH: On the guns and I followed it to the word. Down, port, up starboard oh. Got a complete film. Complete film. So the Spitfire broke away. Waggled to say good. And that was it as far as I was concerned. And then we got back, landed and that afternoon of course the cameras went in to the photography department and they, we got a call over a tannoy, ‘Warrant Officer Mitchell and crew attend the Photography Unit.’ I thought oh, I must have made a mistake. Instead of that the bloke that did it, it was an officer and he said, ‘Watch it.’ He said. It only goes for a short while because you’re down. Up. Up. Up. You know. So we did. The film was absolutely perfect.
HB: Oh right.
DH: And this officer turned around and he said, ‘You’ve got one of the best gunners that I’ve tested.’ He said, ‘That pilot was dead from the first shot.’
HB: Really?
DH: Yeah. I thought well that’s —
HB: Yeah.
DH: And then we had the other test to show that we were fit for action. It was, you know, the usual things. Aircraft recognition.
HB: Yeah.
DH: How to load your guns and all that kind of thing. And then we all had to attend a meeting with the people who were in charge of all of that and he said, ‘We’ve got some good results.’ What was he? A squadron leader, I think. And he said, ‘We’ve got some exceptionally good people.’ So, he said, ‘136.’ I said, ‘Yes.’ ‘You’ve got nineteen and a half points.’ I said, ‘Out of how many?’ ‘Twenty.’ Nineteen and a half out of twenty. And the one thing I forgot. Where [pause] you know how the bullets go down a tray.
HB: Yeah.
DH: Into the turret. Up into the guns. Right. Now, when you stop these continue to run.
HB: Yeah.
DH: So something has got to stop them. At the bottom of the tray here there’s a hole like that which just fits the bullet. So it goes into that hole and it stops running.
HB: Right.
DH: And that’s what I missed.
HB: Oh.
DH: And my mid-upper gunner got nineteen. Just shows you doesn’t it?
HB: That’s, it’s still pretty good.
DH: To me it was of interest because I wanted to be perfect as a —
HB: Yeah.
DH: It’s a, I’m a defender.
HB: Yeah.
DH: You know. So, we did. It was good.
HB: Yeah.
DH: And then from there I went to oh I can’t remember the name. I did tell you.
HB: Was this being posted to a squadron?
DH: Yeah. 625.
HB: 625, yeah.
DH: Which was, come on. It’s six miles outside. North of Lincoln. It’s a permanent station.
HB: At Scampton.
DH: Scampton.
HB: I wasn’t supposed to help you there but —
DH: No.
HB: I thought I would.
DH: Yeah.
HB: Being as you got nineteen and a half for your gunnery I thought I’ll let you have that.
DH: Yeah. Yeah. We were Scampton. We did. We did. I’ll tell you what I liked about what we did. I’m not talking about killing people I’m talking about what I liked. We flew to Holland. Instead of bombs we had sacks of food.
HB: Yeah.
DH: Marvellous. I was so pleased to see that.
HB: Do you remember what that operation was called?
DH: Yeah. Because we had to follow the sign on the, painted on the roof of the hospital. And it was two fields beyond and we had to drop the food there. One silly pilot flew underneath another one and when [laughs] it went straight through the cockpit.
HB: Blimey. Yeah.
DH: Flew. Flour everywhere. Daft.
HB: Did you know that was called Operation Manna?
DH: No.
HB: Manna from heaven.
DH: No.
HB: Yeah.
DH: I know I liked it. We were only a hundred feet high.
HB: Yeah.
DH: And as we flew along, I mean the roads and everything else I got a clear view because as you know there was no back in the turret.
HB: Yeah.
DH: I was amazed to see this German and a machine gun but he wasn’t anywhere near it. He stood well back.
HB: Yeah.
DH: And when I looked at him I thought Christ he could only be fifteen. Fourteen. Fifteen. And we were told not to get near the guns. Good job because I mean we were all loaded.
HB: Yeah. Yeah.
DH: And we flew back over the sea at a hundred feet. I didn’t like that.
HB: No. I can imagine.
DH: No. Not really.
HB: Yeah.
DH: It was alright but I mean we trusted the skipper obviously but I just didn’t like it. It was too near the sea.
HB: Yeah.
DH: Which is going to, but no. They said we mustn’t fly.
HB: Had you actually flown any night operations before that, Don?
DH: We were on the battle order two or three times.
HB: Yeah.
DH: But we didn’t go. We went out to the aircraft. Went to the nice little café in the middle of the airfield. You know where I mean?
HB: Yeah.
DH: And it was nice because we got eggs and bacon and a few —
HB: Who was running that café? Was that —
DH: Yeah. Lovely.
HB: Was that the WAAFs running that or —
DH: No.
HB: No.
DH: No. The Air Force.
HB: Yeah.
DH: They ran that.
HB: Yeah.
DH: It was really nice. It really was. We thought we would get a call in a minute which you were liable to do. If you get one of the others calling with the breakdown of engine or whatever else then we would have gone.
HB: Yeah.
DH: But I think we, four, four times. Yeah. And that was at Scampton.
HB: Right. Right. So you were, you were like the reserve group.
DH: Yeah.
HB: Ready to fill in.
DH: We were the first reserve. Yeah.
HB: Yeah.
DH: But that’s what they said when you said you were on the Battle Order. You are. You’ve got to obey whatever. Another thing we did there was when the, when the troops were advancing over in Germany and France and Belgium directly they got to this Air Force place. Well, it became an Air Force place. It was Belgian place. We were told to go there, land, switch off your engines. Switch off.
HB: Right.
DH: Yeah. Because there were still some bomb holes in the [laughs]and they were filling them in quick.
HB: Yeah.
DH: And we were bringing in prisoners of war home. And we brought them to England.
HB: Yeah.
DH: Buckinghamshire, I think somewhere. And then we flew home.
HB: Right.
DH: And we did that twice.
HB: So you, so you flew from Scampton.
DH: Yeah.
HB: You flew over to Belgium.
DH: Yeah.
HB: Parked up if you want to call it that.
DH: Yeah.
HB: And then how would the prisoners of war arrive?
DH: Oh, they were there in, this was the stupid part. They were there and they had fed them. Fed.
HB: Oh.
DH: Yeah. You can imagine. They fed them beautiful meals and when we got them on board. Oh —
HB: Yeah.
DH: It was a bit rough. But anyway, we got them home. Directly we landed in Buckinghamshire somewhere and unloaded them. Then we flew back. And then they had the job of cleaning the aircraft.
HB: Who? Who cleaned the aircraft?
DH: Ground crew. Yeah. They had power hoses and everything.
HB: Yeah.
DH: But there again at least we got some of them back home.
HB: Yeah. Yeah.
DH: We then got orders to move to [pause] I can never remember the name. I wasn’t there long. Where the bombers are? Where you went.
Other: Coningsby.
HB: Coningsby.
DH: Coningsby. We got there. We were just getting settled in and what’s the squadron? 97? [pause] And about three days later we were called into operations room. We had to fly to Italy.
HB: Yeah.
DH: And we went. There’s two areas which we could have gone to. But the one we chose was at the foot of Vesuvius. Right at the foot. We landed at Naples Airport but we couldn’t take off because the runways weren’t long enough with a load of people on board.
HB: Oh.
DH: We were —
HB: So this was all still part of Operation Exodus.
DH: Oh yeah.
HB: Bringing the prisoner of war home.
DH: Yeah.
HB: Right.
DH: But those there were mainly officers.
HB: Yeah.
DH: What was it called? Lamy? Lamy camp?
HB: Could be. Yeah. Yeah.
DH: Yeah. I think it was.
HB: Yeah.
DH: And they were nearly all officers. So —
HB: This is, this is still in Lancasters.
DH: Oh yeah.
HB: Yeah. Yeah. Yeah.
DH: Oh yeah.
HB: Yeah. Yeah.
DH: The dodgy bit was with a load of people on board. As the gunner it would have been my job to dash about with an oxygen mask for each one to have a puff. But I never made it. I was ill.
HB: Right.
DH: Yeah. I went into this hospital in [pause] just south of Naples. It’s a little place. And I was in there for two or three weeks. When I came out I went and saw the sergeant that was in charge of getting people home and I said, ‘Right. When can you get me home?’ I said, ‘My skipper’s gone.’ I said, ‘He’s already taken off.’ Because the Yanks came and right at the end of the runway was trees.
HB: Yeah.
DH: And I’m afraid their big load of stuff took off and they had all the trees [bulbed] out and the runway lengthened.
HB: Oh right.
DH: So that they could get off.
HB: Yeah.
DH: It’s purely luck. Not anything else. It was warm.
HB: Yeah.
DH: Naples.
HB: Yeah.
DH: Warm. Christmas time. And we had our Christmas dinner in the palace at Naples.
HB: Oh right. Yeah.
DH: Yeah.
HB: Yeah. What rank were you at this stage?
DH: Flight sergeant.
HB: You were a flight sergeant. Right. Yeah.
DH: Nice. Everything. Then they said, ‘You’ve got to fly.’ ‘Oh,’ I said, ‘Good.’ So, I said, ‘What do you want me to do?’
HB: ‘Act as a rear gunner.’
DH: I said, ‘Well, I won’t act at it,’ I said, ‘I am one.’ So, he said, ‘Oh. Alright.’ So, he said, ‘Well, you’ve got to look after the men on board.’ Twenty. Twenty men. Apart from the crew, you know.
HB: Yeah.
DH: We couldn’t take more than that because we had to go over the Alps.
HB: Oh yeah. Yeah.
DH: The air is different.
HB: Yeah.
DH: So, we did go over the Alps. And it was a bit of job to go amongst all the people so I got the mid-upper gunner to do the same for the other ten. So I did ten and he did ten.
HB: Right. This was with the oxygen.
DH: Yeah.
HB: Yeah.
DH: Well, up there over the Alps there is no oxygen, virtually.
HB: Yeah.
DH: So —
HB: So, did they give you extra oxygen bottles for them? Or —
DH: Oh yeah. Portable ones.
HB: Yeah. Yeah.
DH: Or you could plug it in where ever you had it.
HB: Yeah.
DH: Where the hospital bed was, you know.
HB: Yeah.
DH: There was one there.
HB: That’s up, so that’s up by the main spar.
DH: Yeah.
HB: Going through. Yeah.
DH: So, you’d got all kinds of things that you could use. But we did. We got over the other side of the Alps and we came down to a nice level. Twenty thousand was nice. And we suddenly got a broadcast. The skipper, we still had plug in and this skipper whoever he was, and I’ve still no idea who he was said, ‘We’re not going home.’ I said, ‘What?’ ‘No.’ He said, ‘Fog in England. Covered in fog.’ So we couldn’t land. I knew we could if we’d have gone on FIDO.
HB: What, what was FIDO?
DH: Fog dispersal. They had the runway covered in a pipe with loads of holes and big huge tanks of petrol and they pumped it through and lit it and that just lifted the fog. Very dangerous if the skipper wasn’t alert because the heat from the [pause] would lift it.
HB: Lift the aircraft. Yeah.
DH: Anyway, that, we didn’t go. So we had to land in southern France. Now that was not popular. We landed. We were told to switch off the engines and sit in the aircraft. Not leave it. That was the Frenchmen. Well, didn’t like that.
HB: Yeah.
DH: We were fighting for them as well. Anyway, we sat there and it must have been about midnight I think because we took off at 9 o’clock in Italy.
HB: Yeah.
DH: When we got down in France as I said we sat there and then we got clearance from England.
HB: Yeah.
DH: So, the engineer went out, primed the engines, started them and we took off and we landed somewhere near the Wash. Well, that’s where FIDO is.
HB: Oh right.
DH: Yeah. I mean it was quite interesting actually to know that we couldn’t use FIDO. Mind you it would have used a hell of a lot of fuel.
HB: Yeah.
DH: It gets pumped through at a hell of rate.
HB: Yeah.
DH: But we knew all about it because we were told about it. We couldn’t train on it but we were told about it and it was quite interesting but then I wasn’t at my aerodrome.
HB: No. Of course not. No.
DH: The people there were looking at it. How can I get home? And suddenly this officer came and he said, ‘I’ve just been brought down here by a vehicle. He’s going to go back. Not quite to your aerodrome but he will take you there.’ I thought oh thank God for that. You know.
HB: Yeah.
DH: And we went up through Boston. Lovely.
HB: Yeah.
DH: What was that? Bloody hell. What was that station? Dogdyke.
HB: Yeah. Yeah. Yeah.
DH: What a name for a station. Dogdyke.
HB: Yeah.
DH: That’s the station’s name. So, we went back there. I said, well I’ll need a bed.
HB: Just bear with me a second, Don. I’ll just pause this a second just while the tea —
[recording paused]
HB: Right. We just turned the tape back on after we’ve been provided with tea and biscuits. So, we’ve got these officers from Italy. We’ve come back and we’ve landed.
DH: The van.
HB: At Dogdyke.
DH: It was a van.
HB: Yeah.
DH: Took me right back.
HB: Took you all the way up to Dogdyke.
DH: Yeah. They took me to the entrance.
HB: Right.
DH: Yeah. Yeah. I walked in. Well, I didn’t walk in. They, I got stopped at the gate but when I said who I was and what I was. ‘Oh,’ he said. ‘Yeah. The adjutant wants to see you.’ So, I thought how did he know I was. I thought to myself they must have told him in Italy. Anyway, I said, ‘Well, it’s a bit late now. I doubt very much if he’s there.’ So, I said, ‘Is he still there?’ ‘No.’ I said, ‘Well, I’ll need a bed for tonight.’ The bloke said. ‘We’ve allocated you one already.’ So I went there and evidently it was a new crew that had just, there was a spare bed.
HB: So, I bet you were popular.
DH: Well no. There was a spare bed. I don’t know why. But anyway. I went to bed and I did sleep. I really did sleep. I didn’t know what was going on. The next bed to me the bloke said, ‘You were dreaming.’ I said, ‘Was I?’ He said, ‘Yeah.’ He said, ‘And it sounded pretty bloody awful.’ ‘Oh.’ I felt alright you know.
HB: Yeah. Yeah.
DH: Anyway, I got up. Got dressed. Went to see the adjutant. What’s going on. I didn’t know then so I said, ‘You wanted to see me sir.’ ‘Yeah.’ ‘Alright. What’s going to happen because my crew’s not here.’ He said, ‘No. They’re on your way to New Zealand.’ I said, ‘What?’ ‘Yeah. Two have gone to New Zealand, one’s gone to Edinburgh, one’s gone to Ireland, the other one to London.’ I thought, ‘Oh.’ ‘Yes,’ he said, ‘And you are on your way to Uxbridge. Do you know where it is?’ I said, ‘Oh, yeah [laughs] Do I know where it is?’ So, I said, ‘Why am I going now for?’ ‘Demob.’ ‘Oh.’ ‘You sound surprised.’ I said, ‘Well, I am. I like the Air Force.’ ‘No,’ he said, ‘You can’t.’ Just like that. He said, ‘You’re going. In front of me are all your train passes. All your leave passes. And you will be going to Dogdyke Station.’ That’s why I remembered it.
HB: Right.
DH: So that I had to go from there to Boston. Train to London. Get another train from there to Uxbridge. You get out at Uxbridge and there would be a vehicle waiting for you. It was well organised. It really was well organised. I mean that. Everything was like he said. Got to Uxbridge. Looked. There was a vehicle. I said, ‘Where are we going now?’ ‘Oh, Wembley.’ ‘What for?’ He said, ‘Demob.’ I thought, Christ. They’ve done that all in the time that the phone message going from Italy. Now, that is some organisation.
HB: Yeah.
DH: Bloody well is. Really is.
HB: Yeah.
DH: And of course, when I got to Wembley they were ready for me. Gave them my paper. I got my shoes [laughs] blue suit, shirt, tie. All complete. Everything was there.
HB: What did you have? Did you have a cap or a trilby hat?
DH: Trilby.
HB: I thought. Yeah. Trilby.
DH: And that was it.
HB: Yeah. After those years that you’d spent just finished.
DH: Yeah. No, they, once he said, ‘You’re going back,’ I knew what he meant because obviously the amount of damage created by the bombs was tremendous in London and that’s where we worked.
HB: Yeah.
DH: Oh Christ. We even laid a main on top of the pavement. On top of it. To pump water because water mains down below were broke.
HB: So how quick did you go back to doing your job from being demobbed?
DH: Straightaway.
HB: You didn’t have any leave or anything or —
DH: Oh no.
HB: No.
DH: No.
HB: Right.
DH: Straightaway.
HB: And did you go back to, was it OC Summers, was it?
DH: Yeah.
HB: You went straight back to them.
DH: Yeah.
HB: And they, had they kept your job for you?
DH: Oh yeah.
HB: Yeah.
DH: They had to.
HB: Yeah.
DH: So then —
HB: So, what job did you go back to, Don?
DH: As a joint maker.
HB: Right.
DH: A joint maker. It’s one that the sockets and spigots enter one another and then you put yarn in and then you run hot lead in. And then you set it up.
HB: Yeah. Ok.
DH: Good. It was very very complicated. I used to go with a ganger and then they’d come and get me to take me to another ganger to run his joints for him.
HB: Yeah.
DH: And then go back to it.
HB: Yeah.
DH: Like that.
HB: So, what, what year would this be then, Don?
DH: The end of the war.
HB: ‘45/46.
DH: Yeah ’46.
HB: ’46. Yeah.
DH: Yeah.
HB: Yeah. Can I just take you back a little bit, Don?
DH: Yes. Yes. Yes.
HB: You know, before you joined you were in Acton. You would have gone through the Blitz.
DH: Oh yes.
HB: And your family. You had bombing around Acton.
DH: Yeah. We had a bomb in the bottom of the garden [laughs].
HB: In the bottom of the garden.
DH: Well, I had a big garden.
HB: Oh right. Well, yeah.
DH: We had a long garden.
HB: Yeah.
DH: It must have been about a hundred feet long. Something like that.
HB: Yeah.
DH: And the bomb was at the bottom. It did kill a boy. Sixteen year old in the house opposite [unclear]
HB: Yeah.
DH: He got caught, you know.
HB: Yeah.
DH: Terrible. Yeah. I was there when the fires were roaring like hell. A big red glow in the docks.
HB: Yeah. Yeah.
DH: Yeah.
HB: And so, so obviously you’ve come through that. Did you actually ever fly a live, I’ll call it a live operation to actually drop bombs?
DH: No.
HB: Right. Right. So, you come towards the end of the war. You’re what by now? You’re nineteenish. Twentyish. What about girlfriends?
DH: No.
HB: Social life.
DH: Not interested.
HB: Did you not have a social life in the RAF?
DH: No. The only social life was in a pub in Lincoln.
HB: Right. Right. Right. Yeah.
DH: And it was in the cattle market. There used to be a cattle market.
HB: Yeah.
DH: There was a cattle market in Lincoln and there was a pub in the cattle market.
HB: So, yeah, so you come to the end of the war. You’ve gone back to OC Summers and you’re now doing a jointer, a jointer’s job and did you, did you just carry on with them then?
DH: Them. Yeah. For forty years.
HB: Forty years.
DH: Yeah. Because they count service as working for them.
HB: Yeah. Yeah.
DH: That was, oh before, before the forty years I was made a ganger and I went in to a gas works which I never expected.
HB: Oh right.
DH: Because that was a vastly different type of job. You do all kinds of heavy lifting. Crane work and everything else.
HB: Yeah.
DH: Now, I was the ganger there. The original ganger was ill and died and I took over.
HB: Right.
DH: Directly I took over they started to do big work. I ended up with, you know twenty five men doing different jobs.
HB: Yeah.
DH: I couldn’t cope because I couldn’t be everywhere at once.
HB: No. No.
DH: So, I asked the governor who I knew personally, I asked him if he could get me some men with knowledge. And one of the men he sent in was a ganger that I worked for.
HB: Yeah.
DH: And he came, he came in and he says, ‘Hello Don.’ I said, ‘Hello,’ I said, ‘Christ, I haven’t seen you — ’ because he was very experienced. And he said, ‘Yeah,’ he said, ‘Don’t let it worry you.’ He said, ‘You’ve got the responsibility. Not me.’
HB: Yes.
DH: See. And he was a very nice bloke.
HB: Yeah.
DH: He really was.
HB: Yeah.
DH: I mean, we used to go fishing together. We went, particularly when we worked night work I drove him home in the morning and then we’d drive out. —
HB: Oh right.
DH: And go fishing.
HB: Yeah.
DH: Anyway, Sammy Jefferies his name was. A really, a nice bloke. And he was [pause] amazed at the work I was doing. We had a forty eight inch main, gas main which gathered all the gas out the tanks into pumps, in to a main and so forth. And I had to cut a bit out of the gas main. We used to cut. Put a collar on and then put another bit of pipe in and draw the cord up. And that’s the first forty eight inch joint I’d run.
HB: Right.
DH: And what we had to do was we had a twelve inch ladle. Twelve inch. Quite deep. We filled that up first and then one bloke stood there, one bloke stood there with another nine inch ladle to top me up if I said so. Because if I couldn’t see that we were going to run it we could run out of lead so we pulled it in to my ladle and then I ran it.
HB: Yeah.
DH: So we did it. And the senior engineer in the gas works he had done a bit of district work, what we called district work and he stood there the whole time that I got it apart. Because we put gas bags up the main.
HB: Yeah. Yeah.
DH: To stop gas coming through. Well, we shut the valves but I mean —
HB: Yeah.
DH: If they leaked.
HB: Yeah.
DH: And that was me. I came. They took me out of the works, Summers and put me in charge of a gang that’s going on holiday. A gang of men. So, I did that. Then they sent me to another one by St Pancras Station where there was a T-junction. And the lid was around but it was leaking bad. So the main there was eighteen. Eighteen. Eighteen inch. What I had to do was shut it off. So I ordered twenty four inch bags to put in there so that a twenty four inch bag would fill it.
HB: Yeah. Yeah.
DH: Up.
HB: Yeah.
DH: Take the lid off. Re-drill it. Put new bolts in. Whip it out. And put it in. You’d be surprised. It’s really quite a technical job.
HB: I wouldn’t be surprised. I’d be terrified.
DH: Bloody hell. But after I’d been there for forty years John Laing —
HB: Yeah. Yeah.
DH: Bought Summers because we were making money. So, they bought OC Summers. I lost [pause] well, twenty one years pension because Summer’s pension wasn’t as active to buy me equipment.
HB: Yeah. Yeah. I see what you mean. Yeah.
DH: So this posh speaking man from Laing came down to one of Summer’s depots which I was then responsible for all depots and he came down and he said, ‘Well, I’m afraid this is what is going to be.’ I said, ‘No. It isn’t.’ I said, ‘You’ve knocked twenty one years off my pension,’ I said. ‘And that’s not on,’ I said, ‘And I’ve got with me several agents who have got over twenty years on sites and I want twenty years pension.’ He said, ‘Are they the agents that’s running the area?’ I said, ‘Yeah.’ And he said, ‘Oh, I’ll have to see what I can do.’ And if they all packed up the jobs would stop.
HB: Yeah. Yeah.
DH: And eventually he came back and he said, ‘We’ve made arrangements that when you do get to retirement we will give you a gift of money to go in to your pension. Not to you. To the pension.’
HB: Right.
DH: No.
HB: Yeah.
DH: Actually, they did. I did do well in a way. The firm because the old managing director came with the job, got six thousand pound.
HB: Right. Right.
DH: When you put it in the figures to get six thousand pound like that meant a little bit each month. Only a little bit.
HB: Yeah. Yeah. Yeah.
DH: But there you go.
HB: Yeah. So, so you’ve, we’ve gone up to retirement. But you must have got married at some stage.
DH: Oh yes. I did. Oh yes. She was a typist in the gas works.
HB: So that would be, what? Nineteen —
DH: Oh God.
HB: Fifty something.
DH: A bit later than that I think. Well, you can work it out if you like. I didn’t get married until I was thirty eight.
HB: Oh right. Right. So you were thirty eight. Right. Well, yeah. Yeah. That’s, yeah, yeah so you —
DH: My wife.
HB: You were well on. Yeah.
DH: Yeah. And because I’d lived in a house all my life I could not live a flat.
HB: Yeah.
DH: And she had three boys.
HB: Oh right. Right.
DH: Eighteen, sixteen and fifteen. And I said to her, I said, ‘I can’t live in a flat.’ She said, ‘What are we going to do?’ I said, ‘We’re going to buy a house.’ She said, ‘We haven’t got any money.’ I said, ‘I know we haven’t.’ I said, ‘But I know what I’m doing. We’ll go and find a house first. Then we’ll go to Lambeth Borough Council and because this is a flat owned by Lambeth Borough Council they’ll willingly give us the money so that we get out.’
HB: Right. Yeah. Yeah.
DH: It’s true. That is what they did.
HB: Yeah.
DH: And then the first house we bought was in Mitcham, Surrey and it was six thousand pound [laugh] And don’t laugh but that six thousand pound.
HB: Yeah.
DH: But that was a hell of a drain on the money.
HB: Oh, it would have been yeah in those days. Yeah. Yeah.
DH: So, yeah and then the firm decided to make me the depot manager of Watford.
HB: At Watford. Right.
DH: Yeah. But on condition I moved.
HB: Right.
DH: Because I had to be near it because we were on duty day and night. Still mending gas mains.
HB: Yeah. Yeah.
DH: So, the pleasant surprise was that it was the firm’s solicitor that dealt with the sale. That means that they paid.
HB: That saved you a few pounds that way. Yeah.
DH: Oh yes. Yes.
HB: Right.
DH: So, we lived in Bushey Mill Lane, Bushey. We lived in there for quite a long time.
HB: Right.
DH: I don’t know how long. Graham would probably tell you.
HB: Yeah.
DH: And we bought a house in Slip End which is near Luton.
HB: Right.
DH: Lovely house. Beautiful house. It was ideal. The first job we did was have double glazing.
HB: Because of the airfield. The airport. Yeah.
DH: Yeah. That was the first job. And unfortunately, she didn’t like it.
HB: Oh dear.
DH: It was a lovely house. You remember it. You liked it didn’t you?
Other: What I remember of it. Yeah.
DH: It was a really nice house. Four bedrooms. About two garages. Lovely. Anyway, she didn’t like it. Move. So we had to find somewhere to move to. So we moved to Sawbridgeworth.
HB: Yeah.
DH: So that is three miles north of [pause] Oh God. Shopped there long enough. Harlow.
HB: Yeah.
DH: Yeah. So, it wasn’t far from Harlow. Three miles. But it was a lovely little village.
HB: Yeah.
DH: Beautiful little village. And it had a direct train line to London.
HB: Yeah.
DH: Which of course is a benefit.
HB: Absolutely. Yeah.
DH: Yeah.
HB: Yeah. So you, so we’ve got we’re sort of coming to the end of that part. Just take you right back. Right back. Just something that’s sitting in my mind. When you went, when you did your training and you ended up at the Radio School at Hereford.
DH: Yeah.
HB: You, you were actually doing wireless operator training.
DH: Yeah.
HB: Operator training.
DH: Yeah.
HB: Did you do any air gun training at all there?
DH: No.
HB: No. So you were doing your wireless operator with a view eventually like a lot of them did you would go wireless operator and then you’d do an air gunner course and then you’d be wireless operator air gunner. Right. So I’m about right thinking like that. When they, when you said it’s not, you know it’s not working for me. I’m, you know I’m not happy with it. Did they ever give you a reason why they put it down as lack of moral fibre?
DH: No.
HB: They never gave you a reason.
DH: Never. I didn’t know they did it.
HB: Right.
DH: Until somebody found out for me.
HB: Right. Because were you keeping a logbook or a diary at the time?
DH: No.
HB: No? How strange.
DH: Yeah.
HB: How strange.
DH: No. It’s, it’s stamped across my documents. Where every they are or whatever they are.
HB: Right. That’s [pause] yeah I’ve, it’s just it suddenly, suddenly came to me. I’ve just never heard of that before. Ever. But then to become a rear gunner on a Lancaster. It’s a little bit contradictive to some extent.
HB: Yeah.
DH: Well, look I think we’ve come to a sort of a, bit of a natural conclusion, Don and thanks ever so much for tell me that to consider, considering that before we turned the tape recorder you said you thought that you wouldn’t be able to remember anything I think you’ve done really well. I really do. I think you’ve done well. And it’s, and it’s interesting that you’ve done Operation Manna feeding the Dutch, you’ve done Operation Exodus bringing the prisoners of war back because people only ever think of the Lancasters steaming off in to the night dropping bombs and like you say they were the humanitarian side of it.
DH: Yeah.
HB: As well. Yeah.
DH: I think that’s important.
HB: It is. It’s very important.
DH: And when you look at it the ones we picked up in Belgium some of them were ex-RAF.
HB: Yeah. Yeah.
DH: It’s inevitable isn’t it really when you think about it because the planes came down.
HB: Yeah.
DH: And they were put in the prison camps.
HB: Yeah. You were bringing your own home. Well, Don thank you ever so much and we are going to stop the recording because it is nine minutes past four and I think you’ve done an exceptional job, Don and thank you very much. Very useful.
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 Donald Raymond Harris
Creator
An entity primarily responsible for making the resource
Harry Bartlett
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2019-05-08
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AHarrisDR190508
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
Format
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01:20:56 audio recording
Description
An account of the resource
Donald was born in Acton, London. He stayed at school until he was fourteen and then worked as a tea boy/general help for O. C. Summers, a firm that laid gas mains in Slough. When that job ended, he worked for another ganger in Shepherds Bush. Soon after he heard that one of his brothers was missing in Burma.
When Donald was sixteen, he joined the local Air Training Corps and later went to St. John’s Wood, where he was entered as a wireless operator / air gunner. He did his basic training at RAF Bridlington and was then posted to a wireless school in Hereford. While there he was taken ill and sent to hospital. On his recovery he asked to be re-mustered as an air gunner and was sent to the Isle of Sheppey to be trained on a Napier. He was then posted to RAF Bridgnorth gunnery school. After finishing the course, he was sent home until he was summoned to form a crew. The crew was posted to RAF Halton where they flew on Wellingtons. Their next posting was to RAF Wittering where they transferred to Lancasters. Donald was then posted to 625 Squadron at RAF Scampton. The squadron flew to Belgium and later to Italy to bring prisoners of war home. They also took part in Operation Manna over Holland. On returning to England the crew were split and Donald was posted to RAF Uxbridge and then demobbed. He went back to work at O. C. Summers until his retirement. At the age of 38 Donald married a typist who also worked for O. C. Summers.
Spatial Coverage
Spatial characteristics of the resource.
Great Britain
Belgium
Italy
England--Buckinghamshire
England--Lincolnshire
England--Shropshire
England--Yorkshire
England--London
Netherlands
England--Cambridgeshire
England--Northamptonshire
England--London
England--Kent
England--Kent
Contributor
An entity responsible for making contributions to the resource
Sue Smith
Julie Williams
Temporal Coverage
Temporal characteristics of the resource.
1943
1944
1945
Conforms To
An established standard to which the described resource conforms.
Pending review
Pending revision of OH transcription
625 Squadron
97 Squadron
air gunner
aircrew
crewing up
Lancaster
Lancaster Finishing School
Operation Dodge (1945)
Operation Exodus (1945)
Operation Manna (29 Apr – 8 May 1945)
RAF Bridgnorth
RAF Bridlington
RAF Eastchurch
RAF Halton
RAF Scampton
training
Wellington
wireless operator / air gunner
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/215/3355/ABrownE160314.1.mp3
4fd76aed8c310e6b2fefa29f02007102
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
Brown, Eric and Phyllis
Eric and Phyllis Brown
Eric Brown
Phyllis Brown
E Brown
P Brown
Description
An account of the resource
One oral history interview with Eric Brown (1591325 Royal Air Force) and his wife Phyllis.
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
2016-03-14
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
An unambiguous reference to the resource within a given context
Brown, E-P
Transcribed audio recording
A resource consisting primarily of recorded human voice.
Transcription
Text transcribed from audio recording or document
AH: This interview is being conducted for the International Bomber Command Centre the interviewer is Anna Hoyles the interviewee is Eric Brown the interview is taking place in Mr. Brown’s home in Holton-le-Clay on 14th March 2016.
EB: I originally started er learning before I er
AH: Can you speak up a bit more?
EB: Yes well I could I suppose yes, I used to work with this accountant and er war was coming obviously and so by this time I was about sixteen seventeen rather and decided that I would join up with the rest and so I went off volunteered to er go I wanted to go with aircraft and I was accepted to go and I suppose I was about two years or a little bit less than that at I had to choose what I wanted to do and er being that bit older of course I wanted to be into something and eventually I got into that and er you then had five choices with regard the aircraft and what you were going to do and er so I became the man who sat at the [laughs] [unclear] and er I was responsible for all the feed for drinking for no drinking feeling [unclear] and checking all when you had every so many hours you had so many checks on that and er you were responsible for the seven of us that’s er what you tell you what we were going to do now everything was all was different er and er we used to go what we were given to do er and that’s about about hundred in that altogether and er we got close to Germany as it was then and of course that is when the danger came out and er you sometimes I’ve known we’ve had gone off home leaving about seven or eight men all shot down and there were an awful lot shot down the Germans used to you know pick you up and that was it and er you got there but what we could do we could get a bit lower and be be hoping somebody would come along and hit it and er we’d be all right by night and so I did an awful lot of flights there for for [unclear] haven’t got any yes these it’s what the award was eventually we were afforded one of those but er it was an awful thing though our own men your own men friends those you lived with getting shot down, its funny now I don’t know whether you read in the paper in Lincoln they are building a big thing er for all the men who didn’t come home and funnily that one night er I was talking to him before it was his turn to go off and er that was it we didn’t see any more of him and er we had an awful lot though and er but you you had a job you did the job and er that’s why we had the chap with the guns [unclear] two guns we had two men who were older than us I mean I was about thirty thirty odd then and they decided they wanted to go on this particular way and er it was nice because you took different people with you at night but er so we we just had me it was my job to look after the [unclear] in front we had four we haven’t got four there have we?
AH: No
EB: See but er yes four knives off you went er petrol just right and we never got too much or little of anything [laughs] you always had something which was [unclear] but the worst part as I’m was concerned was as you came to the prison to the arrived there er and if your guns were fire guns were fired and Germans were sent to what we could send to us over there and you had to make your way back home and hope are we going to be lucky, I do remember one night they had the Germans used to have these special things that came out when it got dark and er we decided one night we got stuck down there and we had to get back up but we couldn’t for a while but er you had to look after yourself once you got to France France you were all right that was the best bit but we did lose an awful lot I mean it was nothing to lose nothing to miss rather other than to er perhaps ten or eleven one night and er so you were you used to have your food when you got back home if there was any left or if you didn’t felt like eating you ate it but er I mean it there was something about it all the time you was were as one you know you didn’t pick on anybody or get anybody all wanted friends all doing the same job on er we went from up North to Norway er down to er France and that’s how it was at night keep going and er fires fires from the Germans they sent hell of a lot and er you just hoping you hoping do what we can and er once you got on that situation then you had to look after it and hopefully get back again. How you doing?
AH: Good. What planes were you in?
EB: What?
AH: What planes?
EB: Er I’ll show you it, we got one?
PB: That’s the Lancaster
EB: The Lancaster it’s the one that everybody is talking about now.
AH: Yes
EB: That’s that’s the one you had that that’s it there
AH: Yes
EB: That was at Lincoln.
AH: Oh yes, and what were they like to fly in?
EB: What were they like?
PB: Noisy.
EB: Very good very good wonderful aircraft best of
PB: Noisy [?]
EB: Yes excellent, the most Stirling’s they were they were dangerous [laughs] we didn’t get on very well on them but [unclear] you managed just about some nights if we got hit but er you got there all right you had a meal when you got home and then you ready for the next day again start again that’s how it went six or seven nights you would be on things like that doing that.
AH: How did you feel when you were doing it?
EB: Well it was all number one you know it was look after number one, I being the the pilot was there I was the second my responsibility that we had four engines to go with and four to get home with and er.
PB: That’s him in his flying gear have you seen it?
AH: Very nice.
EB: So we had a chap sat at the end of the aircraft he was the gunner we had a man mate half way up this thing another friend another gunner and er you had two men who that’s the hold but they were from Australia and er their job was to sit in get covered up and when you got to Germany and stop all the things that we get coming at us so then we got to me I was responsible for four engines and er the pilot was very good er er but er I went going sidelines to that some years after the war I joined the Police force and I was walking home one night and er a young somebody an ex friend stopped me and he said ‘oh you know Chick Arnott don’t you?’ I said ‘yeah’ ‘oh’ he said ‘he’s got a factory in Germany’ not Germany oh where he lived.
PB: Australia, Australia.
EB: Mmm and er and I got a letter from him and two or three years after I got another letter and er I then thought of going over to to Australia but er I didn’t I kept in the air force and er got home one night he came with this girl a friend of his wife er had come back over to Australia and er she came to tell us that he had been killed he er he used to drive a car I know he was a bit mad when he was driving cars he did have one of his own er and er that was his end yes weird thing he did all that and er [unclear] and er he got killed.
AH: What was he called do you remember?
EB: Now then now Arnott yes have we got anything of him?
PB: Arnott yes what did they call him?
EB: Chick, Chick.
PB: Yes Chick Arnott.
EB: Chick Arnott his friend he was, but we were fourteen not fourteen we were lads really er five of us were lads and the balance were fifty they being the Australians they were desperate to get there mind you and er that’s what happened to him [takes a puff of something] certainly when you look back its.
PB: Have a little drink.
EB: Me throats not very good.
PB: Have a little drink.
EB: That was me a willing worker [laughs] with [unclear] I don’t know why they did that because
PB: Have a drink.
EB: You know I was doing that on aircraft all the time.
AH: So you were demobbed in 47?
EB: Would be about then yes.
PB: Was it 47 you were demobbed in yeah?
EB: Yes I joined the Police force.
PB: Cos’ we were married in 47.
EB: Yes.
AH: Were you part of Operation Manna?
EB: In what way?
AH: Did you fly to Holland?
EB: Er no I don’t think so.
AH: You flew to Norway?
EB: Yes there one night er didn’t do that much but I did definitely a trip there it wasI remember now because we didn’t hit what we wanted to hit ‘cos you couldn’t see where you were actually going to and er this clever dick he decided that he couldn’t see anything but he’d find something ‘cos he came down to the ships and when he got there he got shot down.
PB: Your voice clear your throat just take a bit.
EB: That er that was the end of that one. It was always nice to see a German[laughs] but er.
AH: Were you in the same squadron all the time?
EB: Yes yes once we got that squadron that was it that we stayed but of course then the Australians went home and er we that was me when I got home that was it, this thing says here assesses you how good you could be ‘I am a keen and willing willing circa[?] a keen and willing circa[?] with intelligent appre apprehension of technical matters’ [laughs].
AH: Is that true?
EB: Yes it was it had to be I had to be but er my [unclear] to keep four girls not four four types of tanks of water of petrol I did funnily come across one night and er I don’t know how it happened but we got ourselves caught out as when people were coming in but er for some reason we got out of it we had one or two sticks but er that’s life in’t it.
AH: Was it frightening?
EB: No in a way because you were too busy too busy you didn’t know who was who what was coming at you but er I never knew anyone didn’t know anybody who [unclear] that got about it as I say we had that much to do compared to the work we did we got home after that but the [unclear] over France we started losing petrol but we did manage to get home so and er when there’s a thousand aircraft a night all coming home to have something to eat and er it was there the skies were it was just there and er once you left where you were starting from that was it you didn’t see anybody until you got to where you when actually you got to the target then it was hell let loose it was all these red things all these things going out and er you just hoped they’d miss you as soon as you can get lower the better. Did I tell you that’s my Police medal you found this here, that’s a foreigner I don’t know who that is I put Norway for that but I don’t know why?
AH: No it’s the EU? Paris.
EB: Is it.
AH: Where were you based?
EB: ER Coningsby did you know Coningsby? Lovely aircraft lovely place to be at it very good there wasn’t far to carry the goods anyway er get over the water get yourself hidden away and er we thought Lincoln was a shocking place to be all aeroplanes [laughs] didn’t have many people up north doing things like that but er where we were based generally it was the place where it all happened really did I don’t know, you didn’t didn’t have old men none at all but I stopped from that after the war and er became a policeman and er that place we went there for.
PB: That which is Chick Arnott on here look?
EB: What he’s the boss.
PB: That’s Chick
EB: That’s Chick
PB: That was the one that got killed in the accident and that’s Eric again this end you see.
EB: He was very he used to stutter a lot I think his father was something to do with car money rather er.
AH: What was he called?
EB: I can’t I’ve got five damn things all written down here look that’s it that’s Ken,
PB: Ken navigator, that’s Dave
EB: That’s Dave they were all over thirty, er that was me, Chuck
PB: Chuck, Chick.
EB: And that was the other Australian he er I think he used to do [unclear] at night earn his money that way but er he used to like his money and he used to like his water water as well.
AH: Did you always fly with the same crew?
EB: Yes, yeah I think I only knew of one and that’s I did work with somebody work with somebody else because there was no reason for not using it we were there together, yes I written there the Pathfinder Badge.
AH: Were you a Pathfinder?
EB: Yeah, yes that’s when it all started again really but er that’s what we used to do keep it low get in deep problems and then er come back home.
AH: Were you always a Pathfinder?
EB: Yeah, yeah.
AH: What were you doing in 47?
EB: Er
AH: When you were in 57 Squadron?
EB: No we didn’t do a 57 I don’t think.
AH: Is there anything in?
PB: 47 look here you’ve got something down here for 47.
AH: Oh your log book.
EB: 447 in’t it [pause]. That’s after the war that.
PB: No that’s 43 Eric.
EB: Mmm training some people [coughs] you didn’t talk much when you were flying the two gunners were too occupied doing what they were doing and er the same thing went for us really, er four things the guns, the petrol so that was my job the pilot was looking where he was going and it just left the two men who when we got there they started and er did what we could.
AH: Did it take a long time to train?
EB: What direction?
AH: Before you before you took part.
EB: How that happened I remember that well I joined this thing as it was this thing at the time and I think I was sent off to a place north of er before you got to Scotland anyway and er I got what we had as kids to me I what we had as a kid so I got a week in this place er I had to stop there as I was sweating or something and er I nearly lost my place and er as a boring when you were training people you couldn’t there was an awful lot involved typical of what they did they used to pick people out at night er for you for going out there to watch to guard it really this was in Wales where we’d been trained and so you used to be given you gun and off you went and you sat on that thing for about three hours and all you could have after that was a break you were six weeks before six hours six hours before you could get back and shut your eyes [laughs] so those who didn’t do that we sat up peeling a potato every night same thing same potato and er we were training nearly a year and er.
AH: What did you do before the war?
EB: Accountant.
PB: You were in the office weren’t you.
EB: Yeah, because it was war then wasn’t it they were [unclear]
AH: Did you have family in Grimsby when it was bombed?
EB: You what love?
PB: Yeah.
EB: Yeah.
PB: Yes your mum and dad lived in Grimsby.
EB: Er yes ‘cos my father was a policeman er one sister works in the
PB: Joyce went in the army.
EB: She joined the army, the next one up
PB: Gladys
EB: She worked on er
PB: Ammunitions munitions
EB: And the eldest I don’t know what happened to her
PB: She still
EB: Oh she had a baby didn’t she?
PB: Yes that’s right yes she got married
EB: Marilyn yes that’s right that we had there [going through papers]
PB: It will be here somewhere look when you went on these here trips then where you bombed
EB: All these look you see.
PB: You dropped bombs
EB: [unclear]
AH: Hamburg?
EB: Yep
PB: Here you are look told you in 1945 45 it’s all the trips that you went on.
EB: Yeah Karlsburg, Dortmund.
PB: That’s a German isn’t it.
EB: Yes [unclear] quite a few quite a few trips.
AH: Do you remember any of them in particularly?
EB: No I don’t think I do really there’s all them look.
AH: Karlsruhe?
EB: Wartsburg [unclear] send things
AH: Was that a big raid Wartsburg?
EB: Yeah twenty storage tanks destroyed Tansburg [?] er
PB: What’s this one here look here where you drop flares
EB: Where you drop those flares so you can see what you are doing.
PB: Oh you dropped flares there you did yes.
EB: I think we’ve told you all
AH: Is this from a log book?
PB: Yes but he had but he’s given his grandson it cos it was all down there you see all of his trips want ityou gave Matthew it didn’t you.
EB: Yes well it’s no good to me er it’s worth a bit £2 a time it was a lot of money in those days.
AH: Was your father in the First World War?
PB: Yes he was in the army.
EB: Yes he was.
PB: In the army.
EB: Yeah I now but what about it there’s something about it er I’ve got a photograph of sometime.
PB: Was in the Police Army was in the Police when he was in the Army?
EB: No I don’t think he was.
PB: No
EB: No one time if a man was a coward or wouldn’t fly wasn’t going they had to shoot him.
PB: They did what?
EB: They had to shoot the chap who wouldn’t go they shoot them in France yes.
AH: What was your father called?
PB: William.
EB: William yes, what did they call my mother?
PB: Eh?
EB: What did they call my mother?
PB: Lillian Lily
EB: Lily that’s it yeah aye there were five of us ‘cos my father’s my er grandfather he had the bakehouse but he didn’t go into it because he had five of us to look after and that was what he used to do.
PB: Your mum.
AH: So the baker was your mother’s father?
EB: Yes and how they got together was the fact that my father used to look out for her when he was on the beat and he could see there was my mother cleaning up that’s how they got married grandfather [unclear] but yes he did.
AH: What was your grandfather called?
EB: That’s one thing
PB: Basil, called him Basil?
EB: Yes that’s right called him Basil, it was a lovely house he had and er once a year when we were kids and grandfather had a nice car and er we used to take probably my father did it take us down to my grandfather’s house and off we used to go for a week [laughs] and that was it.
AH: Where was his house?
PB: In the country where wasn it?
EB: Do you know Grimsby at all?
AH: A little bit.
EB: ‘Cos it’s it you were coming out as going to Louth
PB: Grasby, Grasby?
EB: No the other way
PB: Some pond.
EB: Oh no we went there last week last when that had that to do with something oh your eye the eye thing a place they used to do eyes.
PB: Oh yes
EB: And that was it Scartho.
PB: Yes in the bungalow but then your other one where they did the pond that old pond where you used to go visit them.
EB: Yes Kild at er [?], what was it now there we had something there but I never take it or tell it Kild [?]
PB: I can’t remember
EB: and er that was the place they lived in was very nice they lived ad er you could have one in my father my sister doing my mother doing all the work.
AH: And how did you meet?
PB: How did we meet? Well you see when he was at Coningsby at night the buses used to go into Boston and I lived in Boston at the time and we used to go to the dance hall called the Gliderdrome and these bus loads of airmen used to come to this and I met him there you see.
AH: When was that?
PB: That was in 1945 it would be wouldn’t it when you was in the air force?
EB: Yes It was before then.
PB: Was it before then?
EB: Yes yes.
PB: He used to come from Coningsby on the bus didn’t you?
EB: Yes.
PB: To the Gliderdrome
EB: Mmm
PB: Then we used to have a dance then you used to go off on the bus didn’t you?
EB: Yes.
PB: Then I used to go home walk home well with my sisters ‘cos it was dark then there wasn’t no lights in the streets.
EB: But by that time we’d stopped bombing we weren’t doing bombing.
PB: Oh no.
EB: So that’s how it was.
AH: What did you do?
PB: What did I do?
AH: Yes
PB: Well you see I left school when I was fourteen then and then I worked in a little shop where I used to be get the breakfast ready and the farmers used to come in and it was at the end of at Boston at the cattle market want it where the farmers used to come and they used to come for the breakfast and some people used to stop overnight and then er I wasn’t there very long though and this baker used to come in and he said ‘I could find you a job’ and it was where I lived near where I lived so of course I went there but it was from six o’clock in the morning till six at night I used to go in a morning first off to get the bread done in the tins then they used to bake it and whilst it was baking I used to go home for my breakfast then I went back and then the bread was more or less ready used to get it out fill the van go on a bread round and then er come back again to the shop then we used to go for our dinner I were always late and then in the afternoon we used to make cakes and pastries yes it was hard hard work but er you know I well I don’t think I even got paid much for it it was only five shillings a week I used to remember buying a bar of Cadburys chocolate for a treat out of my five shillings [laughs] so it could only have been sixpence perhaps or two and half pence then wouldn’t it then [laughs] oh dear then I did that then I left and went to the cleaners didn’t I.
EB: Mmm.
PB: And then I got married while I was there didn’t I?
EB: Yes.
PB: And you what did you do then?
EB: Still flying.
PB: When you came out of the air force.
EB: Still flying.
PB: Yes you were still flying yes but then when we got married you wasn’t.
EB: I got married.
PB: You got a job at Leicester didn’t you?
EB: That’s right but it wasn’t very long.
PB: No it wasn’t very long no.
EB: Yes that’s right it was with the er thinking of [unclear].
PB: ‘Cos Gladys lived there at the time at Leicester didn’t she?
EB: Yes that’s right she did yes, I had a job there anyway that was.
PB: It was an office job want it duck?
EB: Yes it was yes well they were all I mean there was me eighteen nineteen twenty the rest of them were fifty they’d all not gone you see yes.
PB: And then you came out that job at Leicester and you applied for the to get on the Borough Police at Boston ‘cos I lived with me mum we lived with me mum then didn’t we after we got married you got on the Police Force at Boston and you wasn’t we wasn’t there long and you put in to go to Grimsby didn’t you?
EB: Yeah.
PB: And then it was the chief constable there and he said ‘come on Eric come that afternoon I’ve got you a football shirt ready you playing football that night’ weren’t you.
EB: The good old days.
AH: What was it like to leave the RAF?
EB: I was sorry to leave it but at the same time it was different you know I had a job to get involved in that whereas you could do some something totally different but you had those sort of people who did that but to me I wanted to be off er you were [?] within two days you would be off you quoted this number and off you went and that was it.
PB: What while you was in the forces?
EB: Mmm.
PB: Yeah well it was a routine want it you was in.
EB: Oh yeah yeah they gradually took everybody out that was it.
PB: Pardon
EB: They gradually took everybody out.
PB: Mmm.
AH: And you had children?
PB: Pardon.
AH: And you had children?
PB: We do have yes two daughters yes one’s sixty six now and the other one is sixty. [Laughs]. Mmm
EB: Yes.
PB: Well we shared a house didn’t we while you were in the police force.
EB: Well it was a police house wasn’t it.
PB: No at first we lived with Joyce we shared a house didn’t we we shared a house we had half of it we had the back half of the house we shared a council house they did in those days you see because I was having my our first daughter and Joyce she’d got one little boy she was having her second child so of course she went in the home and the day she came out I went in in January and then of course I didn’t have the baby until March did I, mmm but then we ‘cos you used to come yes you used to come and see me.
EB: Yes
PB: ‘Cos you see it was past the home want it where you lived Nunsthorpe and from there we got the police house in Winchcombe Avenue didn’t we?
EB: Yes.
PB: It was a new one it was a lovely house wasn’t it?
EB: Oh yeah yeah.
PB: But you used to go to work on your bike from there didn’t you?
EB: Yeah yeah [unclear] that’s one end of the thing used to have to go there ready for playing ready for when they were doing it all you started something there and you had to work your way right across there [laughs] and then when it was home that’s when you got out again they had these little places iron boxes and er you used to take your packed lunch with you and er do that.
PB: What those the police boxes you used to go to?
EB: Yes yes mmm.
AH: And was this where was this?
PB: This in this was was in Grimsby wasn’t it?
EB: Yep as it was then whether it’s
PB: It was Grimsby yeah
EB: I don’t know.
PB: Well was it Bradley Cross Roads?
EB: Yeah no it was whether it’s there still it might have something going for it I don’t know.
AH: What was it like being a policeman in Grimsby?
EB: It was funny because with it being a fishing town it was all fishermen there was an awful lot at night to get them on the docks get home or not be all drunk up and er and it was no good at all but er it carried on for quite a while and er we er one or two of us for some reason managed to get ourselves one step up and er from there on of course I went through finished up being a chief inspector I was quite but the boss there in where was Grimsby he was he used to go out he had this car this posh car and he’d go out everynight looking for police looking for policemen [laughs] er he was very unpopular his wife was working in a pub and he finished up later and er I never knew what happened to him but he didn’t do any work that was a fact.
AH: And how did you feel about the way Bomber Command were treated after the war?
EB: Well it er I mean it was terrible in some places I mean we’d got nearly nine hundred policemen to be shot down ‘cos they were and it was terrible but er again you had to look after yourself and er you had a job to do you had to go and you had to get back and the funny thing was though you didn’t see any aeroplanes they were about but you didn’t see them and er that was how it was mmm do you want to be a policewoman then?
PB: A bit different now to what it was when you was on the force in’t it now don’t think you would have coped with it as it is now well you would.
EB: I was an inspector want I.
PB: Well an inspector that’s right yes well you used to do the courts didn’t you.
EB: I was
PB: You still still
EB: Still
PB: You were at Grimsby though
EB: Oh yes I used to go to court every two weeks seven days a week and then.
PB: You used to do the courts at Brigg.
EB: Yes that was every Friday.
PB: On a Friday Friday was it ah.
EB: That was like for country people er and then I finished there of course then it all collapsed didn’t it stopped doing it.
PB: Yes that’s right.
AH: What was it like being in Boston during the war?
PB: Ooh well it was queer really I can’t imagine now what it was like I mean everybody knew everybody else didn’t they?
EB: Oh yes.
PB: I mean you could always go out and meet somebody you knew I mean even your next door neighbour they were all sort of friends together wand it you never got stuck going out on your own because they was always somebody to go with want there?
EB: Yes.
PB: It was a busy little place nice though want it?
EB: Oh yes.
PB: It was a nice place though really.
EB: Not now.
PB: To what it is now it’s all these Polish people can we say that?
EB: Well it’s the truth in’t it.
PB: Well I mean my sister she died a year ago but I mean she used to say she lived just outside Boston and I am pleased she did ‘cos she said going into town it was just horrendous mmm.
AH: Was it bombed badly?
PB: No not really was it?
EB: No.
PB: There want much bombing was there I don’t think.
EB: No.
PB: Want.
EB: No no you didn’t get any.
PB: We didn’t get much at all I mean used to know when they went out on a raid because they used to go over our house and then I used to ring the next day to see if he’d got back [laughs] but we want on the phone at home we used to have to go round onto the main road and find a phone box [laughs].
AH: What was it like hearing them go over was it frightening or was it?
PB: Oh yes ‘cos we used to think well they’ve gone are they going to come back that’s it I can always remember we used to go out of the house and stand in the back yard and see all these planes go over and they seemed to be so low you know they didn’t seem to be high up you know you could sort of see them so plain it was queer really want it.
EB: They used to land a lot of stuff in didn’t they they used to land a lot of.
PB: Oh yes.
EB: They used to land a lot the
PB: Oh yes.
EB: The smaller things not the big fish the little fish didn’t they.
PB: Are you talking about the fisherman.
EB: Yes altogether though weren’t there.
PB: Oh yes Boston yes the fisherman used to be there the same then oh yes you used to go on a Friday and get a big bag of prawns for sixpence [laughs].
AH: What was it like when it when the war started and suddenly all these planes came and?
PB: Well you see when I when the war started I was at school and we used to well when where we lived was in Frampton Place and I used to go to school at Sandland School and it was er we used to have a gas mask you see a little boxes with a gas mask on and we used to walk to the school with the box on and we often used to have air raid practices about every other raid used to go out and one thing and another and er it was funny really want it?
EB: Oh yeah.
PB: I mean you always used to be together you know you’d never sort of be on your own I mean there was a big family of us though there was six seven of us six girls and one boy and then there’s mum and dad you see and er all the neighbours knew everybody else didn’t they?
EB: Oh yeah yeah.
PB: But er yeah yeah there were a lot of nice people in Boston in our time want there?
EB: Mmm, different now in’t it.
PB: Different now yes it is.
AH: I’m just going to put it on pause while I look at the paper.
PB: Pardon, the air force ‘cos you brought me that bag and those oranges straight off the trees.
EB: No Italy.
PB: Italy that yes.
EB: Nice there.
PB: ‘Cos you did some trips would you fetch them home?
EB: Yes the idea was that everybody would get the lads home but it didn’t work it didn’t work like that but er a lot of them we couldn’t find anybody there it was all afternoons in Italy we didn’t go far er but er we didn’t get home we did about four of those trips they were handy for us ‘cos you could buy bits and bobs.
PB: Well it was a rest it was a change want it for you to do that.
EB: Oh yeah yeah.
AH: When was that do you know?
EB: Oh soon after the war finished the idea was to get them back and
PB: Was it soon after the war?
EB: Mmm.
PB: Just at the beginning?
EB: Yeah no there didn’t have that many we were talking about the war of course.
PB: Yes,
EB: I mean and that was war and we weren’t we were getting to there to get and bring it home so we so they must have been poor [unclear].
PB: [Unclear]
EB: They were not very keen of doing anything they were idle ‘cos I don’t remember seeing us [unclear] from there but we did bring them home and that was it nice.
PB: ‘Cos you brought me that basket back didn’t you?
EB: Yeah.
PB: And that leather handbag and you always used to bring some nice oranges want there and that was a treat then to get nice oranges from Italy want it?
EB: Yeah.
AH: So did you fly did you stay out there?
EB: No no only well you you [unclear] lots of people for people going back home so we had to wait for them to go and then it was out turn sort of thing so we didn’t go in a hurry but it was nice you could look at all the stuff that was there it was very nice er there was no war by the look of it we never I don’t think we had a war and I did that.
PB: Do you want a drink or anything?
AH: Could I have a small water please, thank you. Did you speak to the Italians when you were out there?
PB: Did you speak what?
AH: Did he speak to the Italians?
PB: Did you speak to the Italians I don’t think you did did you?
EB: I don’t think so now but er we were so wrapped up in taking [unclear background noise] ‘cos I mean it was nice but it was a shame to do any damage really.
PB: I’ll have to make myself a drink. [Pause while making a drink]. Do you want me to make you a drink?
EB: Aye [kettle boiling in background] I think the eldest was about well in the forties er the third one he was quite well liked [unclear] beyond us all yet he married a girl in [unclear] and went to Australia and the other one there was one there he had a wonder job again it was in the heat and the only one was he was used to doing things like flying to Australia he did and er and then there was the pilot of course he killed himself eventually in his car, he er [unclear] he went home back to help his father in the business which he did and er two or three years later phone rang [unclear] and a girl not a girl anyway we stopped and he said ‘oh I’ve got something to tell you’ I said ‘what’s that?’ he said ‘[unclear] oh I said ‘that’s all right then’ you know he didn’t like it but he would do it and er after two years later one of the colleagues I was working with er came to me and he I was on my way home and he knew me and he said ‘do you know a man who went to Australia with you’ I said ‘oh yes I write to him but I haven’t seen him lately’ he said ‘oh you won’t he’s dead’ that was the father that was the son of the father and er he’s gone too fast and that was the end of the car.
AH: And then you went to Givenea[?] ?
EB: Mmm Givenea [?]yes
AH: I don’t know how to pronounce it? Do you remember that?
EB: I remember part of it yes but er I don’t remember going there, when that fourth down
AH: Yes
EB: Two or three times open the door and that was [unclear] another one mmm tells you the hours spent there we weren’t very long there oh we got recalled look.
AH: Oh yes.
EB: We had to go back one here for nine hours that was mine laying.
AH: Was there a big difference between being a pathfinder and mine laying?
EB: Er yes because we did everything for their benefit you know wasn’t case of going together it was our job to go out do this do that and bring it back again so they so that was the that was the er that what it was all about before we started that you used to have odd cars [unclear] and what we are going to do and then they brought out this and er they also brought out what was the [unclear] it was hell of a way different.
AH: You flew to Kattegat?
EB: Yes
AH: German cruises?
EB: Yes Urst Dam, Leipburgen [?], Dusseldorf that was a reasonable place.
AH: That was a big raid?
EB: Mmm it mean’t going a long way ten hours look you see that’s what it took us.
AH: Oh Trantaine[?] submarine pens.
EB: Mmm.
AH: Do you remember that?
EB: No I don’t any of those nine hours Germany, German Navy there having a good game there.
AH: Oh you got hit by a shell?
EB: Yeah yeah now this could be the I remember we were hit with something er it was a shell want it.
AH: And your wing caught fire?
EB: Mmm.
PB: Yes that’s right.
EB: Yes that was when we were coming out of target and er the fire was on the it was on then er [unclear] that way I suppose.
AH: At Germany Giessen.
PB: Germany.
EB: Course some of these days it was all Germany [laughs].
AH: Was that frightening when you got hit?
EB: Yeah I was with one night one had hit me and er why we went out we’ll never know [laughs] it shouldn’t have gone out it was luck.
AH: But the fire went out?
EB: Yep.
AH: And you went home to your normal base?
EB: Yeah yeah well the odd times you would go to some er to south of London actually only if there was a fire or anything we generally we got home as and when we wanted to but we did have we did have means of doing it if you couldn’t get the other way and we used to have these places just one lot of aerodromes and things and you used to go down onto these we managed to get down there.
AH: Did you that?
EB: Odd times just odd times and I remember one night we er we were far from landing er we stuck out in Scotland out in fog so we came out in this hotel posh hotel and er these seven people fed us all and that was very nice of them and then fog went dash home start again next week used to set about twelve or fourteen aeroplanes at a time in one lot mmm.
AH: Is there anything else you can think of?
EB: I was just thinking I can’t let’s right we did I remember we had one er there was six men going to Italy er and when I say six one there was another one but he was [laughs] funny crew and while he ever got on it I’ll never know and he got out to Italy and he got shot down coming home and they were all they were all er [unclear] did business apart from this fool who we had he had hair down here somewhere.
AH: How come he got shot down wasn’t the war over?
EB: Well they used to follow you but er they the Germans used to hide away and of course they’d been in and out to get the right place and er that was it and there was hell of a lot shot down normally but er it wasn’t too bad in Italy they didn’t try too much there but er Germans were just terrible. That’s the medal but they wanted a special thing so I could put all the er things there Canwick Hill at Lincoln.
AH: At the memorial?
EB: Yeah there’s another one now.
PB: That’s the same one in’t it.
EB: Similar no it’s not I er I haven’t got that one but er they built them there was no end [unclear] South of Lincoln wasn’t it?
PB: Yeah but then but wasn’t it London as well Sandra took those photographs for you, London?
EB: Yes.
PB: What was that there?
EB: You catch the odd one.
PB: Well they’ve built that now haven’t they?
AH: I think so I haven’t seen it.
EB: Want the money expensive.
AH: How do you feel about the Memorial?
EB: That’d be the one wouldn’t it.
PB: This is the one that they are building now Eric they want some more money for it.
EB: Yes.
AH: Are you pleased they built it?
EB: To me it seems an awful lot you know [telephone ringing] seems a lot of money.
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ABrownE160314
Title
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Interview with Eric Brown
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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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IBCC Digital Archive
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Sound
Language
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eng
Format
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01:09:40 audio recording
Creator
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Anna Hoyles
Date
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2016-03-14
Description
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Eric left school at 14 and worked in a bakery and then in accountancy. Aged 17 he volunteered for aircrew and trained as a flight engineer. He became a pathfinder and carried out operations to Hamburg, Karlsruhe, and Dortmund, flying from RAF Coningsby. We was with 106, 97 and 57 Squadrons. After the war he joined the police force, rising to the rank of inspector.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Lincolnshire
Germany
Germany--Ruhr (Region)
Germany--Hamburg
Germany--Dortmund
Contributor
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Jackie Simpson
Terry Holmes
106 Squadron
57 Squadron
97 Squadron
aircrew
bombing
flight engineer
Lancaster
Pathfinders
RAF Coningsby
Stirling
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1875/46461/SHarriganD[Ser -DoB]v280003.mp3
08541f3b83154c41ee84b01a17e24c30
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Title
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Aviation Heritage Lincolnshire
Publisher
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IBCC Digital Archive
Date
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2017-06-19
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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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Aviation Heritage Lincolnshire
Description
An account of the resource
34 items. Interviews with veterans recorded by Aviation Heritage Lincolnshire.<br /><br />Interview with Bertie Salvage <br />Three part interview with Dougie Marsh <br />Interview with Terry Hodson <br />Interview with Stan Waite Interview with John Langston<br />Interview with Nelson Nix <br />Two part interview with Bob Panton <br />Interview with Basil Fish <br />Interview with Ernest Groeger <br />Interview with Wilf Keyte <br />Interview with Reginald John Herring <br />Interview with Kathleen Reid <br />Interview with Allan Holmes <br />Interview with John Tomlinson <br />Interview with Cliff Thorpe and Roy Smith <br />Interview with Peter Scoley <br />Interview with Kenneth Ivan Duddell <br />Interview with Christopher Francis Allison <br />Interview with Bernard Bell <br />Interview with George Arthur Bell <br />Interview with George William Taplin <br />Interview with Richard Moore <br />Interview with Kenneth Edgar Neve <br />Interview with Annie Mary Blood <br />Interview with Dennis Brader <br />Interview with Les Stedman <br />Interview with Anthony Edward Mason <br />Interview with Anne Morgan Rose Harcombe<br />
<p>The following interviews have been moved to the relevant collections.<br /><span>Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46454">Kathleen Reid</a></span><br />Interview with Wing Commander <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46467">Kenneth Cook DFC</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46456">Colin Cole</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/collections/document/46464">Charles Avey</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46470">John Bell</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46459">Les Rutherford</a><br />Interview with <a href="https://ibccdigitalarchive.lincoln.ac.uk/omeka/items/show/46460">James Douglas Hudson</a></p>
Transcribed audio recording
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Transcription
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Interviewer: This is an interview with Ernie who was in 97 Squadron, at Tattershall Thorpe Camp, visitor camp on the 17th of April 2011. Off you go Ernie.
EG: Right. I first approached the RAF at Kidbrooke in London to join in the RAF and they said that they didn’t really need anybody at the moment but if I would like to give them some details and that about my address and all the rest of it they would be in touch with me. And this was in 1940. I was working in the City of London in a textile firm and from there I then received a letter one day to report to Kidbrooke which they took all my details and told me that they would call me in due course and let me know where to go and all the rest of it and what to do. I then, this was on the two days before Christmas in 1940. I then received a letter to say to report to Cardington which was as you know one of the big RAF stations where they had the airships there and I can remember that as if it was now because I actually went in. When I went to Cardington I actually went in the airship to have a look around and I was amazed. I really was. But two, two days before Christmas I received this letter and my dear mother she says to me, ‘Look,’ she says, ‘Why don’t you ring the RAF up and tell them that you don’t want to go before Christmas but you will go after Christmas.’ And I then explained to her all about what, what goes on and all the rest of it and I should be there on the due date. So, she said, ‘Well, you can’t do anything about it.’ So I arrived at Cardington two days before Christmas and there I received a Christmas lunch which was entirely new to me because being a civilian having a lunch in London you know with turkey and all the rest of it. We had pork and there was one or two moans and groans but, at the time. But then I was then told about a week afterwards after they had given me all the tests and all the rest of it to go home and wait to hear from them. Well, this went on quite a time and I was wondering what was going on and so I phoned up Cardington and said, ‘You know my name and all the rest of it.’ And by this way I had a number then which was 1239, 1235939 and I put my number down and all the rest of it and they said, ‘Well, don’t worry, we will be in touch with you in due course.’ Lo and behold I was then called up and went to Cardington again and was told that I would be sent to Credenhill in a few days which was right up somewhere near Wales, you know. I can’t remember where it was and that and I went there and I was told that I was going to be an armourer. So, I said, ‘What the devil’s that?’ You know, business. I didn’t know what an armourer was and he said, ‘Well, you actually play about with guns.’ So I said, ‘Oh well, you know. That’s it.’ And so when I got to Cardington I then went on the armourers course which I passed out quite well you know. And from Cardington I was then shifted over to a place called Finningley near Doncaster. During the war this is, you know and I really enjoyed it there because in no time I’d risen from being AC2 which I passed out, I then got my LAC pretty quickly because the arming officer then said that I was quite good with my knowledge of guns and the working of them and all the rest of it. And I then, they shifted me over to a new station that was opened called Balderton which was not very far from Finningley. I think it was about ten miles or nine miles something like that and then from there I went to another new station called Bircotes which is near Doncaster which was fairly new opening and that and I was about the first or second one there because when I got there there was nobody on the station. There was no food being cooked or anything else. And we were then told to go down to Bawtry Hall which was then Group 1 and I used to have my food there for a time. And then everybody started coming there and they had the canteen there and the NAAFI and all the rest of it and we started having our food there and I stayed there. I was then called back to Finningley again and from Finningley I then went to Blackpool on a fitter armourer’s course that they thought that, you know he knows a bit about things now. And I went to there and I was there which I had a very enjoyable time. I won my first dance championship there with a young lady and I came back and I was then posted here.
Interviewer: To Woodhall Spa.
EG: To Woodhall Spa and had a wonderful time.
Interviewer: What would your duties have been?
EG: My duties then I was a corporal then and I used to because the actual squadron didn’t come there until a little while afterwards. This was, it was either in February or March. I’m not quite certain.
Interviewer: Of forty —
EG: 1942.
Interviewer: Right.
EG: You know.
Interviewer: Yes.
EG: And then they started coming here, and which was 97 Squadron. By this time I’d been over to Coningsby and introduced to the people of 97 and that, you know that was there and they all came over here, you know. And within a week, it was around about a week oh sorry we started ops and within a very short time we were the first daylight squadron to fly Lancasters over Germany with 44 Squadron. 44 Squadron put up six aircraft, we put up six aircraft. All our aircraft came back safely but they lost —
Interviewer: Was this, was this the Augsburg raid?
EG: This was the Augsburg raid, yeah. And we, we were quite famous, you know. Let me think some more. Then we went on and I then was sent back to Blackpool on Bofors guns. I had to learn about Bofors guns and the rest of it. The next thing I knew I’d heard that the squadron had gone to down the road. Not very far. In Cambridgeshire. Bourn. They’d gone to Bourn but I didn’t go to Bourn. I went to Wickenby in Lincoln, you know. But what annoyed me most of all I would have gone to the squadron but I was put in the station headquarters. I knew quite a bit about things and they wanted me if anything had happened and that you know I could be available and all the rest of it. And the rest of the war literally I wasted time. You know, it was a waste of good time. But somehow all of a sudden something happened and I got this trembling business come on me and I then went to Rauceby you know.
Interviewer: The hospital there.
EG: The hospital.
Interviewer: Yes.
EG: And saw a chappie there and that and literally I said to them, ‘I’m alright,’ you know. But he may have seen something that I didn’t see and so after about a few months or so they demobbed me and I was amazed.
Interviewer: Ah.
EG: But he must have seen something because after that I went back to London you know, my old job and I then started trembling. I had a period for many months you know and I went to Guy’s Hospital where the, where they used to give me tests and all the rest of it and so that’s the end of the story.
Interviewer: Did you meet Guy Gibson somewhere along the line?
EG: I met Guy Gibson and well really I don’t want to talk about him.
Interviewer: No?
EG: No.
Interviewer: Oh.
EG: It’s something that I want to forget because to me [pause] awful man. Awful man. But, but I don’t want to say anything else there if you don’t mind.
Interviewer: No, that’s quite alright Ernie.
EG: Because you know I, Guy Gibson and myself and I had a rough old bust up and he treated his pilots like dirt you know.
Interviewer: Yes, I know. Yes. So you came out of the RAF.
EG: Yes.
Interviewer: And was that the end then of your, of your war career as it were?
EG: It was the end of my war career. I went back to my old job in the City of London but I was off, on and off at work for a period of maybe two or three years. I even, I was amazed because they sent me in and said they would like to see me and there was about four people and about a month after that I received a pension.
Interviewer: Oh.
EG: I was amazed, you know. But then about three maybe four years afterwards they asked me to go there and they said, ‘We’re going to knock your pension down fifty percent.’ You know. So I thought to myself well that’s fair enough because I was feeling much better but I was still getting these shakes now and again. So the reason was I don’t know or mentally something had happened or something about me you know.
Interviewer: Were you attached to sort of one particular Lancaster that you would take care of guns for or was it –
EG: Yeah.
Interviewer: But you’d look after guns on a lot of the Lancasters.
EG: Well, no. When, when I first came here I went around with a chappie and he showed me, although I knew quite a bit about it he showed me the system. He called it the system. He was looking after three Lancasters. The guns, you know. The Brownings, .303s they were and I learned it all then. And then after a time I took over three Lancasters you know.
Interviewer: Yes.
EG: And then you had somebody else and you teach them what it’s all about you know. But lots of people say they hated the old RAF and they hated the Army and that but I loved it. And I would think, I’m certain that I would have stayed in.
Interviewer: Did you get attached to the crews that you came —
EG: Oh, yeah.
Interviewer: Very. Yeah. And so you were here for how long?
EG: Sorry.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Ernest Groeger
1025,1026-Groeger, Ernest
Identifier
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SHarriganD[Ser#-DoB]v28
Creator
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Claire Bennet
This Interview was recorded by Aviation Heritage Lincolnshire.
Date
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2011-04-17
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Language
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eng
Type
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Sound
Format
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00:14:41 audio recording
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Pending revision of OH transcription
Pending OH summary
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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.
Description
An account of the resource
Ernie Groeger volunteered for the RAF in 1940 while working at a textile firm. He undertook training to be an armourer and was posted to 97 Squadron at RAF Woodhall Spa. Over time he developed ill health and he was discharged from the RAF on health grounds.
Temporal Coverage
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1940
Spatial Coverage
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Great Britain
England--Bedfordshire
England--Lincolnshire
Contributor
An entity responsible for making contributions to the resource
Julie Williams
97 Squadron
ground personnel
RAF Cardington
RAF Woodhall Spa
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/1193/11766/AWhiteEJ161027.2.mp3
3926b8da0bcdd604b2a2db30b9c6032f
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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White, Ernest James
E J White
Description
An account of the resource
An oral history interview with Squadron Leader Ernest James White (Royal Air Force). He flew operations as an air gunner with 9, 61 and 97 Squadrons.
The collection was catalogued by IBCC Digital Archive staff.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2016-10-27
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Identifier
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White, EJ
Transcribed audio recording
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Transcription
Text transcribed from audio recording or document
DK: Right. So it’s turned up. So, it’s David Kavanagh on the 27th of October 2016 interviewing Mr James White at his home. I’ll just put that there. If I keep looking over I’m just checking to make sure it’s going.
JW: It’s very neat.
DK: It is isn’t it. Ok.
JW: It’s picking us both up is it?
DK: It should be picking us both up. Yeah.
JW: That’s alright then.
DK: Just to make sure.
JW: Well I want to tell you about, I’m going bang in to the middle. We can go back to the beginning later on.
DK: Yeah. Ok.
JW: This one sets the scene for the whole lot really.
DK: Ok.
JW: Now, how far shall I go back? I’d better give you a run. First of all I was posted to 44 Squadron at Waddington first of all. I was only there four days and they, they posted me to Syerston. 61 Squadron. I was, I did about six ops with them and then they posted me to Woodhall Spa, 97 Squadron. I did a few there. Then I got crewed-up with Bob Fletcher. And then one day sitting in the crew room the squadron commander comes in, got attention, he says, ‘Right. I’ve got an announcement to make. Every one of you have been, have volunteered for Pathfinder duties. We’re going to move down to Bourn in Cambridge.’
DK: Right.
JW: That was great that was. So the thing was as a, as we were now in 8 Group different rules applied apparently. Don Bennett.
DK: Yeah.
JW: Was quite a force to be reckoned with, you know.
DK: Yeah.
JW: He did. He had a hell of a time with Sir Arthur from what I’ve read. Any rate, what happened was I’d done about sixteen operations altogether with odd crews before I was crewed-up. Then we moved down to Cambridge. Now, in Pathfinder force there is the normal tour is thirty operations. Which you know of course don’t you?
DK: Yeah. Yeah.
JW: Well, when I got to my twenty ninth the crew, the target was Hamburg actually, coming back I said to the pilot, I said, ‘Look,’ I said, ‘This is my last trip and it’s your last trip next time.’ He said, ‘Yeah. We’re all going next time.’ I said, ‘Right, I’m going to volunteer to do another one so we all go together.’ This you’ll understand is the spirit of crew.
DK: Yeah.
JW: At that time you see. It’s madness really, you know. It really is madness.
DK: Yeah.
JW: To volunteer for an extra one. It was accepted. So I stayed on. And then they brought out this business of, in 8 Group if you’re in the Pathfinder force every operation you did counted as two. So instead of doing thirty you did, you did fifteen. Ok.
DK: Yeah. Yeah.
JW: Right. I’m on my fifteenth now. I’m taking on now. Now this, sorry that was the crews at hand over. Right. Coming back I said to Bob, I said, ‘I’m really due to finish but I’ll stay on. I’ll volunteer.’ He said, ‘You can’t.’ I said, ‘Why not?’ He said, ‘Because the gunnery leader has taken you off the crew list already.’ Before we’d even, before we took off you’re off. ‘He knew this was your last one and he’s put himself in your place. So he’s going to fly in your place.’ I was only a flight sergeant at that time and you don’t argue with a squadron leader do you?
DK: No.
JW: So off I went. Well, I did go off actually. I went home actually. I came back. The next morning I got to Cambridge station, came out the station and I saw an RAF truck there. I said, ‘That’s funny. What’s he doing there? I’ll get a lift back into camp.’ So I went there. It was our favourite driver there. I said, ‘What are you doing here?’ He said, ‘I’ve come to meet you.’ Well that’s very odd. I don’t get that privilege. That sort of privilege.
DK: No.
JW: I said, ‘Why? He said, ‘Well, I’ve got some bad news for you. The crew didn’t come back last night.’
DK: Oh God.
JW: Because the gunnery leader insisted in flying in my place.
DK: Yeah.
JW: He’s the one who got killed. Not me. Now, that’s very strange.
DK: It is.
JW: Now, I’ve gone over this over and over again. I dream about it sometimes. I fantasise on it. The thing was, you see my position was right on top of the aircraft. Mid-upper gunner there. It so happened that I was the only member of the crew that had an anti-glare panel because I got kitted out somewhere else apart from them. Now, what happened, I saw, I saw the captain afterwards, after the war when he came out of the prisoner of war camp. He survived and he told me exactly what happened. He said they got caught in the master searchlight. You’ve heard of this I expect, have you?
DK: Yeah.
JW: Light blue and, you know and they got coned. Now, he’s, he’s an extraordinary pilot that man was. Extraordinary. And he got out of it. He flew out of it. Right. Quite incredible. Now, the thing is he told me that fighter that got them came down from above because he was going down you see. He’d come down like, which is extraordinary unusual because they usually come from underneath.
DK: Yeah.
JW: We are told that. We are told at the briefing they attack from underneath. They introduced that technique. The Luftwaffe at the time. So I’m sitting there in this. Now, I’ve got the anti-glare so when the searchlight caught us, kept down. I can still see. They can’t.
DK: Yeah.
JW: They were all blinded. They couldn’t see. Couldn’t see a thing. Couldn’t see the dials on the dash board. But the pilot, as I say he was brilliant. A brilliant pilot he was and he got them out of it but when he got to the, he got out of it, the searchlights, right, but when he got to the bottom he’d lost so much height he’s got to get back up again.
DK: Yeah.
JW: So he starts climbing like this and that’s when the fighter pounced on them. Now, I’m sitting on top. Anti-glare. I can see.
DK: Yeah.
JW: Now had I been there instead of this other chap. Would I have seen that fighter?
DK: Yeah.
JW: Because we had quite a good crew. Well, an excellent crew actually and if I’d said to the pilot, ‘Dive to starboard,’ he would have gone down pfft. Down. He wouldn’t have been shot down probably. We don’t know that.
DK: No.
JW: We can’t tell that.
DK: Is it, is it something, were all the crew killed or [pause] yeah.
JW: But it does haunt you. It does. It is. I know just how close I was.
DK: Yeah.
JW: See. Having volunteered to do the bloody job he took me off. He wouldn’t, he wouldn’t accept my offer. He went on it himself.
DK: Yeah.
JW: And he got, he got immediate. He was killed instantly by the fighter. And the navigator and the other gunner, the rear gunner they were all killed.
DK: Right.
JW: The other four escaped with parachute.
DK: Oh right.
JW: And became prisoners of war.
DK: Right. So, so four survived and three were killed.
JW: And I’ve seen them. Well, I haven’t see Jack Beesley. I’ve got a picture of him there. I’ll show you in a minute. And the engineer. But I’ve been in touch with the wireless operator for a long time but when they were in the prisoner of war camp I knew his wife because I used to visit. They live at Grantham.
DK: Right.
JW: Now, I was in Scotland at the time so I was, I did as many journeys as I could down to London. Getting off at Grantham.
DK: Yeah.
JW: Go and see them. Getting on the train and carrying on you see. That was very handy.
DK: Yeah.
JW: So I kept that up for a long time. in fact, when, after the war when I was stationed in Germany at Munchen Gladbach I invited them out and they came out and spent a fortnight in Germany with me.
DK: Oh right. That’s nice.
JW: With his, with his two children.
DK: Yeah.
JW: So we had a close contact. That was our crew you see. You’ve probably heard stories like this before.
DK: Yeah. Yeah.
JW: But this was absolutely true. Hang on a minute. Just a minute.
DK: What I’ll do, I’ll just stop there. I’m —
JW: Ok.
[recording paused]
DK: Put that back up there. Ok.
JW: You’ll be interested in this.
DK: Ok. Ah.
JW: Now, after the war, as soon as the war was over the RAF sent, sent Lancasters over to Germany to bring back the released prisoners of war.
DK: Yeah.
JW: Now, that’s one of our Lancasters at 97 Squadron.
DK: Right.
JW: That, that was our bomb aimer Jack Beesley.
DK: Oh right.
JW: I don’t know who the other chaps are. I don’t remember the other chaps.
DK: Yeah.
JW: But from that picture I personally get a really strong feeling they were the men I knew.
DK: Yeah.
JW: Not the RAF today. These are the ones we knew. That, that encapsulates the spirit.
DK: Right.
JW: You’ve got there.
DK: Just for the benefit of the recording — so this is Lancaster PB422 of 97 Squadron.
JW: That’s right.
DK: And the person there is your —
JW: Jack Beesley.
DK: Jack Beesley. And he was your bomb aimer and that’s when he was returning.
JW: That’s right.
DK: As a POW.
JW: Yes. Yes.
DK: So I see there, the POWs have put various bits of graffiti on the aircraft.
JW: That’s [laughs] very typical I’m afraid. We, we were an irresponsible lot you know. Really.
DK: Did you go on any of the trips to pick up the prisoners?
JW: Sorry?
DK: Did you go on any of the trips to pick up the prisoners of war?
JW: Not me. No. I was out of Bomber Command.
DK: Oh right.
JW: I was in Training Command at the time.
DK: Ok. That’s a great photo isn’t it?
JW: Yeah. It’s a good one that.
DK: I always find photos like this where you see prisoners of war their faces always look very drawn. Very —
JW: Yeah.
DK: You can see he looks very, even there looks a bit tense.
JW: Actually I was told before they came home that he’d got religion while there.
DK: Right.
JW: It was the strain, you know. Things like that.
DK: Yeah. Yeah.
JW: But I think, I think he probably got out of it at that time.
DK: That’s alright.
JW: The relief of being released.
DK: Yeah.
JW: Released from prisoner of war camp must have been enormous mustn’t it?
DK: It must have been. Yeah.
JW: Something I never experienced of course.
DK: Yeah.
JW: But they’re the chaps, these here, they’re the typical of what the, what the crews were in in Bomber Command days. In the war you know.
DK: They look so young.
JW: Yeah. Aren’t they? Yeah.
DK: I’m assuming he’s the pilot then who’s flown him back.
JW: Yeah.
DK: He’s shaking hands. That one.
JW: Yeah. It’s amazing isn’t it?
DK: Yeah.
JW: I think that’s a very good picture.
DK: Lovely picture that.
JW: Tells us an awful lot doesn’t it?
DK: Yeah. What, what another thing I wanted to ask just stepping back a bit and that was just for interest what were you actually doing before the war?
JW: What was I doing before the war?
DK: Yeah. Yeah.
JW: Not much. I was a wages clerk with the Co-op.
DK: Oh right. Ok.
JW: CWS Headquarters in London.
DK: Yeah. So what, what made you want you join the Air Force then?
JW: Well, it’s a long long story really. It started way back when I was, when I was a young lad. I had an uncle that lived at Mill Hill which is high ground overlooking Hendon Airfield.
DK: Yeah.
JW: And his house was on a bit there and I used to love going there because I used to see what was going on in the airfield down there. I think that’s where it started. But later on I got around to making models. I made a, I made a flying model of a Hurricane.
DK: Oh right.
JW: Out of balsa wood and things like that, you know.
DK: Yeah.
JW: And it was always with me I think. Going back. Not overwhelming or anything like that at all but an interest. And, as a matter of fact, just after I left school at fifteen [pause] a bit older than that I was working at CWS, that’s right. I was in London. I went, I went to the Air Ministry which those days was down [pause] You don’t — no, you wouldn’t know the Stoll Theatre, would you? It’s gone.
DK: No. No. No.
JW: Demolished. It’s not where it is now. It wasn’t in Whitehall. It was down this road, down there, down the end there. I forget the name of it. I think it was called High Holborn come to think of it.
DK: High Holborn. Right. Yeah. Yeah.
JW: Anyway, I went there and asked about entry into the boy scheme at Halton. Commonly known as the Halton Brats.
DK: Yeah. Yeah.
JW: And they gave me some books and papers and things to study for the entrance to them. Took them away. Got home then. Within a week or two war was declared and of course the scheme was stopped.
DK: Oh right.
JW: So I never got to it. The thing is had that not happened, if I’d gone to there and become a wireless operator what would I have been today? [laughs]
DK: Yeah.
JW: The fate plays some funny tricks doesn’t it?
DK: Yes. Yeah. So the war started then and presumably you were then called up. And then —
JW: Well, I didn’t get called up actually.
DK: Oh right. Ok.
JW: What happened was that [pause] I’m trying to think of a reason but there was no reason. I just, I was up in London. I was working in London. So I took the afternoon off and went to the Joint Recruiting Centre at Edgeware.
DK: Right. Yeah.
JW: I went down there to Edgeware. But my people at the Co-op, they were very understanding. In fact I was one of the last of the males in the office left. All been called up, you see. I went up there to join the Navy.
DK: Oh right.
JW: Because my father was in the Royal Marines you see.
DK: Yeah. Yeah.
JW: So it was the natural thing to do. Now, this house was a requisitioned house and I remember it very clearly in my mind now. It was a long, you open the front door and there was a long passage down there. I walked down the passage. On the left hand side was the Navy office. On the right hand side was the RAF. I was just stepping over the threshold of the Navy one to join the Navy and there was this petty officer in front of a group of chaps there. He was bawling his heads off at them. That’s not my scene. So I turned around quickly and went in the other one. So that’s how I came to join the Air Force.
DK: It’s sort of fate again isn’t it? If it hadn’t have been —
JW: And they took my details down, sent me home and said, ‘Well, we’ll get in touch with you,’ and they did. They sent me a railway warrant to go to Oxford and I went, the Oxford Selection Board. I was down as training for a pilot. We all trained, all go for a pilot because nobody ever gets there. But we all go for a pilot. I went there, had a selection and they basically whittled it down, got me down as a wireless operator which was roughly what I was going to do in the original. So they said right, now I’ll give you another paper and said — oh I was sworn in. So I’m now a member. This is June 1941. Sent me home. Said, ‘We’ll call you forward.’ They did. They called me forward to report at Padgate up in Lancashire on December the 24th. Christmas. Christmas Eve [laughs]
DK: Oh dear.
JW: Any rate, I’d got the railway warrant so I got on the train. It was the first time I’d been on one of these trains and, I’d never done this before. In the compartment there was a couple there with their daughter. I remember that girl. Yeah. I never, I can’t remember her name. And of course those days there was no, not much catering on the trains. You took your own with you. They had their parcels and I had my parcel and we the three of us got together there and we, you know had a nice journey up there during which the lady said, said, ‘Are you going to Padgate?’ I said, ‘Yes’ She said, ‘Well, that’s not all that far from where we live.’ What’s the name of the place? It was a double barrelled name. I’ve forgotten it now. It’s quite a big place. She says, she wrote the address down and gave it to me. I put it in my pocket. She said, ‘If you can get off at Christmas come to us and you can come and stay with us over Christmas.’ I said, ‘Oh right,’ I thought. I got to Padgate and went through all the things there. Kit. I drew my uniform the morning, the next morning and then had to go to the tailors for alterations like they do. And then the corporal came out and bawled his head off and said, ‘Any of you chaps here live within fifty miles of here, can get home without using public transport you can have a weekend pass. Put your hands up.’ Up went my hand [laughs] I’m a bugger, you know really [laughs] He said, ‘Where?’ I said, ‘Newton le Willows.’ That was it. Newton le Willows. Newton le Willows. ‘Oh yeah, that’s alright.’ He said, ‘Right, he said, ‘Well, go to the guardroom at about 4 o’clock and pick up your pass. You go to, go to the tailors. I’ve given the tailor, I shall be giving the tailor priority for your uniform to be done. So you can go and get that first. When you get the uniform put it on.’ Went to the guardroom. It was dark by this time. Got to the guardroom. Got my pass. I walked out through the gate and there was a bus stop there. I said, ah good. A bus pulled up. He said, ‘Where are you going?’ I said ‘Warrington.’ Warrington. ‘Well you’re going the wrong way. It’s that way. We’re going that way.’ Oh. They put me on the right bus. I got to Warrington. I asked the way. They got me on a bus to Newton le Willows and they said, ‘Where do you want?’ I said, ‘Well I’ve got Newton le Willows.’ There was a woman sitting in front of me. Yeah. She turned around, she said. ‘Let me have a look at that. See if I can find it. Oh I know them.’ she said. ‘I’ll put you off at the right place.’ ‘Oh thank you.’ Got off there. Went to the front door. Knocked on the door. There was a pause. There was lot of furniture being moved around and everything. I wasn’t used to this at all. They said, ‘Come around the other side,’ but they, they entered their house through the side instead of in the front door.
DK: Yeah.
JW: That’s reserved for weddings and funerals. I spent the Christmas, I spent Christmas with them.
DK: Oh right.
JW: They gave me a couple of presents. A jar of Brylcreem.
DK: Yeah.
JW: And a packet of razor blades [laughs]
DK: Wonderful.
JW: [laughs] The great shame is because so many things were happening fast.
DK: Yeah.
JW: It skipped my mind. I should have written and thanked them for the way. I should have done that.
DK: Yeah.
JW: And it’s my sorrow that I didn’t.
DK: Yeah.
JW: I should have done. It’s very sad that was but then people were used to that sort of thing in wartime. And after, I was off to Blackpool in no time at all. Doing drill on the streets. God. [laughs] That’s another, that’s nothing to do with 97 Squadron. Nothing to do with Bomber Command at all. Oh dear.
DK: So at Blackpool then was that all the square bashing going on down there?
JW: That’s right, yeah. Yeah.
DK: Is that something you enjoyed or —
JW: I didn’t mind it at all really.
DK: No.
JW: You know the Air Force fitted around my shoulders like it was made for me. I never had any doubt whatsoever at any time.
DK: Yeah.
JW: And I’ve been very lucky. Well, what is luck and what is otherwise? It’s hard to say sometimes isn’t it?
DK: It certainly is. So from Blackpool then can you remember where you went on to after that?
JW: Well, they sent me down to Bournemouth [laughs]
DK: Oh.
JW: With seven other chaps. A holding unit. Now, at Bournemouth was Number 3 PRC personnel something. Reception. Personnel Reception Committee, Centre. This was, this was formed for the Empire Training Scheme. The chaps that had gone to Canada for training. They came back, a lot of them were already commissioned when they came back. They were commissioned before they came back.
DK: Yeah.
JW: So they sent them to Bournemouth to hold there until they could allocate them to whatever squadron. Where they were going to, you see. But I was there with these other chaps and we were just airman. Erks. I had a great time there actually. Oh yeah. I started life in the Air Force as an officer’s batman would you believe? [laughs]
DK: Really.
JW: It’s a good thing. I saw it from the beginning. I got a lot, a lot of experience I got there. Oh yes I did. Any rate from there they called me up one day on parade and they said report to so and so I went to the clothing section and they kitted me out with all the flying gear but it was all recycled from chaps that had been shot down and their families had sent their uniforms up. There was all stuff there and I got all the old stuff. I had Gosport tubing, you know. Before they had microphones. And, oh dear, and they gave me an extra kit bag. So I’ve got two kit bags now. From there they sent me to London. To a centre. Viceroy Court it was called. It was across the road from the entrance to the London Zoo.
DK: Right.
JW: And the London Zoo Restaurant was requisitioned for the RAF meals there. We were there, I was there for about two, only two, two or three days there. Then I, then they sorted me out and I was off to training at Morpeth.
DK: Right.
JW: Number 4 Gunnery School at Morpeth.
DK: So, at this point it was already, it had already been decided you were training as a gunner then.
JW: Well, when I went, when I was at Padgate we had tests there.
DK: Right.
JW: I got through the written test easy. But when it came to simulation and they give you earphones and they said, ‘We’re going to send a series of Morse signals,’ beep beep and another one beep beep. ‘Now, all you’ve got to do is mark on that sheet there whether they were the same or different.’
DK: Right.
JW: I buggered that one up [laughs] ‘We can’t put you for training for wireless operator because your Morse is not good enough.’ Fair enough. ‘So you’ve got two options. You can either re-muster to an air gunner or you can go home because you’re a volunteer.’
DK: Right.
JW: I hadn’t gone all that way to go home. That was ridiculous.
DK: Yeah.
JW: So I said, ‘Right. I can be an air gunner.’ They said, ‘Righto.’ So off I go to Blackpool with all the other ground staff members to do the initial training which was quite an experience but not something you’d be interested in.
DK: No. Yeah.
JW: It’s not your, I’ll not take your time up. Eventually I went down to Bournemouth as I said and then went up to London. And then I went to Morpeth. Air Gunnery School. It so happened my uncle lived in Morpeth. That was handy [laughs] Anyway, we finished that training.
DK: So, if we just step back a bit. What was your training as a gunner? How did they train gunners?
JW: Well, we had, it was, it was a grass airfield.
DK: Right.
JW: It was a temporary thing there and the aircraft we had there nobody’s ever heard of them. They were called a Blackburn Botha.
DK: Yeah.
JW: It was a swine and in the middle of winter and they, they were started with the, what they called a Coffman cartridge. A cartridge they put in the engine to fire it.
DK: Yeah
JW: And the damn thing wouldn’t start, you know. We had a hell of a bloody time but we got through that all right. And —
DK: So were you actually on, on the aircraft.
JW: Oh yes.
DK: Firing at targets.
JW: Oh yeah. We had target practice.
DK: Right.
JW: We had a Lysander. We were towing a drogue.
DK: Right.
JW: Way back there. And they told you mustn’t touch the guns until that Lysander’s passed. You see, you aim the drogue [laughs] They counted the holes after to see what score you got. So anyway, I got through there quite well apparently. Oh yes. From there along with another, a little cockney chap called George Dillon who we chummed up quite well. He was quite a lad he was. And we, both of us, this is where the strangeness comes in. We were both posted together to 44 Squadron at Waddington but we were given a weekend off. Now, a third chap, he came into this in that he was getting married that weekend. On this weekend leave. He invited us to his wedding. He lived in South London near where George lived. So I said, ‘Oh ok. I’ll come with you.’ I went. We went there. I don’t remember too much about the party. I don’t know. I must have slept, slept in the house there with them. I don’t remember. It was a bit vague. I think, I think I was a bit punch drunk at the time. I was in uniform at the time.
DK: It must have been a good party.
JW: White flash in the. Under training. Anyway, we were both posted to Waddington. We arrived, we got the train up on Monday to Lincoln and, ‘What do we do now? Just a minute.’ So I went to see the station master. ‘Can I use your phone?’ [laughs] Cheeky bugger wasn’t I? I rang the station. ‘I said MT section?’ Oh yes. I said, ‘You’ve got two people here at the station want transport to Waddington.’ ‘Right. We’ll send a truck down for you.’ They sent this little canvas covered 500 weight truck down and we went in there. Now, we got our tapes on now. I was a sergeant now you know. And went to the officer’s err sergeant’s mess. In our innocence and ignorance we both walked in to the sergeant’s mess. It so happened that the station warrant officer whose king on the station. He’s the station commander’s right hand man. He’s a very important man. He was sitting on a chair in the entrance there as we walked in and he bawled us out straight away. ‘Out.’ ‘What’s the matter?’ ‘You don’t go in your sergeant’s mess with your hat on.’ First black [laughs] At any rate, the next morning we were going to see the squadron commander. That’s that chap who was in the daylight raid on [pause] the only daylight raid the Lancasters ever did.
DK: Yeah. Nettleton.
JW: Diesel works. What’s the name of the place?
DK: Yeah. The MAN diesel works.
JW: He got quite famous actually.
DK: Is it Nettleton, wasn’t it?
JW: Nettleton. You’re right. Absolutely. I could never remember his name. Walked into his office and he had his cronies around him there. He had just got the VC. He was as happy in the clouds of course. Walked in. He said, ‘Right,’ he said, ‘New arrivals.’ I said, ‘Yes sir. Could we have some leave please.’ [laughs] That was a thing I should have, ‘We haven’t had any leave since we finished training.’ He said, ‘Don’t you know there’s a war on?’ I said, ‘Oh. Oh is that why we’re here.’ He didn’t like me one little bit. Two days later I was posted [laughs] along with George. George, he was with me. We went to Syerston. 61 Squadron. That was a different kettle of fish altogether. Group Captain Walker, Gus Walker, he was the station commander.
DK: Yeah.
JW: He was a splendid chap. He’s what is known as an airman’s officer.
DK: Right.
JW: He’s with the lads. And I was there for a few months. Went there in September and I left there [pause] around about, around about Christmas time to go to Woodhall Spa. But we were wheeled in front of the station commander, Gus Walker. He was a very nice chap. He got off, up from his desk. Walked over to meet us.
DK: That’s nice.
JW: You don’t get that very often.
DK: No.
JW: That’s Gus. That set the scene.
DK: Because he lost an arm later on didn’t he? He was.
JW: I’m coming to that.
DK: Oh right.
JW: I was there.
DK: Oh right. Oh Christ.
JW: Yeah. Yes.
DK: So just stepping back a bit at 44 Squadron you hadn’t flown any operations at this point.
JW: No.
DK: So you’re now at 61.
JW: Yeah.
DK: And is this where your first operations took place?
JW: And I’ll never forget it.
DK: Right. Ok.
JW: It was Munich.
DK: Right.
JW: And I was terrified. Absolutely petrified. You see, try and imagine this you see. I was, I was what was called a spare and it filled any gap in a crew when a chap dropped out for some reason or other.
DK: Oh right. So you weren’t allocated an actual crew at this point.
JW: No.
DK: No.
JW: At any rate I was in the crew room there and my name wasn’t on the list to fly so, fair enough. And this chap came to me, he said, ‘Oh, you’re a spare.’ I said, ‘That’s right.’ ‘Well come with us to do a night flying test.’ Oh I don’t mind doing that. So I got my parachute. My parachute and the harness. Went out to the aircraft. We had a little run around Lincoln and that. Lovely. I was getting out the aircraft to get my stuff, he said, ‘I shouldn’t bother taking it out. You’ll be alright for tonight.’ ‘What?’ [laughs] I didn’t know their names. They didn’t know me even. There we are. I’m a stranger sitting there all on my own. My first op. And as far as I was concerned every, every ack-ack gun in Germany was stationed at Munich and firing at me personally. It was murder.
DK: And your position then is as the mid-upper gunner.
JW: Yeah. I did have a spell in the rear turret. I didn’t like it in the rear turret.
DK: No. So as a mid-upper gunner then, just for the tape, what, what’s your actual role there? Are you sort of a spare pair of eyes? Are you there making sure that everything was safe and ok? Looking out for dangers.
JW: Yeah. Well I suppose you could say, as it happened, only because it’s happened that way all I was, was an observer. I didn’t fired a bullet. In forty five operations I never fired a bullet. I never saw a German fighter. I never saw anybody. It’s pitch dark up there you know.
DK: Yeah.
JW: You know, you know. Your only enemy was your fatigue and the thing was trying to keep awake. It was terrible trying to keep awake and I evolved a method where I would count shooting stars. You’d be surprised how many shooting stars you get.
DK: Right.
JW: I used to count them and that kept me awake. Oh dear me. We had a flask of coffee along with our pack there we picked up in the sergeant’s mess. And one night, I remember true as I sit here, it was winter. That was bloody cold. Forty degrees below zero and a bit draughty too. Although I was in a Perspex bowl like thing where the joins are the wind finds it, finds a crack.
DK: Yeah.
JW: And you get this pfft on the back of your neck. It’s not pleasant. Pretty hard. Anyway, I got this flask. We were coming back actually by tradition nobody opened that flask until we were on the way back. I don’t know why. It was one of those things. Took this out, put the cup down like that, got the cork out, picked up the cup, went to pour it out. In that short time it had frozen solid in the flask.
DK: Oh.
JW: Hard to believe isn’t it?
DK: Yeah. That’s how cold it was.
JW: By the same token we were eventually issued with a new flying suit called a [pause] I forget what it was called. It was a Kapot lining and electric wiring all through it and it had a plug on the end. And you plugged it in to a socket in the turret so you’d got electric, heating. Luxury. Oh it was wonderful.
DK: I’ve heard different things about those. Sometimes they didn’t work and sometimes you got too hot.
JW: Ah, you’re right.
DK: Couldn’t get them just right.
JW: Well, course you put that on before you went out to the aircraft.
DK: Yeah.
JW: Now this would cover the whole of your body and at the bottom, on the heel, there were two press studs and you had a slipper that was also electrically heated and it plugged in. Ok. Just the heel there. Now, when you’re walking, you know, you move. You move your heel don’t you?
DK: Yeah.
JW: I found that out afterwards of course. What had happened was by walking with it, it had disturbed the wiring.
DK: Right.
JW: I don’t mean broke it. It shorted out anyway.
DK: Yeah.
JW: And it started burning my heel. I mean, I couldn’t stand that so I had to switch it off. And when I switched it off I froze.
DK: Oh dear.
JW: It wasn’t a pleasant night [laughs]
DK: So at 97 then, can you remember how many operations you did from there?
JW: With 97?
DK: For example.
JW: Well, including the Woodhall Spa one.
DK: Although, oh have I jumped ahead. Hang on. Oh 61 sorry. How many operations did you do at 61? At Syerston.
JW: Oh about six.
DK: Six.
JW: Yeah.
DK: And you were going to mention about Gus and losing his arm.
JW: I did a few more at Woodhall Spa before I joined the crew.
DK: Right.
JW: I was in a crew room one day like you normally do. I hadn’t got a crew. I hadn’t got a job. I was just joined the mob there.
DK: Yeah.
JW: And this flying officer walked up to me. I recognised his name because his name got around. He was on his second tour. He’d already done thirty and got the DFM.
DK: Yeah. Can you remember his name just for the —
JW: Yes. The name Fletcher.
DK: Fletcher.
JW: Bob Fletcher.
DK: Bob Fletcher.
JW: Robert Fletcher. Bob Fletcher.
DK: Right.
JW: He was a brilliant pilot. He really was. He was greatly underrated by the, by the authorities. He should have, he should have made quite advanced steps. He should have done. He was brilliant.
DK: So he, that was your first crew then was it?
JW: My first crew.
DK: You were no longer an extra bod.
JW: Yeah.
DK: Right.
JW: He came over to me and said, ‘I’m forming up a crew here. Would you like, would you like to join me?’ I said, ‘Oh yes, I would.’ With a reputation like he’s got. Dead cert. Ok. But it happens you see I was, once they had to do thirty and I was already one, one ahead of them by doing these other trips you see.
DK: Yeah. Yeah.
JW: Not that that mattered at the time. And then one day the squadron commander came into the crew room and said, ‘You chaps are all volunteers for Pathfinders.’ Oh thank you. So off we went to Cambridge. There’s a story about that. But if you want that I’ll give it to you but it’s nothing to do with flying.
DK: Can I, can I just go back one bit.
JW: Yes.
DK: At, I don’t know, I made a note of this. Where were we? [pause] It was at 61. You were at Syerston weren’t you?
JW: Syerston.
DK: And you mentioned about Gus Walker. His accident.
JW: Yes.
DK: And you said you were actually there when he —
JW: Yeah.
DK: What can you just tell us about that?
JW: Oh yes. I was going to tell you about that wasn’t I? I was there at the time. That’s right. Actually I was on leave when it actually happened but I got the full story first hand.
DK: Right.
JW: What happened was — bombing up the aircraft there was a slight hitch. One of the bombs fell off on to the ground. It burst into flames because it was one of those. It was an incendiary. And the word was sent to the flying control tower saying that there were no, there are no explosives on the aircraft. They said, ‘Incendiary.’ So the fire brigade went out there and that sort of thing. And it happened that Gus Walker was up in the tower at the time. The news came through. Straight away he said, ‘They’ve made a mistake. There is explosives on the aircraft.’ He dived down and got in his staff car and tore down to the aircraft and pulling the chaps out, ‘Get out, get out, get out of the way,’ he said, ‘It’s going to go off.’ And it did go off. And that’s when he lost his arm. Now, he went to hospital of course. At Nottingham. And a number of the ground staff were also badly injured. Some were killed, some were injured. They went into another ward of course. Now, the officer’s mess got together and funded a huge basket of fruit and things like that and sent it to him. When he, when he got to the hospital he said, ‘No.’ he said, ‘Take that down to the ward to the airmen.’ He is an airman’s officer. He was.
DK: Yeah.
JW: He was a great chap.
DK: Yeah. So you’ve, you’ve then gone to Woodhall Spa. After Syerston was it Woodhall Spa did you say?
JW: Yeah.
DK: And that’s where you met Bob Fletcher.
JW: That’s right.
DK: And so how many operations did you do with Bob and the crew there?
JW: I must check. I’ll look that up.
DK: Ok.
[pause]
JW: Won’t take a minute.
DK: No worries.
[recording paused]
JW: Let’s see. Where are we? 97 Squadron. Woodhall Spa.
DK: Ok.
JW: One, two, three, four, five, six. No, that wasn’t. No. Five.
DK: Five.
JW: That, that was at Bourn. The last trip I did at Woodhall Spa was to Spezia.
DK: Right.
JW: That was ten and a quarter hours.
DK: Oh. That’s a long time.
JW: Now, I’m going to tell you a story now. Are you ready for this one?
DK: Yeah. Go on then.
JW: Well, this was a long stretch to Spezia. It’s about half way down the west coast of Italy. It was an important submarine base at that time and we were tasked to go down there at the request of the Navy. Obviously, because of the submarine menace.
DK: Can I just close the window because there’s some sound coming?
JW: Of course.
DK: Through there. It might be affecting the, the old recording a bit.
[pause]
DK: Just that there’s some sound coming through. Sorry.
JW: That’s alright.
DK: You were on your way to Italy.
JW: Yes. We got half way across the alps. In fact I remember seeing Mont Blanc in the distance. Over there. It was still, we were above it so we were alright. And doing my usual searches like what my job was, it was a clear night and I saw this stream coming out of one of the engines there. What the hell is that? So I reported it. I said, ‘This is peculiar.’ There was a pregnant pause then and the engineer, the engineer Joe, he was brilliant too. We were all brilliant. Anyway, he came through to us, ‘I’m sorry lads. I’m sorry. I’ve made a mistake.’ He was then doing his usual converting the [pause] not converting [pause] moving fuel from the outer.
DK: Changing.
JW: To the empty inner.
DK: Right.
JW: Had been used up.
DK: Right.
JW: Unfortunately he picked the wrong one and the one he was putting it in was already full. So the petrol he was pumping in to it was just going straight out the overflow. And that’s what I could see. This stream. All this stream down there.
DK: So it was petrol.
JW: We lost about two hundred gallons of fuel.
DK: Oh no.
JW: Which we could ill afford to lose on a trip to Spezia.
DK: Yeah.
JW: So it was, there was a little bit of, up in the front in what we called the office while they were working out what they’re going to do. And Bob said, Bob made the decision of course, as he should do being the pilot. Carry on. We’ll take our chances. Now, the rest of us knew that we were going to come down in the drink somewhere. We hadn’t got enough to get back home. We came back over the Bay of Biscay actually. We did our job. We bombed the bloody place. Coming back, and old Joe as an engineer he was absolutely brilliant. He was. He was good. A lot older than the rest of us. He was like a grandfather to us. Joe. I can’t think of his other name. Oh wait a minute. I’ve got it here. [pause] He’s not on here. That’s funny. That’s very strange.
DK: There’s some names on the back there. He’s not, not there is he?
JW: Ah.
DK: As the —
[pause]
JW: No. This is a different crew.
DK: Oh.
JW: I was flying with a different crew there. No. No. I thought he was bound to be on there. No. I’m afraid I don’t remember his name now. I’ve got it somewhere.
DK: Yeah.
JW: But I can’t put my finger on it at the moment. No. Sorry, I can’t help with that.
DK: No. But he was a good flight engineer then was he?
JW: Flight engineer.
DK: Yeah.
JW: But he’d be dead by now. I mean —
DK: Yeah.
JW: I’m ninety four so, and I was only a kid to him. Time has taken its toll. That’s the original logbook.
DK: Yeah.
JW: Which is a disgrace so I copied it into another one.
DK: Ah.
JW: This is cleaned up, this is. I cleaned it up. Oh that’s old Bennett.
DK: Yes. So just going back to your trip to Italy. You’ve lost two hundred gallons.
JW: Yeah.
DK: You’ve obviously made it back to the UK.
JW: We did.
DK: You did. So —
JW: Without getting our feet wet.
DK: Yeah. So that was really down to the flight engineer then. Managing.
JW: Oh absolutely.
DK: Managing the petrol.
JW: He was brilliant.
DK: Down to the last.
JW: How the hell he managed to. He must have been, he must have been feeding petrol vapour into the engines.
DK: Yeah.
JW: I don’t know. He was very good. He saved us all. But that’s our crew you see. We were like that.
DK: So, from, so you’re with 97 Squadron at Woodhall Spa and then you said you’d then gone to the Pathfinders.
JW: Yeah.
DK: And you were basically told to go there. You were just ordered there. So no, no volunteering or anything.
JW: That’s right. Yeah.
DK: And you’d gone to Bourn at that point.
JW: Well, yes. The mathematics is a bit hard to explain really but as we were getting towards the end of my time — oh yes. I forgot to mention this. One of the concessions we had in Pathfinder force was we were allowed to count each trip as two . So a full tour would be fifteen and not thirty.
DK: Right.
JW: That saved my life didn’t it? And that’s how I came to finish early.
DK: So you did forty five operations altogether.
JW: Forty five.
DK: Forty five. Yeah.
JW: Yeah. Yeah.
DK: And were you with the same pilot? Fletcher. At Bourn.
JW: Oh yes.
DK: Yeah.
JW: Bob Fletcher. Yeah I picked him up. I’ve got it in here somewhere. I picked him up actually — let’s see now. A lot of rubbish in here. Flying officer. He was a flying officer at the time. Here we are. Oh yes. I had three trips with a crew but they had just about finished. They had, they had done twenty seven. They needed three more to do.
DK: Right.
JW: They did the three and they finished. So once again I was back in the pool.
DK: Right.
JW: Lennox was his name.
DK: And that was 97 again was it?
JW: Yeah. So I picked up Bob Fletcher. The first trip with him was St Nazaire. That was the target.
DK: Have you got a date for that?
JW: On the 2nd of April 1943.
DK: Right.
JW: Yeah. We dropped, we dropped eleven one thousand pound bombs. Eleven. Oh well, that’s what it says there. Who am I to argue? Yeah. And thereafter we were in, in the thick of it with all the others. Bob, quite rightly got promoted to flight lieutenant around about [ pause] let’s have a look. God, they took a long time promoting him didn’t they? He should have got it. Well I’m blowed. I never knew it took that long.
DK: That long. Longer than you thought.
JW: He’s still flying officer.
DK: Yeah.
JW: Yeah. He’s still flying officer. Well I’m blowed. Yeah. I don’t understand this.
DK: It’s a bit later on than you thought.
JW: Unless I missed it. Ah I’ve got it. The first time he flew as a flight lieutenant was the 27th of August ’43.
DK: Right.
JW: That’s right. And the target was Nuremberg. We dropped one four thousand pound bomb, three one thousand pound bombs and five target indicator marks. Markers. A little story about that really. PFF wasn’t the original title promoted. When [pause] who was promoting it? I think Sir Arthur Harris. That’s right. Or was it? No. it was Churchill I think. Churchill promoted the idea. Sir Arthur was against it because he didn’t want to have an elite corps. He said, ‘No. They’re all good. It’s not right.’ But he did give in and they formed the new group called 8 Group. And then the controversy got worse when Donald whats-his-name.
DK: Bennet.
JW: Yeah. He was a brilliant navigator. He had it in his fingertips there. And the Air Ministry promoted him above all the other air marshalls. Made him an air vice marshall in one leap like that and it upset the apple cart quite a bit you know. He wasn’t popular by any means. They all, they all admit he was brilliant. He was very clever. But they couldn’t get along with him at all.
DK: No. No.
JW: But that’s how the story goes. A bit beyond me of course.
DK: Yeah.
JW: Yeah.
DK: As, in the Pathfinder force then what was the, just for this really, what was the sort of role of the Pathfinders as opposed to the main force? What did they —
JW: Ah yes. Yeah. Well the evolution of this was quite interesting. They, the original title was Target Finding Force. They didn’t like that. They said, ‘No. No. The others are just as good. So then they accepted they marked the route to get there.
DK: Right.
JW: Which was just as important as actually getting, I mean if you could find the place in the first place, you know. So it was named Pathfinder force. We were doing the course out. We dropped the markers along like.
DK: Right.
JW: And it was arranged by careful timing that the whole of the force doing target finding, there was our squadron and 35 squadron at Graveley and there was another squadron at Wyton who timed. Each aircraft had a specific time to be there.
DK: Right.
JW: So that he dropped his target and it burned for a few minutes but it’s going to go out. So the next one that comes along he tops it up.
DK: Yeah.
JW: So that. Very clever.
DK: Yeah.
JW: It worked.
DK: Did your aircraft then act as an initial marker? Or were you backing up or dropping the flares along the route?
JW: Well, we were all backers up really.
DK: Right.
JW: I suppose. But I mean it varied. It depended on the plans. The plans were all worked out at headquarters.
DK: Right.
JW: We were just given the orders you see.
DK: Right.
JW: We didn’t actually have to find the target. We didn’t need to look far. You could see the bloody thing there. I mean, the Mosquitoes in Pathfinder force, they were using a new secret arrangement called Oboe. Two transmitting stations sent out a beam like that. Right. Ok. And the aircraft followed it in. If they veered too much to one side they got a beep. And another one. They kept on track there. And then they gave a signal. This one here would be to keep them on track. This one here would tell him when to drop the bombs.
DK: Right.
JW: And it was extremely successful but of course they’re just flares went down. Parachute flares. Things like that. Then the rest would come along in an orderly way as far as we could make it. Just kept it going. In fact quite often when we, when we arrived there they’d been bombing for the last half hour. I mean it was well ablaze you know. There it is. But then of course the defences were alerted by that time. Oh dear it would get hot some times. Bloody Hell it did.
DK: So you never got attacked by a fighter then at any time.
JW: No.
DK: But was your aircraft hit by flak?
JW: I would have welcomed one because I was so bloody bored sitting there.
DK: Was your aircraft hit by flak at all on occasion?
JW: We got away with it.
DK: Yeah.
JW: It was bloody amazing how we got away with it but we did until that last trip when I wasn’t on it.
DK: And was that Fletcher’s crew that went?
JW: It’s, it’s an incredible story really when you think about it. When you leave here and you’re going home think about it.
DK: Yeah.
JW: I mean, the chances of that happening were so remote. I shall never forget it of course. Where are we now?
DK: Where are we now? That’s straightforward. So —
JW: Do you want some amusing stories now do you?
DK: Just one other question before we move on.
JW: Yes. Go ahead.
DK: It’s as you’ve landed and you’ve come back and the operations finished. How did you feel as you landed on the way back?
JW: How did we feel? We were bloody pleased. I’ll tell you one thing to correct. There’s a very good film. Commercial film. What’s it called? “Night Bombers,” I think it’s called.
DK: Oh yes. Yes. Yes.
JW: And at the end, at the tail end of that film the crew landed and they’re getting out of the aircraft and the voiceover said the first thing they do is to light up a cigarette.
DK: Yeah.
JW: Balls. The first thing you did was go down to the back end of the aircraft and pee up against the tail wheel. You’ve had nine hours without going to the [laughs] I don’t know if anybody’s ever told you this but there is a chemical toilet, elsan toilet.
DK: Elsan.
JW: In the aircraft.
DK: Yeah. Yeah. You never used that then?
JW: Of course not. It’s bloody silly. Can you imagine? There we are. Pitch dark. We had to have our oxygen mask on. Full clothing on.
DK: Yeah.
JW: Fumbling around trying to get — oh it’s ridiculous. They even had a separate can of fluid to top it up, there was.
DK: No.
JW: And after the war when they used the Lancasters to take the ground crew out to, on a sightseeing] to see what we’d done during the war.
DK: Yeah.
JW: Including taking the WAAFs as well. Because the WAAFs were there they put a screen around the [knocking on door] Come in. [pause] They put a screen around the toilet.
Other: Sorry to disturb you. Are you keeping an eye on the time?
DK: Oh. Alright we’ll come down. Ok.
Other: No problem. See you in a few minutes.
JW: I’ve told them to come. You’re having lunch.
DK: Yeah. Oh excellent. Oh great.
JW: I’ve forgotten what it is. Mine is pork bake. I don’t know what the bake is but I know what the pork is. I don’t know what the bake is though. And what’s the other one? I’ve taken the one anyway.
DK: Yeah. Ok. Shall, shall we pause there then?
[recording paused]
DK: I’ll tell you why. Because that was going to be my next, next question really was —
JW: Yes ok. You go ahead. Fire away.
DK: How you look back on that now and what do you miss about that period?
JW: Yeah. Well it’s, it’s very difficult to answer because it’s, there are so many aspects involved you see. I had two [pause] three, three separate careers really. First of all aircrew which was one life. Then when I finished, when they took me off aircrew I was on Training Command. That’s another life. And then eventually I was made redundant from supply because they were running down. And, being interviewed by a squadron leader I was, I don’t know if it’s got it on there but I was sent to an RAF station. We didn’t have any aircraft. What was the name? Somewhere in Leicestershire. Oh God what was the name of it?
DK: Bruntingthorpe.
JW: That’s it.
DK: Yeah.
JW: That’s where the jet engine was developed.
DK: Yeah. Yeah.
JW: That’s right. I was sent there as another holding unit and in the interview he said, ‘What skills have you got?’ I said, ‘Nothing really. I never got around to doing skills.’ So he said what is your hobbies and things?’ I said, ‘Well,’ I said, ‘I’m very keen on, on the railway organisation.’ He said, ‘Are you?’ I said, ‘Yeah. I’ve got a copy of the Bradshaws timetable. The old original one.’ You know, a big one like this. The chaps knew I had this and if they had wanted to go somewhere they used to come to me and say, ‘Would you plot the route for me?’ And I used to go through it. It is a work of art going through that book. It was.
DK: Yeah.
JW: And later LNER, LMS, Great Western.
DK: Yeah.
JW: That sort of thing, you know. He said, ‘Oh,’ he said, ‘Well look, I’ll tell you what. I’m going down to London this weekend and I’ll pop into the Air Ministry and speak to the Movements chaps there and see if they can find you a slot.’ Now, I took that with a pinch of salt. I mean how am I going to? How shall I be that lucky? So, I said, ‘All right.’ And nothing happened for about a month and then I was called forward, out again. The chap said I’d got to report to the order room. I went, ‘Alright.’ And he said, ‘You’re posted to Euston Station.’ ‘To Euston?’ ‘Yeah.’ He gave me all the documents and off I went. Got to Euston station there and I asked to speak to the chap in charge. He didn’t know anything about this posting at all. He said, ‘I don’t know anything about it, at all. Maybe it’s our admin people over the road. I did. They didn’t know anything either so they rang up the movers in the Air Ministry. They said, ‘We’ve got this guy here,’ and I heard one side of the conversation. They must have said, ‘What’s he like?’ He said, ‘Oh, he looks alright.’ Oh thank you. They said, ‘Right, tell him, tell him to go to Victoria station. Report to flight lieutenant,’ what was his name, Orange. ‘Flight Lieutenant Orange.’ Ok. I went there and he was a nice chap. He was auxiliary.
DK: Right.
JW: Not in the full RAF.
DK: Yeah.
JW: And he had a lot of experience just lately of young officers, young aircrew officers no more use for them.
DK: Yeah.
JW: Because they were running down and they went there and just sort of abused the situation. Did nothing, you know. Sort of went off and things like that. And he said and he was quite amazed when I asked him, ‘Can I do this?’ Can I do the other? I said, ‘I’d better go and see the station master, hadn’t I?’ He said, ‘Why?’ I said, ‘Well, it’s normal isn’t it?’ I was treating it as an RAF station. I went to see him. I wish I could remember his name. He was a typical, typical station manager. Pin striped trousers.
DK: Yeah.
JW: Bowler hat and [laughs] and we got on famously because we were chatting about things a bit, you know. At any rate a few days later I met him on the forecourt. I was wandering around. I did a lot of wandering around picking up information you know.
DK: Yeah. Yeah.
JW: He said, ‘I’m coming down. I’m going to see off the Golden Arrow,’ he said, as his job, a Prestige. Two. There were two Prestige trains in Victoria. One was the Golden Arrow. It went to Dover and then across to Paris. And the other one was the night sleeper. It went and left about 7 o’clock and the whole train was shipped across.
DK: Right.
JW: It was. So you, and it was all first class, Pullman and that.
DK: Yeah.
JW: Now both trains because they were Prestige trains he thought it was his business to go and see them off and he took me along with him. And I thought that was lovely. A very nice gesture. I enjoyed that. He said, ‘What are you doing here any rate at 7 o’clock in the evening?’ I said, ‘Well, I’ve got nothing better to do.’ He said, ok. ‘Cause I, I was living with my family. My mother’s family.
DK: Yeah.
JW: At Enfield which is about twelve miles north of London. Yeah. There was nothing for me to do. So he said, ‘That’s great,’ and we got talking about things. One thing and another. We got along famously and then one day I do my usual walking over the concourse there and there was a hell of a bloody great queue to get tickets from the ticket office there and I spotted an RAF uniform in there. He had a collar on. A white collar on. I thought I’d better have a look at this. So I went across, and I said, ‘Excuse me sir.’ And I introduced myself. I had a red armband on you know. ‘Can I help you?’ He said, ‘Well I think you can,’ he said, ‘I’m the chaplain to the senior chaplain of the RAF and he’s going on a, he wants to go on a tour of Europe to visit all the RAF stations in the occupation zone.’ The occupation days that was you see.
DK: Yeah.
JW: He said, I’ve got, I’ve, got to get, ‘I’ve got to get — he sent me to do all the bookings. Get all the tickets and that sort of thing,’ he said. I said, ‘Well you’re in the wrong bloody queue aren’t you at any rate? That’s for inland routes. Come with me.’ I took him around to the other station where the continental booking office was. I don’t know if you remember this in Victoria. They had two different booking offices.
DK: I do actually. Yes. Yes.
JW: Yeah.
DK: Yes.
JW: Well we were in the original one. Our office. RTO’s office. And they had been moved to the back of the refreshment bar there at the end of the concourse. And I took him around the back, knocked on the door and who should open the door but this ex-ATS girl who was on the staff with us there. And she got a job with the railway in the booking office. That was jolly nice. And we had a little chat and I said, ‘Look I’ve got a padre here who wants this, that and the other,’ I said, ‘Can I leave him with you?’ She said, ‘Oh leave him with me.’ So he left and I walked on. Some little while later. I think a month later or something, I think I had a call from this, his name was Dagger, Reverend Dagger.
DK: Yeah. Yeah.
JW: And he said, he wanted to thank me very much. ‘You saved my bacon,’ or whatever he was saying. He said, ‘It all went swimmingly. That girl was wonderful. She knew her onions. She knew her railways anyway.’ She fixed him up with everything. The lot. He went off with a bundle and off he went. The chief had a lovely tour around there and that was that. That was fine. A good job. A good job I had done. It had its ramifications later on. I’d met my wife in the meantime in Jersey.
DK: Yeah.
JW: At the West Park Pavilion dance place there. It so happened by sheer coincidence she, my wife had previously been in hospital with some fever. What’s it called?
DK: Scarlet fever or, scarlet fever.
JW: You’re right. Scarlet fever. And she recovered now but her aunt lived in Jersey with her husband who was a Jersey man. And she invited her, my wife, to go over to stay with them a little while to recuperate.
DK: Yeah.
JW: So they set off. Her, her younger brother Derek who was a tall chap.
DK: Yeah.
JW: And her best girlfriend across the road. Audrey. The three of them. How the hell they managed to go through all the rigmarole of travel to get to Jersey but they did it. And any rate the first night I was there I’d been over, I went over previously in February just to have a look at the place. And I was very pleased with what I saw and I thought this is a place for a holiday. Soon as I got back I had a chat to my roommate there. He was an army officer. I said, ‘We ought to go and have a holiday there you know.’ He said, ‘Right.’ So we arranged to have our leave at the same time. I took him down to Paddington. There’s another route from Paddington to Weymouth.
DK: Yeah.
JW: We went that way.
DK: Yeah.
JW: Took him there. I said, ‘Do you know, I’m going to take you to the Palais,’ because servicemen always do that. The way you meet girls was at dances, you know. And I took him along there. When we got there it was, we were a bit early and the band was just coming on with their instruments and things and there was hardly anybody there. But I noticed at the far end, up that end there were three people sitting there. Two girls and a chap. I thought, as all servicemen do, look around for what they called an available bit, you know [laughs] And I thought she’s nice. I like that. So as soon as the band got themselves together and struck up for the first dance I walked across in uniform. The full, the full regalia. And I remember clearly for the first time in my life I was full of confidence. I don’t know how it happened. I felt, it was the uniform I think. I always felt good in uniform. I strode across with all the confidence in the world. ‘May I have this dance please.’ She said, ‘Oh yes.’ Got on the floor and she was light as anything. She was a beautiful dancer. I thought, you know, I can’t, I’ve got to say something. You’ve got to have a conversation haven’t you when you’re dancing?
DK: Yeah.
JW: So I said to her the usual thing, ‘Are you a local girl?’ ‘Oh No. No. No. I’m here on a holiday.’ ‘Oh, are you? Where are you from?’ She said, ‘Nottingham.’ ‘Oh, that’s my favourite city.’ And it was.
DK: Yeah.
JW: I loved it. I was telling the truth, I loved it because I was at Syerston you remember. That was their watering hole.
DK: Yeah.
JW: Nottingham. And I said look I’ve got my mate down the bottom there and we’ve got a jug of claret cup which is what they do there. Instead of having drinks they give you a big glass jug and they mix it up. Half of it is claret and half is lemonade.
DK: Yeah.
JW: Top it up.
DK: Yeah.
JW: And they serve it up with glasses there and you just help yourself when you want it. Not a bad idea. I said, ‘We’ve got a claret cup already.’ I said, ‘Can I ask you who are those people? Who is that chap?’ ‘That’s my brother.’ Oh that was, I’ve heard that before. Anyway, I said, ‘Well come down and join us.’ She brought them down shared a nice little foursome there, you know. It was quite jolly. A nice evening. And we all disappeared and afterwards and I saw her home. St Aubin. She lived in St Aubin, that’s right. Up there. I made a date for the following day and she turned up at the weighbridge there and I didn’t, I hadn’t planned anything. It was unusual. I’m a great planner and I hadn’t. I don’t know why. Anyway I said, ‘Let’s get on a bus and have a ride,’ So we got on a bus, took her back to where she was at St Aubin. We got on another there took us down to a little bay which I’d discovered. There was a big bay called St Ouen’s. Huge thing. And the island’s prestige hotel called L’Horizon. The Horizon. L’Horizon it was called.
DK: Yeah.
JW: It was a good five star hotel. Very good. Very top class you know. Now, as that bay goes around when it gets to this side here instead of going around there it ended in another little bay called Ouaisne. And we had a bus. Went from St Aubin to this place. We went down there and sat on the sand there. Had a little cuddle. Sat reading and things like that and on the point as this little bay went around the corner there was no beach but there was a whole pile of rocks been worn smooth by the water over the years. And I loved walking over them, climbing over them, you know. So I had a little walk around, came back and said, ‘Its nice around there you know. Do you want to have a look?’ And she’s a game girl. She always was. She came with me. We were climbing over these rocks. We found a little spot there. There was one big shiny smooth slab there slightly inclined. Well that’s just the job isn’t it? So we got on there and had a cuddle on there and spent the whole afternoon there. And I took her to the back as the tide was coming in. We just got around the corner before the tide cut us off actually and got on the bus back in. And I made a date for the next day. This went on for a fortnight.
DK: Yeah.
JW: Every afternoon bar one I took her out. We were getting thicker and thicker and thicker you know. She was lovely. And very, well the only way I can explain is it was compatible if you know what I mean.
DK: Yes.
JW: I felt at home and at ease.
DK: At ease. Yeah. That’s important though anyway.
JW: Yeah.
DK: Feeling at ease.
JW: Going back to the bus at weighbridge and she sat there and I sat here and I was getting very embarrassed because she kept looking around and gazing at me all the time. I’m not used to this. Then we got talking. I asked her how old she was. She said she was sixteen. Oh my God. I’m cradle snatching.
DK: So how old were you at the time then?
JW: I was twenty five at the time.
DK: Oh ok.
JW: A bit too old for a sixteen year old. And she was messing up. She was pulling my leg. She wasn’t. She was twenty actually.
DK: Oh that’s ok then.
JW: Yeah. But it made my heart sink you know. Particularly with this gazing at me all the time. I thought oh bloody hell. I’m not used to this. Anyway, we got around that alright. Then we got settled in very nicely. Now, when it came to the end of the holiday she had to go back because she was booked to go back on the boat on the, on the Saturday. Butch and I were going back on Sunday. The day after. So I had my last afternoon with her on the Friday before. Instead of catching the bus back I said, ‘Let’s walk around the point and have a look around there.’ We walked around the point. We found another little bay, a little bay there and there was a little island there all on its own with trees and everything on it. I said, ‘I’ve never seen anything like it. This is lovely.’ I said, ‘I’ve got the urge to swim in the skinny.’ So I took my things off. I said, ‘Are you coming?’ She said, ‘No. No. I’ll stay here and read.’ I said, ‘Ok.’ So I went in and I was swimming around. Lovely. And I came out. The sun was shining and I was warming up. She was laying there and I laid down beside her. Now the rest of it is a bit personal.
DK: Say no more.
JW: Except to say that we only cuddled. Nothing else.
DK: Yeah.
JW: Absolutely.
DK: Yeah.
JW: I don’t know what got over me that times.
[recording paused]
DK: So its back on again. It’s been off. Don’t worry.
JW: Well, he successfully baled out.
DK: So if I could just recap there. So Wally Layne was the wireless operator.
JW: That’s right.
DK: And —
JW: He was a warrant officer at the time.
DK: He was a warrant officer.
JW: Yeah.
DK: And he baled out.
JW: Right. Well he survived the parachute jump alright and he started what they call evading. It was our duty to evade if you could and he spent a week. All he had was the escape kit that we were all issued with.
DK: Yeah.
JW: It had things like a tube of condensed milk, some chewing gum. Bits. And vitamin tablets. Things like that to help us. And what he could pick up on the way wasn’t very much. I think he said turnips he managed to get hold of. Anyway, after a week he was so weakened by this that he decided he’d had enough. He was a prisoner of war. He staggered out in to the street and fell in to the arms of the first person he could find who happened to be a policeman. The policeman invited him to the hospitality of a prisoner of war camp. And when he got to the prisoner of war camp he got to the gate going in, from what he was telling me, he got to the camp and the first person he saw there was our previous navigator who’d been shot down in another plane. They laughed their bloody heads off [laughs]
DK: So can I ask who survived the shooting down then? The wireless operator, Wally and the pilot?
JW: Yeah.
DK: Fletcher. And there was two others who survived the —
JW: The bomb aimer.
DK: The bomb aimer.
JW: That’s that chap.
DK: Yeah. Can you remember his name?
JW: Jack [pause] bloody hell.
DK: I think we’ve got it.
JW: I think it’s somewhere on there.
DK: I think we’ve got it on there. The bomb aimer. Because he’s the one on the photo.
JW: Yeah.
DK: And who else survived?
JW: Yeah. I can’t think.
DK: So the wireless operator, pilot.
JW: And the engineer.
DK: And the flight engineer.
JW: That was Joe. And I can’t think of his surname.
DK: Joe. Right.
JW: Joe. The older chap. He was like the father to us. We were all a lot younger than him.
DK: So the rear gunner, the mid-upper gunner.
JW: The rear gunner was killed instantly. The mid-upper gunner who was the chap who took my place, he was killed instantly.
DK: Can you remember the name of the rear gunner?
JW: And our replacement navigator. He was killed also. That just left the four of them.
DK: Right. So the rear gunner, mid upper gunner and the navigator were killed.
JW: And the navigator.
DK: Yeah. Can you remember the name of the rear gunner?
JW: Yeah. Harry Page.
DK: Harry Page. And the navigator. What’s his name? It doesn’t matter.
JW: He wasn’t with us. He wasn’t one of the original crew. He was a replacement.
DK: Right.
JW: Our proper navigator had been taken away from us and put into another crew. Took one particular operation and was shot down. So we lost him.
DK: Right.
JW: So they gave us a new navigator. I should know that name. I’ve got it somewhere.
DK: It doesn’t matter. It doesn’t matter. And I notice you were at Kinloss in October, November ’43. Is that when the plane crashed with the cadets on board?
JW: Yeah.
DK: So, we didn’t actually record that unfortunately. You couldn’t tell the story again could you? So you’re on a Armstrong, was it a Whitley?
JW: Yeah.
DK: A Whitley.
JW: Armstrong Whitley. That’s it.
DK: Yeah.
JW: Terrible plane. Oh terrible. Used to fly like that [laughs] In point of fact it was so bloody slow and underpowered.
DK: Yeah.
JW: That as I said that runway went out to sea. If we’d got an inshore wind like this the chap up here would do this for a lark, he’d put the throttle right back. Almost stall. And he would hover like that. The wind [laughs] Oh no.
DK: So how many, how many air cadets were on board? How many air cadets were on board at the time?
JW: Oh I don’t know. It was all shrouded in memory. I can’t remember. I’m guessing. I think there was some female cadets. Did they have female cadets?
DK: Probably didn’t.
JW: There must have been. But I don’t remember. I should say about four. Four or five.
DK: And you came down in the sea there.
JW: In the sea.
DK: Yeah
JW: Yeah. Landed in the sea. Wheels up. As I say the water was only four feet deep.
DK: So the dinghy came out by itself then.
JW: The dinghy came out on its own. We grabbed the dinghy, put all the kids in and pushed it ashore [laughs] When I think about it was bloody funny you know. It wasn’t very funny at the time but there we are. Oh dear me. It’s a story that nobody believes of course. Oh dear. Although, It’s funny enough though a few years back I took my son up to Scotland as I told you. And one of the, one of the reasons was that I’d made arrangements to take him to Kinloss to see the airfield here I flew from.
DK: Right.
JW: And we got off the train at Forres . The station at Kinloss had been closed. RAF Kinloss had its own railway station on this line. This was the main line from Inverness to Aberdeen.
DK: Yeah.
JW: We used to have a little station there called Kinloss and there was a footpath we used to walk across, over the fence and we were in the airfield. It was very handy. Getting back late, you know [laughs] At any rate where was I? Oh yeah. Kinloss. I forget. I’ve lost my trend. Jack Beesley, that was the chap’s name. Beesley. Jack Beesley.
DK: And he was the —
JW: Got it?
DK: He was the —
JW: He was the bomb aimer.
DK: He was the bomb aimer and he survived.
JW: Yes.
DK: Yeah.
JW: Yeah. He did.
DK: So, after the war then, did you stay in touch with any of the four surviving crew at all?
JW: Sorry?
DK: Did you, did you stay in touch with the, with your crew after the war?
JW: No.
DK: No.
JW: Because we went our ways. We were all over the place. Joe came somewhere up near Bolton. Somewhere like that. And another one came from Birmingham. Who was that? [pause] Harry Page came from Bristol.
DK: Yeah.
JW: Wally Layne, Grantham. Bob Fletcher, he was at Burton on Trent. He was at Burton on Trent. Who have I missed?
DK: Wally, Bob.
JW: I came, I came from Enfield, Middlesex. That’s a touch, I’ve got a touch of Cockney in me you know [laughs] I spent most, a lot of my pre, nearly all my pre-RAF days working in London. At the headquarters there of the Co-op.
DK: Right.
JW: The London Headquarters.
DK: Yeah.
JW: In Leman Street.
DK: Yeah.
JW: East 1.
DK: Just, just looking at your operations here I notice you’ve got “Target award.” Is that because you were the most on target or — ?
JW: Recall is it?
DK: Target award.
JW: Oh target award. Oh yes. I’ll show you that.
DK: Oh right. Ok.
JW: Are they in this? Are they in this book or are they in that book?
DK: So you got one of those for Milan, Nuremberg.
JW: That’s quite true. Yeah.
DK: Spezia, Italy.
JW: But not with Bob Fletcher. It was other crews.
DK: Right. Because that was, they were with 97 Squadron.
JW: Yeah. Let’s see what I’ve got here. I’ve got all rubbish here, haven’t I?
DK: Oh that’s a Nuremberg one.
JW: There’s another one.
DK: Right. So —
JW: Do you want another one?
DK: So that’s the target award for Spezia on the 13th and 14th of April 1943.
JW: Yeah. Some things are repeated, of course. I don’t know. Some —
DK: This one then. That’s Fletcher. That’s with the Fletcher crew.
JW: Yeah.
DK: Yeah. So then Milan 14th to 15th of Feb 1943 — target award. And Nuremberg 25th of the 2nd 1943. So the pilot then was Lennox.
JW: Lennox, that’s it. I flew.
DK: Yeah.
JW: The three trips I did with him. His last three before he finished his thirty ops.
DK: So these target awards then were, were they they based on how close you got to the target?
JW: Photographs.
DK: Photographs.
JW: When you dropped your bombs, when they dropped the bombs though they also dropped a flare chute.
DK: Yeah.
JW: Not a chute, a flare thing, you know which is due, which is timed to detonate at a certain level. And as it detonated it lit up the target and it showed where you drop the bomb.
DK: Right.
JW: But it’s a bit hard to get that really because you’d got cloud to think of and all sorts of things to think about. So, it wasn’t, it wasn’t all that easy. We weren’t, we weren’t conscious of it of course at the time.
DK: So just for the recording here the Spezia one on the 13th and 14th of April.
JW: Yeah.
DK: The pilot’s Fletcher and you get Sergeant Mason, Flight Sergeant Robertson, Flight Sergeant that would be Wally Layne. Sergeant White, yourself. Pilot officer Bale and the Sub Lieutenant Lett. Was he Royal Navy then?
JW: [pause] Yeah. [pause] Ok. Shall I put them back in the —
DK: Yeah. Sure. Yeah. Yeah.
JW: This you might be interested in. Look at it that way.
DK: There you go.
JW: That’s a bomb. Oh you’ve twisted it around.
DK: A bomb bay.
JW: No re-gain.
DK: That way.
JW: That way. That’s it. That’s the four thousand pound bomb.
DK: Bomb.
JW: That’s right.
JW: And those are incendiaries.
JW: That’s right. A hell of a load isn’t it?
DK: Yeah.
JW: That aircraft, the Lancaster was really, really a winner you know. It was, it was a great boost for AV Roe.
DK: That was going to be my next question actually.
JW: Yeah.
DK: What did you think of the Lancaster then?
JW: Marvellous. Yes. She was a, she was, it was quite a comfortable aircraft really. Flying this is. Mind you, where we were, the rear turret was a bugger and I steered clear of that. Some bright bloody bugger up at headquarters got the idea that if you remove the Perspex in front they can see better. He has to put goggles on to make up for it so where’s the saving? All you got was cold. As you know when you push something through the air you get a backdraft.
DK: Yeah.
JW: You get it in a car isn’t it?
DK: Yeah.
JW: Well you’ve got a gale blowing in there and it’s bitter cold. It really is bitter. Your saliva which drips down from your mask, that freezes and it can block the tube.
DK: So how many times did you fly in the rear turret then?
JW: I can have a look.
DK: Yeah. Ok. But you were mostly —
JW: As little as possible I can tell you.
DK: As little as possible. So it was mostly the mid-upper turret.
JW: Well, you see, in the early days I didn’t have much clout as the saying goes. But as I got more and more experienced in things and surviving, our crew had got a reputation on the squadron of being the lucky people. We were lucky. No doubt about that. They couldn’t understand how we escaped so much. We did. And I’ll tell you Bob, he didn’t cut corners. I’ll swear to any bible you like we went to the target and he went to the bloody target and he dropped his bombs on the target. That’s how we got the target awards. And he came back. Now, he was a good chap. Now, you want to know, what am I looking at?
DK: How many times you flew in the rear turret.
JW: Oh yeah [pause, pages turning] It’s here somewhere. Ah yes. There’s [pause] well that was a training flight. 8th of October of ’42. Now then. Mid-upper. Mid-upper. Mid-upper. Here we are. Conversion course at somewhere or other. I was rear gunner all of those. That’s right. We didn’t have a mid-upper there. That was, we were doing a conversion. The stupidity, the apparent stupidity, let’s put it that way, of what goes on in wartime among the passing things down. You know. Well, there we were at Syerston flying with a crew and suddenly we were sent to Swinderby, just up the road for a conversion course to four engine, four engine aircraft. What the hell did they think we were flying in any case? I mean it’s so ruddy stupid it’s hard to believe. There we are. I’ve got it here.
DK: So at the OTU and Heavy Conversion Unit was that all Lancasters?
JW: Yeah. Somebody had got their wires crossed I expect.
DK: Yeah. Was it? Was it Lancasters at the OTU and the Heavy Conversion Unit?
JW: Yeah. Here we are. I did some. Sergeant Goodwin, as a rear gunner and also, that’s right — one, two I did a lot of training flights. Only one operation.
DK: Oh right. So only one operation in the rear turret.
JW: There’s some more there.
DK: Yeah.
JW: Another one there. Mine laying. A lot, a lot of exercises went on. Kept us busy didn’t it? Rear gunner. All these are rear gunner. Oh yes. Here we are. Gardening. They called it gardening. Sowing the mines, you know.
DK: The mines.
JW: Essen. Berlin. Dusseldorf. Two at Dusseldorf.
DK: And that was in the rear turret.
JW: Yeah. These are all rear gunner. I did more than I thought.
DK: Ah.
JW: Hamburg.
DK: For the recording that’s, you were at the Baltic mining on the 14th of December ’42 and the 9th of January ’43. And then Essen the 11th of January ’43.
JW: Yeah.
DK: Berlin 16th of January. Dusseldorf 23rd of January.
JW: The 14th of, the 14th of February.
DK: Yeah.
JW: ’43. I joined 97 Squadron.
DK: Yeah. So Dusseldorf again 27th of January.
JW: Yeah.
DK: And Hamburg 30th of January.
JW: That’s right.
DK: 1943. And —
JW: They were all rear gunners they were.
DK: They were all rear gunner. Right.
JW: I didn’t know, I didn’t know I managed all that. Good gracious.
DK: So that’s at least one, two, three, four, five, six times. You were rear gunner more often than you thought.
JW: There’s still some rear gunners here. Lennox. It’s got to come to an end soon. Ah [pause] ah my first flight with Bob Fletcher. I even put his decoration in. DFM.
DK: And what date was that?
JW: That was the 30th of March ‘43
DK: Right. So that was a training flight was it?
JW: That’s my, that’s my first flight with him. That was the mid-upper gun. I exercised my seniority. I’m going in the top turret thank you. And old Harry Page was stuck with the other one. He didn’t mind. He’s a tough old bird he was old. Old Harry was. No. That’s all, that’s all it was. No more.
DK: So all your operations then up to the 30th of March were in the rear turret.
JW: I didn’t like it one little bit.
DK: And just here 24th of July 1943 was Hamburg and the first use of Window. Was that the dropping out of the, the reflective flares? The reflective paper then? Window.
[pause]
JW: Window. Yeah.
DK: Yeah.
JW: That’s the strips of metal.
DK: Yeah. Yeah.
JW: But that, right I’ll tell you now a little story. Not a story but the fact. There was one anti-fighter device which didn’t get its proper recognition. It was a thing called Tinsel. All this was, it was a, it was the cheapest piece of equipment you could ever bother to think and it was the most effective. And it was ignored. That’s higher up. All this was was a microphone that was attached to one of the inner engines and the wire, and the cable went through the wing into the cockpit and down to the wireless operator’s position. And it coupled to his Morse code.
DK: Yeah.
JW: Now, on briefing all the wireless operators were given a wave band to listen out on. Right. And that’s all the squadrons all doing it. And what you had to do, what they had to do was to listen out, when they weren’t doing something else, listen out. As soon as they heard a German voice — on the key.
DK: Yeah.
JW: It transmitted this awful noise from the engine. There were a few sore ears down there I wonder. But it never got recognised as an effective. It probably sounded a bit too simple probably. All it was was a microphone, a bit of adhesive tape and wire.
DK: And wire. Yeah.
JW: A shame you know because, because the wireless operators got used to it and they started using it for their own purposes and they would tap messages to each other because you can’t broadcast when you’re flying.
DK: Yeah.
JW: Because they can pick you up. But if you’re transmitting this bloody noise the people, they can’t hear you, you see.
DK: Yeah.
JW: And come in, ‘I’ve heard from Joe and,’ so and so and so. ‘Oh really.’ [laughs] [pause] We saw Nettleton go down.
DK: Really.
JW: We didn’t know at the time it was him. We were coming back from one of the Italian jobs. Milan or Turin and he came back over the Bay of Biscay. That way to avoid coming over France. Daylight by now because it’s a long trip. Broad daylight and I was flying there and occasionally, it was very interesting flying along on your own. You think, on your own. And suddenly another one there, another one there, another one there they were popping up and people in the same stream going down. You know. Very interesting. And I was looking down there and I saw this one down a bit low there and flying like that and suddenly his nose dipped down like that. He went straight in the water. I noted the time. And when I reported this back at interrogation afterwards I found out it was Nettleton. So nobody knows why he went down.
DK: Yeah. Is it, is it possible to check your logbooks? I just —
JW: Sorry?
DK: The aircraft P Peter. Does it have the serial number in your logbook by any chance?
[pause]
DK: 1943.
[pause]
JW: I’ve got a lot of rubbish in here.
DK: Did you, did you make a note of the serial numbers?
JW: Yes.
DK: I’m just. P Peter.
JW: Here we are. JA 708.
DK: Ok. And that was operation to Hanover on the —
JW: Hanover. Yeah.
DK: 22nd of September.
JW: That’s right.
DK: 1943.
JW: Yeah. My last trip that was.
DK: And then the following night. Hanover again when the aircraft was lost.
JW: The following. Ah. Now then, another little story coming up. Now here we go. They flew off without me. A bloke in my place. And the target was Mannheim.
DK: Oh Mannheim. Ok.
JW: It was. But they never found it. They never hit it. Now I had a letter many many years later from the editor of the local newspaper of a small town which lies in between Mannheim and Ludwigshafen.
DK: Right.
JW: They’re both inland ports.
DK: Yeah. Yeah.
JW: About in the middle. And I can’t remember the name of it. He wrote to me. He said he’d heard of my survival and he’d like a little more information because he said for the anniversary of that particular night they were going to put some show on or something.
DK: Ok.
JW: And he wanted to get all the information I think he could out of it. There wasn’t much I could tell him because I wasn’t there. He appreciated that. But he did send me a diagram of the town centre which was completely obliterated. They got the lot down there. It was the wrong target. Great shame wasn’t it?
DK: Yeah.
JW: These things happen don’t they, in wartime doesn’t it?
DK: So which town was this then that —
JW: Well I don’t know. I can’t remember the name of it.
DK: Right. Ok.
JW: It begins with the letter K I remember.
DK: So the target was Mannheim but they —
JW: They should have bombed Mannheim but the Pathfinders had made a mistake. They targeted this little town instead.
DK: Yeah.
JW: And this little town got the lot. Seven hundred Lancasters dropping bombs on them.
DK: And that was the 23rd of September 1943.
JW: Completely obliterated the whole town centre he tells me.
DK: And that was, just for the recording here the 23rd of September 1943. Yeah.
JW: Is it, he had a title. He was a professor of something or other.
DK: Yeah.
JW: Editor of the local newspaper.
DK: Yeah. Ok. Ok well let’s stop the recording there. I’m sure you are.
[recording paused]
DK: So it’s recording now so —
JW: Ok.
DK: Consider what you’re saying. So 97 Squadron then. What do you —
JW: Right. Woodhall Spa.
DK: Yeah. Ok.
JW: Right. Well it so happens that our parent station was Coningsby. [But you didn’t really notice that?] And they were so close that the drem circuit, which is a ring of lights around the airfield.
DK: Yeah.
JW: And they crossed there. Think of this. They’re going that way around like that and down like that. This one’s going the same way like that. But when they get there they’re in opposite directions. We thought that’s a bit hairy. Fortunately there was no flying at Coningsby. They were busy putting a hard —
DK: Runway.
JW: Runways down. Putting hard runways down. But we were so close to Coningsby really. All our, all our admin work was done at Coningsby. Now, I went back to Coningsby twice. The first time was we’d all subscribed. In the Association not the Squadron Association, we subscribed to a stained glass window to commemorate the squadron. And that was being placed in the chapel on the station. The RAF station there. A proper do on a Sunday morning there. Even got one bloke there playing the bugle. He couldn’t play it to save his soul [laughs] but never mind. It was a gesture. We got that done. I guess, I got another, another instance where I broke my thoughts about the future. A lot of the chaps there with me were wearing the DFM. Which means they were airmen. Not officers. That’s just, just a little aside. At the general meetings each year the first time I went I shared a table with a couple there. Two couples in fact. A big table. Yeah. They were original people from the squadron in wartime days and come to think of it they weren’t particularly happy about being there. They thought, I got the impression they thought it was a waste of time but I didn’t say anything at the time naturally. But it added to my thoughts about the whole thing you know. And when I was first approached by Ann Savage who was this WAAF, ex-WAAF who was acting as secretary she, I don’t know how she found me but she got me and talked me into joining. Before joining I rang my pilot Bob Fletcher at home and I asked him for his, his opinion. He said, ‘Don’t touch them with a barge pole.’ He wouldn’t have it. No. Out. Oh dear. But pressure was put on me to join and I thought well I do owe something. I mean you must know by now how lucky I’ve been. I do know something. So I, I gave in and I went along to that. The next AGM and reunion. The other reunion there’s a misname. It wasn’t a reunion at all. It was an AGM really. There was so few people there who were actually on the squadron during the wartime days. Now, that’s what I call a reunion. Me meeting old friends there.
DK: Yeah.
JW: I knew nobody. And nobody knew me. These two couples at the table there they weren’t particularly happy about it all. The next year I went again. I didn’t see them again. They never turned up again. I noticed a few others that I remembered were there. They didn’t come again. The third time I went nobody came there who was on the squadron during the wartime days. Completely out. And going back to that business I said about, about the youngsters there this particular organisation now is devolved into just a club for the young people. And I try to influence them a bit. The chairman was a retired wing commander. Bomb aimer. Ken Cook. And he and the secretary were together like that and they had some sort of interest in the hotel. The Admiral Rodney. Admiral Rodney in the middle of Lincoln? Oh well [laughs] And Hornchurch is, it’s a sink town. It’s dreadful. They’ve got a little stream that runs through the town there. It’s only a little stream but you get all the rubbish in there. Bedsteads and trollies and all sorts of things. It’s a dreadful place. It had a Woolworth’s there.
DK: Yeah.
JW: And it hadn’t been changed since the wartime days. It had ordinary floorboards. No lino or carpet. Oh God. Oh no. No. I said, I thought came into my mind this is not going to attract anybody.
DK: Yeah.
JW: You’d have one say never again and I tried to steer them away. I thought Lincoln would be the ideal place.
DK: Yeah.
JW: Lincoln was the centre of Lancaster country you know. We all know that. Everybody. It’s always written up on it and they wouldn’t listen because this hotel. They got hat and glove with the proprietor of the hotel I think. They took over the hotel and allocated the bedrooms and things like that. No. That’s not the future at all. Any rate, the wing commander, he wrote to the other members of the committee misinterpreting exactly, misinterpreting entirely what I had wrote to him. He said I was trying to tell them to buy a sack of Kevin’s books and dish them out as rewards or something like that.
DK: Yeah.
JW: Not at all. That wasn’t it at all. I was talking about the location of the place. So I bowed out. I said it’s not worth it. It’s not worth worrying about. Except for Kevin. He stayed on. He became the secretary. Acting secretary shall I say. I don’t get much from him these days. He’s very busy. Like all of us when you retire you start getting busy.
DK: Yeah.
JW: But there you are he keeps on saying I’ll come and see but it’s a long way to come from Peterborough just to take you out to lunch isn’t it?
DK: Yeah. Yeah.
JW: And I haven’t got a house now to offer hospitality. He stayed with us before when I had a house at East [unclear] but that’s gone now.
DK: When you were based at Woodhall Spa did you use the Petwood Hotel?
JW: Yeah.
DK: At all. Was that, was that somewhere you used to go to then as the mess?
JW: Well the last time we went I took my wife with me. A bit of luck once again. Just my lucky streak. And somebody from the hotel staff, somebody in authority, they said, ‘Oh we’ll change your room for you.’ We had some sort of little room. They gave us a lovely room. Private bathroom. The lot. It was well done you know.
DK: Yeah.
JW: And it so happened that after the meeting and all the fun and games and things like that, people drifting away that more or less left Kevin and his lady and me and my wife and one or two others there drifting away. And we were taken, my wife and I were taken with Kevin up to this room and people were going back to their room, passing. Raising an eyebrow. They knew this was a good room. We got the plum. So that’s it. That’s it. Time to quit. Any rate I wished them the best but when you come to think of it though when they first asked me to join that’s over twenty years after the war. It’s a bit late to start a reunion isn’t it? Twenty years after the event isn’t it?
JW: It is. It is a little bit.
And then Bob saying don’t touch them with a bargepole. I don’t know why. I don’t know what his objection was but he wouldn’t have anything to do with it. Yeah. It was a bit downmarket I must admit.
What? The Petwood?
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Ernest James White
Creator
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David Kavanagh
Publisher
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IBCC Digital Archive
Date
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2016-10-27
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
Type
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Sound
Identifier
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AWhiteEJ161027
Conforms To
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Pending review
Pending revision of OH transcription
Format
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01:42:38 audio recording
Language
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eng
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Description
An account of the resource
James White worked as a wages clerk for the Co-op before volunteering for the Air Force. He had intended to join the navy but he saw some recruits being shouted at so he turned around and crossed the corridor to join the RAF. He had always had an interesting in flying because his uncle lived near Hendon Airfield and he had enjoyed watching the aircraft as well as making models. When he had completed his final operation as a gunner with 97 Squadron his crew still had one to do and so he volunteered to join them. The gunnery leader refused his offer and he went on the operation himself. The crew failed to return from that operation and the surviving members became prisoners of war.
Contributor
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Julie Williams
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
Italy
England--Cambridgeshire
England--Lincolnshire
France--Saint-Nazaire
Germany--Hamburg
Germany--Mannheim
Germany--Nuremberg
Italy--La Spezia
Temporal Coverage
Temporal characteristics of the resource.
1941
1943
44 Squadron
61 Squadron
8 Group
97 Squadron
air gunner
aircrew
bombing
bombing of Hamburg (24-31 July 1943)
Botha
Cook’s tour
Lancaster
Lysander
memorial
military service conditions
Oboe
Pathfinders
RAF Bourn
RAF Graveley
RAF Morpeth
RAF Syerston
RAF Waddington
RAF Woodbridge
RAF Woodhall Spa
sanitation
searchlight
Window
-
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f2f26de792cac70f6b6c69e353b3a563
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/286/8788/AKirbyH150710.1.mp3
415d0a343bc572167309ea13248509d0
Dublin Core
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Title
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Kirby, Harold
Harold V A Kirby
H V A Kirby
Harold Kirby
H Kirby
Description
An account of the resource
Nine items. Two oral history interviews with Warrant Officer Harold Kirby (1923 - 2022, 1637087 Royal Air Force), his log book, photographs and documents. He flew operations as a flight engineer with 467, 97 and 156 Squadrons.
Publisher
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IBCC Digital Archive
Date
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2015-07-10
2015-09-21
2016-06-11
Rights
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This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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Kirby, H
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Warrant Officer Harold Kirby 1637087 was born in Kilbourne, Loncon in 1923, his job after leaving school was in the accounting department at London Electric Supplies. He initially tried to volunteer for the RAF but failed the medical, at that time. He was subsequently drafted in 1942. Skill training started with training as a Flight Mechanic, but during this was asked to volunteer to rain as a Flight Engineer. His first posting was as an Aircraft Fitter at No.460 Squadron, RAF Binbrook, although only for 6 months.
After Flight Engineer training at St Athan and then training on the Short Stirling and then the Lancaster with 1661 Heavy Conversion Unit at RAF Winthorpe, the first solo flight for the crew, the port landing gear would not lock, during the landing the gear collapsed, although there were no injuries.
First operational unit was No.467 Squadron at RAF Waddington a mainly Australian Squadron, the crew were here for July and August 1944, One operation 3/4th August 1944, to the V1 storage site at Trossy Saint Maximin had another bomber flying above their aircraft and dropping their bombs, one going through the wing, narrowly missing vital structures, this resulted in a gear up landing, due to hydraulic loss, but again there were no injuries resulting.
He was then posted along with the crew to No 97 Squadron, based at RAF Coningsby a pathfinder squadron, tasked to mark the targets for other aircraft,
In total two tours were completed before the end of the European war, after finishing as a Flight Engineer, Harold trained as a RADAR mechanic, before leaving the RAF.
Andy St.Denis
Transcribed audio recording
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Transcription
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NM: So, this is a recording from Harold Kirby in Pinner, my name is Nigel Moore doing the interview, and this interview is taking place on July the 10th at Mr Kirby’s home in Pinner. So, Mr Kirby, thanks for doing this, and can you tell me something about your life growing up and life before the RAF?
HK: Yes, I’m, I was born in Kilburn, and my parents moved out to Kingsbury when I was eight years old, and I went to Kingsbury County School there. At the time we moved, 1931, it was all countrified there and we had to walk across fields to Burnt Oak to, for shopping, but soon got built up. So that was my early days, and then I got married after the war and lived in Kingsbury for a while until we moved out to Pinner in 1960, that’s right.
NM: So, what about your upbringing and childhood and pre-service life as a youth?
HK: I was not very outgoing at the time, but I had a special friend, Tony, who was more outgoing and he involved me in lots of activities, but I can’t say that I did very much exciting at those days, although we did used to cycle ‘round quite a lot, both of us. So, that was, up to the war, really. [Pause] and, certainly –
NM: Okay. How did you come to join the RAF?
HK: Ah, well, I, my two school friends and myself wanted to fly with the RAF, they were accepted but I was turned down on medical grounds, they became navigators and went off, and then I was called up in, ah, August 1942, and was first, after the initial square-bashing, went to, was posted to Halton, to train as a flight mechanic, one of the first inputs of conscripts to be trained at Halton, yeah. Well, after I’d passed out as a flight mechanic, I had sufficient marks to go straight on to do a fitter’s airframe course, also at Halton, and during the time there, I, we were asked if we would volunteer to become flight engineers, they were getting a bit short, which I did, passed the medical that time, and, but initially, I was posted as a fitter to 460 Squadron, which was at Binbrook, although initially, we and three others went to place called Brayton and found that the 460 Squadron had moved to Binbrook two weeks earlier [slight laugh] but eventually, we were taken there over, stayed there overnight and then taken to Binbrook, and I was there for a bit, six months, mainly repairing aircraft, until I got a call to go to the Saint Athan to train as a flight engineer. I, after I’d passed out from there, I was posted to heavy conversion unit at [pause] Winthorpe and I was, I crewed up with an otherwise all-Australian crew, and one thing that happened there was – this was on Stirlings – on the first pilot’s [pause] flight by himself without an instructor, we couldn’t get the wheels down, and it was my job to wind them down, which I did successfully, but the port undercarriage wouldn’t lock, so we were asked to fly to Woodbridge, you heard of it? It was placed where they had especially long, long runways and also facilities for dealing with crashed aircraft. Well, we duly got, would crashed, Woodbridge, crashed, ah, landed, but the port undercarriage gave way and we spun ‘round, no-one was hurt, and the instructor came down immediately and made my pilot fly back. Other than that, that, everything was okay, and we went to the Lancaster flying school, and eventually landed up at 467 Squadron, which was then at Wadd – Waddington. The, ah, yes, on the first operation, we were coming back, and the rear gunner suddenly shouted ‘Corkscrew!’, and the pilot immediately took action, dived, and a twin-engined aircraft overtook us and flew off in the distance, we didn’t see it again, but he initially, he shot at us, and a bullet went through the rear gunner’s turret and his clothing and cut off his heating supply and he was very aggrieved about that because it got a bit cold! [slight laugh] Anyway, we got back safely. Then, on the [pause] yes, the eleventh operation, it was a daylight one at Trossy Saint Maximin, the, it was a storage site for V1s, and we had done the bombing round and the mid upper shouted, ‘There’s a Lanc above us just opened his bomb doors!’ Before we could do anything, we heard two thumps, one was louder than the other, and a bomb went through the port wing, took away the undercarriage and the – shut off the engine, so I, well, I, I had to keep a look-out because the, I’m sure the wing was mov – waving more than it should do, anyway, we, with three engines, we got left behind. At one stage, this was over France, the rear gunner said ‘There’s two single-engined aircraft approaching from the starboard quarter,’ he said to the upper gunner, ‘I’ll take the first, you take the second,’ but seconds later, which seemed hours, he said, ‘It’s alright, they’re Spitfires,’ [slight laugh] and one of them escorted us back to the coast and we decided, or at least the pilot decided, to land at Wittering, which, at that time, had a grass runway, and we’d landed there and he got told off for making a big groove in their run – runway. So, but that was the, really, the main thing that happened there. Then, on the sixteenth operation, or after the sixteenth operation, we were posted to 97 Squadron, the Pathfinder Squadron. After the war, I had some correspondence from a pilot’s son, this was well after the war, and in it was a cutting from a newspaper which a pilot had a long [?] talk with a reporter, and he said then, whether it was true or not, that he actually volunteered to become Pathfinders because of the increase in pay, but I don’t know if that’s true or not, but all the crew joined him and we went on to the 97 Squadron, but nothing really much happened there, we were quite successful in getting back what with [?] the time, and in the end we managed forty-four operations altogether. [Pause] Well, after the war finished, we were sent on end-of-tour leave because we’d practically finished the second tour, and, but the rest of the crew were all recalled before I was, to go off back to Australia, so I never really had a chance to say a proper goodbye, but after that [unclear], they were, we were given opportunities to choose what we wanted to do; I chose a radar mechanic’s course because it was a nice long one and sounded interesting, that was at Yatesbury, and I eventually completed the course, was posted to West Ruislip, where I was put in an office and didn’t any, do any radar mechanicking! [laughs] And, but I was fortunate that I was able to live out, live at home, ‘cause my parents at Kingsbury, and commuted until I got my demob, which was six weeks or so later, I’m not sure of the actual date, and so, that is my war service.
NM: Okay, can I take you back to your days in Halton?
HK: Yes.
NM: Tell me a little bit about your days training as a fitter.
HK: Well, we were lost in [?], up the hill on one side of the main road, and every morning, we walked down, or marched down, to the, the workshops on the other side of the main road. That, that was about all, except that there was one amusing instance; because there, there were no youngsters there at the time, they had some drums which they thought could be used, and they asked for volunteers to train as, as drummers to help us down the march. It, they got instructions, that went off quite reasonably until the instructor thought, the, the bandmaster or whoever it was, thought we could practise by ourselves. Now, one of the chaps was actually a drummer in a small group, and he decided to invent a, a rhythm, which wasn’t the one that we were taught, and it went – oh, how did it go? Anyway, it was the first time that we did it, we, it was a conga rhythm [laughs], I think it’s the first and only time that a squad’s been conga’d down to the workshops! [laughs] But, apart from that, Halton was quite reasonably enjoyable.
NM: And was it while you were at Halton, or was it while you were at Binbrook on 460 Squadron, that you volunteered to become a flight engineer?
HK: It was while we were at Halton we were asked if we would volunteer, yes.
NM: So you first of all went off to Binbrook on 460 Squadron?
HK: Hmm?
NM: You first of all went to 460 Squadron?
HK: 460 Squadron, yeah.
NM: At Binbrook. Tell me a little bit about, about Binbrook.
HK: Well, then again, it was for, fortunately a, a peacetime station, so we were quite comfortably billeted. Well, that, that, of course, was an Australian squadron as well, so I, I did quite well in knowing the Australians. Each morning, went to the hangars and carried out any repairs and inspections that were necessary, quite enjoyed that, really. Yes, there was a sergeant there, Australian sergeant, apparently he was colour blind, and he, he was telling me that initially, he, he was asked to put camouflage on an aircraft, and when his instructor saw it, he said ‘If you could see that as I could see it, you’d have a fit!’ [Laughs] Yeah, but that, that, sorry, he was quite, quite a good chap [unclear], but –
NM: So, you went from Binbrook to Saint Athans to train -
HK: That’s right, yes.
NM: As a flight engineer.
HK: That’s right.
NM: Describe your training.
HK: I, actually, initially, there are few of us, instead of given instructions on a Lancaster, we were started to give us instructions on a York aircraft, but I think it was decided that that sort of job would be given to people who’d already been flying, so we then transferred and did the rest of the course on, on Lancasters. It was [pause] well, was quite enjoyable, I can’t say that there were any real troubles there. [Pause] I’m sorry, I –
NM: That’s fine, that’s okay.
HK: Unless there’s something specific, it’s difficult to remember.
NM: Right, okay, no, that’s absolutely fine, that’s fine. And you, how long did you spend in Saint Athan training, and what type of year was it, and time of year?
HK: It was in December, it would have been ’43, and we were there ‘til about May, I think, in ’44, and then we went to, as I said, to train, initially on Stirlings, before going onto Lancasters and then the squadron.
NM: So you crewed up at the OCU at Winthorpe, did you say?
HK: Yes.
NM: How did the crewing up process go? How did you end up with the crew that you ended up with?
HK: Well, it was just the usual way, and, in the RAF, from, we were in a large hall, and Bill Ryan, the, came up to me and said, would I like to join his crew? And he came, well, then, he introduced, introduced me to the rest, and we got on quite well.
NM: So you were the last to join the crew, were you?
HK: Yes.
NM: And were they an all-Australian crew?
HK: All-Australian, yeah.
NM: And you were the only Englishman there?
HK: That’s right, yes.
NM: So, why do you think he asked you? Why do you think he asked you?
HK: I have no idea! [laughs] Perhaps I was the last one, I don’t know, but we got on quite well, actually. I was the youngest, Bill Ryan was twenty-eight, I think. [Pause] The [pause] bomb aimer came from Queensland, he was about thirty-three, wireless operator was not much older than I was, I, I did have pictures of them [sound of leafing through pages].
NM: We can come onto that afterwards, if you want.
HK: Afterwards, yeah. [leafing sounds continue] Give some names.
NM: Let’s go through their names on the record and we can look at the photographs after the interview.
HK: Yeah, right.
NM: So, you go through the names.
HK: Hmm, yes.
NM: Talk, go through the names and describe the names.
HK: Yes, well, there was Bill Ryan, Les Sabine, the navigator, he came from New South Wales, as did Johnny Nichols, the wireless operator, and Jim McPhee was bomb aimer, Norm Johnstone, the mid upper gunner, and myself, and then there was Jim Newing, but we always called him Bert so we didn’t get mixed up with Jim McPhee, the bomb aimer, he was the rear gunner, he came from Perth in western Australia, and, although I lost touch with the crew after the war, some fifty years later, I and my wife went to Perth, and I looked up the telephone directory, there was H.W. Newing, which was his name, and the telephone, and I rang up on the off chance and said ‘Have you ever been to England?’ and he said ‘Yes, who’s speaking?’ I said ‘Harold Kirby’ and he immediately said ‘Oh, our flight engineer!’ [Slight laugh] And he was able to come to the hotel and we had quite a long chat, unfortunately, we had to go off the following day, but by then, I had his address and telephone number, and we went back to Perth all summer, few years later, and he came and took us to meet his wife and have lunch, and so, that, that was very nice. Unfortunately, he’s passed away.
NM: Okay, sad to hear that. So, you went to Lancaster flying school, you say, after you, your?
HK: Yes, at Syerston, that was.
NM: That was, okay, at Syerston. And how long were you there for?
HK: Oh, just a matter of a week or so, I think. I don’t, I can’t remember that.
NM: So, you then joined 467 Squadron at Waddington?
HK: That’s right.
NM: Tell me about squadron life in 467, what was that like?
HK: What was that like? I think I was glad I’d been to 460 Squadron and got used to a lot of the Australians, so it didn’t come as a bit of a shock, but [pause] apart from those two instances that I mentioned, I think we were quite fortunate, getting away unscathed.
NM: So, can you describe general operations, then, on 467 at Waddington?
HK: Well, I, the pilot and navigator, this before an operation, they had a, an initial briefing, and then after that, the rest of the crew joined them to have a general briefing. We were – then we all had to get ready for going off, we had a, a meal beforehand. Coming back, we were debriefed, and contrary to, contrary to what other, I’ve read about other squadrons, we never got rum or anything like that, we just got coffee, and then we went to bed and waited for the next operation. I do remember that, on one occasion, I slept for about eighteen hours non-stop, virtually, that was after two or three night operations on the trot.
NM: So, when you found you were being posted to Pathfinders at –
HK: Yes.
NM: - Coningsby, at 97 Squadron, what was your feeling?
HK: Really, nothing much, we, I didn’t know much about them, and I just wanted to keep with the rest of the crew, suppose.
NM: So, was – how did Coningsby and the Pathfinders differ from a main force station at Waddington and 467?
HK: I can’t say that it was terribly different, different. We were quite fortunate in, again, that, as Waddington was, and Binbrook beforehand and then Coningsby, they were all peacetime stations and we were very comfortably housed, not like some squadrons who had to cope with a lot of mud [slight laugh]! Oh, yes, at Coningsby, we had to be capable of taking over some of the other tasks, such as, I was asked to keep the aircraft on the straight and level for a while, presumably in case the pilot couldn’t hold it, which, that was what I did, although the rear gunner said it was more like a switchback than straight and level [slight laugh]! Then I had to learn the Morse code and do some gunnery practice, and also bomb aiming, so that, that was quite a change. In fact, towards the end of the war, the normal bomb aimer went and helped the navigator with the screens that they had then, and I did the bomb aiming, so it, that was a change. [Pause] Can’t say that there’s much more to add.
NM: So the extra training that you had, then, for, for flying training for straight and level flying and for gunnery and Morse code and bomb aiming, what, how did those extra training comes about?
HK: I remember the bomb, bomb aiming, there was a sort of a, a map that sort of moved on the floor and we were practising sort of with the bomb sights, and then also, in, there was a bombing range at Wainfleet in the Wash, I think I did a, a few goes at that, and then as far as gunnery, we dropped a flare in the water and I was in the nose turret and had a go and see if I could shoot that, and so [pause] I do remember once, I think this was at, at Waddington, for some reason, the brakes failed as we were taxiing ‘round, and the pilot was able to steer by controlling the engines. The normal practice when you start off is to keep the brakes on and push the throttle forward to get maximum speed, power, and then suddenly take the brakes off and shoot off. Well, this time, we had no time to do that, we got slowly to the take-off point and got the green lights and pushed the throttles forward and, fortunately [laughs], took off okay! And then, again, we thought we’d go back to Woodbridge, which we did, and I repaired the brakes and we got back to base. [Pause]
NM: What did you feel about the different roles that you were asked to play, then, between flight engineer and gunnery and bomb aiming?
HK: Well, I quite enjoyed it, the change, yes.
NM: So your crew, altogether, did forty-four operations?
HK: Yes.
NM: And you all stayed together for the whole time?
HK: No, all except the mid upper gunner and the wireless operator, they decided they wouldn’t go on to the second tour, and so we had spare chaps to do that, but I can’t really remember much about them.
NM: How did the crew feel about losing two stalwarts and getting two replacements?
HK: Well, don’t think we were terribly happy, but that was, you know, if they didn’t want to go on, well, that was it. I preferred to carry on rather than go to a training squadron because that could be a bit dicey sometimes.
NM: What would you say about life in Bomber Command overall?
HK: Overall, I had quite a good time, really. [Pause] No, I don’t think I would have chosen anything else, I was quite happy with what I was doing. Bit dicey at times, but that was it.
NM: Do you keep, keep in touch at all with, or – you’ve spoken about the rear gunner you’ve met in Australia, do you keep in touch with squadron associations, reunions?
HK: Oh, I, I kept up with the squadron association, and Path – not, yes, Pathfinder Association, while it was still in force, and then I belonged to the Aircrew Association, we had monthly meetings, and –
NM: Were they locally here?
HK: That was at, that’s at Hemel Hempstead, but there’s another ex-Pathfinder who flew in Mosquitos who lived in Hatch End, and we take it in turns to drive to Hemel, but we were quite fortunate, really, because a lot of the branches had to close because lack of members, but as it’s open to post-war fliers as well, we’ve got quite a few in, in our association, and they help to keep the thing going, in fact, I think all the, apart from one, are post-war fliers, or the, I’m trying to say, the people that control, the – sorry, I, I get mixed up with words sometimes [laughs]! Yeah, but anyway, we keep going.
NM: Okay, that’s fair [?]. How do you think Bomber Command has been treated since the war?
HK: Not very well; in fact, I think in the end, we were quite happy to get the memorial. [Pause] Lot of work has been done to get it organised.
NM: Okay, shall we call it a day there?
HK: Hmm?
NM: Shall we finish the interview there? Are you happy with that, or was there anything else you’d like to talk about with your time in Bomber Command?
HK: I think I’ve covered most things. [Pause] I was telling you about my two friends that joined up before I did, both got shot down, one unfortunately on the Nuremburg raid, and the other one, who was on Stirlings, got shot down over France but parachuted to safety and was looked after by the French until he was – the Americans came. But, so, I was quite fortunate, really.
NM: So, did you find out about your friend’s loss during the war, or was it after the, only after the war, did you find?
HK: It was during the war, yes, I kept in touch with my particular school friend’s mother or parents and heard when he’d got shot down; they didn’t know what had happened to him at the time, of course, yes. [Pause] So I did keep up with that school friend after he’d come back from – to England. One peculiar thing happened was, at the time before he got shot down, he, he’d sent me a picture of him and a bomb aimer, his bomb aimer, and I was showing this to my crew, and my bomb aimer said ‘I know that chap, we’ve been doing training together in Canada!’ But he stayed on to do some training others and so he, he didn’t come, get to this country until well after my school friend’s bomb aimer had come here, but both the bomb aimer and my friend were the only two that managed to get out of the aircraft when it was shot.
NM: And you finished up doing a radar mechanic’s course?
HK: Yes.
NM: After the war.
HK: Ah, yes.
NM: Tell me a little bit about that.
HK: Well, that was quite enjoyable, learning how the radar worked, and after the war, instead of going back – well, I did go back for a while to my original job, which was in an accounts department, in an accounts department in an electric supplier, I decided I wanted to do something a bit more technical, and the GEC at the time were advertising for people for their laboratories, and I went along and got a job in their patents department, and trained – well, I did evening classes, got BSc, then went on to do the patent agent’s exams and stayed there until I retired, retired in ’83 but went on and did five more years part-time, until they moved the whole place to Chelmsford, I decided that was enough [slight laugh].
NM: And you’ve been retired ever since?
HK: Hmm?
NM: You’ve been retired ever since?
HK: Yes.
NM: Okay, I think that’s probably a very good note to finish on.
HK: [Laughs] Yes!
[Recording beeps: interview paused and restarted]
NM: Just continuing the interview with Mr Kirby.
HK: Yes, there were a couple of instances which I remember now, not actually connected with the enemy, but we were due to fly to Munich to bomb something at Munich, and we had to, we were rooted over the Alps in moonlight, which was a beautiful sight to see, and then another occasion, we flew to one of the eastern countries, oh, I could tell you exactly where it is [sound of leafing through pages], and we had to fly over Sweden at the time, and, yes. No, I can’t [pause as HK continues leafing through pages] Ah, Politz. Yes, I had to fly over Sweden, which was quite exciting ‘cause it was all lit up, they did shoot, but we were told that not to worry, they weren’t going to shoot at us. [Laughs] But those are just two instances I happen to remember.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
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Interview with Harold Kirby. One
Creator
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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
2015-07-10
Format
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00:42:44 audio recording
Type
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Sound
Identifier
An unambiguous reference to the resource within a given context
AKirbyH150710, PKirbyH1511
Conforms To
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Pending review
Pending revision of OH transcription
Rights
Information about rights held in and over the resource
This content is available under a CC BY-NC 4.0 International license (Creative Commons Attribution-NonCommercial 4.0). It has been published ‘as is’ and may contain inaccuracies or culturally inappropriate references that do not necessarily reflect the official policy or position of the University of Lincoln or the International Bomber Command Centre. For more information, visit https://creativecommons.org/licenses/by-nc/4.0/ and https://ibccdigitalarchive.lincoln.ac.uk/omeka/legal.
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
Description
An account of the resource
Harold Kirby joined up the Royal Air Force encouraged by two friends, but ended up training as a flight mechanic at RAF Halton on medical grounds. Harold became them airframe fitter, volunteered as a flight engineer, passed the physical but was then posted as a fitter at RAF Binbrook for six months with 460 Squadron. He was then at RAF Saint Athan to train as a flight engineer, then to RAF Winthorpe Heavy Conversion Unit with an all-Australian aircrew. Harold recollects a crash landing at RAF Woodbridge, followed by attending Lancaster Finishing School at RAF Syerston. He was then posted to 467 Squadron at RAF Waddington. Discusses bombing operations over France V-1 weapons sites, a bomb falling through a wing, and crash landing at RAF Wittering. Harold was eventually posted to 97 Pathfinder Squadron at RAF Coningsby, owing to his array of skills and multiple qualifications. Discusses post war training as radar mechanic, employment at the General Electric Company and reunions with his Australian aircrew.
Spatial Coverage
Spatial characteristics of the resource.
France
Germany
Great Britain
England--Cambridgeshire
England--Lincolnshire
Wales--Vale of Glamorgan
Temporal Coverage
Temporal characteristics of the resource.
1942
Language
A language of the resource
eng
460 Squadron
467 Squadron
8 Group
97 Squadron
aircrew
bomb struck
bombing
crash
crewing up
fitter airframe
flight engineer
flight mechanic
forced landing
ground crew
Heavy Conversion Unit
Lancaster
Lancaster Finishing School
mechanics airframe
military ethos
military living conditions
military service conditions
Pathfinders
pilot
RAF Binbrook
RAF Coningsby
RAF Halton
RAF St Athan
RAF Syerston
RAF Waddington
RAF Wainfleet
RAF Winthorpe
RAF Wittering
RAF Woodbridge
recruitment
Stirling
training
V-1
V-weapon
York
-
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/286/3442/PKirbyH1511.1.jpg
f2f26de792cac70f6b6c69e353b3a563
https://ibccdigitalarchive.lincoln.ac.uk/omeka/files/original/286/3442/AKirbyHVA160611.2.mp3
77fbbeda6cb538a1fc8c3a042b4c080b
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Kirby, Harold
Harold V A Kirby
H V A Kirby
Harold Kirby
H Kirby
Description
An account of the resource
Nine items. Two oral history interviews with Warrant Officer Harold Kirby (1923 - 2022, 1637087 Royal Air Force), his log book, photographs and documents. He flew operations as a flight engineer with 467, 97 and 156 Squadrons.
Publisher
An entity responsible for making the resource available
IBCC Digital Archive
Date
A point or period of time associated with an event in the lifecycle of the resource
2015-07-10
2015-09-21
2016-06-11
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Kirby, H
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Warrant Officer Harold Kirby 1637087 was born in Kilbourne, Loncon in 1923, his job after leaving school was in the accounting department at London Electric Supplies. He initially tried to volunteer for the RAF but failed the medical, at that time. He was subsequently drafted in 1942. Skill training started with training as a Flight Mechanic, but during this was asked to volunteer to rain as a Flight Engineer. His first posting was as an Aircraft Fitter at No.460 Squadron, RAF Binbrook, although only for 6 months.
After Flight Engineer training at St Athan and then training on the Short Stirling and then the Lancaster with 1661 Heavy Conversion Unit at RAF Winthorpe, the first solo flight for the crew, the port landing gear would not lock, during the landing the gear collapsed, although there were no injuries.
First operational unit was No.467 Squadron at RAF Waddington a mainly Australian Squadron, the crew were here for July and August 1944, One operation 3/4th August 1944, to the V1 storage site at Trossy Saint Maximin had another bomber flying above their aircraft and dropping their bombs, one going through the wing, narrowly missing vital structures, this resulted in a gear up landing, due to hydraulic loss, but again there were no injuries resulting.
He was then posted along with the crew to No 97 Squadron, based at RAF Coningsby a pathfinder squadron, tasked to mark the targets for other aircraft,
In total two tours were completed before the end of the European war, after finishing as a Flight Engineer, Harold trained as a RADAR mechanic, before leaving the RAF.
Andy St.Denis
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TO: This recording was recorded for the International Bomber Command Centre digital archive which owns the copyright for this performance. OK, so what year were you born in?
HK: 1923.
TO: And, er, where were you born?
HK: In Kilburn. Kingsgate Road, Kilburn.
TO: I live near there. I live near there at the moment. I’m in West Hampstead.
HK: Oh, right. OK.
TO: And, er, when were you a child were you interested in aircraft?
HK: Not particularly no, although we did go to the Hendon Air Mus— display on occasions, um, but not, not particularly interested when I was young.
TO: What, what kind of aircraft did they have at the display?
HK: I think they were, er, sort of two-winged planes, yes. I can’t really remember much about it.
TO: Right and were your parents in the First World War?
HK: Yes, my fa— yes, my father was in the Army but he managed to survive.
TO: Did you, er, did he ever talk about his time in the war?
HK: Very rarely. We did go to the, er, an Army museum somewhere and he did explain a bit what he did but not very much.
TO: Is that on? And, er, when did you leave school?
HK: When did I leave school? At sixteen. We had moved to Kingsbury by then and I went to Kingsbury County School.
TO: And, er, what were your favourite subjects at school?
HK: Maths.
TO: And, er, did you use maths in your first job?
HK: No, not really, no. My first job was in the accounts department of London Electrics Supply. That was in Waterloo but, er, maths didn’t really come into it much.
TO: And, er, in the 1930s did they, did the papers talk about what Hitler was doing in Europe?
HK: I think they must have done but I wasn’t really interested at that time.
TO: And did you go to the cinema much?
HK: Yes, quite often, yes. I usually went with my mother and brother. My father wasn’t terribly interested.
TO: Do you remember any specific films you saw? Are there any films you remember seeing?
HK: Not really, no. I remember seeing some silent films early on but, er, I remember a film called “Rin Tin Tin” about a dog but I can’t really remember much about it.
TO: I have heard about that film but I don’t think I’ve ever seen it but my grandmother mentioned it to me once. And, er, do remember hearing about the Munich Agreement?
HK: Oh, yes, yes. That was 1938 was it? Yes, oh yes. I was a bit older by then.
TO: And what did you think of Chamberlain appeasing Hitler?
HK: I’m not sure whether it was just to delay things or not or whether he really thought it would be appeasement. But, er, I just don’t know.
TO: And after the agreement were people making preparations for war?
HK: Yes. Oh, definitely, yes. They seemed to think it was definitely coming by then.
TO: Was there any preparations you were involved in?
HK: No, not until the war started and then we dug the garden for allotments but nothing much at the time.
TO: And do you think Britain could have made better preparations?
HK: I don’t think so, no. Oh, possibly got in a better store of food [slight laugh]. I don’t know.
TO: But were you surprised though when you heard that war had started?
HK: I think we knew it was coming. Yes. Yes. I heard the, um, broadcast by Neville Chamberlain.
TO: Do you remember how you felt when you heard it?
HK: I really felt that, er, we’d have to — well, I don’t really know at that time. I was only about sixteen so — but apprehensive probably.
TO: And did you have any relatives who were in the armed forces?
HK: I had some uncles in the First World War. Oh, a younger uncle, um, was in the fire service and then he went in the Army. Yes. That was all at the time.
TO: And, er, did, how did you feel when you heard that France had been defeated?
HK: Well, I thought we had our backs to the wall by then, yes. So, er, had to get down and try and preserve ourselves.
TO: Do you think France let Britain down?
HK: I don’t really think there was much they could do at the time. Germany was too powerful.
TO: And, er, when war had started did you think it would be a short war or a long war?
HK: Well, I had hoped it would be a short one but I, I really don’t know. I didn’t really have an opinion then.
TO: Were you living in London when the Luftwaffe started their bombing?
HK: In Kingsbury, yeah.
TO: And can you remember any specific occasions?
HK: We did have a, a bomb came down in the road but it didn’t explode but, er, it damaged houses, they — I think the toilets cracked or something and there was a house about three doors away that was more damaged and they had to leave it. But no, no explosions took place.
TO: Did you witness any aerial battles at that time?
HK: Oh yes, at the time, yes. I was quite interested.
TO: Were you worried that the Luftwaffe might win?
HK: What, what’s that?
TO: The Luftwaffe might defeat the RAF. Were you worried?
HK: Well, I suppose I was worried but, er, we seemed to have the upper hand at the end of the Battle of Britain.
TO: What did you think of RAF leaders at the time, like, er, Dowding?
HK: Well, I can’t say I had much opinion at that age, no.
TO: OK. Do you remember what kind of rations you had? [sound of rustling papers]
HK: I couldn’t say definitely but I knew we had rations. Things were in short supply, yes?
TO: Did you have better rations though when you were in the Air Force?
HK: Yes, definitely.
TO: And did you, did you have an air raid shelter where you lived?
HK: We had the indoor one, the Morrison shelter, yes. I don’t think we ever used it really.
TO: Would the Morrison have been much use do you think?
HK: The shelter?
TO: Yes.
HK: Well, it, it would have been but as I said I don’t think we really used it much.
TO: And as there much bomb damage near where you worked?
HK: Where I worked? Quite a bit, yes. This was up in Waterloo.
TO: And were you worried that Britain might surrender?
HK: I don’t think I was. No, I don’t think I was, no. I, if I thought about I thought we’d probably succeed which we did eventually.
TO: And did you ever see anyone behaving badly during the Blitz?
HK: I can’t that say I did. No.
TO: Do you think people pulled together?
HK: Yes.
TO: So, when exactly did you come to join the Air Force then? [sound of rustling papers]
HK: This is a bit of a long story. Two school friends and myself tried to get in early on flying duties. They got in, eventually became navigators, but I was turned down. I wasn’t fit for flying duties at the time but I was called up in ’42, initially trained as a, a flight mechanic, er, went on to do a training as a fitter and, um, while I was doing the courses they were calling for volunteers to become flight engineers. This time I passed the medical and eventually became a flight engineer.
TO: Do you remember what kind of medical tests they gave you?
HK: Well, I remember sort of blowing in a tube and holding the mercury up and the colour blindness test. I don’t really remember much else.
TO: Was there a certain, was there a certain kind of educational test you had to do?
HK: I’m pretty certain there was but I can’t remember it.
TO: And did your maths play a role with you being selected as a flight engineer?
HK: I think it helped, yes. [sound of rustling papers]
TO: And would you — did you ever consider trying to be a pilot or navigator?
HK: I did but, um, eventually when I was called for the medical, um, I did explain I had originally applied and they said at that time I was quite fit to become a navigator but as that was going to take longer I thought I’d persevere with being flight engineer.
TO: Once you got into a certain role, like flight engineer, could you reapply to be something else?
HK: Yes, certainly. Yes.
TO: And what did you relatives think of you being in the Air Force?
HK: My mother was very apprehensive, yes. But I don’t know what else, no.
TO: And so, er, can you describe a bit more about your training for being air crew?
HK: Yes, well after I’d become a fitter I was posted up to Binbrook and did six months, mainly repairing airplanes, and after the six months I was posted to St Athan to do my training as a flight engineer. Eventually I passed out, went to the heavy engineering, er, heavy aircraft place at Winthorpe where I crewed-up. The rest of the crew were all Australian. So, er, then we went to Waddington on 467 Squadron initially and later, after about sixteen operations we were transferred to, um, 97 Squadron, a Pathfinders squadron.
TO: And do you remember the first time you went up in a plane?
HK: Yes. That, that was when we had the old Stirling planes for training. That was the first time I went up, yeah, but I don’t really remember much about that.
TO: What did you, er, think of the Stirling?
HK: I think they were really clapped out by then. This was in, yes, early ’44. Actually, on the — my pilot’s first, um, solo on the Stirlings he couldn’t get the wheels down. I had to wind them down by hand which was a long job but then the, um, port one wouldn’t lock so we were advised to go to, um, one of the air, air stations that were — had damaged aircraft. That was in Suffolk somewhere. I forget the name and, er, we went there and the undercarriage collapsed on that, collapsed on that side. We spun round but no-one was hurt. Then the instructor came down with another aircraft and made my pilot fly it back. That was all the excitement we had on that station.
TO: Were most bombers, did most bombers have the same layout inside?
HK: No, not at all, no. They were quite different. The flight engineer on a Stirling was way back. I’m not sure what it was on the Halifax now but, er, with the Lancaster it was next to the pilot.
TO: I, a couple of years ago I spoke to a chap who had been a navigator in Lancasters and he said in the Halifax you had, the navigator had a separate office downstairs or something.
HK: I believe so, yes.
TO: Did you have a particular favourite aircraft of the war?
HK: A favourite one. Well that was the Lancaster. No doubt about it.
TO: Was it, was it, was it, did it feel different flying a Lancaster, flying in a Lancaster to other planes?
HK: What?
TO: You said you were flying in a Lancaster. Did it feel different on board a Stirling?
HK: Yes, yes, it was much better, yes. I can’t really remember much about the Stirling.
TO: Were you ever aboard a Halifax?
HK: No.
TO: Or a Wellington?
HK: No. No.
TO: OK. OK. So, er, when you were sent to the squadrons what, what did — were they mainly Lancasters?
HK: Yeah. They were all Lancasters where we were, at Waddington and then Coningsby.
TO: And as the flight engineer what would your duties be aboard the plane?
HK: Well, to assist the pilot in taking off, um, keeping an eye on the engine temperatures and oil pressures all the time, um, keeping a lookout on the starboard side, um, and doing any repairs which were possible on board. That was about it I think.
TO: Could you please describe the procedure for taking off in a Lancaster?
HK: Well [clears throat] initially we had to check, um, go round the aircraft and check the outside, then inside we had to run up the engines in turn to see how they were, watch there no significant [unclear] as they called it and, er, then we taxied to the start off point, run up the engines with the brakes on until we got the green light and then we were away. The only trouble was on one occasion, as we were going round the runway, um, the brakes failed and the pilot managed to guide it by the engines and at the start off point we couldn’t run up against the brakes as was normal. We just got to the start and pushed the throttle forwards and went off. But we got off OK then coming back we went — I’m trying to remember the name of the place where we first went with the, er, the Stirling, but they’d got a long runway so we flew there and so they repaired the brakes and we flew back.
TO: How reliable was the Lancaster?
HK: Very reliable generally, yes. We did have a bit of trouble with the intercom now and again but no, generally very reliable.
TO: And were you quite friendly with the ground crew?
HK: Yes, quite, quite friendly yes but, er, I think I ought to have been more friendly at the time but I was young, young and they were older people so, er, I, I don’t think I got as friendly as I should have done.
TO: How old were the people you were with?
HK: The, the ground crew? Oh, I reckon in their thirties, um, most, most of them I think were regulars. [beep sound]
TO: And what about the crew aboard the bomber. How old were they?
HK: Well, I was the youngest. The pilot was twenty-eight. I was just, just turned twenty-one. The bomb aimer was also early thirties and, um, the mid upper gunner and the wireless operator were quite young, um, mid mid-twenties I suppose but I got on very well with them.
TO: Did, were you, were you allowed to be friends with the — sorry, what was your rank?
HK: Rank? At the time I was just a sergeant, then flight sergeant and eventually warrant officer.
TO: Were there any rules about who you could be friends with?
HK: No, not, not really. I went about with some of the crew, yes. Of course though we were kept separate at the station, the officers and the NCOs separate.
TO: Was there ever any friction between the crew of the bomber?
HK: Not as far as I was concerned no. Never heard any.
TO: What did you think of Arthur Harris?
HK: I think he was just the man for the job at the time, yes.
TO: And, er, what did you think of the German aircraft of the war?
HK: Oh well, they — fortunately we didn’t have much of a contact with them. On our first, very first operation we were coming back and the rear gunner suddenly shouted to corkscrew and there was a plane. It was a twin-engine plane coming up behind and it let off a burst, and one bullet went through the rear turret and went through the rear gunner’s clothing and cut off his heating supply, which he was very aggrieved because it got very cold but we got back safely. The attacking aircraft I saw over— overtook us as we dived on the corkscrew and we never saw it again. So that was really a sort of a foretaste of what could have come but we were quite fortunate. We never saw any single or twin-engine aircraft again.
TO: And how do you feel about the Churchill deciding to order the bombing of Germany?
HK: How about —
TO: Churchill ordering Germany to be bombed?
HK: Well, I think it was war-time. I must say that in all our briefing we were all briefed to bomb military targets, um, not just towns, but at the time the accuracy of bombing was such that towns were destroyed, um, acc— well, not accidently, but I think the powers that be knew what was going on but, um, as I said we, we were briefed to bomb targets.
TO: I’ve, I’ve, er, I read, listened to an interview with Harris where he defended the tactics he used and he says that anyone who wants to criticise him for ordering the bombing of towns has never looked out of a window because if they had done they would know the cloud conditions over Europe means you can’t hit individual targets.
HK: That’s right, yeah.
TO: And were there ever any occasions where aircraft were damaged by the weather?
HK: By the weather?
TO: Like snow or thunderstorms?
HK: No, I don’t think so. Well, not as far as I was concerned, no.
TO: And, er, you just mentioned briefings. How did the briefings work?
HK: In what way?
TO: Well, how many people would you have in the room? Were you shown maps or photos?
HK: Yeah, well there was a big map at the front and with the target route marked. The pilot and the navigator had a separate briefing initially and then we all went together to the main briefing. I suppose, depending on the number of planes that were going, about seven crew, um, there must have been sort of getting on for seventy, possibly, in the main briefing, yeah. [clears throat] The commander got up and gave a brief talk and then the chief navigator and bomb— bomb— bombing instructor all gave a brief talk and we went for a pre-operational meal and got ready.
TO: What did you do to prepare yourselves for the mission?
HK: Well, just went, um, to the equipment room and got our parachutes and got dressed and waited around for the time to, to go off.
TO: And as you got on board the plane were you feeling nervous?
HK: Tiredness more than nervous, yes.
TO: And was there anyone who was actually showing any fear or were they all keeping it, keeping it to themselves?
HK: I think they were all keeping to themselves, yes.
TO: Do you know of anyone who during the war who wasn’t able — who just felt too nervous to get on board the plane?
HK: I don’t know of anyone, no. I knew there were people who decided they couldn’t go on but they were got off the stations as quickly as they could.
TO: So, if you can please could you describe your first ever mission over German?
HK: Well, as I said the first ever mission was the one in which we got shot at but survived that. The, er, worst trip was on the VI storage sites in France. This was a daylight raid and the mid upper gunner said, ‘There’s a Lanc immediately above us just opened his bomb doors.’ But before we could do anything we felt two thumps and one of the bombs went through the port wing and took away the port undercarriage and so I shut down the engine on that side because it was immediately behind the engine and, er, we came home on three engines and landed but our pilot decided to land on the grass runway, which we did, and again no one was hurt.
TO: Were you worried the plane would crash when the —
HK: Oh yes, yes. It came down. Our pilot was very successful in landing it. We did a belly landing because we lost all the hydraulics. We couldn’t get the other undercarriage down, couldn’t use the flaps on it. We just had to come in but, um, yeah, we were quite fortunate.
TO: And incidents like that ever — after that incident, were you reluctant to go on more missions?
HK: No, no, no. It was just a job.
TO: So, you mentioned that — was it VIs you were bombing?
HK: Yes, the VI storage sites, yes.
TO: Sorry can you describe what they are? I’m not familiar with them.
HK: The VI, the Doodlebugs, yes. They had storage places for them. This was at Trossy Saint Maximin. I don’t know where that is now but it’s in France somewhere.
TO: And what kind of pay load would the, would your Lancaster carry?
HK: Well, initially it was, er, thousand pounders and the incendiaries and then when we went to Pathfinders it was — we dropped flares initially to light up the target area as well as high explosives.
TO: Do you remember what kind of military targets you were generally after?
HK: What, um — the canal, Dortmund-Ems [?] canal, railway sidings, bridges, harbours, all sorts of things.
TO: And did you ever hear how, how successful your missions had been?
HK: Well, they did display photographs afterwards so we could see. I — definitely some of them were definitely successful. But, um, I don’t remember a lot about it, no.
TO: OK. So, was your first raid over Germany in 1943?
HK: No. ’44.
TO: OK and had you heard about the thousand bomber raids that —
HK: Yes. I had, had read about them, yes.
TO: And how many planes would generally accompany your Lancaster?
HK: I think it depended a lot, um, possibly upwards twenty, fifty, possibly a hundred. I, I don’t really know.
TO: Was there, were there any points on board a mission where you could relax to a degree?
HK: Well, we relaxed to a degree once we were on the North Sea on the way home but, um, we still had to keep a look-out. But, er, we didn’t really relax until we’d landed.
TO: And what was the procedure for coming into land?
HK: We had to call up the station and were given directions as to what height to circle and sort of gradually come down and then told we could go into land.
TO: Were landings scary at all?
HK: No, I don’t think so. I don’t recall.
TO: So, the incident where you mentioned with the — where had to shut down the engines, could, did you have control, does that mean you had control over the engines as you were the engineer?
HK: Yeah, it was, yes. I, I’m not sure I got the order to shut it down but I did it anyway because as the bomber had sort of taken all the bits behind the engine I thought there was a danger of petrol coming and catching fire and so that’s why I shut it down.
TO: But was the rest of the aircraft still working fine?
HK: It was, yes, yes. As I said we’d lost all the hydraulics. We couldn’t operate the flaps or what was left of the undercarriage but, um, the pilot did a good job.
TO: So, how many people would you normally have aboard the bomber?
HK: Seven altogether.
TO: And can you describe the conditions in general aboard the bomber?
HK: There wasn’t a lot of room I know that. Yes, well we had to get from the door up to the front of the aircraft, over the main spar and, er, but once we were in position it was quite OK.
TO: And how was morale in general amongst the crew?
HK: Generally pretty good, yes, yeah.
TO: And did your squadron suffer heavy losses?
HK: Occasionally yes, yes. I can’t recall any particular case but we did lose certainly some.
TO: Did you hear much about the American bombing of Germany?
HK: I didn’t hear much about it, no.
TO: And did the, your friends in the plane, did they talk much about their lives at home?
HK: Which, the friends?
TO: Your fellow crew members on the plane?
HK: Not a lot, no, no.
TO: And did the Lancasters get new bombs as the war went on?
HK: Sorry, did —
TO: Did the Lancasters get new bombs as the war went on?
HK: I suppose so. I don’t really know.
TO: And, er, were there any — do you remember any occasions where you were over major German cities?
HK: I remember going to Munich and Hamburg a number of times. We never went to Berlin but, er, yes. I don’t really remember much about that.
TO: Was there heavy anti-aircraft fire?
HK: Oh, plenty, yes. We could see them exploding in the air, yes.
TO: Did they ever come near the plane?
HK: We were fortunate. We didn’t have a lot of damage. We did have some shrapnel damage but not a lot, no.
TO: You mentioned was it the tail gunner who got the heating supply cut off? Did he seem traumatised at all by that?
HK: I don’t think he was traumatised but, er, he certainly remembered it because, um, when my wife and I went to Perth in Australia where he lived, we managed to meet him, he was telling my wife about it. He was most aggrieved about the heating supply going off [laugh].
TO: Was his reaction to it pretty normal?
HK: I think so, yes.
TO: And I’m sorry to ask this but do you know of anyone who died during the raids?
HK: During the Blitz, yes, distant, well, distant friends of my parents moved to a place. I lived in Kilburn initially and then moved to, um, a place near Barking and then one of the girls who was my age, um, was out doing fire watching or something but she was killed and, er, the others, one of the other sisters was wounded but I don’t know anyone else really close.
TO: Did you know anyone who, anyone in RAF who died on raids over Germany?
HK: Yes, yes, quite a number from the squadron we were on, yes.
TO: Did you ever talk about them?
HK: Not a lot, no. I remember we had two people from Ireland. One was a young chap, probably my age, and the other was a bit older and the older man was on his last mission, got shot down and killed, and this young chap was really upset about that. But, um, I don’t remember much about anyone else.
TO: And did you hear about the attack on the Ruhr dams?
HK: Heard about them, yes, yes.
TO: Did that have much effect on morale?
HK: I think it probably did but we were quite, um, happy that they had done it but we didn’t know a lot about it at the time.
TO: Do you think the raid was successful? [bleep sound]
HK: It was successful I think, yes.
TO: And were there any occasions when your squadron dropped leaflets?
HK: I can’t recall dropping actual leaflets, no. We did drop the window over — you’ve heard about that. Yes, but I don’t remember about leaflets, no.
TO: Can you please describe what the procedure was for deploying window.
HK: Well, there was the chutes near where I was and it was just unpacking the, er, packets and dropping them sort of shortly before went into Germany. But, er, I don’t think we had them all that much.
TO: Do you think window was effective?
HK: I think it probably was, well initially anyway. Later on I don’t know. There was a chute next to my position where I could drop them through.
TO: So it was your duty and not the bomb aimer?
HK: Yes.
TO: Can you explain how, what impact window had on the Germans?
HK: Well, initially it upset their radar quite a bit but then eventually they got used to it and I think that was probably why we stopped.
TO: I’m not sure if you’re aware but I think that just before Hamburg when they first used window Germany actually had developed the same thing but didn’t want to used it on Britain in case Britain used it on Germany. So both sides had window but both sides didn’t want to use it. [slight laughter] And you mentioned you only saw that twin-engine plane on that one occasion, did you ever see other German planes?
HK: In the distance, yes, yes, or near a target we saw a couple way below us. I don’t remember seeing any, any more, no.
TO: When you saw them were you worried that they would come near you?
HK: Was I what?
TO: When you saw the planes below you were you worried that they would come and attack?
HK: Well, they were well below us. I, I don’t know what they were doing but they were coming cross-wise but, um, two of them together, but whether they were after a particular target or not I don’t know.
TO: And were you sat in the cockpit the whole time?
HK: Yes, well mainly, yes.
TO: What would you do if you had to move around the bomber?
HK: Well, we had portable oxygen bottles we had to take. I did have to go back to the rear gunner once because his, um, the fluid was leaking from his supply line that operated the turret. I managed to put one of these circuits round because it, it had come off the supply, but he had to be very careful ultimate.
TO: Can you describe what kind of equipment you — sorry, what kind of clothes would you wear on board the bomber?
HK: A very thick jumper, um, some form of outer coat of some sort. I don’t really remember. Then a Mae West. I remember it was very bulky getting through the aircraft at the time.
TO: And did you wear an oxygen mask at all times?
HK: Yes. Pretty well all the time, yes. [cough]
TO: And where did you keep the parachutes?
HK: The parachutes. Well, my parachute was stored just behind me. The pilot had a, er, sit-on one as did the rear gunner I think. The rest of the crew had the parachutes as near as they could get them.
TO: And did the Lancaster have escape hatches?
HK: Yes, yes. There was one by the bomb aimer down in the front and then there was the door at the back and hatches in the roof.
TO: Were you ever told what to do it you ever had to bail out?
HK: Well, yes. We had to practice getting out.
TO: How did that practice work?
HK: Well it wasn’t in the air. It was on the ground, just getting through the front hatch.
TO: Were you ever worried about being shot down?
HK: I can’t say that I was particularly worried, no?
TO: And what kind of instruments did you have in front of you when you were sat in the cockpit?
HK: Well, the instruments at the side were the oil pressures and temperatures etcetera. In the front you had the normal — you know, I can’t really remember. I know we had the, um, all the knobs for pressing to cut off the engines but I wasn’t so much concerned with the flight controls as the engine temperatures and pressures that was at the side.
TO: Can you remember what would happen aboard the plane when you reached the targets and had to drop the bombs?
HK: Well, the bomb aimer gave directions and, er, and had to fly straight and level for a certain length of time and then he said, ‘Bombs gone.’ And immediately closed the bomb doors and got off as quickly as we could.
TO: Did your Lancaster ever carry a cookie?
HK: That’s the four thousand pound. Yes, I think it did on occasions but I can’t really remember now.
TO: Could you actually feel the bombs leaving the plane?
HK: Did —
TO: Could you feel the bombs leaving the plane?
HK: Oh, well when they were dropped yes. We did sort of go up quite suddenly.
TO: And were there any times when engines, when, not when damaged but when the engines just malfunctioned without warning?
HK: No, no. The engines were pretty good on the whole, yes.
TO: Merlins weren’t they?
HK: Merlins yes.
TO: [unclear] And did you ever go on — were your missions mainly at night?
HK: Mainly at night although we did do some daylight ones. These were mainly, as I said, over the storage sites of — in France.
TO: Did you prefer daylight or night missions?
HK: I think night because we couldn’t see what was going on.
TO: Could you ever see the cities below you?
HK: Yes, we could especially when we were doing dropping the flares, yes.
TO: And can you explain, can you explain what the, how the other Pathfinder missions worked?
HK: Yes, there was Flare Force 1, which was — went out early when the bombing was due to start and we dropped flares then, er, if necessary, the master bomber called out for more flares and then there was the Flare Force 2 which was sort of circling around and then came in and dropped the other flares, and that’s really mainly what I can remember.
TO: When did they actually invent the Pathfinders, if you like?
HK: I think it came into force in 1942 because, um, they were worried about the, er, the bombing wasn’t very accurate at the time and, er, I think it did improve with the Pathfinders.
TO: So just to make sure I’ve got this right, the Pathfinders dropped the flares and the other main bombers would follow the flares?
HK: That’s right, yes.
TO: And was Pathfinding just as dangerous as other bombing?
HK: I think it was but we didn’t know much about it at the time.
TO: I don’t know if you can answer this question but how long did the missions tend to last, usually?
HK: From about five hours up to about ten depending on where the target was.
TO: How far into Germany would you tend to go?
HK: I think the furthest was a place called — I’ve got the, er, name of the place here.
TO: Do you want me to get it? Shall I get it? [background noises]
HK: No. [background noises] Yes, Trondheim in Norway but I don’t remember what the target was? That was ten hours.
TO: Would that have been the Tirpitz? The Tirpitz?
HK: Sorry?
TO: Would that have been the battleship, Tirpitz?
HK: Yes. Yes.
TO: Because that was around Trondheim or Tromso or something when it was sunk by 617 Squadron I think when they were dropping Barnes Wallis’s tallboys.
HK: Yes, yes. I think that was the longest one, ten hours.
TO: So, so were you on a pathfinding mission for the Tirpitz do you think?
HK: Yes. I, I don’t really remember what we were doing over Trondheim.
TO: I could be entirely wrong when I say the Tirpitz but I know that the RAF did go after it and finally got it in November 1944 so, so I don’t know if that’s adds up or — did you hear about the sinking of the Tirpitz though?
HK: Yes, I heard about it, yes.
TO: And do you feel glad to have had a role in it be destroyed?
HK: I, I don’t remember much about that raid, no. I think we had to go to Scotland and refuel before we took off but I don’t, don’t remember much about it.
TO: And what do you think about the bombing of Hamburg in 1943?
HK: We didn’t hear much about it at the time, no, so I can’t really say.
TO: And what about the bombing of Berlin?
HK: Well, there again I said we never went to Berlin so there again I can’t really say.
TO: And what about Dresden?
HK: Well, Dresden we were briefed to bomb the railway sidings. There, there was supposed to be a lot of German concentrations ready to go to the Eastern Front, er, which was what we did. We didn’t really know at the time how the town was devastated.
TO: Were you still on Pathfinders at that point?
HK: Sorry?
TO: Were you still on Pathfinders at that point?
HK: Oh yes, yes.
TO: So did Pathfinders actually carry bombs or just flares?
HK: We did carry bombs as well, yes.
TO: And were some cities more heavily defended than others?
HK: Yes. Those in the Ruhr were quite heavily defended, yes. Others not so much.
TO: Was Dresden heavily defended?
HK: That I can’t remember. I don’t think it was, no.
TO: When, was the, was the, was the AK 88 the main anti-aircraft weapon the Germans have?
HK: Yes.
TO: Were the crews afraid of it or was the firing generally inaccurate?
HK: I don’t know that we thought about it all that much and just hoped it didn’t get too close.
TO: Did you ever — I know you were at night but could you ever actually make out other RAF bombers nearby?
HK: Not usually, now and again, yes, we saw — yes. Some got very close.
TO: Was that — you probably don’t know but was the, the bomb aimer or pilot of that was above you when it bumped into the wing, do you think they would have been reprimanded for what happened?
HK: I don’t think they would have known because the bomb aimer would have been looking forward. I don’t suppose they realised what was happening but we never found out who it was.
TO: Would you hold it against them if you found out then?
HK: It was just one of those things. I don’t think they — well they obviously didn’t do it on purpose.
TO: How much do you think a Lancaster could take and still get home?
HK: Quite a bit, yes. I have pictures of the hole in the Lancaster the bomb went through if you would like to see it?
TO: We can see that later. Can we see that later? I’d love to see that. And ss the war went on did you, did you think the bombing campaign was being successful.
HK: I think, as far as I was concerned I thought it was, yes.
TO: And was there anyone claiming that the tactics weren’t working?
HK: I didn’t hear any, no.
TO: And, this is a strange question probably but when you’re, or not when you’re on missions but when you’re just sitting in the cockpit of the aircraft, did you ever get the chance just to admire the view down below?
HK: Yes, um, on one of the missions to Munich we were briefed to fly over the Alps and it was moonlight and that was a sight to see I must admit and, er, when we went to some of the eastern European count— towns we had to fly over Sweden, which was all lit up, and that was a sight to see as well. They did, well, we were told they would shoot at us but not to be too near. I don’t think anyone was shot down over Sweden.
TO: My, the navigator I mentioned earlier he mentioned that there was a crew of his that used to fly over Switzerland and said the Swiss would fire anti-aircraft guns but they would deliberately fire them too far away so —
HK: I think that was the same with Sweden, yeah.
TO: Was that strange to see towns that were lit rather than in black-out?
HK: Yes, it was certainly a sight to see [laugh].
TO: And did your plane, did the navigator, or not necessarily the navigator, but did your plane ever get lost, as in not sure where they were going?
HK: No, I don’t think so, no. I don’t recall that.
TO: So, again there was a pilot whose plane got lost because the navigation equipment got broken or something. Was it quite cold on board the plane?
HK: It wasn’t too bad where we were up near the front but it got cold further back but the mid gunner and the rear gunner had a heated suit but yes it was pretty cold back there.
TO: Do you know any Lancaster gunners who successfully shot down fighters?
HK: No, I don’t know any definitely, no.
TO: Do you think they were much use against fighters?
HK: I think so, probably helpful in, in keeping the fighters away, even if they were just looking out.
TO: Did you carry any food aboard the plane with you?
HK: Yes we had some rations. On the long, long operations but I don’t remember much about what we had except they were — we did have tins of juice, er, vacuum flask of coffee, some food of some sort but I don’t remember what it was.
TO: Do you remember if anyone had a firearm aboard the plane?
HK: No.
TO: And were you ever given instruction on how to evade capture if you were shot down?
HK: Oh, we did had some instruction, yes. Try and keep low and if we were over a country other than Germany trying to get hold of some local people if we could.
TO: Did anyone on board the plane actually speak German?
HK: Not as far as I know, no.
TO: How many missions did you go on during the war?
HK: Forty-four altogether.
TO: Was that a lot by RAF standards?
HK: Well, with the Pathfinders the normal tour was forty-four. You did the normal thirty and then there was another fifteen so we were one short of the total.
TO: How often would you go on a mission would you say?
HK: Sometimes it might be two or three times in a week. Other times it might be sort of a few weeks before we went on an operation, depending possibly on the weather or the targets, I don’t know.
TO: When you were on bombing raids could you ever see the fires below?
HK: I remember seeing when we were over some sort of harbour. I don’t know where it was. I saw one of the ships that appeared to be burning but it might have been a smokescreen. But apart from that I, I don’t remember because, er, we were usually the first in and then away.
TO: So, when, when you did go on missions were you told to — were you generally aiming as you said earlier only for certain targets, like the railways?
HK: Yes, we were always, um, given a briefing like that, not just a town, but definitely some sort of target.
TO: And was there anyone in the crew who just deliberately didn’t pay attention in the briefings?
HK: I can’t say that I know, no.
TO: Because I was just thinking well that if a gunner was at a briefing they probably thought it doesn’t matter what I’m doing. I’ve just got to shoot at the planes.
HK: I suppose they were.
TO: I don’t know.
HK: I suppose the gunners were at the briefings. I can’t remember.
TO: That’s just speculation by me. They might have been very interested but, sorry, it’s just that I think that’s what I would have done if I was a gunner. And what kind of entertainment did you have in the squadron?
HK: In the squadron? I can’t say that I remember much about any entertainment [slight laugh] at all, no. I suppose there must have been some but, no, it’s not something I remember.
TO: Did you ever go out to pubs or dances?
HK: The crew weren’t very, er, pub-minded and neither was I. We did go on some outings, um, some of the crew together. When we were doing the training for Pathfinders we went into Cambridge and out there. In truth there we had more interest in museums, which suited me, yes.
TO: Which museums did you like?
HK: I don’t remember now [laugh] but I remember going to some and — yes.
TO: I was recently in a few museums myself and looking round the Lancaster they have, or rather the Lancaster cabin, that they have at the, in the Imperial War Museum. I think they put it back as far as the navigator’s positon so you can, you can see into where everyone was sitting, sort of thing.
HK: Oh yeah.
TO: And other than the other ones you’ve mentioned to me already were there other missions that you remember very clearly?
HK: I think I’ve told you the ones that, er, I really remember but, um, I can’t say that I remember any others. We were quite fortunate really over all.
TO: You mentioned earlier on that — was it a gunner? One of the gunners shouted, ‘Corkscrew,’ when the plane, the fighter arrived. What kind of basic manoeuvres did the planes have?
HK: Well, we immediately dived and up and around and that’s why it’s called a corkscrew and, anyway we dived in one direction and up in another and so on but, er, we didn’t have to do that much and, as I said, the plane overshot us and —
TO: I remember reading I think that even though the Stirling wasn’t as good as a Lancaster it was decent at turning or something when it came to manoeuvres.
HK: It was too heavy I think.
TO: It was quite good at climbing but wasn’t good at turning or something.
HK: Oh yeah.
TO: Were you ever — was there any time when they brought in new equipment and you were confused by it?
HK: Yes. We had some new equipment, some cathode ray tubes, um, which the bomb aimer used to sit next to the navigator and assist him with the navigating and, er, that was towards the end of the war and, um, I was doing the bomb aiming then.
TO: So, what did you do as a bomb aimer?
HK: Well, the — I merely had to go down into the bay and press the tips when the graticule showed the marker but the bombs were all pre-set to go off at a particular time, um, but that was all done by the bomb aimer. He set up the equipment initially and all I had to do was press the tip when the target came into view.
TO: Was that to drop, release the bombs then?
HK: Yes.
TO: OK and did you do that often?
HK: I did about four or five times towards the end of the war, yes.
TO: And did you find out roughly how much damage the raids were causing?
HK: No, not really, no. We did have pictures taken by the later aircraft going over but I can’t say that I recall.
TO: And was there ever any occasions where your plane had to return early before it reached the target?
HK: No, apart from the fact that once we were all recalled because the target had been overrun by our troops so, um, but no, we, we carried on although I said once when we had the intercom equipment went the — we were told not to use it because the, the rear gunner, pilot were in contact but it was too weak to let anyone else but we decided to carry on anyway.
TO: So, how did the, er, communication work aboard the aircraft?
HK: Well, we had the speakers in the, er, speakers in the helmets plus microphones and you had to switch on the microphone if you wanted to speak. That’s all, pretty well.
TO: Was it very noisy aboard those planes?
HK: It was very noisy, yes, yes. So when we didn’t have the intercom it meant really shouting at the pilot.
TO: Was the noise mainly from the engines?
HK: Yeah.
TO: Were there any other occasions when you went to a target and found it was too cloudy to see the city?
HK: That I can’t really recall now, no.
TO: So, just going back, I’m keen to go back this one, the one over France with the VIs, did you actually get the chance to drop your [emphasis] bombs at the time?
HK: Yes. We did drop them, yep.
TO: So, so if I get this right. So even though you had a hole in the wing you were still able to go on with the mission or had you already dropped them?
HK: No, we hadn’t already dropped them. We were on the bombing run and we did actually drop them but, er, I don’t remember much about it, no.
TO: That’s fine, fine.
HK: I know we had to and I was watching out of the — because in case the wing was moving up and down more than it should but, er, fortunately we didn’t have to — if it had gone [laugh] we wouldn’t have done anything about it anyway.
TO: Would the, er, the pilot of the plane, would he ever be speaking to other aircraft in the squadron?
HK: Would he be?
TO: On the radio, would he ever speak to other aircraft?
HK: I don’t think so. Not generally no, no, I wouldn’t think so, no?
TO: Was it possible to communicate with them?
HK: It would be possible I think [unclear] had the necessary permission to do so. I don’t think it was normal, no.
TO: And did you ever attack coastal targets?
HK: Yes but I don’t remember where but I know we did have some, er, harbours and shipping there.
TO: What did you think of the — I know you weren’t on it — but what did you think of bombers like the Halifax?
HK: Well, some people that, er, flew the Halifax thought they were OK but I, I don’t think they had the — I don’t think they were as good as the Lancaster anyway but it is a matter of opinion.
TO: I do remember reading that a Lanc, a Halifax couldn’t carry a cookie because they didn’t have the space.
HK: Couldn’t carry them because of the load, no.
TO: So, er, did you hear about how — other events of the war, like the invasion of Normandy?
HK: Only on the radio I think. I don’t think we heard a lot internally about what went on.
TO: But when you heard that Normandy had been invaded did you think the war was in its final stages?
HK: Well, certainly thought so. We hadn’t actually started operations then. We were still at the Heavy Conversion Unit when we heard all the planes going over one night and, er, we realised what it was, yes.
TO: So, did you ever drop bombs around Normandy?
HK: Drop bombs?
TO: Around Normandy to help with the invasion?
HK: Oh yes, yes, yes.
TO: Was that area less heavily defended than Germany? Was there less anti-aircraft fire in Normandy than Germany?
HK: Oh yes, less, definitely less.
TO: And did you hear of events like Japan attacking Pearl Harbour?
HK: Heard about it only on the news.
TO: And do, did you ever hear about other cases that happened where, where planes got damaged by overhead bombs?
HK: Not at the time. Although I believe it did happen on occasions.
TO: I know it happened to William Read, one of the VCs in Bomber Command, I think on a Norway mission or something.
HK: Yeah.
TO: And were there, was there anyone you know in your squadron who was shot down and became a prisoner?
HK: I didn’t know of anyone, no.
TO: And at the time of the war were you aware that Bomber Command had a fifty per cent casualty rate?
HK: Bomber Command?
TO: Had a fifty per cent casualty rate?
HK: No. We didn’t know at the time, no.
TO: This is a slightly odd question but if had you known at the time would you have volunteered for the Air Force?
HK: Maybe not but, er, once I was in — yes, it, it became just a job. I didn’t really didn’t take much notice. We didn’t hear of the, the losses at the time. I didn’t realise they were so great.
TO: Do you think they might have been keeping it quiet deliberately?
HK: I think they would, yes. I think that was definitely.
TO: Did you hear about, er, certain stories about the war and just dismissed them as propaganda?
HK: Yes, I’m not sure. I don’t remember any, no.
TO: And was there, was there a, a certain type of single-engine German fighter that was very feared by the crew?
HK: Oh, the Messerschmitt but, um, I didn’t think we were worried one way or the other, no.
TO: [background noise] So I’m just seeing which ones are nice. I’m just seeing which ones are nicer.
HK: [slight laugh] Thanks.
TO: Did you ever regret joining the Air Force?
HK: No. No. It was, in a way it was a university to me.
TO: And when, when you joined the Air Force was it possible, did you get a choice as to what duty, whether you went to Bomber Command or Fighter Command?
HK: It would have been Bomber Command, yes. As I say, when I was called up initially I was trained as a flight mechanic and, er, it was mainly for the Bomber Command.
TO: Do you remember when you receiv— received your call-up papers?
HK: Well, I only vaguely remember, yeah.
TO: And do you think there was a reason why, do you think there might have been a certain reason why you were put in the RAF and not the Army?
HK: I don’t know whether it was the education at the time. I don’t know. It may have had something to do with it, yes.
TO: Do you think you were properly trained enough before you were sent on missions?
HK: I think so. We had quite a good training, yes.
TO: And did you feel ready for war when it finished?
HK: Yes, I think so, yes.
TO: And were you ever stationed anywhere other than Britain?
HK: No, no.
TO: Do you know of anyone who was sent abroad?
HK: I know that some in [beep noise] [unclear] Association Branch were abroad. I didn’t know at the time but heard about it afterwards.
TO: And were you ever escorted by allied fighters?
HK: Only, only once I remember. That was when we were coming back on three engines. The rear gunner said, ‘There’s two single-engine aircraft approaching from the starboard quarter.’ But only a couple of seconds later he said, ‘It’s alright, they’re Spitfires.’ And one of them did escort us back to the coast.
TO: Do you think maybe the pilot of that Spitfire could see the damage on your plane?
HK: Probably. Well, could see we’d only three engines going, yeah.
TO: I think there was one time, I was reading about it recently, during the war a German fighter actually saw a damaged American bomber and deliberately decided not to attack it because he could see how damaged it was and let it fly back. How did you actually feel about Germany during the war?
HK: Well, we knew it was the enemy and we had to do what we were instructed to do. I didn’t really think much about it at the time.
TO: Did you ever feel animosity against the German people?
HK: No. I can’t say that I did.
TO: Were any of your airfields ever attacked by German bombers?
HK: Not while I was there, no.
TO: And did any of the airfields ever run short of bombs or fuel?
HK: I don’t know, no.
TO: Sorry, I’m asking difficult questions here. And how many squadrons were you in during the war?
HK: Well, operational squadrons, two. That was 467 Squadron at Waddington and then 97 Squadron at Coningsby.
TO: Were there any times when actually your bombers were asked to attack German armies?
HK: The armies, German armies?
TO: Yeah.
HK: No, I don’t think so, no.
TO: And do you remember if the airfields you were stationed at had anti-aircraft defences?
HK: I think they must have done but I can’t say definitely.
TO: After Dunkirk were people in Britain afraid that Hitler would invade?
HK: I think they were yes, yes. Yes, we were very fortunate with the, er, the Battle of Britain fighters.
TO: Do you actually feel glad that you’d been put in the RAF?
HK: I what?
TO: Glad you were called up for the RAF?
HK: Glad it wasn’t the Army. Yes, certainly.
TO: Do you know anyone who was in or have any friends who were in the Army?
HK: I didn’t know anyone though definitely there were some from school who were in the Army, yes, joined the Army. Also at the time I think quite a few of them were called up for the RAF but I didn’t keep in contact.
TO: And what do you think was the most important battle of the war?
HK: Possibly what was known as the Battle of the Bulge was quite important at the time but I can’t say that I knew much about it at that time. I only read about it later.
TO: Was there heavy snow in Britain at that time?
HK: There was quite a lot of snow. We had to clear the aircraft and the runways.
TO: Did that ever effect operations much?
HK: I think it must have done to a certain extent but I don’t know details.
TO: OK. So what do you think was the best plane that the RAF had, in general?
HK: Well, as far as the Bomber Command was concerned the Lancaster but of course during the early part of the war the Hurricanes and Spitfires were the best.
TO: Did you know much about Wellington bombers?
HK: I didn’t know much about them, no.
TO: Was there ever any bullying in the Air Force?
HK: What?
TO: Bullying.
HK: What? Sorry I’m not with you.
TO: Was there any bullying in the Air force?
HK: Bullying? I didn’t know of any. No, I can’t say that I did.
TO: And were there particular songs the crew liked to sing at all?
HK: There was one that the bomb-aimer came out with. It was an Australian one presumably. I don’t know if you’ve heard it. It was about a — yes, something like “I put my finger in a woodpecker’s hole. The woodpecker said, ‘God bless my soul, take it out, take it out, remove it.’”And then it was, “Put it back, put it back, replace it” and it went on like that but I’ve never heard it before or since.
TO: I’m afraid I’ve never heard of it. [slight laugh] I guess I was lucky. Was most of your, was anyone else in the crew Australian?
HK: They were all Australian, yes.
TO: And did they, did anyone bring any kind of souvenirs aboard the plane, like personal possessions?
HK: I don’t know of any, no.
TO: Were you allowed to, I don’t know, decorate your own plane at all, that you could bring, I don’t know, if you wanted to bring an ornament with you could you bring that onto the plane?
HK: We could have done, yes, yes. The only things we were not allowed to take was money or things that could, um, easily tell the captors if we had to bail out where we’d come from, in case we had to try and have an identity of some other country.
TO: Were you ever told what you — did the RAF ever tell you how much information you could give if you were ever captured?
HK: Yeah. Name, rank and number. That was all we were supposed to say. [pause]
TO: So, when did the Lancaster actually become the main bomber of the RAF?
HK: It started in 1942 and it gradually built up from there so it was definitely the main plane of Bomber Command by the end of the war.
TO: What did you think of the bombers the Americans were using?
HK: Well, they — I think they did quite a good job but the aircraft weren’t any patch on the Lancasters. They couldn’t carry the, the load but, er, going as they did all alone at daytime I think they were very brave to do it.
TO: Did, er, did your squadron ever try and fly in formation when you were on missions?
HK: No, no formation. I know that when we went on to the daylight raids we were just more or less in a gaggle, not as a formation.
TO: Were there any ever any times when a bomb you were carrying failed to be released?
HK: Yes, there was one, which unfortunately got stuck up and we brought it back. We didn’t realise it at the time but no, no damage was done.
TO: So, what did they do with that bomb then?
HK: Oh, released it. It was up to the armourers. I think they released it and took it away. I don’t know what happened to it. It was a five hundred pounder apparently.
TO: Did you ever attack ships at all while they were at sea?
HK: Not at sea, no.
TO: [background noise] Sorry, you’ve answered a lot of my questions. I’m just trying to find some other ones. Did anyone, did the pilot try and tell anyone what would happen if he ever happened to get killed?
HK: Well, I was the one that had to take over it as necessary and I on training flights I was able to take over the controls and keep the plane more or less straight and level although the rear gunner said when I did it was more like a switchback [slight laugh]. But that was all.
TO: So, did the Lancaster have two steering columns or just one?
HK: No, we just had the one so I would have had to get the pilot out of the, his seat and get in myself.
TO: Was he allowed to teach you to do that?
HK: Yes.
TO: And would you have been able to land it at all?
HK: I don’t know [laugh]. I wasn’t taught how to do that.
TO: So, I’m just a bit puzzled why, why wouldn’t they teach you to land if you ever happened take over. It seems to kind of defeat the object of teaching —
HK: I think it was just that I had to try and keep it in the air while the rest of the crew got out.
TO: How did it feel to be in control of the plane though when you had it?
HK: I quite enjoyed it.
TO: Did you get a sense of pride doing that?
HK: Yes.
TO: What’s your best memory of your time during the war?
HK: I suppose the best memory was, um, when I heard that I was medically fit to fly.
TO: So, er, do you remember why they turned you down during your first medical test?
HK: I was slightly short sighted in one eye. At the time, um, that was quite important but it ceased to be important when I wanted to be a flight engineer, although as I ended up doing bomb aiming I don’t know. [laugh]
TO: Well did it ever, did your eyesight ever effect your performance?
HK: No, no. It wasn’t bad enough.
TO: Do you know whether the gunners had to have the same education as the other members of the aircraft?
HK: I don’t think they did, no. I’m sure they didn’t.
TO: Did you ever meet any famous people during the war as in senior commanders or leaders?
HK: I don’t remember, no.
TO: Did you listen to the radio very much?
HK: Quite a bit, yeah.
TO: And again, sorry for asking you this, but was the scariest thing that happened to you during the war?
HK: I think it was when the bombs came through the wing, yes.
TO: Did you think the plane was going to crash or did you think it could survive?
HK: I wasn’t sure whether the wing was going to fall off or not [slight laugh] but, er, so we were fortunate. Another few inches one way or the other it would have hit the front or rear spar.
TO: So, how far, how close to the fuselage was the hole?
HK: Well, it wasn’t very far away. It was the inner engine that got hit or just behind the inner engine. No, it couldn’t happen at a better place actually [slight laugh].
TO: And did it send a big shock wave through the aircraft when that happened?
HK: Well, certainly, yes. There was a big thump, yes.
TO: And when they said the Lancaster was overhead was everyone expecting a bomb?
HK: Well, we were expecting it but we didn’t have any time to do any manoeuvres. As soon as the mid-upper called out we heard the bumps. That was it.
TO: Did you think for a minute you might have to bail out?
HK: I thought that might be a possibility, yeah.
TO: And what about when you saw the German night fighter?
HK: Well, we were glad to see it disappear but, er, yes —
TO: Is there anything else you can add about that mission, about where you were going at the time?
HK: No. I can’t really remember.
TO: That’s fine. So, when — you mentioned as the flight engineer you might have to take over from the plane sometimes. Was it hard to learn how to take over or was it quite easy?
HK: No. We had training on the Link trainer so I knew what to do.
TO: So, did you volunteer for the Pathfinders or were you assigned?
HK: I heard after the war that the pilot, my pilot, had volunteered because he got extra pay for being — but whether that was true or not I don’t know but yes he volunteered first and we all agreed to go.
TO: Did you get extra pay for that?
HK: I think we did but I can’t remember that but I think we did.
TO: What was the average pay in the RAF?
HK: It was a few shillings a day I think. I don’t remember that, no. I know some people can remember these details but I don’t.
TO: That’s fine. And how do you feel about Japan and Germany today for the war?
HK: I think we should have lost the war [laugh] and we would have been better off than — yes. I don’t know.
TO: And why do you think that?
HK: Well, Germany and Japan seem to have done very well but—
TO: And do you think the war was worth the price?
HK: Sorry?
TO: Do you think the war was worth the price?
HK: Probably wasn’t but I don’t know how things would have turned out if it —
TO: And what did you think of the memorial that they built in Green Park a few years ago?
HK: It’s a very good memorial, certainly. I wasn’t able to go up to the unveiling.
TO: They’re having a service in a couple of weekends there and going to be recording that as well. Did you hear about the holocaust?
HK: I can’t say I did during the war, no.
TO: And do you think Bomber Command was treated unfairly after the war?
HK: I certainly think so, yes. I think Harris was given a bad, was bad, er, treated badly. That was — everyone thought Dresden was his idea but in fact it came direct from Churchill originally.
TO: Did you ever happen to meet Harris after the war?
HK: No, no.
TO: And do you think the RAF played a critical role in Britain’s victory?
HK: Oh, definitely, yes.
TO: And do you think there was anything that happened to you during the war which affected you later in your life? [beeping sound]
HK: Oh, yes. I think the fact that, um, I did some technical training during my life in the RAF was — before I was called up I was working at the, er, an accounts department in Electrics Supply but after the war I wanted to do something more technical and the GEC were advertising for people in their, um, research laboratories in Wembley and I applied and joined and came a patent agent so, yes, it made quite a bit of difference.
TO: And what did you do in your career after that?
HK: Well I trained as — initially I got a science degree and did the patent office, patent agent examination and I actually stayed with the research laboratories, um, until I, my official retirement and then I went on a couple of days a week after that until they moved the whole thing to Chelmsford and I decided that was enough.
TO: And, sorry to ask this, but what, what was the saddest thing you’d say that happened during the war?
HK: During the war? That I can’t really say. I suppose the saddest thing was, um, losing a very close cousin, who I was sort of brought up with, and caught diabetes and there wasn’t so much they could do about it at the time and she died. But that was during the war. It wasn’t anything to do with the war itself. I don’t know of anything connected with the war but it was so sad.
TO: And do you remember what you were doing the day the war ended?
HK: Yes. I was at, stationed at Coningsby, um, then we were sent home on leave, um, but the rest of the crew as they were all Australian were called back before me to be sent back to Australia, so I never really got a chance to say a proper goodbye, and it was only after the war when I went to Perth and saw the rear gunner’s name in the telephone directory that I got in touch with him. So, I don’t know if there’s anything else.
TO: So did everyone who were on that bomber meet again would you say?
HK: No, no.
TO: Did you get involved in any of the VE Day celebrations?
HK: No. I don’t remember any, no.
TO: Or did you listen to Churchill’s victory speech?
HK: I’m sure I did, yes, but I can’t remember it.
TO: Were you bothered by the fact that he didn’t mention Bomber Command?
HK: He what, sorry?
TO: In Churchill’s victory speech he didn’t mention Bomber Command.
HK: Oh yeah. I read about that afterwards, yes.
TO: But did that bother you when you heard the speech?
HK: Well, I can’t say I remember if I heard the speech. I must have missed it. I don’t know.
TO: And how do you feel today about your war-time service?
HK: Well, my particular service, I think I was quite fortunate and overall I had quite a reasonable time.
TO: Have you ever watched any films about the war?
HK: Some, certainly, yes.
TO: And what do you think of them?
HK: Some of them are quite good otherwise some aren’t.
TO: Any ones in particular that you liked?
HK: I think the one, the first one about “The Dambusters” was excellent, yes.
TO: And, er, do you think the atomic bombs were necessary against Japan?
HK: I think overall probably, yes, but if it had gone on we would have lost many more people, both Japanese and American and our country, so I suppose it, it was necessary. I think in a way it was a pity because it really put a shadow on nuclear reactors. I think if it hadn’t happened there wouldn’t have been quite an outcry on reactors that there is today.
TO: Were you involved in nuclear reactors after the war?
HK: Not directly but, um, the — our department was involved in patents for nuclear reactors and they did quite a bit of work.
TO: And, er, how do you feel about Britain’s involvement in events like Iraq and Afghanistan?
HK: In?
TO: In Afghanistan and Iraq?
HK: I think we probably should have kept out. I don’t think it really helps in any way. I just think it’s just made things worse.
TO: Is there anything you want to add at all about you war-time service?
HK: No, I don’t think so. I was quite fortunate overall and had quite a reasonable time.
TO: OK. Or is there anything you want to add which was important to you at the time which you‘ve not mentioned?
HK: No, I don’t think so, no.
TO: OK. Well, er, thank you very much for telling me about your experiences. It was really fascinating.
HK: I hope it’s not been a bit too boring. I couldn’t remember lots of things.
TO: It’s not boring at all. It’s amazing. No, no. What you could remember is amazing. Can I just, er, there is something I showed to another RAF veteran and you can either read yourself or if you want I can read it out for you now. This is a speech that Arthur Harris gave at an RAF reunion in 1977.
HK: Oh right.
TO: And he just basically talks about the role, basically pointing out, explaining what Bomber Command did and why it was so important now. If you like I can read it out but if you’d rather read it yourself out in your own time you can, whichever you prefer.
HK: Can I?
TO: Yes. You can read it out now if you want.
HK: Well, can I keep this?
TO: Of course. That’s why I bought it for you.
HK: Right, thank you.
TO: If you want to read it now you can or if you want me to read it out I can, whichever.
HK: Yeah. Well, I’d like to read it later.
TO: OK. OK. Right, thank you very much.
HK: Not at all.
TO: Sorry, I should have explained at the start, er, as an introduction that I’m supposed to do but because I was, because I was getting so many interviews done I forgot it. I just wanted to end by saying that we’ve recorded this interview for the International Bomber Command Centre. My name’s Thomas Ozel and we were interviewing Mr Harold Kirby in London on the 10th of June 2016. Sorry, that’s the 11th of June. Thank you for this.
Dublin Core
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Identifier
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AKirbyHVA160611
Title
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Interview with Harold Kirby. Two
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
Type
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Sound
Language
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eng
Format
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02:04:49 audio recording
Conforms To
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Pending review
Creator
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Tom Ozel
Date
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2016-06-11
Description
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Harold Kirby grew up in London and worked in an accounts department before joining the Royal Air Force. He served as a fitter with 460 Squadron at RAF Binbrook before remustering as a flight engineer. He flew two tours of operations with 467, 97 and 156 Squadrons. He describes the Stirling that was used for training and also the Lancaster in which he flew on operations. He also describes the preparations before an operation and the procedure for landing. He explains how window and how flares were used by the Pathfinders. Harold gives an account of an incident where his Lancaster was damaged by another Lancaster dropping its bombs from above but otherwise says his crew were very fortunate. After the war, he worked as a patent agent until he retired.
Coverage
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Royal Air Force
Royal Air Force. Bomber Command
Spatial Coverage
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Great Britain
England--Lincolnshire
Contributor
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Christine Kavanagh
156 Squadron
460 Squadron
467 Squadron
97 Squadron
aircrew
bomb struck
bombing
bombing of Dresden (13 - 15 February 1945)
briefing
flight engineer
ground crew
ground personnel
Lancaster
military ethos
Pathfinders
RAF Binbrook
RAF Coningsby
RAF Waddington
Stirling
target indicator
training
V-1
V-weapon
Window